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Hydraulic Systems

Challenger 601 Developed for Training Purposes 4-141February 2005

Hydraulic SystemsThree fully independent hydraulic systems supply hydraulicfluid (Skydrol 500B) at 3,000 ±250 PSI to power the flight con-trol, landing gear, and nosewheel steering systems. Systems 1and 2 have an engine-driven pump (EDP, 1A and 2A) supple-mented by an electric motor-driven pump (1B and 2B). System3 has two electric motor-driven pumps (3A and 3B). All sixpumps are variable displacement units whose flow rate increas-es or decreases with system demands to maintain a constantsystem pressure.

The four AC powered (115/200V, 3 phase) electric pumps(1B, 2B, 3A and 3B) are controlled by DC electric switches onthe Hydraulic Panel (see Table 4-I) except when the aircraft isW OFF W and the opposite side generator line contactor isopen (load shed function of the GCU, caused by generator orengine failure) the 1B or 2B will be unpowered regardless ofswitch position.

Additionally, the 3B pump has an alternate power source. Ifboth Main AC buses lose power, the air-driven generator (ADG)deploys; the 3B hydraulic pump transfer contactor automati-cally connects the 3B motor to the ADG bus and will operateregardless of the 3B switch position.

Pump Control Power

1B DC Bus 2 AC Bus 2

2B DC Bus 1 AC Bus 1

3A DC Bus 2 AC Bus 2

3B Battery bus AC Bus 1/ADG bus

Table 4-I; Electric Hydraulic Pump Power Sources

4-142 Developed for Training Purposes Challenger 601February 2005

There is an accumulator for each system that should becharged to 1500 ±50 PSI. The inboard and outboard brakeseach have accumulators charged to 750 ±50 PSI. All accumu-lator pressures must be checked without systems pressurized.

System pressure is tapped off to provide “bootstrap” pressure(55 PSI) to its reservoir that ensures positive fluid flow to thepump during all phases of flight.

Pump OperationAs an engine accelerates toward idle, the EDP draws fluid fromthe appropriate system reservoir through the firewall shutoffvalve while the electric pumps draw fluid directly from the sup-ply line from the reservoir. Placing and ELECT PUMP switch tothe ON position supplies 28V DC to energize the motor contac-tor that supplies AC power to the motor.

A small amount of fluid that each pump uses for lubrication andcooling exits the pump’s case drain line and travels through thecase drain non-bypassable filter (“case drain filter”) and forSystems 1 and 2 the heat exchanger (in the aft equipment bay)back to the reservoir.

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CAUTION: While ground servicing of the hydraulic sys-tems and accumulators is a maintenance function,PILOTS MUST ENSURE that when ground service per-sonnel are servicing the LAV that there is no mistakingthe Hydraulic System #3 “mule” connections for the LAVconnections located behind access doors aft of the rightwing root. Landing gear and flight controls do notrespond well when water is mixed with Skydrol.

Hydraulic Systems

Challenger 601 Developed for Training Purposes 4-143February 2005

System OperationsEach pump’s output passes by the pressure switch that controlsthe specific amber L or R ENG PUMP or ELECT PUMP light andon through a one way check valve to supply fluid under pressureto a pressure manifold for that system’s users (see Table 4-J).As pump output pressure builds (2,300 ±200 PSI) the associat-ed PUMP light extinguishes. If pump output pressure drops to1,800 PSI, the associated PUMP light illuminates.

In the pressure manifold prior to the users there is a non-bypass-able filter (“system filter”). After the system filter, the PressureTransducer picks up and displays system pressure on the gagelocated on the HYDRAULIC SYSTEMS panel on the cockpitoverhead panel. From the users the fluid is routed back to reser-voir through a filter (“return filter”) that is capable of bypassingshould it get clogged. System 2 Outboard Brakes has its ownreturn line to reservoir separate from the other users.

The accumulators act to dampen pressure surges caused bysystem operation. If system pressure reaches 3,750 PSI, a reliefvalve opens routing excess fluid to the reservoir.

When reservoir fluid temperature exceeds 96°C (205°F), the HITEMP light on the HYDRAULIC SYSTEMS panel illuminates.Predetermined temperatures in the reservoir will cause the HeatExchanger tower fan to operate without pilot control or advisory.

1A Engine-driven 3A Electric 2A Engine-driven1B Electric 3B Electric 2B Electric

Left Aileron L/R Ailerons Right AileronRudder Rudder RudderLeft Elevator L/R Elevators Right ElevatorL/R Flight Spoilers Main/Nose Landing L/R Flight SpoilersL/R Ground Spoilers Gear MLG Downlock

Nosewheel Steering AssistInboard Brakes Outboard Brakes

No. 1 No. 3 No. 2

Hydraulic System

Table 4-J; Hydraulic Pressure Distribution

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4-144 Developed for Training Purposes Challenger 601February 2005

Hydraulic Systems

Power Source Engine-driven pumps (1A and 2A)Electric pumps (1B, 2B, 3A, and 3B)Hydraulic servicing cart (ground/maintenance)Battery busDC Bus 1 and DC Bus 2

Distribution BrakesFlight and ground spoilersL/R aileronsL/R elevatorsLanding gearRudderNosewheel steering

Control ELECT PUMP switchesENG FIRE PUSH (shutoff valves)

Monitor System pressure gagesSystem quantity gagesLights

ELECT PUMPENG PUMPHI TEMPHYD

Protection Pressure manifold relief valveReservoir pressure relief valve

Challenger 601 Developed for Training Purposes 4-145November 1997

LOWLOW

NO HT

TEST

NO HT

TEST

FRONT

TEST

WSHLD

OFF/

AC ESS BUS

DC ESS BUS

DC BUS 1

AC BUS 1 AC BUS 2

DC BUS 2

LEFTSIDE

WINDOW

LEFTWINDSHIELD

RIGHTWINDSHIELD

RIGHTSIDE

WINDOW

115V AC

200V AC 200V AC

LEFTCONTROLLER

RIGHTCONTROLLER

115V AC

PRECIPITATION STATICSUPPRESSORS

TEMPERATURESENSORS

NO HT

TEST

NO HT

TEST

RIGHTLEFT SIDE

S/N 3001-3056,3059 W/O S.B. 601-0165

RIGHTLEFT

NO HT

TEST

NO HT

TEST

PRESSTO

WSHLD

NO HT

TEST

NO HT

TEST

SIDESIDE

FRONT

OFF/RESET

1

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CAE SimuFlite

4-146 Developed for Training Purposes Challenger 601July 1995

10TH STAGEBLEEDAIR

PORTS

RELIEFVALVE

10TH STAGEBLEEDAIR

PORTS

14TH STAGEBLEEDAIRPORT

FUELHTR

R WINGA/I VALVE

COWLPICCOLO

TUBE

A/I ISOLVALVE

L WINGA/I VALVE

R 14THBLEED

AIR SOV

L 14THBLEEDAIR SOV

R 10THBLEED

AIR SOV

ATSVALVE

COWLA/I VALVE

RELIEFVALVE

14TH STAGEBLEEDAIRPORT

FUELHTR

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ATSVALVE

COWLA/I VALVE

THRUSTREV PDU

ATS

LEFT

THRUSTREV PDU

ATS

RIGHT

R WINGPICCOLO

TUBE

10TH STAGE BLEEDAIR FLOW

14TH STAGE BLEEDAIR FLOW

BLEEDAIR USER SYSTEMCHECK VALVE(ARROW INDICATES DIRECTION OF FLOW)

L WINGPICCOLOTUBE

STANDBYTHERMALSWITCH

OVERHEATSENSOR

TEMPERATURESENSOR

s

s

s

ss

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PRESSURESWITCH

Engine and Wing Anti-Icing System

Ice and Rain Protection

Challenger 601 Developed for Training Purposes 4-147July 1995

Ice and Rain ProtectionIce and rain protection systems use engine bleed air or electri-cal heating elements to prevent the formation of ice on the air-foil leading edges, engine inlet, pitot/static probes, and wind-shields.

Ice DetectionIce detector probes, on either side of the fuselage, vibrate atapproximately 40,000 Hertz (Hz). As ice accumulates on an icedetector probe, the increase in mass decreases the vibrationfrequency of the probe. When sufficient ice accumulates on theprobe, the probe’s microcomputer flashes the appropriate red(amber on Canadian) ICE light. The crew must then select wingand cowl anti-icing. After turning the wing and cowl anti-icingsystems on, the red ICE light extinguishes and the white ICElight illuminates. When the heated ice detector probe remainsclear of ice for 60 seconds, the white ICE light extinguishes toindicate the aircraft is clear of icing conditions.

If a probe heater or microcomputer fails, the respective FAILlight illuminates.

WingWith the engine’s 14th stage shutoff valve open and the winganti-icing modulating/shutoff valves open, bleed air enters thewing anti-icing system.

Placing the WING switch in the NORMAL position allows theanti-icing controller to open the wing anti-icing modulating/shut-off valve. Bleed air then flows through the open valve and intothe wing leading edge piccolo tubes. As bleed air pressure inthe line reaches approximately 10 PSI, the pressure switchextinguishes the corresponding wing FAIL light. The airexhausts overboard after warming the leading edge.


During normal operation, the anti-icing controller senses lead-ing edge temperature through its sensor. The controller regu-lates temperature to 87.7 ±7°C by increasing or decreasingbleed air flow through the wing anti-icing modulating/shutoffvalve. As the temperature reaches 29.4°C, the correspondingHEAT light illuminates.

Placing the WING switch in the STANDBY position bypassesthe anti-icing controller and directly opens the wing anti-icingmodulating/shutoff valve. As leading edge temperature reaches82.2 ±4.5°C, the standby thermal switch opens, the modulat-ing/shutoff valve closes, and bleed air flow to the leading edgestops. When temperature drops to 48.8 ±4.5°C, the thermalswitch closes and the modulating/shutoff valve opens. Thissequence of valve opening and closing continues as the lead-ing edge warms, then cools.

Pressing the OVHT/ISOL OPEN switchlight opens an isolationvalve to allow one engine to supply 14th stage bleed air to bothwing’s anti-icing systems. With the isolation valve open, theISOL OPEN caption illuminates.

If leading edge temperature reaches 129.4 ±4.5°C, the over-heat sensor closes to illuminate the OVHT light and flash theWING ANTI ICE OVHT light.

During thrust reverser operation, the wing anti-icing nacellepressure regulator shutoff valves close to provide dedicatedbleed air flow to the thrust reverser system.

CowlWith the engine’s 14th stage shutoff valve open, hot bleed airflows to the cowl anti-icing pressure regulating shutoff valve.Pressing the associated COWL anti-ice switchlight illuminatesthe ON light and energizes the pressure regulating shutoffvalve solenoid. The valve opens and, as bleed air pressureexceeds 9 ±1 PSI, a pressure switch extinguishes the cowlFAIL light.

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Operation of the pressure regulating shutoff valve governs bleedair pressure to 50 ±5 PSI. If the pressure regulating shutoff valvemalfunctions and bleed air pressure exceeds 134 PSI, a pres-sure relief valve opens to vent bleed air pressure overboard.

After flowing through the valve and ejector, bleed air enters theinlet piccolo tube. After warming the inlet, bleed air exhaustsoverboard.

Bleed Air Leak DetectIf a leak develops in the bleed air ducting and temperatureexceeds trigger values, the thermal switches close to energizethe detection control unit relay. The appropriate DUCT FAILlight illuminates and the associated bleed air leak indicator,located on the bulkhead behind the copilot, changes to white.

Pitot/StaticWith the ADS HEATER CONT. selector in any position otherthan OFF, 115V AC supplies the various pitot/static heating ele-ments (see Table 4-K). If a pitot/static probe heating elementfails, the respective PITOT HEAT light illuminates and the lightilluminates. The PITOT HEAT light is not resettable.

Left AOA Transducer AC Essential HTR FAIL

Right AOA Transducer AC Bus 2 HTR FAIL

Left pitot probe AC Essential PITOT HEAT

Right Pitot Probe AC Bus 2 PITOT HEAT

TAT Probe AC Bus 2 HTR FAIL

Left Static Port AC Bus 1 HTR FAIL

Right Static Ports AC Bus 2 HTR FAIL

Heating Element Power Source Fault Indication

Table 4-K; Pitot/Static Anti-Icing


If a failure occurs in an AOA transducer, static port, or TATprobe heating element, the HTR FAIL switchlight illuminates.After identifying the failed system by rotating the ADS HEATERCONT. knob through the various positions and noting the failedheating element through the % HTR CURRENT meter, press-ing the HTR FAIL switchlight resets the warning system. Withthe ADS HEATER CONT. selector in OFF or with any of theabove described failures, the 10-channel ANTI-ICE annunciatorand the MASTER CAUTION lights illuminate.

Placing the ADS HEATER CONT. selector in the OFF positioncuts power to the heating elements and illuminates the PITOTHEAT and HTR FAIL lights. The % HTR CURRENT indicates inthe red zone to show no current drain by the heating elements.

WindshieldOn S/Ns 3001 to 3056 and 3059 without SB 601-0165, plac-ing both WINDSHIELD switches in the ON position activatesthe windshield heat systems (see Table 4-L). The temperaturecontrollers then regulate windshield and window temperature toapproximately 58°C (137°F) and 41°C (105°F) respectively.

Pressing the TEST button with the WINDSHIELD switches ON,tests all four windshield heating system circuits (two per con-troller). During the system test, the TEST lights illuminate toindicate power to the windshield and window heating circuits.

On S/Ns 3001 to 3056 and 3059 with SB 601-0165, 3057,3060 to 3066, and 5001 and subsequent, placing bothWSHLD switches in the HIGH position regulates windshieldand window temperature to approximately 55.6°C (132°F) and36.7°C (98°F) respectively. With the switches in LOW, the sys-tem regulates both the windshield and window temperature toapproximately 36.7 °C (98°F).

CAE SimuFlite



On all aircraft: If a failure occurs in the windshield heat system,the associated NO HT light, the ANTI-ICE light on the 10 chanelannunciator panel, and the MASTER CAUTION lights illumin-ate. The temperature control units illuminate the associated NOHT light if any of the following occurs:

■ open circuit sensor

■ overtemperature condition

■ shorted temperature sensor

■ halfwave output or no current flow

■ loss of AC or DC power

■ halfwave input or full output

■ AC overvoltage.

Left Windshield AC Bus 1 – 200V DC Bus 1

Left Window AC Essential – 115V DC Essential

Right Windshield AC Bus 2 – 200V DC Bus 2

Right Window AC Bus 2 – 115V DC Bus 2

Window Power Source Control Power

Table 4-L; Windshield Anti-Icing Power Sources

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Window DemistingOn S/Ns 3001 to 3066 and 5001 to 5134, hot air flows fromthe bleed air manifold through a pressure regulator and shutoffvalve to a heat exchanger where the air cools to approximate-ly 66 to 77°C (150 to 170°F). To select windshield demisting orfootwarmer, the cockpit heat switch must be selected toNORM, which extracts air through the right footwarmer SOVfrom the bleed air manifold. Selection of STBY extracts bleedair from the left footwarmer SOV which extracts bleed outsideof the left bleed air SOV. Pulling the DEMIST knob out directsthis air from the diverter valve assembly to the windshields fordemisting.

On S/N 5135 and subsequent, conditioned air from the airconditioning system flows to a diverter valve assembly. Pullingthe DEMIST knob out directs this air against the inside of thewindshields.

On S/Ns 5135 to 5141 and 5143 to 5159 with SB 601-419;5160 and subsequent, a fan and heater provide warm airthrough a three-way diverter valve for windshield demisting.Adjusting the DEMIST and FOOTWARMER varies the amountof warm air provided for windshield demisting and cockpitheating.



Wing Anti-Ice

Power Source 14th stage engine bleed airEssential DC busDC Bus 1 and DC Bus 2

Distribution Wing leading edges

Control WING switchlightsOVHT/ISOL OPEN switchlightAnti-icing controllersWing anti-icing modulating/shutoff valves

Monitor L/R HEAT lights (29°C)L/R FAIL lightsDUCT FAIL light (bleed air leak detect)SENSOR FAIL lightWING ANTI ICE OVHT light (129°C)

Protection Wing overheat sensorsCircuit breakers

Engine Anti-Ice

Power Source 14th stage engine bleed airBattery bus

Distribution Engine inlet

Control COWL switchlightsPressure regulating shutoff valves

Monitor COWL ON/FAIL lights

Protection Pressure relief valves (134 PSI)Circuit breakers

CAE SimuFlite


Pitot/Static

Power Source AC Essential busAC Bus 1 and AC Bus 2

Distribution Pitot probesStatic portsAOA transducersTAT probe

Control ADS HEATER CONT. selector

Monitor PITOT HEATHTR FAIL% HTR CURRENT meter

Protection Circuit breakers

Windshield

Power Source AC Essential busAC Bus 1 and AC Bus 2Bleed air manifold (demisting)

Distribution Windshields and windows

Control WINDSHIELD or WSHLD switchesTemperature control units

Monitor TEST lightsNO HT lights

Protection Temperature control unitsCircuit breakers

Challenger 601 Developed for Training Purposes 4-171January 1999

Oxygen SystemThe oxygen system typically utilizes two 115 cubic ft oxygencylinders to provide sufficient emergency oxygen. A smallerwalkaround bottle is also available.

Regulators on each oxygen bottle reduce pressure to approxi-mately 70 PSI. A check valve in the output line of each regulatorisolates each bottle from the other in case of leakage or systemrupture. Typical installation is in the nose section with accessthrough the nose bay doors. On non-tail tank equipped aircraft,however, they may be in the tail section with access through therear equipment bay. Typical servicing port locations are in theservicing door in the nose beside the crew oxygen servicing portfor forward mounted bottles or in the APU service panel for aftmounted bottles.

If the bottle overpressurizes and pressure exceeds 2,602 ±264PSI, the HP stage’s relief valve ruptures to release bottle con-tents overboard. If the LP stage fails and pressure exceeds 130±14.5 PSI, its relief valve ruptures to release bottle contentsoverboard. If the HP valve ruptures, oxygen flows through theoverboard discharge line and dislodges a green indicator discon the right forward fuselage.

Crew Oxygen MasksEach crew member has an EROS quick-donning, diluter-demand oxygen mask that has a built-in regulator and micro-phone. Supplied with an undiluted source of oxygen, eachmask also provides smoke inhalation protection. The masksstow in a quick-access box on each crew member’s side panel.

Each mask stowage box has a door-operated shutoff valve.Pulling the mask from its stowage box opens the doors andshutoff valve to supply oxygen to the mask. After oxygenbegins flowing to the mask, the box flow indicator changes toyellow. Closing the box door after removing the mask does notshut off oxygen flow.

Oxy

gen

Sys

tem

CAE SimuFlite

A control unit on the copilot’s side console controls the system.A pressure switch on the output line of each regulator activatesthe NO SMOKING sign and aural alert whenever the masks aredeployed. If the optional EROS mask is installed for the thirdcrew member, it connects to the passenger oxygen system sup-ply line ahead of the passenger control panel/regulator.

Also, a smoke clearing system is optionally available to provideoxygen to passengers at any altitude. Rotating the passengeroxygen control knob to MANUAL and positioning the O2 smoke

clearing lever to ON causes oxygen to flow to the masks.

A CREW SUPPLY CABIN/NORMAL toggle valve is on the copi-lot’s outboard side console. When toggled from NORMAL toCABIN, the valve allows oxygen from the cabin oxygen systemto be utilized by the crew in the event of crew oxygen depletion.Check valves prevent passenger use of crew oxygen.

NOTE: The Canadair installed crew oxygen system isretained and is unchanged except for the supply selectvalve mentioned above.

Pressing the mask inflation control plates admits oxygen intothe mask harness. The harness then inflates to assist place-ment over the user’s head. After the mask is placed over theface, releasing the inflation control plates deflates the harnessto create a snug, air-tight fit.

With the mask flow selector in the N (normal) position, themask’s regulator provides oxygen diluted with cabin air. Ascabin altitude increases, the ratio of oxygen to cabin air increas-es until at approximately 30,000 ft, the mask provides 100%oxygen. Placing the flow selector in the 100%/PUSH positionprovides 100% oxygen regardless of cabin altitude.

The regulator provides 100% oxygen at positive pressure toassist breathing between 36,000 and 45,000 ft cabin altitude orif the flow selector is in 100%/PUSH and the EMERGENCYON/OFF button in the ON position.

4-172 Developed for Training Purposes Challenger 601January 1999

Oxygen System


After oxygen is no longer required, moving the mask stowagebox RESET/TEST handle forward closes the shutoff valve andstops oxygen flow to the mask.

Passenger DistributionThe passenger cabin oxygen system on the Challenger is not aproduction item, but individualized by the completion center foreach aircraft. Refer to the AFM for the specific aircraft for oper-ational instructions and limits.

On a typical installation, oxygen flows under pressure from theoxygen cylinder(s) to the passenger oxygen shutoff valve. Withthe valve in the CREW ONLY position, oxygen does not flow tothe passenger oxygen distribution lines.

Placing the shutoff valve in the CREW AND PASSENGER posi-tion opens the shutoff valve; oxygen then flows to the normallyclosed oxygen solenoid valve.

If cabin altitude exceeds 13,000 ±500 ft with the passenger oxy-gen control panel selector knob in the AUTO position, ananeroid controlled pressure switch supplies power to the oxygensolenoid valve. The valve opens and oxygen flows under pres-sure to the passenger oxygen masks. The initial pressure surgeto the passenger oxygen mask boxes releases their door latch-es. The masks drop and hang by a lanyard. Pulling on the lan-yard releases a pin so oxygen can flow to the passenger mask.

Selecting the MAN position bypasses the oxygen solenoidvalve so oxygen can flow to the passenger mask boxes. Themasks drop and oxygen is available to the passengers.

Placing the selector in the OFF position stops the flow of oxy-gen to the passenger masks.

CAE SimuFlite

4-174 Developed for Training Purposes Challenger 601November 1997

Oxygen System

Power Source Crew oxygen bottle(s)Passenger oxygen bottle(s)Battery bus

Distribution Crew oxygen system and masksPassenger oxygen system and masks

Control Crew mask oxygen regulatorsAneroid switch (13,000 ±500 ft)Passenger oxygen shutoff valvePassenger oxygen AUTO/MAN/OFF selector

Monitor Bottle pressure gagesOxygen system annunciators

Protection Bottle overpressure relief valves


NOSE

LEFT RIGHT

G

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UP

DN

DN LCKREL

MUTEHORN

TEST

ANTI-SKID

WOWOP FAIL

WOWIP FAIL

FASTEN SEAT BELTS

NO SMOKING

UPLOCK

DOWNLOCK 1

DOWNLOCK 2*

FULLY EXT

WOW 1

WOW 2

UPLOCK

DOWNLOCK 1

DOWNLOCK 2

WOW 1

WOW 2

ANTI-SKID

UPLOCK

DOWNLOCK 1

DOWNLOCK 2

WOW 1

WOW 2

NOSEGEAR

SELECTORVALVES

NOSEGEAR

NOSEDOOR

SWITCHING

MAINGEAR

SELECTORVALVES

CABINLOW

PRESSRELAY

PROXSWITCHES

THROTTLELEVERIDLE

SWITCHES

FLAPCONTROL

UNIT

RIGHTMAIN

GEAR

LEFTMAINGEAR

PROXSWITCHES

PROXSWITCHES

LANDING GEARCONTROL UNIT

WEIGHTON

WHEELS

GEARCONTROL

AIR/GROUND

AURALWARNING

ELECTRIC POWERHYDRAULIC POWERAURAL WARNINGANTI-SKIDFLIGHT GUIDANCEINTERCOMAPRTHRUST REVERSERSPOILERSAIR CONDITIONINGSTALL PROTECTIONCABIN PRESSURIZATIONCOCKPIT HEAT

*MICROSWITCH

NOSEWHEELSTEERING

NOSEWHEELSTEERINGPOWERSUPPLY

Landing Gear Control and Indication

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CAE SimuFlite


10 SEC DELAY

WOWOP FAIL

WOWIP FAIL

BATTBUS

DCBUS 1

DCBUS 1

WOWCHAN 1

CB-A74

WOWCHAN 1

CB-A162

WOWCHAN 2

CB-B162

WOWCHAN 2

CB-B74

LEFTMAIN 1

RIGHTMAIN 1

LEFTMAIN 2

RIGHTMAIN 2

PSPS

PS PS

FMS / EFIS / FGC / WX RADARAPR 1LH THRUST REVERSERHYD PUMP 1SPOILERS 1ELEC SYSTEM (ADG) 1AIR CONDITIONING 1CABIN PRESS 1TAKE OFF CONFIG WNGELEC SYSTEM (UTILITY BUS)FLIGHT GUIDANCE COMPUTER 1ANTI SKID (INBD)STALL PROT. TESTSTALL PROT. 1

STALL PROT 2ANTI SKID (OUTBD)COCKPIT HEATINTERCOMCABIN PRESS 2AIR CONDITIONING 2ELEC SYSTEM (ADG) 2SPOILERS 2HYD PUMP 2RT THRUST REVERSERAPR 2FLIGHT GUIDANCE COMPUTER 2FMS / EFIS / FGC

NOSEWOW 1

LEFT MAINWOW 1

RIGHT MAINWOW 1

RIGHT MAINWOW 2

LEFT MAINWOW 2

NOSEWOW 2

MASTERCAUTION

PROXIMITYSWITCH (TYP.)(SIMPLIFIED)

ON GROUND

ON GROUND

WEIGHT ON WHEELS (WOW)

WEIGHT ON WHEELS — INPUT

Weight-on-Wheels System

Landing Gear/Brakes/Steering


15 SEC DELAY WOWOP FAIL

WOWIP FAIL

MASTERCAUTION

L.G. TEST SWITCHO/P FAIL TEST

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APR 1

LH THRUST REVERSER

HYD PUMP 1

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CABIN PRESS 1

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FLIGHT GUIDANCE COMPUTER 1

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STALL PROT. TEST

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STALL PROT. 2

ANTI SKID (OUTBD)

COCKPIT HEAT

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NOTE: ALL CONTACTS SHOWN AREPART OF COMPARATOR CIRCUIT& DO NOT AFFECT THE OUTPUTS

TO OTHER SYSTEMS

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CB-B162

POWERSUPPLIES

STALL PROTECTION

POWERSUPPLIES

CB-A162

WOWCHAN 1

BATTBUS

DCBUS 1

CB-A74

WOWCHAN 1

AIR CONDITIONING 1

ON GROUND

Landing Gear Control Unit


CAE SimuFlite



Landing Gear and BrakesThe landing gear system consists of trailing link main landinggear and a conventional nose landing gear. All gear have nitro-gen-charged shock absorber struts with dual wheels and tires.

Normally, No. 3 hydraulic system pressure retracts and extendsthe gear. If an electrical, mechanical, or No. 3 hydraulic systemfault occurs, a manually actuated emergency extension systemmechanically releases the uplock actuators, dumps hydraulicpressure, and allows the gear to free fall by gravity. A down andlocked condition is assisted by a combination of airflow andspring pressure on the nose gear and downlock assist actuatoron each main gear, powered by the No. 2 hydraulic system.

Each main gear wheel has mechanically operated andhydraulically powered carbon composite brakes with anti-skidprotection. Normally, No. 3 hydraulic system supplies theinboard brakes while the No. 2 hydraulic system supplies theoutboard brakes. If the normal braking system fails (i.e., loss ofhydraulic system pressure), a braking accumulator stores suffi-cient pressure for approximately six braking applications.

An electronically controlled (steer by wire), hydraulically oper-ated nosewheel steering system positions the nose gear duringground operations in response to rudder pedal or pilot’s hand-wheel movement.

CAE SimuFlite


Weight-on-Wheels SystemThe landing gear control unit consists of a gear control and No.1 and No. 2 weight-on-wheel channel. The unit receives inputsfrom:

■ nose and main gear downlocks

■ nose gear oleo switch

■ nose and main gear uplocks

■ main gear proximity switches (two per landing gear leg)

■ nose gear proximity switch and microswitch.

The gear control channel, depending on the position of thelanding gear, then supplies outputs for the:

■ nose and main gear retract and extend solenoids

■ landing gear safe indicators

■ landing gear unsafe indicator

■ landing gear handle downlock solenoid

■ horn mute indicator

■ aural warning system

■ fasten seat belts and no smoking signs

■ nosewheel steering system.

The No. 1 and 2 WOW channels operate independently but areinterconnected to prevent false gear indications from a singlechannel affecting an aircraft system. The two channels, in turn,control the operation of various aircraft systems (see Table 4-M).

If a landing gear proximity switch malfunctions and provides adifferent indication from the others, the landing gear control unitilluminates the WOW I/P (input) FAIL light after a 10-seconddelay. If a WOW channel output differs from the rest, the WOWO/P (output) FAIL light illuminates after a 10-second delay. TheWOW O/P FAIL light also illuminates the WOW light on the 8-channel annunciator panel and the MASTER CAUTION lights.



RetractionWhen the landing gear struts extend after takeoff, the WOWsystem proximity switches indicate an in-air condition. Withthese inputs, the landing gear control unit releases the controlhandle solenoid lock.

Moving the handle to the UP position with a weight-on-wheelssignal not present begins the landing gear retraction sequence.The nose landing gear door selector valve shifts to the openposition while the main landing gear selector valve shifts to theretract position. No. 3 hydraulic system pressure then flowsthrough the priority and selector valves to the nose gear doorand main gear uplock actuators. The nose gear doors beginopening and the main gear uplocks move to the unlocked posi-tion. The NOSE DOOR OPEN light illuminates, the NOSE,LEFT, and RIGHT lights extinguish, and the gear unsafe lightflashes.

Table 4-M; Weight-on-Wheels System

Air conditioning Air conditioning

Air-driven generator Air-driven generator

Aural warning Automatic power reserve

Automatic power reserve Cabin pressurization

Autopilot Cockpit heating

Cabin pressurization Intercom

Cockpit heating No. 2 Stall warning system

Ground spoilers No. 2B pump interlock

Inboard anti-skid Outboard anti-skid

Left thrust reverser Right thrust reverser

No. 1 stall warning system Spoilers

No. 1B pump interlock

No. 1 WOW System No. 2 WOW System

CAE SimuFlite


When the nose gear doors completely open, the nose gearselector valve shifts to the retract position, the downlock actua-tor releases, and the nose gear drag brace unlocks.

Hydraulic pressure to the retract side of the nose and main gearactuators unlocks the main gear downlock actuators and drivesthe landing gear into their wheel wells.

As the gear reaches the up and locked position, the uplocksmechanically latch to hold the gear in the retracted position.Operation of the uplocks then provides a gear retracted andlocked indication to the nose gear door selector valve and thelanding gear control unit. The door selector valve then directspressure to close the nose gear doors. At the end of the retrac-tion sequence, the nose gear, nose gear door, and main gearselector valves shift to the neutral position. The NOSE DOOROPEN and gear unsafe lights then extinguish.

ExtensionMoving the landing gear control handle to the DN positionbegins the extension sequence by energizing the nose geardoor and main gear selector valves. The nose gear doors open.The nose gear selector valve shifts to the extended position;the uplocks release. Hydraulic pressure then flows to theextend side of the landing gear actuators. The NOSE DOOROPEN light illuminates and the red gear unsafe light flashes.

Hydraulic pressure to the extend side of the landing gear actu-ators drive the gear legs to the extended position. When gearreaches the fully extended position, the mechanical nose geardrag brace and main gear actuator downlocks engage.

The NOSE, LEFT, and RIGHT lights illuminate and the gearunsafe light extinguishes. The nose gear door selector valveshifts to close the nose gear doors. The NOSE DOOR OPENlight extinguishes.


Emergency ExtensionIf the normal landing gear extension system fails (i.e., hydraulicsystem fails, electrical fault, etc.), pulling the L.G. PULL handleup unlocks the nose gear doors, releases the nose gearuplocks, and operates the nose gear dump valves. The nosegear begins extending under its own weight assisted bysprings.

Further movement of the handle releases the main gearuplocks and operates the gear dump and main gear assistselector valves. The landing gear extends under its own weightassisted by actuators powered by the No. 2 hydraulic system.

Gear WarningRetarding the throttles to idle with one of the landing gear notdown and locked sounds the landing gear warning horn.Pressing the MUTE HORN pushbutton silences the horn andilluminates the button’s amber light. Advancing a throttle aboveidle extinguishes the light.

Extending the flaps past 30° without the gear being extendedalso sounds the landing gear warning horn. The horn cannot besilenced by pressing the MUTE HORN button with the flapspast 30°.

BrakesAll main landing gear wheels have carbon composite, multipledisc brakes operated hydraulically by two separate hydraulicsystems. No. 2 hydraulic system pressure supplies the out-board brakes while No. 3 system pressure supplies the inboardbrakes.


CAE SimuFlite


Normal BrakingPressing on a pair of toe brakes mechanically actuates the dualbrake control valve spools. The spools shift to meter hydraulicfluid proportional to pedal effort through the anti-skid controlvalves and hydraulic fuses to the brake assemblies. The brakeassembly pistons extend under pressure to force a pressureplate against the rotating and stationary discs.

With release of braking pressure, the brake control valves shiftto direct hydraulic pressure to the system’s return line.

Anti-SkidWith the ANTI-SKID switch in the ARM position, the parkingbrake off, and the nose gear down and locked, the anti-skidsystem arms and begins monitoring wheel speed for an incipi-ent skid.

When the aircraft is airborne (wheel-off-wheels), the system’slocked wheel detector circuit arms. Because the wheels are notspinning, the system sees a locked wheel condition and dumpsall braking pressure through the anti-skid control valves. Thisfeature prevents landing with the brakes applied.

At touchdown the WOW switches actuate to provide an on-ground indication to the skid control unit. Wheel spin-up above35 kts then overrides the WOW switch signal to provide imme-diate braking and anti-skid protection.

During the landing roll and taxi above 10 kts, the skid controlsystem monitors main wheel deceleration and compares it to areference signal. If a wheel’s deceleration exceeds the refer-ence signal, indicating an incipient skid, the skid control unitsignals the skidding wheel’s anti-skid control valve to momen-tarily reduce braking pressure and prevent a wheel skid.

The reduced braking pressure allows wheel spin up until itmatches the others. After an incipient skid, the skid control unitmodulates braking pressure to all wheels below the skid level.

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WEIGHT ONWHEELS

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30-35 KTWEIGHT

OFFWHEELS

TOUCHDOWNPROTECTION

NOTE:TO TEST ANTI-SKIDWHEEL SPEED MUSTBE BELOW 17 KNOTS

LOCKED WHEELPROTECTION

NORMAL ANTI-SKIDPROTECTION

ANTI-SKIDOFF



Above 30 kts groundspeed, the anti-skid system’s locked wheelprotection also provides basic anti-skid protection if a skidoccurs. As groundspeed drops below 10 kts, the system de-activates.

Pressing the anti-skid TEST button for two to four seconds withthe aircraft below 17 kts groundspeed enables a complete testof the anti-skid system. Illumination of the INBD FAIL andOUTBD FAIL lights during testing indicates normal systemoperation. If a system component fails with the TEST buttonpressed, the associated light fails to illuminate. After releasingthe button, illumination of the INBD FAIL or OUTBD FAIL lightindicates a system malfunction. Releasing the anti-skid TESTbutton prematurely may result in a false failure indication.

Parking BrakeAfter applying both toe brakes, pulling the PARKING BRAKEhandle out and rotating it 90° applies the parking brake bymechanically operating the brake control valves. The controlvalve’s spools shift and trap hydraulic pressure in the inboardbraking system supply lines.

Pulling the PARKING BRAKE handle also illuminates the park-ing brake ON light, closes the parking brake shutoff valve, andde-energizes the anti-skid system relays.

Applying the toe brakes and rotating the PARKING BRAKEhandle 90° releases the parking brakes by mechanicallyunlocking the brake control valves. After unlocking the parkingbrake, stow the handle, then release the toe brakes. The ONlight extinguishes.

The parking brake should be set from the pilot’s seat. Althoughthe system allows either set of brake pedals to set the parkingbrake, it may not be physically possible to depress the pedalssufficiently to set the brake and reach across the centerpedestal to set the handle.

CAE SimuFlite


Nosewheel SteeringPlacing the N/W STEER switch in the ARMED position with thelanding gear down and locked and weight-off-wheels initiatesthe nosewheel steering system self-test. If the system detectsan electrical or component fault, the NW STEER FAIL light illu-minates; the system reverts to a free castoring mode that pro-vides nosewheel shimmy dampening.

With weight-on-wheels and the N/W STEER switch in theARMED position, the nosewheel steering system electroniccontrol module (ECM) opens the steering selector valve.Deflecting the rudder pedals and/or handwheel from neutralactuates potentiometers connected to the ECM. The ECM, inresponse to these steering signals, generates the necessarycommands to operate the steering control valve. The valve, inturn, directs No. 3 hydraulic system pressure to the appropriateside of the steering actuator. The actuator then mechanicallypositions the nosewheel in the appropriate direction through apair of torque links that transfer steering action from the steer-ing cuff to the nose wheels.

During towing, the torque links should not be disconnected; thisprevents damage to the nosewheel steering system. Nosewheel steering must be selected OFF for towing.

When the nosewheel reaches the desired angle, its positionsensor provides a feedback signal to the ECM. The ECM thencommands the steering control valve to close both sides of thesteering actuator. This holds the nosewheel at the desiredangle.



Landing Gear

Power Source No. 3 hydraulic system (normal)No. 2 hydraulic system (assist)Battery busDC Bus 1 and DC Bus 2

Control Landing gear control handleGear control unitWeight-on-wheels systemDownlock and uplock switchesL.G. PULL handle (emergency extension)

Monitor Gear handle unsafe lightLEFT, NOSE, and RIGHT lightsNOSE DOOR OPEN lightLanding gear warning horn

Protection Circuit breakersWeight-on-wheels system

Brakes and Anti-Skid System

Power Source No. 2 hydraulic system (inboard)No. 2 hydraulic system (outboard)Essential DC busDC Bus 1 and DC Bus 2

Control Toe brake pedalsBrake control valvesAnti-skid systemAnti-skid TEST buttonPARKING BRAKE handle

Monitor Brake pressure gageINBD FAIL and OUTBD FAIL lightsParking brake ON light

Protection Hydraulic fusesAnti-skid system

CAE SimuFlite


Nosewheel Steering

Power Source No. 3 hydraulic systemDC Bus 1 and DC Bus 2

Control Handwheel (±55°)Rudder pedals (±7°)N/W STEER switchElectronic control module

Monitor N/W STEER FAIL light

Protection Weight-on-wheels systemLanding gear downlock switches

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FUEL PUMPSECONDARYHIGH PRESSUREELEMENT 18 FUEL

INJECTORS

FIREWALLSHUTOFFVALVE

MAIN FUEL CONTROL

INLETGUIDEVANES

FEEDBACK

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ENGINE BOOST PRESSURE

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SERVO PRESSURE

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Engine Fuel SystemGE CF34-3A1

CAE SimuFlite


Powerplant


PowerplantTwo General Electric CF34 turbofan engines power the CanadairChallenger CL-601-1A/-3A/3R aircraft (see Table 4-N).

CL-601-1A CF34-1A CF34-3A/-3A2

CL-601-3A CF34-3A CF34-3A2

CL-601-3R CF34-3A1 N/A

Table 4-N; Engine Installation

Model Standard Optional

The GE CF34 turbofan, developed from the GE TF34 used onthe Republic A-10 and Lockheed S-3, is an efficient and quietengine that has a 6.2:1 bypass ratio.

The CF34-1A engine produces approximately 8,650 lbs of sta-tic takeoff thrust. An automatic performance reserve (APR)system provides 9,140 lbs of static takeoff thrust, an addition of490 lbs, from the operating engine, if the other engine losespower or fails.

The CF34-3A/-3A2/-3A1 engines produce approximately 8,729lbs of static takeoff thrust. These engines’ APR systems pro-vide 9,220 lbs of static thrust, an addition of 490 lbs from theoperating engine, if the other engine loses power or fails.

Modular engine construction consists of six major sections toease field maintenance and component replacement or repair.These six sections include:■ fan

■ accessory

■ compressor

■ combustion

■ high pressure (HP) turbine

■ low pressure (LP) turbine.


The engine’s two-stage HP turbine (N2 spool) drives the 14-stage axial compressor; the four-stage LP turbine (N1 spool)drives the single-stage front fan. Variable geometry inlet guidevanes (IGVs) behind the front fan control engine core air flow toprevent compressor stalling and surging.

As air enters the engine inlet, the front fan accelerates air rear-ward toward the fan nozzle axial compressor. Approximately85% of the air bypasses the engine core and exhausts over-board as thrust through the fan nozzle. The remaining 15%enters the engine core. Essentially, the fan provides most of thethrust produced by the engine.

Before entering the compressor, air passes through the vari-able geometry IGVs. Controlled by two hydraulic (fuel) actua-tors, the IGV and five additional stages of variable geometrystator vanes open and close as a unit to regulate air flow intothe 14-stage compressor.

As air flows through the compressor, it is progressively com-pressed and heated as its volume decreases. The compressedand heated air then enters the combustion section where itmixes with fuel. During engine start, two igniter plugs ignite thefuel/air mixture. After the engine is running, the combustionprocess is self-sustaining.

The hot, high velocity gas stream exiting the combustion sec-tion first flows through the two-stage HP turbine. The turbineextracts energy from the gas stream as it rotates to drive theaxial compressor. The gas stream then passes through thefour-stage LP turbine to drive the forward fan.

Finally, the combustion by-products exit through the coreexhaust nozzle.

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Powerplant SystemsPowerplant systems include:

■ lubrication

■ ignition

■ starting

■ fuel and fuel control

■ engine control.

LubricationThe oil pump’s single pressure element draws oil from the oiltank to provide it under pressure through a filter. If the filterbegins clogging, a bypass valve routes oil past the filter. If thefilter begins clogging and differential pressure between the filterinlet and outlet reaches 21 to 26 PSID, the impending bypasssensor illuminates an indicator on the aft circuit breaker distrib-ution box.

From the filter, oil flows through a check valve to the oil/fuelheat exchanger. As it flows through the heat exchanger, the oilgives up heat to the relatively cooler fuel. After passing throughthe heat exchanger, the oil flow splits into a low and high pres-sure circuit. The low pressure circuit supplies the No. 1, 2, and3 bearings (A sump) and the accessory gearbox. The high pres-sure circuit supplies the No. 4 and 5 bearings (B sump) and theNo. 6 and 7 bearings (C sump).

After lubricating, cleaning, and cooling the engine, the oilpump’s scavenge elements draw oil from the accessory gear-box and B and C sumps. Oil from the A sump normally gravityflows to the accessory gearbox. During climbs and descents,the A sump scavenge pump draws oil from the A sump and thenreturns it to the oil tank. A cyclone-type de-aerator removesentrapped air from the oil. On the CF34-3A1 engine, the oiltank has a sight gage.


Downstream of the fuel/oil heat exchanger, a tapping providespressurized oil to the oil pressure transmitter and low oil pres-sure switch. If oil pressure drops to 28 ±3 PSI (CF34-1A/-3A/-3A2) or 35 PSI (CF34-3A1), the pressure switch illuminates theappropriate OIL PRESS gage LOP (low oil pressure) light. Atemperature bulb in the oil tank drives the OIL TEMP indicator.

Chip detectors at strategic points in the oil scavenge lines andtank monitor engine wear. If sufficient ferrous particles accu-mulate on a chip detector, the particles bridge the detector’scontacts. During routine maintenance, a continuity check ofeach detector provides an indication of engine wear and possi-ble mechanical failure.

An oil replenishment system allows engine oil tank refilling with-out opening the engine cowls. The system consists of an oilreplenishment tank, electric oil pump, two oil level probes andsignal conditioner, oil level control panel, and a selector valve.All but the oil level probes are in the rear equipment bay.

Placing the power switch in the ON position illuminates the ONlight and supplies 28V DC to the selector valve. Selecting eitherL or R energizes the oil pump and directs oil from the replen-ishment tank to the selected engine’s oil tank. When engine oiltank level reaches full, the associated LH or RH switchlight illu-minates. Placing the selector valve in the OFF position de-ener-gizes the electric oil pump. Selecting the power switch to OFFcuts power to the selector valve.

IgnitionThe CF34-1A and -3A engines have a dual-circuit ignitionexciter while the CF34-3A2 and -3A1 engines have two single-circuit ignition exciters.

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Pressing the IGN A/ON and/or IGN B/ON switchlight arms theignition system; the switchlight illuminates green. The A ignitionsystem receives 115V AC directly from the AC electrical sys-tem. The B system receives 115V AC from a DC-powered sta-tic inverter.

Pressing a START button begins the engine start sequence bysupplying power through the STOP switch contacts to the startlatch and bleed air relays. The green START light illuminates.When the start latch relay closes, the ignition system relaycloses to supply power to the ignition exciter(s). The ignitionswitchlight’s ON capsule illuminates white. The capacitance-type ignition exciter(s) supplies low-voltage discharges to theigniter plugs.

When the engine reaches idle speed, the air turbine switchopens to de-energize the ignition system relay and de-activatethe ignition system.

Pressing the CONT IGN switchlight, if necessary, energizes thecontinuous ignition slave relay. The relay closes to supply powerto the IGN B/ON switchlight through the IGN A/ON switchlight.The IGN B/ON switchlight illuminates green. Pressing the IGNA/ON and/or IGN B/ON switchlight closes the ignition controlrelay to supply power to both engine’s ignition exciters. Thewhite ON capsule illuminates and the selected system(s) ignit-er plugs fire continuously until deselecting the CONT IGNswitchlight.

Continuous ignition is normally only used in icing conditions,heavy precipitation, or on contaminated runways. It is also usedduring heavy turbulence or lightning.

Auto ignition is activated by the stall warning computer. Itemploys the same power supplies and ignition components asthe normal system but uses separate relays. Both ignition sys-tems on each engine energize when auto ignition is activated.

4-186 Developed for Training Purposes Challenger 601May 2000

StartingPressing the IGN A/ON and/or IGN B/ON switchlight arms theignition system. The associated green light illuminates. The Aignition system receives 115V AC directly from the AC Essentialbus; the B system receives 115V AC from a static inverter pow-ered by the Battery bus.

Pressing the START button begins the engine’s start sequence.Power flows through the STOP switch contacts to the start latchand start bleed air relays. The green START light illuminates andthe armed ignition switchlight’s bottom half illuminates white (ON).After 60 seconds, the amber STOP light illuminates.

When the start bleed air relay closes, the bleed air shutoff andisolation valves open so bleed air from the APU, air cart, oropposite engine can supply the manifold. The start latch relaythen closes to supply power to the opposite engine’s start valvesolenoid. When the start valve solenoid opens, it supplies bleedair from the manifold to the engine’s air turbine starter (ATS)and energizes the ignition system relay. When the ignitionexciter(s) receive power, the white ignition ON light illuminates.The ignition exciter(s) then supply the two igniter plugs.

As the ATS turns, it rotates the engine up to its starting speed ofapproximately 3,800 to 4,000 RPM. At this speed, the air turbinestart switch opens. This de-energizes the start bleed air and startlatch relays. The ignition system then de-energizes, and thebleed air shutoff, isolation, and air start shutoff valves close. Thegreen START switchlight extinguishes; the stop indicator time-delay relay is deenergized. Because the combustion process isnow self-sustaining, the engine accelerates to idle speed.

Fuel and Fuel ControlFrom the airframe fuel system, fuel under pressure entersthrough the normally open firewall shutoff valve and flows to theengine-driven fuel pump’s low pressure element. The low pres-sure element boosts fuel pressure approximately 80 PSI beforesupplying it to the pump’s two high pressure elements.

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Challenger 601 Developed for Training Purposes 4-187May 2000

On CF34-1A, -3A, and -3A2 engines, the fuel flow splits with-in the fuel pump after passing through the low pressure ele-ment. One flow continues directly to one of the pump’s highpressure elements to supply motive flow fuel for the fuel tankejectors. The other flow continues through an AIR/FUEL heatexchanger that uses 14th stage bleed air to warm the fuel. Athermal sensor maintains fuel between 4 to 10°C (40 to 50°F)with an air modulating valve that regulates bleed air flowthrough the fuel heater. If pressure drop across the fuel heaterexceeds 29 PSI, a bypass valve opens to pass fuel around theheater core.

On CF34-3A1 engines, the fuel flow continues toward thefuel/oil heat exchanger after passing through the low pressureelement. Prior to the heat exchanger, the fuel flow splits at anexternal pipe that supplies one of the fuel pump’s high-pressureelements for motive flow fuel. The other flow continues to a heatexchanger that cools engine oil while warming fuel.

After passing through the heat exchanger, fuel flows through afilter before it reaches the fuel pump’s other high pressure ele-ment. If the filter begins clogging and differential pressureexceeds 16 to 19 PSI, a bypass pressure switch closes to illu-minate the FILTER light. When the differential pressure reach-es 22 to 27 PSI, a red indicator protrudes on the top of the fil-ter housing.

The high pressure element boosts fuel pressure before deliver-ing it to the hydromechanical fuel control unit (FCU). The FCUand the other fuel control system components meter fuel to thefuel injectors to obtain the desired power setting. The fuel con-trol system also provides engine overspeed and overtempera-ture protection by regulating fuel flow.


The complete fuel control system includes:

■ fuel control unit

■ variable geometry actuators and feedback cable

■ fan speed control amplifier

■ N1 speed control amplifier

■ N2 speed control alternator

■ compressor inlet temperature sensor.

The fuel control system receives inputs from:

■ power lever angle (PLA)

■ fan (N1) and compressor (N2) speed

■ fan inlet temperature (T2)

■ compressor inlet temperature (T2C)

■ compressor discharge pressure (P3)

■ ambient static pressure (PO)

■ variable inlet guide vane (IGV) position

■ automatic power reserve (APR) status.

With the ENG. SPEED CONTROL switches in the ON position,throttle lever position indirectly controls power setting throughthe FCU computer section. The computer section, along withPLA and the other inputs, controls a metering valve to regulatefuel flow.

With the ENG. SPEED CONTROL switches in the OFF posi-tion, throttle lever position directly controls the FCU.

On CF34-1A/-3A/-3A2 engines, metered fuel from the FCUpasses through an oil cooler prior to the fuel distributor. Abypass valve opens to allow oil temperature to go to normaloperating temperature before it is cooled by the oil cooler. Afterflowing through the oil cooler, metered fuel flows through thefuel flow distributor assembly, then to the 18 fuel injectors.

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During engine start when fuel pressure exceeds 40 to 60 PSI,the distributor assembly’s check and drain valves supply fuel tothe injectors. During shutdown, the check and drain valves stopfuel flow to the distributor. Excess fuel in the injectors flows tothe ecological drain system.

ON CF34-3A1 engines, fuel flows from the FCU directly to the18 fuel injectors.

Radially arranged around the engine’s combustion chamberframe, the fuel injectors project into the combustion chamber.Supplied with fuel, the injectors deliver a fine, cone-shaped mistof atomized fuel into the combustion chamber swirlers.

Engine ControlMoving a throttle lever from the SHUT OFF to IDLE positionafter releasing the stop release latch mechanically opens theFCU shutoff valve. With the respective ENG. SPEED CON-TROL switch in the ON position, throttle lever movementbetween the IDLE and MAX POWER positions indirectly con-trols engine power through the FCU’s computer. The computerprocesses information based on power level angle (PLA), fanand compressor speeds, fan, compressor, compressor dis-charge temperatures, and ambient pressure to control theFCU’s metering valve. This provides the desired power setting.

During thrust reverser deployment and stowing, an auto-throt-tle retarder system (ATR) mechanically moves the throttlelevers to the IDLE position.

With the APR switch in the ARM position and the engines attakeoff power, the APR controller monitors engine N1 speeds;the APR READY light illuminates. If one engine’s N1 speeddrops below 67.5% RPM, the APR controller signals bothengines’ fan speed control amplifiers. The operating engine’sON light illuminates, the READY light extinguishes, and the fanspeed control amplifiers signal both engines to increase N1 byapproximately 2.3% RPM.


Auxiliary Power UnitAn Allied Signal GTCP36-100 (E) auxiliary power unit (APU) pro-vides AC power for ground operation and, within the APU’s oper-ating limitations, emergency AC power in flight. Additionally, theAPU provides high pressure bleed air for engine starting and theair conditioning system on the ground and, within its operatingenvelope, in flight.

The APU is a self-contained power source that has its own fireprotection, starting, lubrication, and control systems. It onlyrequires a fuel supply, aircraft electrical power (i.e. battery orexternal power), and stop and start commands from the cockpit.

The APU’s electronic control unit (ECU) monitors all phases ofAPU operation from start to shutdown. If the ECU detects asystem fault, it automatically performs an APU shutdown byclosing its fuel shutoff valve. Automatic shutdown occurs with:

■ overspeed (109 ±1% RPM)

■ high exhaust gas temperature (704 to 732°C at 100% RPM)

■ high oil temperature (>141°C)

■ low oil pressure (<31 PSIG for 10 ±2 seconds at 95% RPM)

■ high generator adapter oil temperature (>154°C)

■ low generator adapter oil pressure (<140PSI)

■ open or disconnected EGT thermocouple

■ loss of APU RPM signal

■ APU fire.

An APU fault panel in the aft fuselage contains an APU STOPswitch and magnetic fault indicators. Pressing the APU STOPswitch simulates an overspeed condition and automatic APUshutdown through its ECU 114% RPM overspeed test circuit.

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The magnetic fault indicators trip and display the fault causingthe automatic shutdown. Pressing the reset button resets theindicators if they trip because of a fault. A tripped magnetic indi-cator does not prevent APU starting; it only provides fault iden-tification.

APU StartingWith DC power available, pressing the PWR-FUEL ON/OFFswitchlight supplies power to the START/STOP switch and theAPU fuel pump. Pressing the START/STOP switch begins theAPU start cycle by energizing the APU start control and timedelay relays. When the start control relay closes, 28V DC fromthe Battery Direct bus closes the APU start relay. Closing of thisrelay, in turn, closes the APU start and start protection contac-tors. The STARTER light illuminates; the APU starter beginsturning.

As the APU accelerates to 10% RPM, the ECU opens the fuelshutoff valve to energize the ignition system. Fuel flows throughthe open shutoff valve to enter the APU’s fuel control unit(FCU). The FCU meters and schedules the required fuel forefficient APU starting, operation, and shutdown. From the FCU,fuel continues through a fuel shutoff valve to the fuel nozzleassembly. The fuel nozzle, assisted by compressor delivery air,delivers a fine spray of fuel into the APU’s combustor. With theigniter operating, the fuel ignites. The FCU then controls APUacceleration by metering more fuel through the nozzle into thecombustor.

At 60% RPM, the ECU de-energizes the time delay relay. Thisopens the start control relays and the start and start protectioncontactors. The starter stops turning, the STARTER light extin-guishes, and APU acceleration toward 100% RPM is self-sus-taining. As the APU accelerates toward normal operatingspeed, the APU OIL and ADPTR OIL LO PRESS lights extin-guish when oil pressure in the APU and generator adapterexceeds 31 and 140 PSI respectively.


When APU RPM reaches 95%, the ECU illuminates the APUREADY light and the BLEED AIR switchlight. The ECU thenregulates APU speed under varying load conditions through theFCU.

Pressing the BLEED AIR switchlight opens the pneumaticallyoperated butterfly valve to supply APU bleed air for aircraft ser-vices. The OPEN light illuminates.

Placing the APU generator switch in the ON position energizesthe generator control relay (GCR) and the generator line con-trol relay (GLCR); the APU’s GEN OFF light extinguishes.When the GLCR energizes, the APU power relay (APU PR)opens. AC power from the APU generator then flows throughthe closed auxiliary power contactor (APC), generator transfercontactors, and generator line contactors (GLCs) to the mainAC buses.

APU ShutdownWhen the APU is no longer required, placing the APU genera-tor switch in the OFF position takes the APU generator off-lineand illuminates the GEN OFF light.

Pressing the START/STOP switchlight begins the automaticAPU shutdown sequence by generating a false overspeedsignal. The ECU closes the fuel shutoff valve; the APU shutsdown.

Pressing the BLEED AIR switchlight closes the butterfly valveand extinguishes the OPEN light. After the APU has stopped,pressing the PWR-FUEL ON/OFF switchlight cuts power to theSTART/STOP switch and shuts off the APU fuel pump.

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Thrust ReversersThe electrically actuated and pneumatically operated thrustreversers redirect fan thrust forward to shorten landing roll andreduce brake wear.

DeployPressing a REVERSE THRUST PUSH TO ARM switchlightsupplies 28V DC from the DC Essential bus to open the 14thstage bleed air shutoff valve that supplies the thrust reversersystem. The ARMED light illuminates.

Pulling a thrust reverser lever to the deploy position mechani-cally locks the throttle lever in the idle position and actuates thedeploy switch. The deploy switch, in turn, completes a circuit tothe weight-on-wheel (WOW) or wheel spin-up relays. On touch-down, the WOW or wheel spin-up relay closes to supply 28VDC from the DC Essential bus to energize the power drive unit(PDU) and flexshaft lock arming solenoid valves. The wing andengine anti-ice shutoff valves close.

With the arming solenoid valve open, bleed air flow from the in-let valve to the lock actuator retracts the lock pin. TheREVERSER UNLOCKED light illuminates. The REVERSERUNLOCKED light also illuminates if the PDU brake releases orthe translating sleeve is not fully stowed. Bleed air flow thencontinues to the directional and inlet valve actuators. A bleed-off pressure regulator for each directional valve actuator regu-lates arming pressure to prevent excessive loads on the valve’sfeedback mechanism.

Thrust Reversers

CAUTION: Do not shift or interrupt electrical power duringthrust reverser operation to avoid damage.


Arming pressure to the directional valve actuator shifts its feed-back mechanism to the deploy position. The PDU directionalvalve then shifts to the deploy position; the stow and deploydump valves close.

The inlet valve bleed-off pressure regulator controls the inletvalve actuator valve poppet to provide pressure to operate thePDU air motor. Engine 14th stage bleed air in the PDU air inletenters the brake actuator through a self-cleaning filter. Thebrake releases so bleed air entering through the directionalvalve drives the PDU air motor.

Air motor rotation drives the thrust reverser ballscrews throughgears and flexible shaft assemblies. The ballscrews, in turn,drive the translating structure (torque box and cowl doors) aft toexpose the cascade vanes and deploy the blocker doors intothe fan duct.

The air motor also rotates the feedback screw during thrustreverser deployment until its nut reaches the end of its travelwhere it contacts the feedback yoke. The feedback yoke thendrives the PDU directional valve to the null position so the PDUair motor slows. Continued movement of the feedback mecha-nism contacts opens the deploy dump valve. The brake actua-tor then vents; the brake slows, then stops the thrust reverser.The thrust reverser locks in the deployed position, theREVERSE THRUST light illuminates, and the throttle lockreleases. Pulling the thrust reverser lever increases reversethrust with fan thrust deflected forward by the blocker doors.

The amber UNSAFE TO ARM switchlight illuminates as a warn-ing when:

■ an electrical fault occurs in the arming circuits

■ a deploy switch fault occurs in flight

■ either thrust reverser is not fully stowed

■ thrust reverser levers actuated with weight-on-wheels andthrust reversers not armed.

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StowPushing the thrust reverser lever down to the stow positionactuates the reverser deploy switch to the stow position. Oncethe deploy solenoid de-energizes, the arming and stow sole-noids energize. The directional valve actuator loses operatingpressure and drives the feedback mechanism to the stow posi-tion. The PDU directional valve rotates to the stow position. Thestow and deploy dump valves close, then the brake actuatorreleases.

Bleed air rotates the PDU air motor that, in turn, drives thethrust reverser actuating mechanisms to the stow position.Initial movement of the thrust reverser from the fully deployedposition extinguishes the REVERSE THRUST light. As thethrust reverser’s translating structure continues moving for-ward, the blocker doors stow. Toward the end of thrust revers-er stowing, the feedback mechanism and directional valvemove to the null position. The PDU air motor slows.

When the ballscrews almost contact the stowed stops, thestowed switch de-energizes the arming solenoid valve that, inturn, vents lock actuator operating pressure to atmosphere.The lock actuator’s spring then drives the locking pin to thelocked position where it actuates the unlock switch. The lockactuator’s arming port then vents to atmosphere. The thrustreverser continues moving toward the stowed position. Whenthe ballscrews contact the stowed stops, the PDU air motordevelops partial stall torque. The inlet valve closes, the brakeapplies, and the flexible shaft assemblies lock. Brake applica-tion extinguishes the REVERSER UNLOCKED switchlight.Pressing the PUSH TO ARM switchlight extinguishes theARMED light, cuts power to the WOW relay, de-energizes thethrottle lock solenoid, and the throttle levers unlock.


Auto StowIf the thrust reverser inadvertently moves from the fully stowedposition, the stowed microswitch energizes the arming sole-noid. If the thrust reverser continues to deploy, the stow sole-noid energizes. The directional valve shifts to the stow positionso that bleed air powers the PDU air motor to drive the thrustreverser to the stow position.

Emergency StowIf the thrust reverser fails to auto stow and the REVERSERUNLOCKED light illuminates, pressing the respective THRUSTREVERSER EMERG STOW switchlight energizes the armingand stow solenoids and de-energizes the WOW solenoid. Thedirectional valve then shifts to the stow position. Bleed air pow-ers the PDU air motor to drive the thrust reverser to the stowposition. The emergency stow circuit deactivates normal deploysignals. The 14th stage bleed air valve must be open for theemergency stow system to work.

After performing an emergency thrust reverser stow, theREVERSER UNLOCKED light remains illuminated becauseboth the flexshaft lock and stow solenoid remain energized.

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Thrust Reversers

Power Source 14th stage bleed airDC Essential bus

Control REVERSE THRUST PUSH TO ARM switchThrust reverser leversStow and deploy switchesTHRUST REVERSER EMERG STOW

switchlight

Monitor UNSAFE TO ARM lightsARMED lightsREVERSER UNLOCKED lightsREVERSE THRUST lights

Protection Stowed microswitchesArming solenoidsStow solenoids

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Flight PlanningTable of ContentsFrequent or Planned Destinations Record . . . . . . . 5-3

Flight Planning – General . . . . . . . . . . . . . . . . . 5-5

Takeoff Weight Determination . . . . . . . . . . . . . . . 5-5

Maximum Allowable LandingGross Weight Determination . . . . . . . . . . . . . . . 5-8

Weight and Balance Determination . . . . . . . . . . . . 5-11

International Flight Planning . . . . . . . . . . . . . . 5-15

Frequently Used International Terms . . . . . . . . . . 5-15

International Operations Checklist . . . . . . . . . . . . . 5-17

ICAO Flight Plan Form Completion – Items 7-19 . . . . 5-23

FAA Flight Plan Form Completion Instructions . . . . . . 5-33

ICAO Weather Format . . . . . . . . . . . . . . . . . . 5-37

Sample TAF . . . . . . . . . . . . . . . . . . . . . . . . . 5-39

Decoding TAFs . . . . . . . . . . . . . . . . . . . . . . . 5-42

Sample METAR . . . . . . . . . . . . . . . . . . . . . . . 5-44

Appendix A: Fuel Burn (No Tail Tank Fuel) . . . . . . 5-47

Appendix B: Fuel Burn (With Tail Tank Fuel, 6.8) . . . 5-51

Appendix C: Fuel Burn (With Tail Tank Fuel, 6.7) . . . 5-53



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Flight Planning


Frequent or Planned Destinations RecordAirport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Notes


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Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Notes

Flight Planning


Flight Planning – GeneralTakeoff Weight DeterminationUse the AFM Performance section to determine the maximumtakeoff weight allowed for a particular airport and its atmos-pheric conditions, passenger and cargo load, and fuel required.

The flow chart in Figure 5-1 (page 5-6) illustrates the steps toconsider when determining the maximum gross takeoff weightfor a particular set of conditions.

The takeoff weight may be limited by the maximum certifiedtakeoff weight, the takeoff field length, climb requirements,climb gradient, brake energy, or tire limit speed.

The takeoff profile appears in Figure 5-2 (page 5-7).


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Takeoff Weight Determination Procedure

AIRCRAFT CONDITIONSAIRPORT CONDITIONS

ATMOSPHERIC CONDITIONS

MAXIMUMCERTIFIED

T.O. WEIGHT

WEIGHTLIMITED

BY TAKEOFFDISTANCE

WEIGHTLIMITED

BY CLIMBREQUIREMENTS

WEIGHTLIMITED

BY CLIMBGRADIENT

WEIGHTLIMITED

BY BRAKEENERGY

WEIGHTLIMITEDBY TIRE

LIMIT SPEED

COMPARE ANDSELECT THE

LOWEST WEIGHT

RECOMPUTET.O. DISTANCEIF REQUIRED

COMPUTETAKEOFF SPEEDS

FILL OUTTOLDCARD

FINISHED

COMPARE WITHZERO FUEL WEIGHT

PLUS FUEL TODESTINATION

5-1

Flight Planning


Minimum Climb/Obstacle ClearanceOne Engine Inoperative

TAKEOFFTHRUST APR THRUST

MAXIMUMCONTINUOUS

THRUST

FINALSEGMENT

LEVEL FLIGHTACCELERATION

2NDSEGMENT

1STSEGMENT

V2

35 FT

GEAR UP

LIFTOFF

V1

VEF

VR

400 FTTO

1,500 FT

FLAPS UP

1,500 FT

TAKEOFF PATH

TAKEOFF FLIGHT PATHTAKEOFF DISTANCE

BRAKERELEASE

5-2


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Maximum Allowable Landing GrossWeight DeterminationThe maximum landing weight allowed for a particular airportand its atmospheric conditions, the fuel required for alternateairport procedures (if required), or the fuel load on arrival atdestination can be determined from the AFM’s Performancesection.

The flow chart in Figure 5-4 (page 5-9) illustrates the steps toconsider in determining the maximum allowable landing weightfor a particular set of conditions.

The landing weight may be limited by the maximum certifiedlanding weight, the landing field length, approach climb require-ments, approach climb gradient, or landing climb gradient.

The landing profile (Figure 5-3) appears below.

VREF

50 FT

LANDING DISTANCE

LANDING FIELD LENGTH

APPROACH CLIMBGRADIENT (MIN)

LANDING CLIMBGRADIENT (MIN)

5-3

Flight Planning


Landing Weight Determination Procedure

AIRCRAFT CONDITIONSAIRPORT CONDITIONS

ATMOSPHERIC CONDITIONS

MAXIMUMCERTIFIEDLANDING WEIGHT

WEIGHTLIMITED

BY LANDINGCLIMB GRADIENT

WEIGHTLIMITED BY

FIELDLENGTH

COMPARE ANDSELECT THE

LOWEST WEIGHT

RECOMPUTELANDING

DISTANCEIF REQUIRED

COMPUTE LANDINGSPEEDS

FILL OUTTOLDCARD

FINISHED

WEIGHTLIMITED

BY APPROACHCLIMB GRADIENT

WEIGHTLIMITED

BY APPROACHCLIMB REQ.

5-4


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Empty Weight

Crew

Galley Supplies

Lavatory

Crew Baggage

Jump Seat

Miscellaneous Storage

Basic Operating Weight

Catering

Passengers 1

2

3

4

5

6

7

8

9

10

Baggage Forward

Baggage Aft

Zero Fuel Weight Max – 31,000 lbs

Fuel LoadMain Wing Tanks Max – 9818 lbsAux Tanks Max – 6868 lbsTail Tank Max – 1276 lbs

Ramp Weight Max – Less Taxi Fuel Max – 150 lbs

Takeoff Weight Max –Less Enroute Burn –

Landing Weight Max – 36,000 lbs

Aircraft Loading ScheduleWeights X ARM = Moment/1,000 %MAC

Flight Planning


Weight and Balance DeterminationUsing the aircraft loading schedule, follow the steps below tocompute a takeoff loading weight and CG.

1. Obtain basic operating weight (or empty weight) and momentfrom aircraft weight and balance book (PSP 601-9 or PSP601-9A).

2. Using the aircraft loading schedule, add all crew weights,galley and lavatory supplies, aircraft supplies, catering, pas-sengers, cargo, and baggage to the basic operating weight(or empty weight) and moment. Determine the zero fuelweight and CG.

3. Check the zero fuel weight and CG to ensure it is within lim-its; use either the CG limits chart from the AFM Limitationssection (Figure 5-5, page 5-13) or the AFM’s tail tank sup-plement (if appropriate).

4. After determining the appropriate fuel load for the trip, add itsweight and moment to the zero fuel weight and moment.

5. Figuring the weight of the fuel load depends on fuel density.The allowable fuel load limits by weight for each tank are inthe AFM Limitations section. The maximum allowableweights for each tank are based upon pressure refueling,wings level, 1/2° nose-down attitude, and 6.8 lbs/US gallonfuel density.

The weight and moment of the fuel loaded into the aircraftcan be taken from the weight and balance book (PSP 601-9or PSP 601-9A). These loads are based on a fuel density of6.7 lbs/US gallon.

For training purposes, the fuel load can be taken fromAppendices A, B, or C (pages 5-47 through 5-53).


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Add all the weights and moments to obtain the ramp weightand CG. Subtract the allowable taxi fuel and what remains isthe takeoff weight and moment. The takeoff moment can beconverted to percent MAC using the chart from the Weightand Balance manual (PSP 601-9 or PSP 601-9A).

6. Check the takeoff weight and moment to see that they arewithin limits using the flight envelope chart in the AFMLimitations section (Figure 5-5, page 5-13) or the AFM tailtank supplement (if applicable).

7. Subtract the weight and moment of fuel consumed during theflight from the takeoff gross weight and moment to obtain thelanding condition.

NOTE: Allow for forward CG travel during the inital 7%main tank fuel burn so that the CG does not move forwardof limits. (This assumes a forward CG and either [1] fullfuel in main and auxiliary tanks or [2] full main and auxil-iary tanks with some fuel in the tail tank.)

NOTE: During the trip and especially for training, verifythat the weight and CG are within the allowable envelopeby adding the fuel remaining in the tanks from the loadingschedule to the zero fuel weight at takeoff.

Flight Planning


Flight EnvelopeWeight and Center of Gravity Limits

5-5


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Flight Planning

MNPS Minimum Navigation PerformanceSpecifications

MET See METAR

IATA International Air Traffic Association

GCA Ground Controlled Approach

DEC General Declaration (customs)

FIC Flight Information Center

ATS Air Traffic Services

AFIL Air-Filed ICAO Flight Plan

ACC Area Control Center

International Term Explanation

ADCUS Advise Customs

ARINC Aeronautical Radio Inc.

BERNA Swiss Radio Service

ETP Equal Time Point (navigation)

FIR Flight Information Region

GEOMETER A clear plastic attachment to a globe thataids in making surface measurements anddetermining points on the globe

ICAO International Civil Aviation Organization

METAR Routine Aviation Weather Reports

NAT North Atlantic

International Flight PlanningFrequently Used International Terms


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UTA Upper Control Area

TAF Terminal Airdrome Forecast

SPECI Aviation selected special WX reports

QNH Altimeter setting that causes altimeter toread field elevation on the ground

QFE Used in some nations; an altimeter settingthat causes the altimeter to read zero feetwhen on the ground

PPO Prior Permission Only

OKTA Measure of cloud cover in eighths (fiveOKTAs constitute a ceiling)

NOPAC North Pacific

International Term Explanation

OAG Official Airline Guide

OTS Organized Track Structure

PSR Point of Safe Return (navigation)

QNE Altimeter setting used at or abovetransition altitude (FL 180 in U.S.); thissetting is always 29.92

SITA Societe Internationale deTelecommunications Aeronautiques;international organization provides globaltelecommunications network information tothe air transport industry

SSR Secondary Surveillance Radar

UIR Upper Information Region

WWV/WWVH Time and frequency standard broadcaststations

Flight Planning

Challenger 601 Developed for Tπraining Purposes 5-17May 2000

International Operations ChecklistAircrews are required to carry all appropriate FAA licenses andat least an FCC Restricted Radio Telephone Operationslicense. In addition, passport, visas, and an InternationalCertificate of Vaccination are often required. The InternationalFlight Information Manual (IFIM) specifies passport, inoculationand visa requirements for entry to each country.

The IFIM is a collection of data from Aeronautical InformationPublications (AIP) published by the civil aviation authorities(CAA) of various countries.

The following detailed checklist should be helpful in establish-ing international operations requirements and procedures. Youmay want to use it to prepare your own customized checklist foryour organization’s planned destinations.

I. DOCUMENTATION

PERSONNEL, CREW❒ Airman’s certificates

❒ Physical

❒ Passport

❒ Extra photos

❒ Visa

❒ Tourist card

❒ Proof of citizenship (not driver’s license)

❒ Immunization records

❒ Traveler’s checks

❒ Credit cards

❒ Cash

❒ Passenger manifest (full name, passport no.)

❒ Trip itinerary

❒ International driver’s license


AIRCRAFT❒ Airworthiness certificate❒ Registration❒ Radio licenses❒ MNPS certification❒ Aircraft flight manual❒ Maintenance records❒ Certificates of insurance (U.S. military and foreign)❒ Import papers (for aircraft of foreign manufacture)

II. OPERATIONS

PERMITS❒ Flight authorization letter❒ Overflights❒ Landing❒ Advance notice❒ Export licenses (navigation equipment)❒ Military❒ Customs overflight❒ Customs landing rights

SERVICESInspection

❒ Customs forms❒ Immigrations❒ Agricultural (disinfectant)

Ground❒ Handling agents❒ FBOs❒ Fuel (credit cards, carnets)

❒ Maintenance

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Flight Planning


❒ Flyaway kit (spares)❒ Fuel contamination check

Financial❒ Credit cards❒ Carnets❒ Letters of credit

❒ Banks❒ Servicing air carriers❒ Handling❒ Fuelers

❒ Traveler’s checks❒ Cash

COMMUNICATIONSEquipment

❒ VHF❒ UHF❒ HF SSB❒ Headphones❒ Portables (ELTs, etc.)❒ Spares

Agreements❒ ARINC❒ BERNA (Switzerland)❒ SITA❒ Stockholm

NAVIGATIONEquipment

❒ VOR❒ DME


❒ ADF❒ Inertial❒ VLF/OMEGA❒ LORAN❒ GPS

Publications❒ Onboard computer (update)❒ En route charts (VFR, IFR)❒ Plotting charts❒ Approach charts (area, terminal)❒ NAT message (current)❒ Flight plans❒ Blank flight plans

III. OTHER PUBLICATIONS❒ Operations manual

❒ International Flight Information Manual

❒ Maintenance manuals

❒ Manufacturer’s sources

❒ World Aviation Directory

❒ Interavia ABC

❒ Airports International Directory

❒ MNPS/NOPAC

❒ Customs Guide

IV. SURVIVAL EQUIPMENT❒ Area survival kit (with text)

❒ Medical kit (with text)

❒ Emergency locator transmitter

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PRIORITY / PRIORITE

AIR TRAFFIC SERVICESICAO FLIGHT PLAN

SERVICES DE LA CIRCULATION AERIENNEOACI PLAN DE VOL

FILING TIME / HEURE DE DEPOTORIGINATOR / EXPEDITEUR

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR / IDENTIFICATION PRECISE DU9DES0 DESTINATAIRE(S) ET/OU DE L'EXPEDITEUR

FF

MESSAGE / TYPE DE MESSAGEAIRCRAFT IDENTIFICATION / IDENTIFICATION DE L'AERONEFFLIGHT RULES / REGLES DE VOLTYPE OF FLIGHT / TYPE DE VOL

NUMBER / NOMBRETYPE OF AIRCRAFT / TYPE D'AERONEFWAKE TURBULENCE CAT

CAT. DE TURBULENCE DE SILLAGEEQUIPMENT / EQUIPMENENT

DEPARTURE AERODROME / AERODROME DE DEPARTTIME / HEURE

CRUSING SPEEDVITESSE CROISIERELEVEL / NIVEAUROUTE / ROUTE

DESTINATION AERODROMEAERODROME DE DESTINATION

TOTAL EFT / DUREE TOTALE ESTIMEE

HR.MIN.ALTN AERODROME

AERODROME DE DEGAGEMENT2ND ALTN AERODROME

2EME AERODROME DE DEGAGEMENT

OTHER INFORMATION / RESEIGNEMENTS DIVERS

SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)RENSEIGMNEMENTS COMPLEMENTAIRES (A NE PAS TRANSMETTRE DANS LES MESSAGES SE PLAN DE VOL DEPOSE)

ENEURANCE / AUTONOMIE

HR.MIN.PERSONS ON BOARD / PERSONNES A BORDUHFVHFELBA

EMERGENCY RADIO / RADIO DE SECOURS

SURVIVAL EQUIPMENT / EQUIPEMENT DE SURVIEPOLAR

POLAIREDESERTDESERT

JUNGLEJUNGLE

LIGHTLAMPE

FLUORESFLUORESUHFVHF

ADRESSEE(S) / DESTINATAIRE(S)

DINGHIES / CANOTSNUMBERNUMBRE

CAPACITYCAPACITE

COVERCOUVERTURE

COLORCOULEUR

AIRCRAFT COLOUR AND MARKINGS / COUEUR ET MARQUES DE L'AERONEF

REMARKS / REMARQUES

PILOT-IN-COMMAND / PILOTE COMMANDANT DE BORD

EPRUVE

V U F L J

C

J D P

MARITIMEMARITIME

M S

D

A

N

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JACKETS / GILETS DE SAUVETAGE

FILED BY / DEPOSE PARSPACE RESERVED FOR ADDITIONAL REQUIREMENTS / ESPACE RESERVE A DES FINS SUPPLEMENTAIRES

10

8 7

9

13

15

16

18

19

5-22

Flight Planning


ICAO Flight Plan Form Completion –Items 7-19Complete all ICAO flight plans prior to departure. Although theICAO flight plan form is printed in numerous languages, the for-mat is always the same.

Always enter cruising speed and cruising level as a group. In thebody of the flight plan form, if one item changes, the other itemmust be re-entered to keep speed and level a matched pair.

Always enter latitude and longitude as 7 or 11 characters. Ifentering minutes of one, enter minutes of the other as well,even if zeros.

Significant points should not be more than one hour apart.

Consider entering overflight/landing permissions after RMK/ inItem 18.

Item 7: Aircraft Identification (7 characters maximum)Insert (A) the aircraft registration marking or (B) aircraft operat-ing agency ICAO designator followed by the flight identification.

A. Insert only the aircraft registration marking (e.g., EIAKO,4XBCD, N2567GA) if one of the following is true:

■ the aircraft’s radiotelephony call sign consists of the aircraftregistration marking alone (e.g., OOTEK)

■ the registration marking is preceded by the ICAO telephonedesignator for the aircraft operating agency (e.g., SABENAOOTEK)

■ the aircraft is not equipped with radio.


B. Insert the ICAO designator for the aircraft operating agencyfollowed by the flight identification (e.g., KL511, WT214,K7123, JH25) if the aircraft’s radiotelephony call sign con-sists of the ICAO telephony designator for the operatingagency followed by the flight identification (e.g., KLM 511,NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).

Item 8: Flight Rules and Type of Flight (1 or 2 characters)Flight Rules: Insert one of the following letters to denote theintended flight rules category:

I if IFRV if VFRY if IFR first*Z if VFR first*

*Note: Specify in Item 15 (Route) the point(s) where a flight rules change is planned.

Type of Flight: Insert one of the following letters to denote thetype of flight when so required by the appropriate ATS authority:

S if scheduled air serviceN if non-scheduled air transport operationG if general aviationM if militaryX if other than the above

Item 9: Number (1 or 2 characters) and Type ofAircraft (2 to 4 characters) and Wake TurbulenceCategory (1 character)Number of Aircraft: Insert number of aircraft if more than one.

Type of Aircraft: Insert the appropriate designator as specifiedin ICAO Doc 8643, Aircraft Type Designators. If no such desig-nator has been assigned, or in case of formation flight compris-ing more than one aircraft type, insert ZZZZ, then specify in Item18 the number(s) and type(s) of aircraft, preceded by TYP/.

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Flight Planning


Wake Turbulence Category: Insert / + H, M, or L:

/H Heavy – maximum certificated T/O mass of 136,000 kg(300,000 lbs) or more

/M Medium – maximum certificated T/O mass of less than136,000 kg but more than 7,000 kg (between 15,500 and 300,000 lbs)

/L Light – maximum certificated T/O mass of 7,000 kg or less (15,500 lbs)

Item 10: EquipmentRadio Communication, Navigation, and Approach AidEquipment: Insert one of the following letters:

N if COM/NAV/approach aid equipment is not carried oris inoperative.

S if standard COM/NAV/approach aid equipment (VHF RTF, ADF, VOR, ILS, or equipment prescribed by ATS authority) is on board and operative;

and/or insert one of the following letters to indicate correspondingCOMM/NAV/approach aid equipment is available and operative:

A not allocated O VORB not allocated P not allocatedC LORAN C Q not allocatedD DME R RNP type certificationE not allocatedF ADF T TACANG (GNSS) U UHF RTFH HF RTF V VHF RTFI Inertial Navig. W when prescribed by ATSJ (Data Link) X when prescribed by ATSK (MLS) Y when prescribed by ATSL ILS Z Other (specify in Item 18)M Omega


SSR Equipment: Insert one of the following letters to describethe operative SSR equipment on board:

N NoneA Transponder Mode A (4 digits- 4 096 codes)C Transponder Mode A and Mode CX Transponder Mode S without aircraft ID or pressure-

altitude transmissionP Transponder Mode S with pressure altitude transmis-

sion, but without aircraft ID transmissionI Transponder Mode S with aircraft ID transmission, but

without pressure-altitude transmissionS Transponder Mode S with both pressure altitude and

aircraft ID transmission

Item 13: Departure Aerodrome (4 characters) andTime (4 characters)Departure Aerodrome: Insert one of the following:

■ ICAO four-letter location indicator of the departure aero-drome.

■ If no location indicator assigned, insert ZZZZ, then specify inItem 18 the name of the aerodrome, preceded by DEP/.

■ If flight plan submitted while in flight, insert AFIL, then speci-fy in Item 18 the four-letter location indicator of the ATS unitfrom which supplementary flight plan data can be obtained,preceded by DEP/.

Time: Insert one of the following:

■ for a flight plan submitted before departure: the estimated off-block time

■ for a flight plan submitted while in flight: the actual or esti-mated time over the first point of the route to which the flightplan applies.

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Flight Planning


Item 15: Cruising Speed (5 characters), CruisingLevel (5 characters), and RouteCruising Speed: Insert the true air speed for the first or wholecruising portion of the flight in one of the following forms:■ Kilometers per hour: K + 4 figures (e.g., K0830)■ Knots: N + 4 figures (e.g., N0485)■ Mach number: M + 3 figures (e.g., M082) if prescribed by ATS.

Cruising Level: Insert the planned cruising level for the first orwhole portion of the planned route using one of the followingforms:■ Flight level: F + 3 figures (e.g., F085; F330)■ Standard metric level in tens of metres: S + 4 figures (e.g.,

S1130) if prescribed by ATS.■ Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)■ Altitude in tens of metres: M + 4 figures (e.g., M0840)■ For uncontrolled VFR flights: VFR

Route: Include changes of speed, level, and/or flight rules.

For flights along designated ATS routes:■ If the departure aerodrome is on or connected to the ATS

route, insert the designator of the first ATS route.■ If the departure aerodrome is not on or connected to the ATS

route, insert the letters DCT followed by the point of joining thefirst ATS route, followed by the designator of the ATS route.

■ Insert each point at which a change of speed, change of level,change of ATS route, and/or a change of flight rules isplanned. For a transition between lower and upper ATSroutes oriented in the same direction, do not insert the pointof transition.

■ In each case, follow with the designator of the next ATS routesegment even if it is the same as the previous one (or withDCT if the flight to the next point is outside a designated route),unless both points are defined by geographical coordinates.


Flights outside designated ATS routes:■ Insert points not normally more than 30 minutes flying time or

200 nautical miles apart, including each point at which achange of speed or level, a change of track, or a change offlight rules is planned.

■ When required by ATS, define the track of flights operatingpredominantly in an east-west direction between 70°N and70°S by reference to significant points formed by the inter-sections of half or whole degrees of latitude with meridiansspaced at intervals of 10 degrees of longitude. For flightsoperating in areas outside those latitudes, define the tracksby significant points formed by the intersection of parallels oflatitude with meridians normally spaced not to exceed onehour’s flight time. Establish additional significant points asdeemed necessary.

For flights operating predominantly in a north-south direction,define tracks by reference to significant points formed by theintersection of whole degrees of longitude with specified par-allels of latitude that are spaced at 5 degrees.

■ Insert DCT between successive points unless both points aredefined by geographical coordinates or bearing and distance.

Examples of Route Sub-entries

Enter a space between each sub-entry.

1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A

2. Significant point (2 to 11 characters): LN, MAY, HADDY■ degrees only (7 characters – insert zeros, if necessary):

46N078W■ degrees and minutes (11 characters – insert zeros if

necessary): 4620N07805W■ bearing and distance from navigation aid (NAV aid ID [2 to

3 characters] + bearing and distance from the NAV aid [6 characters – insert zeros if necessary]): a point 180magnetic at a distance of 40 nautical miles fromVOR “DUB” = DUB180040

CAE SimuFlite

Flight Planning


3. Change of speed or level (max 21 characters):

insert point of change/cruising speed and level –LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,DUB180040/M084F350

4. Change of flight rules (max 3 characters):

insert point of change (space) change to IFR or VFR – LN VFR, LN/N0284A050 IFR

5. Cruise climb (max 28 characters):

insert C/point to start climb/climb speed / levels –

C/48N050W / M082F290F350

C/48N050W / M082F290PLUS

C/52N050W / M220F580F620

Item 16: Destination Aerodrome (4 characters),Total Estimated Elapsed Time (EET, 4 characters),Alternate Aerodrome(s) (4 characters)Destination aerodrome: insert ICAO four-letter location indica-tor. If no indicator assigned, insert ZZZZ.

Total EET: insert accumulated estimated elapsed time. If nolocation indicator assigned, specify in Item 18 the name of theaerodrome, preceded by DEST/.

Alternate aerodrome(s): insert ICAO four-letter location indicator.If no indicator assigned to alternate, insert ZZZZ and specify inItem 18 the name of the alternate aerodrome, preceded byALTN/.


Item 18: Other InformationThis section may be used to record specific information asrequired by appropriate ATS authority or per regional air naviga-tion agreements. Insert the appropriate indicator followed by anoblique stroke (/) and the necessary information. See examplesbelow.

■ Estimated elapsed time/significant points or FIR boundarydesignators: EET/CAP0745, XYZ0830.

■ Revised destination aerodrome route details/ICAO aero-drome location indicator: RIF/DTA HEC KLAX. (Revisedroute subject to reclearance in flight.)

■ Aircraft registration markings, if different from aircraft I.D. inItem 7: REG/N1234.

■ SELCAL code: SEL/ .

■ Operator’s name, if not obvious from the aircraft I.D. in Item7: OPR/ .

■ Reason for special handling by ATS (e.g., hospital aircraft,one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.

■ As explained in Item 9: TYP/ .

■ Aircraft performance data: PER/ .

■ Communication equipment significant data: COM/UHF Only.

■ Navigation equipment significant data: NAV/INS.

■ As explained in Item 13: DEP/ .

■ As explained in Item 16: DEST/ , or ALTN/ .

■ Other remarks as required by ATS or deemed necessary:RMK/ .

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Flight Planning


Item 19: Supplementary InformationEndurance: insert fuel endurance in hours and minutes.

Persons on Board: insert total persons on board, including pas-sengers and crew. If unknown at time of filing, insert TBN (to benotified).

Emergency Radio, Survival Equipment, Jackets, Dinghies:cross out letter indicators of all items not available; completeblanks as required for items available. (jackets: L = life jacketswith lights, J = life jackets with fluorescein).

ICAO Position Reporting FormatOutside the U.S., position reports are required unless specifi-cally waived by the controlling agency.

Initial Contact (Frequency Change)

1. Call sign

2. Flight level (if not level, report climbing to or descending tocleared altitude)

3. Estimating (next position) at (time) GMT

Position Report

1. Call sign

2. Position (if position in doubt, use phonetic identifier. Foroceanic reports, first report the latitude, then the longitude(e.g., 50N 60W)

3. Time (GMT) or (UST)

4. Altitude or flight level (if not level, report climbing to ordescending to altitude)

5. Next position

6. Estimated elapsed time (EET)

US

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CAE SimuFlite

FAA Flight Plan Form

Flight Planning


FAA Flight Plan FormCompletion InstructionsBlock 1 Check the type flight plan. Check both the VFR

and IFR blocks if composite VFR/IFR.

Block 2 Enter your complete aircraft identification, includingthe prefix “N,” if applicable.

Block 3 Enter the designator for the aircraft, or if unknown,the aircraft manufacturer’s name.

When filing an IFR flight plan for a TCAS equippedaircraft, add the prefix T for TCAS.Example: T/G4/R.

When filing an IFR flight plan for flight in an aircraftequipped with a radar beacon transponder, DMEequipment, TACAN-only equipment or a combina-tion of both, identify equipment capability by addinga suffix to the AIRCRAFT TYPE, preceded by aslant (/) as follows:

/X no transponder/T transponder with no altitude encoding capability/U transponder with altitude encoding capability/D DME, but no transponder/B DME and transponder, but no altitude encoding

capability/A DME and transponder with altitude encoding

capability/M TACAN only, but no transponder/N TACAN only and transponder, but with no

altitude encoding capability/P TACAN only and transponder with altitude

encoding capability/C RNAV and transponder, but with no altitude

encoding


/R RNAV and transponder with altitude encodingcapability

/W RNAV but no transponder

/G Global Positioning System (GPS)/GlobalNavigation Satellite System (GNSS) equippedaircraft with oceanic, en route, terminal, andGPS approach capability.

/E Flight Management System (FMS) withbarometric Vertical Navigation (VNAV), oceanic,en route, terminal, and approach capability.Equipment requirements are:(a) Dual FMS which meets the specifications ofAC25-15, Approval of Flight ManagementSystems in Transport Category Airplanes;AC20-129, Airworthiness Approval of VerticalNavigation (VNAV) Systems for use in the U.S.National Airspace System (NAS) and Alaska;AC20-130, Airworthiness Approval of Multi-Sensor Navigation Systems for use in the U.S.National Airspace System (NAS) and Alaska; orequivalent criteria as approved by FlightStandards.(b) A flight director and autopilot control systemcapable of following the lateral and verticalFMS flight path.(c) At least dual inertial reference units (IRUs).(d) A database containing the waypoints andspeed/altitude constraints for the route and/orprocedure to be flown that is automaticallyloaded into the FMS flight plan.(e) An electronic map.

/F A single FMS with barometric VNAV, en route,terminal, and approach capability that meetsthe equipment requirements of /E (a) above.

CAE SimuFlite

Flight Planning


Block 4 Enter your true airspeed (TAS).

Block 5 Enter the departure airport identifier code, or ifcode is unknown, the name of the airport.

Block 6 Enter the proposed departure time in CoordinatedUniversal Time (UTC). If airborne, specify the actu-al or proposed departure time as appropriate.

Block 7 Enter the appropriate IFR altitude (to assist thebriefer in providing weather and wind information).

Block 8 Define the route of flight by using NAVAID identifiercodes, airways, jet routes, and waypoints.

Block 9 Enter the destination airport identifier code, or ifunknown, the airport name. Include the city name(or even the state name) if needed for clarity.

Block 10 Enter estimated time enroute in hours and minutes.

Block 11 Enter only those remarks pertinent to ATC or to theclarification of other flight plan information, such asthe appropriate call sign associated with the desig-nator filed in Block 2 or ADCUS.

Block 12 Specify the fuel on board in hours and minutes.

Block 13 Specify an alternate airport, if desired or required.

Block 14 Enter the complete name, address, and telephonenumber of the pilot in command. Enter sufficientinformation to identify home base, airport, or oper-ator. This information is essential for search andrescue operations.

Block 15 Enter total number of persons on board (POB),including crew.

Block 16 Enter the aircraft’s predominant colors.

CAE SimuFlite


Block 17 Record the FSS name for closing the flight plan. Ifthe flight plan is closed with a different FSS orfacility, state the recorded FSS name that wouldnormally have closed your flight plan. Informationtransmitted to the destination FSS consists only ofthat in Blocks 3, 9, and 10. Estimated time enroute(ETE) will be converted to the correct estimatedtime of arrival (ETA).

Optional Record a destination telephone number to assistsearch and rescue contact should you fail to reportor cancel your flight plan within 1/2 hour after yourestimated time of arrival (ETA).

Flight Planning


ICAO Weather FormatOn July 1, 1993, the worldwide (ICAO) and North Americanaerodrome weather codes merged into a new international codefor forecasts and reports. The new codes are the result of aneffort to meet revised aeronautical requirements and reduceconfusion in the aviation community.

The United States converted to METAR/TAF format on July 1,1996 with terminal aerodrome forecast (TAF) replacing theterminal forecast airport and meteorological aviation routineweather report (METAR) replacing the airport surface observa-tion (AOS).

Although the aviation community now uses a standard set ofcodes, some differences remain between U.S. and ICAO codes.For example, the following differences may remain in effect:

❒ Horizontal visibility is reported in statute miles (SM) in theU.S. code and in meters in the ICAO code. To avoid confu-sion, the suffix SM follows the visibility value if it is reported inU.S. code. Additionally, when forecast visibility in the U.S.exceeds six statute miles, the prefix P appears (e.g., P6SM -a visibility forecast greater than six statute miles).

❒ Runway visual range (RVR) is reported in feet (FT) in the U.S.code and in meters in ICAO code. When RVR is reported fora U.S. runway, the suffix FT is added (e.g., R27L/2700FT,runway 27 left RVR 2,700 ft). RVR is reported only in actualweather, not a forecast TAF.

❒ Ceiling and visibility okay (CAVOK) is not used in the U.S.

❒ Temperature, turbulence, and icing conditions are not fore-cast in a U.S. TAF. Turbulence and icing are forecast in AreaForecasts (FAS). Surface temperatures are forecast only inpublic service and agricultural forecasts.

❒ Trend forecasts are not included in U.S. METARs.


❒ An altimeter setting in a U.S. METAR is in inches of mercury.In an ICAO METAR, it is in hectopascals (millibars). To avoidconfusion, a prefix is always assigned: an A for a U.S. reportor a Q for an ICAO report (e.g., A2992 or Q1013).

❒ In the U.S., remarks (RMKs) precede recent (RE) weatherand wind shear (WS) information reported at the end ofMETARs.

❒ Low level windshear, not associated with convective activity,will appear in U.S., Canadian, and Mexican TAFs.

CAE SimuFlite

Flight Planning


Sample TAFA terminal aerodrome forecast (TAF) describes the forecast pre-vailing conditions at an airport and covers either a 9-hour periodor a 24-hour period. Nine-hour TAFs are issued every threehours; 24-hour TAFs are issued every six hours. Amendments(AMD) are issued as necessary. A newly issued TAF auto-matically amends and updates previous versions. Also, manyforeign countries issue eighteen hour TAFs at six hour intervals.

The following example has detailed explanations of the newcodes:

KHPN 091720Z 091818 22020KT 3/4SM -SHRABKN020CB FM2030 30015G25KT 1500 SHRAOVC015CB PROB40 2022 1/4SM TSRA OVC008CBFM2300 27008KT 1 1/2SM -SHRA BKN020OVC040 TEMPO 0407 00000KT 1/2SM -RABRVV004 FM1000 22010KT 1/2SM -SHRA OVC020BECMG 1315 20010KT P6SM NSW SKC

KHPN. ICAO location indicator. The usual 3 letter identifiers weare familiar with are now preceded by a K for the contiguousUnited States. Alaska and Hawaii will use 4 letter identifiers withPA and PH respectively. Changes are planned to incorporatealphabetic identifiers for those weather reporting stations wherenumbers and letters are now used (e.g., W10 changed toKHEF).

091720Z. Issuance time. The first two digits (09) indicate thedate; the following four digits (1720) indicate time of day. Alltimes are in UTC or Zulu.

091818. Valid period. The first two digits (09) indicate the date.The second two digits (18) are the hour that the forecast periodbegins. The last two digits (18) indicate the hour that the fore-cast expires. The example is a 24-hour forecast.


22020KT. Surface wind. The first three digits (220) are truedirection to the nearest 10°. The next two digits (20) indicatespeed. KT indicates the scale is in knots. TAFs may also usekilometers-per-hour (KMH) or meters per second (MPS). Ifgusts are forecast, a G and a two-digit maximum gust speed fol-low the five-digit wind reading (e.g., 22020G10KT). Five zerosand the appropriate suffix indicate calm winds (e.g.,00000KT/KMH/MPS).

3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is instatute miles in the U.S. However, most countries use meterswhich appears with no suffix (e.g., 1200).

-SHRA. Weather and/or obstruction to visibility. The minus sign(-) indicates light, a plus sign (+) indicates heavy, and no prefixindicates moderate. If no significant weather is expected, thegroup is omitted. If the weather ceases to be significant after achange group, the weather code is replaced by the code for nosignificant weather (NSW).

BKN020CB. Cloud coverage/height/type. The first three lettersindicate expected cloud coverage. Cloud height is indicated bythe second set of three digits; these are read in hundreds of feet(or multiples of 30 meters). When cumulonimbus is forecast,cloud type (CB) follows cloud height.

When an obscured sky is expected and information on verticalvisibility is available, the cloud group is replaced by a differentfive-digit code (e.g., VV004). The first two digits are Vs. Thethree figures following indicate vertical visibility in units of 100 ft.For indefinite vertical visibility, the two Vs would be followed bytwo slash marks (VV//).

CAE SimuFlite

NOTE: Towers, ATIS and airport advisory service reportwind direction as magnetic.

NOTE: More than one cloud layer may be reported.

Flight Planning


FM2030. Significant change expected in prevailing weather. Thefrom code (FM) is followed by a four-digit time code (2030).Prevailing weather conditions consist of a surface wind, visibility,weather, and cloud coverage.

PROB40 2022. Probability (PROB) and a two-digit code for per-cent (40) is followed by a four-digit code (2022) that indicates abeginning time (20) and an ending time (22) to the nearestwhole hour for probable weather conditions. Only 30% and 40%probabilities are used; less than these are not sufficient to fore-cast; 50% and above support the normal forecast.

TEMPO. Temporary change followed by a four-digit time.Forecasts temporary weather conditions. Indicates that changeslasting less than an hour and a half may occur anytime betweenthe two-digit beginning time and two-digit ending time.


Decoding TAFsThe latter half of the sample TAF is decoded based on the pre-ceding information.

30015G25KT 1/2SM SHRA OVC015CB■ Surface winds, 300° true direction■ Mean speed, 15 kts■ Gusts, maximum gust 25 kts■ Visibility, 1/2 statute mile■ Moderate showers of rain■ Overcast at 1,500 ft with cumulonimbus clouds

FM2300 27008KT 1 1/2SM -SHRA BKN020 OVC040■ Significant change expected from 2300 hours■ Surface winds, 270° true direction at 8 kts■ Visibility, one and one-half statute mile■ Light showers of rain■ Broken clouds at 2,000 ft with a second overcast layer at

4,000 ft

TEMPO 0407 00000KT 1/4SM -RA BR VV004■ Temporary between 0400 and 0700 hours■ Calm winds■ Visibility 1/4 statute mile■ Light rain and mist■ Indefinite ceiling, vertical visibility 400 ft

FM1000 22010KT 1/2SM -SHRA OVC020■ Significant change expected from 1000 hours■ Surface winds, 220° true direction at 10 kts■ Visibility, 1/2 statute mile■ Light showers of rain■ Overcast skies at 2,000 ft

CAE SimuFlite

Flight Planning


BECMG 1315 20010KT P6SM NSW SKC■ Change to the forecast conditions between 1300 and 1500

hours■ Expected surface winds, 200° true direction at 10 kts■ Visibility, more than 6 statute miles■ No significant weather■ Clear skies


Sample METARA routine aviation weather report on observed weather, orMETAR, is issued at hourly or half-hourly intervals. A specialweather report on observed weather, or SPECI, is issued whencertain criteria are met. Both METAR and SPECI use the samecodes.

A forecast highly likely to occur, or TREND, covers a period oftwo hours from the time of the observation. A TREND forecastindicates significant changes in respect to one or more of the fol-lowing elements: surface wind, visibility, weather, or clouds.TREND forecasts use many of the same codes as TAFs.

Most foreign countries may append a TREND to a METAR orSPECI. In the U.S., however, a TREND is not included in aMETAR or SPECI.

The following example indicates how to read a METAR:

KHPN 201955Z 22015G25KT 2SMR22L/1000FT TSRA OVC010CB 18/16 A2990RERAB25 BECMG 2200 24035G55

KHPN. ICAO location indicator.

201955Z. Date and time of issuance. METARs are issued hourly.

22015G25KT. Surface wind (same as TAF). If the first three dig-its are VAR, the wind is variable with wind speed following. Ifdirection varies 60° or more during the ten minutes immediatelypreceding the observation, the two extreme directions are indi-cated with the letter V inserted between them (e.g., 280V350).

CAE SimuFlite

NOTE: G must vary 10 kts or greater to report gust.

Flight Planning


2SM. Prevailing horizontal visibility in statute miles. In the U.S.,issued in statute miles with the appropriate suffix (SM) appended.When a marked directional variation exists, the reported mini-mum visibility is followed by one of the eight compass points toindicate the direction (e.g., 2SMNE).

R22L/1000FT. The runway visual range group. The letter Rbegins the group and is followed by the runway description(22L). The range in feet follows the slant bar (1000FT). In othercountries range is in meters and no suffix is used.

TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with anovercast layer at 1,000 ft and cumulonimbus clouds.

18/16. Temperatures in degrees Celsius. The first two digits (18)are observed air temperature; the last two digits (16) are dewpoint temperature. A temperature below zero is reported with aminus (M) prefix code (e.g., M06).

A2990. Altimeter setting. In the U.S., A is followed by inches andhundredths; in most other countries, Q is followed by hectopas-cals (i.e., millibars).

RERAB25. Recent operationally significant condition. A two let-ter code for recent (RE) is followed by a two letter code for thecondition (e.g., RA for rain). A code for beginning or ending (B orE) and a two-digit time in minutes during the previous hour.When local circumstances also warrant, wind shear may also beindicated (e.g., WS LDG RWY 22).

NOTE: A remark (RMK) code is used in the U.S. to precede supplementary data of recent operationally signifi-cant weather.

NOTE: RMK [SLP 013] breaks down SEA LVL press tonearest tenth (e.g., 1001.3 reported as SLP 013).

NOTE: More than one cloud layer may be reported.


BECMG AT 2200 24035G55. A TREND forecast. The becomingcode (BECMG) is followed by a when sequence (AT 2200) andthe expected change (e.g., surface winds at 240° true at 35 ktswith gusts up to 55 kts).

CAE SimuFlite

NOTE: For more information on METAR/TAF, consult theFAA brochure “New Aviation Weather Format METAR/TAF.”Copies may be obtained by writing to: FAA/ASY-20, 400 7thStreet, S.W. Washington, DC 20590.


2,454 16,686 485.6 8,1039,818 + 6,868 506.6 & 455.6 4,974 + 3,129

2,403 16,343 484.5 7,9189,475 + 6,868 505.4 & 455.6 4,789 + 3,129

2,353 16,000 483.1 7,7301,343 + 1,010 9,132 + 6,868 503.8 & 455.6 4,601 + 3,129

2,304 15,666.8 484 7,5821,343 + 961 9,132 + 6,534.8 503.8 & 456.1 4,601 + 2,981

2,244 15,258.8 485 7,4001,343 + 901 9,132 + 6,126.8 503.8 & 456.8 4,601 + 2,799

2,184 14,850.8 486 7,2181,343 + 841 9,132 + 5,718.8 503.8 & 457.6 4,601 + 2,617

2,124 14,442.8 487 7,0341,343 + 781 9,132 + 5,310.8 503.8 & 458.1 4,601 + 2,433

2,064 14,034.8 488 6,8491,343 + 721 9,132 + 4,902.8 503.8 & 458.6 4,601 + 2,248

2,004 13,626.8 489 6,6641,343 + 661 9,132 + 4,494.8 503.8 & 458.9 4,601 + 2,063

1,943 13,212 490 6,4741,343 + 600 9,132 + 4,080 503.8 & 459 4,601 + 1,873

1,883 12,804 491 6,2871,343 + 540 9,132 + 3,672 503.8 & 459.1 4,601 + 1,686

1,823 12,396 492 6,0991,343 + 480 9,132 + 3,264 503.8 & 459 4,601 + 1,498

1,763 11,988 493.1 5,9111,343 + 420 9,132 + 2,856 503.8 & 458.7 4,601 + 1,310

1,703 11,580 494.3 5,7241,343 + 360 9,132 + 2,448 503.8 & 458.6 4,601 + 1,123

1,643 11,172 495.7 5,5381,343 + 300 9,132 + 2,040 503.8 & 459.2 4,601 + 937

Flight Planning

Appendix A: Fuel BurnNo Tail Tank Fuel6.8 LBS/U.S. GALLON

ARMMain & Aux

Moment/1000TOTAL

Main + Aux

Weight (Lbs)TOTAL

Main + Aux

US GallonsTOTAL

Main + Aux


CAE SimuFlite

1,583 10,764 497.3 5,3531,343 + 240 9,132 + 1,632 503.8 & 460.9 4,601 + 752

1,523 10,356 498.7 5,1651,343 + 180 9,132 + 1,224 503.8 & 460.6 4,601 + 564

1,463 9,948 500.2 4,9761,343 + 120 9,132 + 816 503.8 & 459.5 4,601 + 375

1,403 9,540 501.8 4,7871,343 + 60 9,132 + 408 503.8 & 456.1 4,601 + 186

1,343 9,132 503.8 4,6019,132 + 0 503.8 & 0 4,601 + 0

1,321 8,982.8 503.2 4,5208,982.8 + 0 503.2 & 0 4,520 + 0

1,261 8,574.8 502.1 4,3058,574.8 + 0 502.1 & 0 4,305 + 0

1,201 8,166.8 500.9 4,9018,166.8 + 0 500.9 & 0 4,901 + 0

1,141 7,758.8 499.6 3,8767,758.8 + 0 499.6 & 0 3,876 + 0

1,081 7,350.8 498.5 3,6647,350.8 + 0 498.5 & 0 3,664 + 0

1,021 6,942.8 497.2 3,4526,942.8 + 0 497.2 & 0 3,452 + 0

1,010 6,868 497.1 3,4146,868 + 0 497.1 & 0 3,414 + 0

961 6,534.8 496 3,2416,534.8 + 0 496 & 0 3,241 + 0

901 6,126.8 494.9 3,0326,126.8 + 0 494.9 & 0 3,032 + 0

841 5,718.8 493.7 2,8235,718.8 + 0 493.7 & 0 2,823 + 0

Appendix A: Fuel Burn (cont.)6.8 LBS/U.S. GALLON

US GallonsTOTAL

Main + Aux

Weight (Lbs)TOTAL

Main + Aux

ARMMain & Aux

Moment/1000TOTAL

Main + Aux


781 5,310.8 492.4 2,6155,310.8 + 0 492.4 & 0 2,615 + 0

721 4,902.8 491.1 2,4084,902.8 + 0 491.1 & 0 2,408 + 0

661 4,494.8 489.7 2,2014,494.8 + 0 489.7 & 0 2,201 + 0

600 4,080 488.3 1,9924,080 + 0 488.3 & 0 1,992 + 0

540 3,672 486.9 1,7883,672 + 0 486.9 & 0 1,788 + 0

480 3,264 485.5 1,5853,264 + 0 485.5 & 0 1,585 + 0

420 2,856 484.2 1,3832,856 + 0 484.2 & 0 1,383 + 0

360 2,448 482.8 1,1822,448 + 0 482.8 & 0 1,182 + 0

300 2,040 481.5 9822,040 + 0 481.5 & 0 982 + 0

240 1,632 480 7831,632 + 0 480 & 0 783 + 0

180 1,224 478.5 5861,224 + 0 478.5 & 0 586 + 0

120 816 476.6 389816 + 0 476.6 & 0 389 + 0

60 408 474 193408 + 0 474 & 0 193 + 0

Flight Planning

Appendix A: Fuel Burn (cont.)6.8 LBS/U.S. GALLON

ARMMain & Aux

Moment/1000TOTAL

Main + Aux

Weight (Lbs)TOTAL

Main + Aux

US GallonsTOTAL

Main + Aux


CAE SimuFlite


2,642 17,9621 509.1 9,1452,454 + 188 16,686 + 1,276 485.6 & 816.7 8,103 + 1,042.1

2,629 17,876 507.6 9,0742,454 + 175 16,686 + 1,190 485.6 & 816 8,103 + 971

2,604 17,502 500.9 8,7682,454 + 150 16,686 + 816 485.6 & 814.4 8,103 + 664.6

2,579 17,536 501.5 8,7942,454 + 125 16,686 + 850 485.6 & 812.7 8,103 + 690.8

2,554 17,366 498.3 8,6542,454 + 100 16,686 + 680 485.6 & 810.8 8,103 + 551.3

2,529 17,196 495.2 8,5152,454 + 75 16,686 + 510 485.6 & 808.6 8,103 + 412.4

2,504 17,026 498.9 8,4942,454 + 50 16,686 + 340 485.6 & 805.5 8,103 + 391.2

2,479 16,856 488.8 8,2392,454 + 25 16,686 + 170 485.6 & 801 8,103 + 136.2

2,454 16,686 485.6 8,10316,686 + 0 485.6 & 0 8,103 + 0

Flight Planning

Appendix B: Fuel BurnWith Tail Tank Fuel6.8 LBS/U.S. GALLON

1Maximum Fuel Weight Allowed

Moment/1000TOTAL

Int + Tail

ARMInt & Tail

Weight (Lbs)TOTAL

Int + Tail

US GallonsTOTAL

Int + Tail


CAE SimuFlite


2,642 17,9621 509.1 9,14516,686 + 1,276 485.6 & 816.7 8,103 + 1,042.1

2,591 17,619 508.5 8,9602,403 + 188 16,343 + 1,276 484.5 & 816.7 7,918 + 1042.1

2,541 17,276 507.8 8,7722,353 + 188 16,000 + 1,276 483.1 & 816.7 7,730 + 1042.1

2,528 17,190 506.2 8,7012,353 + 175 16,000 + 1,190 483.1 & 816 7,730 + 971

2,503 17,020 503 8,5612,353 + 150 16,000 + 1,020 483.1 & 814.4 7,730 + 830.7

2,478 16,850 499.8 8,4212,353 + 125 16,000 + 850 483.1 & 812.7 7,730 + 690.8

2,453 16,680 496.5 8,2812,353 + 100 16,000 + 680 483.1 & 810.8 7,730 + 551.3

2,428 16,510 493.2 8,1422,353 + 75 16,000 + 510 483.1 & 808.6 7,730 + 412.4

2,403 16,340 489.8 8,0042,353 + 50 16,000 + 340 483.1 + 805.5 7,730 + 273.9

2,378 16,170 486.5 7,8662,353 + 25 16,000 + 170 483.1 & 801 7,730 + 136.2

Flight Planning

Appendix C: Fuel BurnWith Tail Tank Fuel6.7 LBS/U.S. GALLON

1Maximum Fuel Weight Allowed

Moment/1000TOTAL

Int + Tail

ARMInt & Tail

Weight (Lbs)TOTAL

Int + Tail

US GallonsTOTAL

Int + Tail


CAE SimuFlite

ServicingTable of ContentsServicing Record . . . . . . . . . . . . . . . . . . . . . 6-3

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Fuel Types . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

Safety Precautions . . . . . . . . . . . . . . . . . . . . . 6-8

Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . 6-9

Pressure Fueling . . . . . . . . . . . . . . . . . . . . . . 6-10

Gravity Fueling . . . . . . . . . . . . . . . . . . . . . . . 6-16

Suction Defueling . . . . . . . . . . . . . . . . . . . . . . 6-17

Gravity Defueling . . . . . . . . . . . . . . . . . . . . . . 6-19

Hydraulic Systems . . . . . . . . . . . . . . . . . . . . 6-20

Approved Hydraulic Fluids . . . . . . . . . . . . . . . . . 6-20

Reservoir Servicing . . . . . . . . . . . . . . . . . . . . . 6-20

Accumulator Preloads . . . . . . . . . . . . . . . . . . . 6-21

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . 6-22

Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22

Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24

Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25

Oil Grades . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25

Air-Driven Generator . . . . . . . . . . . . . . . . . . . . 6-28



CAE SimuFlite

Air Turbine Starter . . . . . . . . . . . . . . . . . . . . . 6-29

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31

Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33

ADG Drop . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35

Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35

In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35


Servicing RecordDATE QTY DATE QTY

Engine Oil

Hydraulic Fluid

Alcohol

Servicing


CAE SimuFlite

DATE QTY DATE QTY

Pneumatic Bottle

Oxygen

Other

Servicing Record (continued)


Left Main 717.5 2715.7 665.5 2518.9Right Main 717.5 2715.7 665.5 2518.9Auxiliary 1010.0 3822.9 943.0 3569.3

Total 2445.0 9254.3 2274.0 8607.1

Servicing

Always refer to the Maintenance Manual – Chapter 12, and theGround Handling and Servicing Information Manual for exactservicing procedures, precautions, and specifications.

Failure to follow safety precautions and the manufacturer'srecommendations can result in personal injury and aircraftdamage.

FuelCapacitiesRefer to the Limitations section for total fuel capacities. Tables6-A, 6-B, and 6-C denote the maximum allowable fuel capacitypossible during pressure and gravity refueling.

TankPressure Fueling

US Gal Liters

Gravity Fueling

US Gal Liters

Table 6-A; Maximum Allowable Fuel Capacity(S/Ns 3001 to 3014)


CAE SimuFlite

Left Main 722.0 2732.8 670.0 2536.0Right Main 722.0 2732.8 670.0 2536.0Auxiliary 1010.0 3822.9 943.0 3569.3Tail 187.7 710.4 — —

Total 2641.7 9998.9 2283.0 8641.3

Left Main 722.0 2732.8 670.0 2536.0Right Main 722.0 2732.8 670.0 2536.0Auxiliary 1010.0 3822.9 943.0 3569.3

Total 2454.0 9288.5 2283.0 8641.3


US Gal Liters

Gravity Fueling

US Gal Liters

Table 6-B; Maximum Allowable Fuel Capacity(S/Ns 3016 to 3066; 5001 to 5134 Without SB 601-0262)


US Gal Liters

Gravity Fueling

US Gal Liters

Table 6-C; Maximum Allowable Fuel Capacity(S/N 5135 and Subsequent; Aircraft With SB 601-0262)


Jet A CAN2-3.23-M81 ASTM D1655 D. Eng RD2494

Jet A-1 CAN2-3.23-M81 ASTM D1655 D. Eng RD2494

JP-5 — MIL-T-5624 D. Eng RD2452

JP-8 — MIL-T-83133A D. Eng RD2453

Jet B CAN2-3.22-M80 ASTM D1655 D. Eng RD2486

JP-4 CAN2-3.22-M80 MIL-T-5624 D. Eng RD2486

Fuel TypesFuel conforming to any of the following specifications isapproved for use in the aircraft (Table 6-D). Mixing of approvedfuels is permitted.

Servicing

Table 6-D; Approved Fuels

Type Canadian American British


CAE SimuFlite

Safety Precautions

Observance of the following safety precautions is necessary toprevent personnel injury and equipment damage.

■ An open flame or smoking is not permitted near the aircraft.

■ Adequate fire extinguishing equipment and trained personnelmust be readily available and standing by.

■ The aircraft and fueling equipment should be properlygrounded.

■ Ensure all electrical power is off except that necessary formonitoring of aircraft fueling.

■ Avoid performing any maintenance on aircraft during fueling.

■ Avoid fuel spills. If a fuel spill occurs, stop fueling until thespill is cleaned and fire personnel check the area.

■ Avoid fuel contact with the eyes and skin, inhalation ofvapors, or accidental swallowing of fuel. Immediately washexposed areas and seek prompt medical attention.

■ Use only clean fuel. If contamination is suspected, discontin-ue fueling.

■ Do not use felt or chamois filters; these materials increase thelikelihood of fuel contamination and generate static charges.

■ Do not exceed a 2,500 lb (1,134 kg) fuel imbalance betweenthe main wing tanks during fueling or defueling.

WARNING: Fuel vapors are highly explosive and caremust be taken to prevent ignition. Safety precautions areprovided to prevent injury to personnel, damage to equip-ment, and to alert personnel to the harmful effects of fuelvapor inhalation and contact with eyes and skin.


Servicing

Fuel AdditivesAnti-icing additive conforming to specification MIL-I-27686 canbe added in concentrations of 0.10 to 0.15% by volume. Do notadd anti-icing additive to JP-4, JP-5, and JP-8 fuels as thesefuels have an equivalent additive pre-blended at the refinery.

Other approved additives include: SOHIO Biobor JF biocide ata concentration that does not exceed 270 parts per million (20parts per million elemental boron) to prevent the growth ofmicro-organisms; Shell ASA-3 anti-static additive at a concen-tration that provides not in excess of 300 conductivity units(equivalent to 1 part-per-million).

Refer to the AFM Supplement 2 – Procedures for Blending Anti-Ice Additive into the Fuel for procedures.

Pressure Fueling Additive BlendingQuantity . . . . . . . . . . . . . . ADEQUATE FOR FUELING

Fueling Hose . . . . . . . . . . . . CONNECT TO ADAPTER

Injector Panel Calibration Valve . . . . . . . . . . . CLOSED

Air Supply . . . . . . . . . . . . . . . . . . . . . . CONNECT

Air supply for additive blending must be 75 PSI (517 kPa) orgreater.

Injector Valve . . . . . . . . . . . . . . . . . . . . . . . OPEN

Air Supply Valve . . . . . . . . . . . . . . . . . . . . . OPEN

Air Supply Pressure . . . . . . . . . . . . . . . . . . CHECK

Air pressure must be 65 to 70 PSI (448 to 483 kPa).

Refueling . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN

Injector and Air Supply Valves . . . . . . . . . . . . . CLOSE

When fueling complete, close the injector and air supplyvalves.


CAE SimuFlite

Gravity Fueling Additive BlendingBlender . . . . . . . . . . . . . . . ATTACH TO FUEL HOSE

Additive . . . . . . . . . . . . . . . . . . . . USE 20 OZ PER . . . . . . . . . . . . . . . . . . .104 TO 260 GAL OF FUEL

Fueling . . . . . . . . . BEGIN/PRESS ADDITIVE TRIGGER

While refueling at 30 to 60 GPM, press additive containertrigger.

Pressure FuelingAircraft . . . . . . . . . . . . . WINGS LEVEL/NOSE DOWN

Maximum refueling is only possible with wings level and air-craft approximately 0.5° nose down.

Electrical Power . . . . . . . . . . . . . . . . . . AVAILABLE

The fuel quantity gages require AC power (external AC orAPU); filling to maximum capacity requires DC power (bat-teries or external DC power).

Refuel/Defuel Control Panel Door . . . . . . . . . . . . OPEN

Control Panel Switches . . . . . . . . . . . . . . . . . . OFF

Fuel Filler Adapter . . . . . . . . CONNECT FUELING HOSE

Control Panel POWER Switch . . . . . . . . . . . . . . . ON

POWER ON Light . . . . . . . . . . . . . . ILLUMINATES

VV-OPEN Lights . . . . . . . . . . . . . . . . EXTINGUISH

SOV-CL Lights . . . . . . . . . . . . . . . . . ILLUMINATE

Fueling Pressure . . . . . . . . . . . . . . . . . . . 50 ±5 PSI

Do not exceed a supply pressure of 50 ±5 PSI during fueling.

Fuel Manifold . . . . . . . . . . . . . . . . . . PRESSURIZE


Servicing

Fueling TestOn S/Ns 3001 to 3066 and 5002 to 5006 withoutSB 601-0217:

VV-OPEN Lights . . . . . . . . . . . . . . . . ILLUMINATE

VV-OPEN Lights remain illuminated until the fueling man-ifold is depressurized.

On S/Ns 5001, 5007 and subsequent; S/Ns withSB 601-0217:

VV-OPEN Lights . . . . . . . . REMAIN EXTINGUISHED

MODE Selector Switch . . . . . . . . . . . . . . . . . . TEST

Tank Switches . . . . . . . . . . . . . . . . . . . . . . . FUEL

On aircraft without SB 601-0217:

SOV-CL Lights . . . . . . . . . . . . . . . . . EXTINGUISH

SOV-OP Lights . . . . . . . . . . . . . . . . . ILLUMINATE

After 20 to 30 seconds:


SOV-OP Lights . . . . . . . . . . . . . . . . EXTINGUISH

WARNING: During the fuel system test, the SOV-CLlights must illuminate within 30 seconds. If the SOV-CLlights do not illuminate, discontinue fueling until theproblem is corrected.


CAE SimuFlite


VV-OPEN Lights . . . . . . . . . . . . . . . . ILLUMINATE

SOV-CL Lights . . . . . . . . . . . . . . . . . EXTINGUISH

SOV-OP Lights . . . . . . . . . . . . . . . . . ILLUMINATE



SOV-OP Lights . . . . . . . . . . . . . . . . EXTINGUISH

FuelingWings . . . . . . . . . . . . . . . . . . . . . . . . . . . LEVEL

If the wings are level, select the AUX tank switch to OFF.

If the wings are not level, identify the high wing. Select thelow wing and AUX tank switches to OFF.

On S/Ns 3001 to 3066 and 5002 to 5006 without SB 601-0217:

MODE Selector Switch . . . . . . . . . . . . . . . . . FUEL

L/R Tank SOV-CL Lights . . . . . . . . . . . EXTINGUISH

L/R Tank SOV-OP Lights . . . . . . . . . . . ILLUMINATE

V-V OPEN Lights (3) . . . . . . . REMAIN ILLUMINATED

CAUTION: The auxiliary tank must not be refueledindependently unless the main tanks have been refueledto capacity.

WARNING: If the SOV-CL and VV-OPEN lights do notilluminate, discontinue fueling until problem is corrected.


Servicing


MODE Selector . . . . . . . . . . . . . . . . . . . . . FUEL

V-V OPEN Lights (3) . . . . . . . . . . . . . EXTINGUISH

L/R Tank SOV-CL Lights . . . . . . . . . . . EXTINGUISH

L/R Tank SOV-OP Lights . . . . . . . . . . . ILLUMINATE

When tanks are full:

L/R Tank SOV-OP Lights . . . . . . . . . . . . EXTINGUISH

L/R Tank SOV-CL Lights . . . . . . . . . . . . . ILLUMINATE

AUX Tank Switch . . . . . . . . . . . . . . . . . . . . . FUEL

AUX Tank SOV-CL Light . . . . . . . . . . . EXTINGUISHES

AUX Tank SOV-OP Light . . . . . . . . . . . . ILLUMINATES

When the tank is full:

AUX Tank SOV-OP Light . . . . . . . . . . . EXTINGUISHES

AUX Tank SOV-CL Light . . . . . . . . . . . . ILLUMINATES

L/R/AUX Tank Switches . . . . . . . . . . . . . . . . . . OFF

NOTE: The forward and aft aux tanks fill faster than thecenter aux tank. This causes a delay in reading fuel quan-tity in the aux tank because the only quantity transmitter isin the center aux tank.


CAE SimuFlite

On S/Ns 5135 and subsequent and S/Ns with SB 601-262(Tail Tank)

MODE Selector Switch . . . . . . . . . . . . . . . . . TEST

Tail Tank Fueling Switch . . . . . . . . . . . . . . . . FUEL

VV-OPEN Lights (3) . . . . . . REMAIN EXTINGUISHED

Tail Tank SOV-CL Light . . . . . . . . . . EXTINGUISHES

TAIL TANK SOV-OP Light . . . . . . . . . . ILLUMINATES


Tail Tank SOV-OP Light . . . . . . . . . . EXTINGUISHES

Tail Tank SOV-CL Light . . . . . . . . . . . ILLUMINATES

MODE Selector Switch . . . . . . . . . . . . . . . . . FUEL

Tail Tank SOV-CL Light . . . . . . . . . . EXTINGUISHES

Tail Tank SOV-OP Light . . . . . . . . . . . ILLUMINATES

When tail Tank fueling is completed:

Tail Tank SOV-OP Light . . . . . . . . . . EXTINGUISHES

Tail Tank SOV-CL Light . . . . . . . . . . . ILLUMINATES

Tail Tank Fueling Switch . . . . . . . . . . . . . . . . . OFF

CAUTION: The tail tank cannot be fueled until the aux-iliary tanks have been filled to capacity.


Servicing

When all fueling is completed:

Fueling hose . . . . . . . . . . . . . . . . . . DISCONNECT

On S/Ns 5001, 5007 and subsequent and S/Ns with SB 601-0217:

VV-OPEN Lights . . . . . . . . REMAIN EXTINGUISHED

On S/Ns 3001 to 3066 and 5002 to 5006 without SB 601-0217:

VV-OPEN lights . . . . . . . EXTINGUISH AS PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . .BLEEDS OFF

MODE Selector Switch . . . . . . . . . . . . . . . . . . . OFF

Control Panel POWER Switch . . . . . . . . . . . . . . . OFF

Control Panel Switches . . . . . . . . . . . . . . . . . . OFF

Refuel/Defuel Panel Access Door . . CLOSE AND SECURE

Electrical Power . . . . . . . . . . . . . OFF AS REQUIRED

CAUTION: Remove the nozzle from the single pointadapter before setting the rotary mode selector to OFF toprevent fuel spilling from the vent valve(s).

CAUTION: Ensure that VV-OPEN lights extinguishbefore setting the POWER switch to OFF.


CAE SimuFlite

Gravity Fueling

Safety Precautions . . . . . . . . . . . . . . . . OBSERVED

Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . GROUND

Fuel Supply . . . . . . . . . . . . . . . . . . . . . . GROUND

Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . GROUND

Filler Cap . . . . . . . . . . . . . . . . . . . . . . . REMOVE

Fueling . . . . . . . . . . . . . . . FILL TO DESIRED LEVEL

Because of the location of the filler caps, the main tanks can-not be filled to capacity. A source of AC power is required tomonitor fuel level with the cockpit fuel quantity gages.

Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . REMOVE

Filler Cap . . . . . . . . . . . . . . . . . . . . . . . REPLACE

Ground Wires . . . . . . . . . . . . . . . . . . . . . REMOVE

CAUTION: Do not allow nozzle to touch tank bottom.Nozzle may break protective coating; this could causetank skin corrosion. If a screened funnel is used, the noz-zle must be at least one inch shorter than the depth of thetank under the filler cap.

CAUTION: The auxiliary tank must not be refueled unlessthe main tanks have been refueled.


Servicing

Suction Defueling

Aircraft Power . . . . . . . . . . . . . . . . . . . . . . . . ON

The fuel quantity gages require AC power for operation.

Refuel/Defuel Access Door . . . . . . . . . . . . . . . OPEN

Open the refuel/defuel access door, then release the controlpanel to allow it to swing forward to the operating position.

Refuel/Defuel Control Panel Switches . . . . . . . . ALL OFF

Pressure Refuel/Defuel Access Door . . . . . . . . . . OPEN

Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . CONNECT

Connect the fuel nozzle to the single point adapter.

POWER Switch . . . . . . . . . . . . . . . . . . . . . . . ON

Turn the control panel POWER switch to ON and verify thatthe POWER and SOV-CL lights illuminate. The VV-OPENlights should remain off.

MODE Switch . . . . . . . . . . . . . . . . . . . . . DEFUEL

CAUTION: To prevent damage to fuel manifold duringrefueling, do not exceed -8 PSI. If this pressure is exceed-ed, the defueling hose may collapse.

CAUTION: On S/N 5135 and subsequent and S/Ns withSB 601-0262 – Fuel Storage – Tail Cone Fuel TankAddition, the tail tank must be defueled before the auxiliarytank can be defueled.


CAE SimuFlite

Tank Switches . . . . . . . . . . . . . . . . . . . . . . . . DEF

The SOV-CL lights should extinguish; the SOV-OP lightsshould illuminate.

Fuel Nozzle Valve . . . . . . . . . . . . . . . . . . . . OPEN

Defueling . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN

Tank Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF

Turn the associated tank switches to OFF when the desiredlevel is reached or the tank is empty. On S/N 5135 and sub-sequent and S/Ns with SB 601-0262, the tail tank shutoffvalve does not close automatically.

Fuel Nozzle Valve . . . . . . . . . . . . . . . . . . . . CLOSE

MODE Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF

The SOV-CL lights illuminate; the SOV-OP lights extinguish.

POWER Switch . . . . . . . . . . . . . . . . . . . . . . . OFF

Verify that the POWER light extinguishes.

Refuel/Defuel Control Panel . . . . . . . . . . . . . . . STOW

Aircraft Power . . . . . . . . . . . . . . . . . . . . . . . . OFF

Fuel Nozzle . . . . . . . . . . . . . . . . . . . DISCONNECT

Refuel/Defuel Access Door . . . . . . CLOSE AND SECURE


Servicing

Gravity Defueling

Fuel Containers . . . . . . . . . . . . . . . . . IN POSITION

Position an appropriate fuel container under each drainvalve.

Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Remove the valve covers and install defueling adapters.

Defueling Adapters . . . . . . . . . . . . . . . . . . . . OPEN

When a container fills, close the adapter. Repeat until thedesired tank is empty.

Defueling Adapters . . . . . . . . . . . . . . . . . . CLOSED

When the tank is empty, close the adapter. Remove adapterand replace drain cover.

WARNING: Ensure that the fueling adapter, fuel contain-ers, and fuel tanks are electrically bonded and grounded.

WARNING: Gravity defueling must be carried out in theopen or in a well ventilated area.


CAE SimuFlite

Hydraulic SystemsThe No. 1 and No. 2 hydraulic system filler connections, pres-sure gages and charging valves are on the hydraulic servicingpanel in the rear equipment bay. The No. 3 hydraulic systemfiller connection, charging valve, and pressure gage are acces-sible through the right main wheel well.

The two brake system accumulator charging valves and pres-sure gage are on the forward left side of the nosewheel well.

Approved Hydraulic FluidsUse only a synthetic phosphate-ester base fluid. Approvedbrand name fluids include:

■ Chevron Hyjet IV

■ Chevron Hyjet IV A

■ Skydrol LD-4

■ Skydrol 500B-4

Mixing of hydraulic fluid is permitted with no adverse affect onsystem operation.

Reservoir ServicingEach hydraulic system reservoir must be serviced with theassociated system pressurized to 3,000 PSI.

The No. 1 and No. 2 hydraulic system reservoirs should be ser-viced if the fluid level is below 60 +0/-5%. The No. 3 hydraulicsystem reservoir should be serviced when fluid level is below55 +0/-5%. If the systems have been operating continuously forone hour or more, service No. 1 and No. 2 reservoirs to 70%and No. 3 reservoir to 65%.


Servicing

Accumulator PreloadsService the accumulators with nitrogen only. The associatedhydraulic system must be depressurized (0 PSI).

Before servicing the accumulators, follow all safety precautionslisted in the Maintenance Manual and Ground Handling andServicing Information manual.

WARNING: Ensure that the nose gear door actuator pin isinstalled before working in the nosewheel well.

CAUTION: Do not use the ailerons to deplete hydraulicsystem pressure. Do not exceed 10 complete cycles whenusing the elevators to deplete hydraulic system pressure.

CAUTION: Before releasing hydraulic system pressure,ensure the main wheels are chocked and landing gearlock pins are installed.


CAE SimuFlite

Landing GearTiresRefer to the Maintenance Manual, Chapter 12 – Servicing orthe Ground Handling and Servicing Information manual for tirepressures based on aircraft maximum takeoff weight (MTOW).Always follow all servicing precautions. Refer to Tables 6-Eand 6-F for nose wheel and main wheel tire pressures.

Use only nitrogen to inflate tires.

CAUTION: Only B.F. Goodrich high pressure tires P/N031-614 and Goodyear tires P/N 184F23-2 are permittedon nose landing gear of aircraft with a 45,100 lbs (20,457kg) MTOW.

MTOW

LBS KG

On Ground+5%/-0%

PSI kPa

On Jacks+5%/-0%

PSI Kpa

42,100 19,096 147 1,014 141 972

43,100 19,550 151 1,041 145 1,000

44,600 20,230 151 1,041 145 1,000

45,100 20,457 151 1,041 145 1,000

Table 6-E; Nose Wheel Tire Pressures


Servicing

MTOW

LBS KG

On Ground+5%/-0%

PSI kPa

On Jacks+5%/-0%

PSI Kpa

32,300 14,651 151 1,014 145 1,000

39,000 17,690 126 869 121 835

42,100 19,096 226 1,558 217 1,496

43,100 19,550 232 1,600 223 1,538

43,100 19,550 199 1,372 191 1,317

44,600 20,230 206 1,420 198 1,365

45,100 20,457 206 1,420 198 1,365

Table 6-F; Main Wheel Tire Pressures

WARNING: All main wheel tires must be either high or lowpressure tires. All four main wheel tires must have thesame part number with the exception of Goodyear tiresP/N 266F43-1 and 266F43-2. Both of these tires are per-mitted to be used on the same landing gear in any config-uration.

1Special operating conditions, refer to Maintenance Manual or Ground Handling andServicing Manual.

2All four main wheel tires must be Goodyear P/N 256K43-2; MTOW must not exceed39,000 lbs (17,690 kg).

3High pressure tires Goodyear P/N 266F43-2 or 266F43-1 or Goodrich P/N 033-659-1.

4Low pressure tires Goodyear P/N 256K43-1 (43,100 lb MTOW only) or 256K43-2 and256K43-3 (up to 45,100 lb MTOW).


CAE SimuFlite

CAUTION: Low pressure tires are mandatory for operationon unpaved/gravel runways for aircraft with a MTOW of44,600 or 45,100 lbs, or for aircraft with a tail tank.

CAUTION: All four main wheels must be fitted withGoodyear P/N 256K43-2 tires if there is a requirement toreduce tire pressures below 145 PSI (1,000 kPa).

CAUTION: Only hydraulic fluid conforming to specificationMIL-H-5606 may be used to fill the shock struts.

WARNING: Overfilled and/or overcharged shock strutsmay result in a loss of low speed braking.

StrutsRefer to the Maintenance Manual, Chapter 12 – Servicing orthe Ground Handling and Servicing Information manual for strutinflation procedures and safety precautions. Always service thestrut with nitrogen. If nitrogen is not available, clean, dry com-pressed air may be used.

Refer to the landing gear strut servicing placard for the correctinflation pressure based on strut extension.


Aeroshell Turbine Oil 390 Aeroshell Turbine Oil 500

BP Aero Turbine Oil 15 Aeroshell Turbine Oil 555

Brayco 880 Conojet Castrol 580

Brayco 880H Castrol Oil 5000

Castrol 3C Esso/Exxon Turbo Oil 25

Castrol 325 Esso/Exxon Turbo Oil 2380

Esso Turbo Oil 2389 Mobil Jet Oil II

Mobil 254

Royco Turbine Oil 500



Stauffer Jet II

Servicing

Table 6-G; Oil Grades – Air Turbine Starter

MIL-L-7808 – Type I MIL-L-23699 – Type II

OilOil GradesRefer to Tables 6-G, 6-H, 6-I, and 6-J for oil grade specifica-tions.


CAE SimuFlite


BP Aero Turbine Oil 15 Esso/Exxon Turbo Oil 2389

Brayco 880 Conojet

Brayco 880H

Castrol 3C

Castrol 325

Esso/Exxon Turbo Oil 2389


Esso/Exxon Turbo Oil 2389 Aeroshell Turbine Oil 555

Castrol 580

Castrol Oil 5000



Mobil Jet Oil II

Mobil 254



Stauffer Jet II

Table 6-I; Oil Grades – Integrated Drive Generator (IDG)

MIL-L-7808 – Type I MIL-L-23699 – Type II

Table 6-H; Oil Grades – APU, Generator, andGenerator Adapter

APU Generator/Generator Adapter


Servicing

Esso/Exxon Turbo Oil 2389 Aeroshell Turbine Oil 500

Aeroshell Turbine Oil 555

Castrol Oil 5000


Mobil Jet Oil II

Mobil 254

Table 6-J; Oil Grades – Powerplant*MIL-L-7808 (Type I) oils are limited to use in cold weather conditions where ambienttemperature is between -40 to -54°C (-40 to -65°F) or in emergency conditions whenMIL-I-23699 (Type II) oils are not available.

MIL-L-7808 – Type I* MIL-L-23699 – Type II

CAUTION: Do not mix different specifications of oil.Chemical structure makes them incompatible. If oils aremixed, drain and flush the system and refill with anapproved oil.


CAE SimuFlite

Air-Driven GeneratorFluid Capacities:

Turbine/Generator Assembly . . . . . . . . . 1.32 US PINTS . . . . . . . . . . . . . . . . . . . . . .625 MILLILITERS

Ejection Jack/Pump Assembly . . . . . . . . 1.54 US PINTS . . . . . . . . . . . . . . . . . . . . . .730 MILLILITERS

Approved hydraulic fluid meeting specification MIL-H-5606includes:

■ Chevron Hyjet IV

■ Chevron Hyjet IV A

■ Skydrol 500 B-4

■ Skydrol LD-4.

CAUTION: Inadvertent deployment of the ADG couldcause serious injury. When working on a stowed ADG, iso-late all ADG electrical circuits. Ensure all personnel in thevicinity of the aircraft stand clear of the ADG deploymentarc. Personnel not involved in service of the ADG mustremain clear of flight compartment. Ensure that the ADGground safety pin is installed.


Servicing

Air Turbine Starter

Auxiliary Power UnitAPU Oil Tank . . . . . . . . . . . . . . . . . 5.00 U.S. PINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.37 LITERS

APU Generator/Generator Adapter . . . . . 3.59 U.S. PINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.7 LITERS

APU Oil LevelAPU Access Panel . . . . . . . . . . . . . . . . . . REMOVE

APU Oil Level . . . . . . . . . . . . . . . . . . . . . . CHECK

Oil Filler Cap . . . . . . REMOVE/WIPE CLEAN/REINSTALL

Oil Level . . . . . . 0.2 INCHES (0.5 CM) ABOVE ADD LINE

Oil . . . . . . . . . . . . . . . ADD UNTIL ABOVE ADD LINE

Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . REPLACE

Access Panel . . . . . . . . . . . . . . . . . . . . . REPLACE




CAE SimuFlite

Generator Adapter Oil Level

APU Access Panel . . . . . . . . . . . . . . . . . . REMOVE

Filler Plug/Dipstick . . . . . . . . . . . . . . . . . . REMOVE

Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Normal oil level should be above the dipstick ADD line.

Oil . . . . . . . . . . ADD UNTIL VISIBLE IN FILLER NECK

Filler Plug/Dipstick . . . . . . . . . . . . . . . . . . REPLACE

CAUTION: Exercise caution to prevent injury from hot oilwhen checking APU generator adapter oil level immedi-ately after APU use.

CAUTION: The generator/generator adapter must beremoved for overhaul if oil color is abnormally dark or oillevel is high. These indicate contamination and impendinginternal failure.


Servicing

EngineOil Level Check/Refill

Engine Cowl . . . . . . . . . . . . . . . . . . . . . . . OPEN

Open the upper translating and core cowls to gain access tothe oil tank.

Cap/Dipstick . . . . . . . . . . . . REMOVE/CHECK LEVEL

If oil level is below the ADD mark, slowly add oil until oil levelis between the 1 QT and 2 QT marks.

If tank contents are very low or oil pressure has beenfluctuating:

■ check for external oil leakage or filter contamination

■ clean oil filter element

■ fill oil tank and record quantity added

■ perform ground engine run; note oil pressure and temper-ature

■ check oil level and filter condition immediately after engineshutdown.

If oil does not register on dipstick, add oil as required. Motorengine, check oil level, and add oil as required.

CAUTION: Examine oil quantity between 15 to 30 minutesafter you stop the engine, or in less than 5 minutes after adry motor run. If you do not do this, the quantity indicationis incorrect and you will fill the engine with too much oil,which can cause engine damage.


CAE SimuFlite

If oil level is above overflow mark after motoring the engine,remove excess oil, motor engine for 30 seconds, then recheckoil level. Repeat this process until oil level remains stable.

Cap/Dipstick . . . . . . . . . . . . . . . . . . . . . REPLACE

After replacing cap, wipe off excess oil.

Engine Cowls . . . . . . . . . . . . . CLOSE AND SECURE

Oil Replenishment SystemRear Equipment Bay Door . . . . . . . . . . . . . . . . OPEN

Replenishment Tank . . . . . . . . . CHECK LEVEL/REFILL

Oil Level Control Panel . . . . . . . . . . . . . . LIGHTS OFF

Oil Level Control Panel Switch . . . . . . . . . . . . . . . ON

ON, LH FULL, and RH FULL lights illuminate.

If the LH FULL and/or RH FULL lights do not illuminate:

PRESS TO TEST Switch . . . . . . . PRESS AND HOLD

Light illuminates for four seconds, then extinguishes.Release the PRESS TO TEST switch.

Manual Selector Valve . . . . . . . . . . . . L ENG/R ENG

As necessary, select L ENG or R ENG for the engine oiltank to be filled.

Manual Selector Valve . . . . . . . . . . . . . . . . . . OFF

Select OFF when the appropriate LH FULL/RH FULL lightilluminates.

Oil Level Control Panel Switch . . . . . . . . . . . . . . OFF

Oil Replenishment Tank . . . . . . . . . . . . . . . . . REFILL

Rear Equipment Bay Door . . . . . . . . . . . . . . . CLOSE


Servicing

OxygenAlways refer to the Maintenance Manual, Chapter 12 –Servicing and Chapter 35 – Oxygen for servicing proceduresand precautions. Failure to follow safety precautions can resultin a serious fire, injury, and damage to the aircraft.

The oxygen servicing access door is on right forward nose.

Normal Operating Pressure . . . . . . . . . . . . 1,850 PSIG

Refer to the servicing placard for servicing pressure basedon ambient temperature.

WARNING

■ Ensure that all clothing, hands, tools, fittings, oxygencomponents, and work area are free from oil and greasewhich could cause an explosion if exposed to pure oxy-gen. Remove all traces on or around oxygen equipmentby washing with a castle soap and water solution.

■ Oils, grease, and solvents may spontaneously burn orexplode when in contact with pressurized oxygen.Extreme care must be taken to avoid any contaminationof oxygen system and components.

■ Servicing of the aircraft must be carried out by person-nel familiar with oxygen equipment.

■ Use only MIL-O-27210E aviator’s gaseous breathingoxygen.

■ If oxygen pressure falls below 50 PSI (172 kPa), the oxy-gen cylinder must be sent to an authorized shop forpurging and testing; the oxygen system must be purged.

■ Before servicing oxygen system, ensure aircraft poweris off.


CAE SimuFlite

Electrical Power . . . . . . . . . . . . . . . . . . . . REMOVE

Oxygen Service Panel . . . . . . . . . . . . . . . . . . OPEN

Oxygen Pressure . . . . . . . . . . . . . . . . . . . . CHECK

Oxygen pressure reading between the cockpit and servicepanel gages must be within 4%.

Filler Valve . . . . REMOVE DUST CAP/INSTALL ADAPTER

Oxygen Supply Unit . . . . . . . . CONNECT TO ADAPTER

Oxygen Supply Unit Valve . . . . . . . . . . OPEN SLOWLY

Do not exceed a 200 PSI (1,379 kPa) pressure rise perminute when charging the system.

Oxygen Supply Unit Valve . . . . . . . . . . . . . . . CLOSE

Oxygen Supply Unit . . . . . . . . SLOWLY REMOVE HOSE . . . . . . . . . . . . . . . . . . . . . .FROM ADAPTER

Charging Adapter . . . . . . REMOVE FROM FILLER VALVE

Crew Oxygen Masks . . . . . . . . . . . ALL IN N POSITION

Oxygen Pressure . . . . . . . . CHECK WITHIN +0/-50 PSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .FROM FULL

Oxygen Service Panel . . . . . . . . . . . . . . . . SECURE

WARNING: A slow oxygen charging rate is essential toavoid overheating and risk of fire.


Servicing

ADG DropPreflight

ADG Deploy Cont CB-AUTO (CB E-3, aft bay) . . . CLOSED

In Flight

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

APU Generator . . . . . . . . . . . . . . . . . . . . TEST/OFF

Check for normal volts/frequency; leave OFF.

VHF Comm/NAV/ADF/XPDR . . . . . . . . . . . SELECT #1

#2 systems inoperative during test.

Hyd 1B and 2B Pumps . . . . . . . . . . . . . . . . . . . . ON

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . DOWN

Hyd 3A and 3B Pumps . . . . . . . . . . . . . . . . . . . OFF

Allow pressure to decrease.

Airspeed . . . . . . . . . . . . . MAINTAIN 180 TO 210 KTS

CAUTION: Prior to flight, inspect ADG bay for foreignobjects.

CAUTION: If icing conditions encountered while ADG isonly source of electrical power, wing anti-icing must beoperated in standby mode.

CAE SimuFlite


Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°

Altitude . . . . . . . . . . . . . . . 10,000 MSL AND BELOW

AC Metering Selector Switch . . . . . . . . . . . . . . . ADG

Volts and Hz both read zero (0).

ADG Deploy Cont CB (B156) . . . . . . . . . . . . . . . PULL

ADG Man Deploy Handle . . . . . PULL FOR 1 SEC/STOW

Within 3 to 5 seconds, verify:■ ADG AC Volts – 105 to 125V■ ADG Hz – 380 to 420 Hz

GEN 1 and 2 Switches . . . . . . . . . . OFF INDIVIDUALLY

Check following illuminate:

■ GEN 1 OFF

■ GEN 2 OFF

■ MAIN BUS 1 OFF (AC and DC)

■ MAIN BUS 2 OFF (AC and DC)

■ ESS TRU 2 OFF

■ AC ESS BUS ALTN

CABIN PRESSURIZATION . . . . . . . . . . AS REQUIRED

On -3A aircraft, 10th stage bleed air SOVs close when poweris removed. Normal control is lost with cabin altitude slowlyincreasing. Emergency pressurization may be used ifdesired.

WARNING: If ADG fails to deliver required power, immedi-ately reset GEN 1 and 2 switches to ON, stow ADGmanual deploy handle, and press PWR TXFR OVERRIDEto restore normal power.


Servicing

Pitch Trim Channel 2 . . . . . . . . . . . . . . . . . ENGAGE

Channel 1 does not operate on ADG power. Power interrup-tion momentarily fails Channel 2.

AC and DC Buses . . . . . . . . . . . . . . CHECK POWER■ 28V DC ESS powered if any ONE indicates power:

– VHF NAV 1

– ADF 1

– Transponder 1

– Pilot’s EFIS– Copilot’s Clock

■ 115V AC ESS bus powered if any ONE indicates power:

– IRU 1

– L AOA Vane Heater

– L Pitot Heater

■ 26V AC ESS bus powered if any ONE indicates power:

– Pilot’s EFIS

– Pilot’s Altimeter

– Pilot’s Mach/Airspeed Indicator

– Pilot’s VSI

■ Battery bus powered if any ONE indicates power:

– Standby Horizon

– VHF Comm 1

With ADG Supplied Power:

Pitch Trim . . . . . . . . VERIFY CORRECT OPERATION

Hydraulic System 3 Pressure . . . . . 3,000 PSI (STABLE)

Landing Gear . . . . . . . . . . . . . CYCLE/THEN RAISE

Verify System 3 pressure remains above 1,500 PSI duringgear cycling.


CAE SimuFlite

Generator 1 and 2 Switches . . . . . . . . . . . . . . . . . ON

Verify following extinguish:■ GEN 1 OFF

■ GEN 2 OFF

■ MAIN BUS 1 OFF (AC and DC)■ MAIN BUS 2 OFF (AC and DC)

ADG Manual Deploy Handle . . . . . . CONFIRM STOWED

PWR TXFR OVERRIDE Button . . . . . . . . . . . . PRESS

Verify normal power restored when following extinguish:■ ESS TRU 2 OFF■ AC ESS BUS ALTN

Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . RESET

Hydraulic 3A and 3B Pumps . . . . ON/3,000 PSI (STABLE)

ADG Deploy Control CB (CB B156) . . . . . . . . . . CLOSE

ADG Drop Checklist . . . . . . . . . . . . . . . . COMPLETE

CAUTION: Check must be complete and normal electricalpower restored prior to commencing final landingapproach.

CAUTION: When landing with ADG deployed, minimizedeceleration to prevent damage to ADG from swinging for-ward during braking.

Emergency InformationTable of ContentsThe ABCs of Emergency CPR . . . . . . . . . . . . . . 7-3

Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

Emergency Equipment Record . . . . . . . . . . . . . 7-6

Emergency Exits . . . . . . . . . . . . . . . . . . . . . . 7-7


CAE SimuFlite

Airway

Breathing

CirculationReproduced with permission. © MedAire, Inc.


Emergency Information

The ABCs of Emergency CPREstablish victim’s unresponsivness.

Gently shake victim and shout, “Are you all right?”

AIRWAY■ Open airway: lift chin, tilt head. (With neck injury, lift chin but

do not tilt head.)■ Look for chest movement.■ Listen for sound of breathing.■ Feel for breath on your cheek.

BREATHING■ Head tilt position – pinch victim’s nose shut while lifting chin

with your other hand.■ Give two full breaths while maintaining airtight seal with your

mouth over victim’s mouth.

Note: A pocket mask can be used instead, but proper headposition and air-tight seal must be maintained.

CIRCULATION■ Locate carotid artery pulse; hold 10 seconds. If no pulse:■ Begin external chest compressions by locating hand position

two fingers above notch and placing heal of hand on breast-bone.

■ Perform 15 compressions of 11/2 to 2 inches at a rate of 80to 100 compressions per minute. (Count, “One and two andthree and …,” etc.) Come up smoothly, keeping hand contactwith victim’s chest at all times.

■ Repeat the cycle of two breaths, 15 compressions until victim’spulse and breathing return. If only the pulse is present, con-tinue rescue breathing until medical assistance is available.

Reproduced with permission. © MedAire, Inc.


Heart AttackSignals■ Pressure, squeezing, fullness, or pain in center of chest

behind breastbone.

■ Sweating

■ Nausea

■ Shortness of breath

■ Feeling of weakness

Actions for Survival■ Recognize signals

■ Stop activity and lie or sit down

■ Provide oxygen if available

■ If signals persist greater than two minutes, get victim tomedical assistance


CAE SimuFlite



ChokingIf victim can cough or speak:■ encourage continued coughing

■ provide oxygen if available.

If victim cannot cough or speak■ perform Heimlich maneuver (abdominal thrusts):

1. stand behind victim; wrap arms around victim’s waist

2. place fist of one hand (knuckles up) in upper abdomen*

3. grasp fist with opposite hand

4. press fist into upper abdomen* with quick, inward andupward thrusts

5. perform maneuver until foreign body is expelled

■ provide supplemental oxygen if available.

*If victim is pregnant or obese, perform chest thrusts insteadof abdominal thrusts.




CAE SimuFlite

Emergency Equipment RecordEmergencyEquipment

LocationDate LastServiced

First Aid Kit

Fire Extinguisher(s)

Fire Axe

Life Raft

Life Vests

TherapeuticOxygen

OverwaterSurvival Kit

Other:


Emergency ExitsAll Challenger aircraft have an emergency exit over the rightwing. An optional emergency exit can be installed over the leftwing. The overwing emergency exits are identical and can beopened from inside or outside the cabin. The door opensinward and is heavy. Take care when removing the door into thecabin not to block the exit.

To open an overwing emergency exit from inside the aircraft:

1. Support door using lower hand grip and upper latch handle.

2. Pull upper latch handle and tilt upper section of door inboard.

3. Lift door out of bottom hook and pin fittings.

To open an overwing emergency exit from outside the aircraft:

1. Press external push plate.

2. From inside cabin, support door at lower hand grip andupper latch handle.

3. Tilt upper section of door inboard and lift door out of bottomhood and pin fiitings.


CAUTION: Ensure that removed emergency exit door isnot left unsupported causing damage to seal, skin edges,or acrylic window.

WARNING: To prevent injury to personnel or damage toequipment, the emergency exit door must be supportedfrom inside whenever unlatched externally.


CAE SimuFlite

Conversion TablesTable of ContentsDistance Conversion . . . . . . . . . . . . . . . . . . . . 8-3

Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

Statute Miles/Kilometers/Nautical Miles . . . . . . . . . . 8-4

Kilometers/Nautical Miles/Statute Miles . . . . . . . . . . 8-5

Weight Conversion . . . . . . . . . . . . . . . . . . . . . 8-6

Fuel Weight to Volume Conversion . . . . . . . . . . . 8-7

Volume Conversion . . . . . . . . . . . . . . . . . . . . . 8-8

Temperature Conversion . . . . . . . . . . . . . . . . . . 8-9

International Standard Atmosphere (ISA) . . . . . . . 8-10

Altimeter Setting Conversion . . . . . . . . . . . . . . 8-11

Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . 8-12


CAE SimuFlite


Distance ConversionMeters/Feet


Conversion Tables

.3048 1 3.2908

.61 2 6.58

1.22 4 13.16

1.52 5 16.45

2.13 7 23.04

2.44 8 26.33

3.1 10 32.9

6.1 20 65.8

12.2 40 131.6

15.2 50 165.5

21.3 70 230.4

24.4 80 263.3

31 100 329

61 200 658

122 400 1316

152 500 1645

213 700 2304

244 800 2633

274 900 2962

Meters FeetFeet Meters

.91 3 9.87

1.83 6 19.74

2.74 9 29.62

9.1 30 98.7

18.3 60 197.4

296.29027.4

91 300 987

183 600 1974

32911000305

CAE SimuFlite

Statute Miles/Kilometers/Nautical Miles


.62137 1 .53996

1.24 2 1.08

2.49 4 2.16

3.11 5 2.70

4.35 7 3.78

4.97 8 4.32

6.21 10 5.40

12.43 20 10.80

24.85 40 21.60

31.07 50 27.00

43.50 70 37.80

49.71 80 43.20

62.14 100 54.00

124.27 200 107.99

248.55 400 215.98

310.69 500 269.98

434.96 700 377.97

497.10 800 431.97

559.23 900 485.96

Statute Miles Kilometers Nautical Miles

1.86 3 1.62

3.73 6 3.24

5.59 9 4.86

18.64 30 16.20

37.28 60 32.40

55.92 90 48.60

161.99300186.41

372.82 600 323.98

539.961000621.37

Kilometers/Nautical Miles/Statute Miles


Conversion Tables

1.8520 1 1.1508

3.70 2 2.30

7.41 4 4.60

9.26 5 5.75

12.96 7 8.06

14.82 8 9.21

18.52 10 11.51

37.04 20 23.02

74.08 40 46.03

92.60 50 57.54

129.64 70 80.56

148.16 80 92.06

185.20 100 115.08

370.40 200 230.16

740.80 400 460.32

926.00 500 575.40

1296.40 700 805.56

1481.60 800 920.64

1666.80 900 1035.72

Kilometers Nautical Miles Statute Miles

5.56 3 3.45

11.11 6 6.90

16.67 9 10.36

55.56 30 34.52

111.12 60 69.05

90 103.57166.68

555.60 300 345.24

690.486001111.20

1852.00 1000 1150.80

CAE SimuFlite

Weight ConversionLbs/Kilograms


2.2046 1 .4536

4.40 2 .91

8.82 4 1.81

11.02 5 2.27

15.43 7 3.18

17.64 8 3.63

22.0 10 4.5

44.1 20 9.1

88.2 40 18.1

110.2 50 22.7

154.3 70 31.8

176.4 80 36.3

220 100 45

441 200 91

882 400 181

1102 500 227

1543 700 318

1764 800 363

1984 900 408

Lbs Kgs Lbs Kgs

6.61 3 1.36

13.23 6 2.72

19.84 9 4.08

66.1 30 13.6

132.3 60 27.2

198.4 90 40.8

661 300 136

1323 600 272

2205 1000 454

Fuel Weight to Volume ConversionU.S. Gal/Lbs; Liter/Lbs; Liter/Kg

TURBINE FUEL Volume/Weight(up to 5 lbs variation per 100 gallons due to fuel grade and temperature)

.15 1 6.7 .57 1 1.8 1.25 1 .8

.30 2 13.4 1.14 2 3.6 2.50 2 1.6

.60 4 26.8 2.28 4 7.2 5.00 4 3.2

.75 5 33.5 2.85 5 9.0 6.25 5 4.0

1.05 7 46.9 3.99 7 12.6 8.75 7 5.6

1.20 8 53.6 4.56 8 14.4 10.00 8 6.4

1.5 10 67 5.7 10 18 12.5 10 8

3.0 20 134 11.4 20 36 25.0 20 16

6.0 40 268 22.8 40 72 50.0 40 32

7.5 50 335 28.5 50 90 62.5 50 40

10.5 70 469 39.9 70 126 87.5 70 56

12.0 80 536 45.6 80 144 100.0 80 64

15 100 670 57 100 180 125 100 80

30 200 1340 114 200 360 250 200 160

60 400 2680 228 400 720 500 400 320

75 500 3350 285 500 900 625 500 400

105 700 4690 399 700 1260 875 700 560

120 800 5360 456 800 1440 1000 800 640

135 900 6030 513 900 1620 1125 900 720

U.S. U.S.Gal Lbs Gal Lbs Ltr Lbs Ltr Lbs Ltr Kg Ltr Kg


Conversion Tables

.45 3 20.1 1.71 3 5.4 3.75 3 2.4

.90 6 40.2 3.42 6 10.8 7.50 6 4.8

1.35 9 60.3 5.13 9 16.2 11.25 9 7.2

4.5 30 201 17.1 30 54 37.5 30 24

9.0 60 402 34.2 60 108 75.0 60 48

13.5 90 603 51.3 90 162 113.5 90 72

45 300 2010 171 300 540 375 300 240

90 600 4020 342 600 1080 750 600 480

150 1000 6700 570 1000 1800 1250 1000 800

Volume ConversionImp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr


.83267 1 1.2010 .26418 1 3.7853 .21997 1 4.54601.67 2 2.40 .52 2 7.57 0.44 2 9.09

3.33 4 4.80 1.06 4 15.14 0.88 4 18.18

4.16 5 6.01 1.32 5 18.92 1.10 5 23.73

5.83 7 8.41 1.85 7 26.50 1.54 7 31.82

6.66 8 9.61 2.11 8 30.28 1.76 8 36.37

8.3 10 12.0 2.6 10 37.9 2.2 10 45.6

16.7 20 24.0 5.3 20 75.7 4.4 20 91.0

33.3 40 48.0 10.6 40 151.4 8.8 40 181.8

41.6 50 60.1 13.2 50 189.2 11.0 50 227.3

58.3 70 84.1 18.5 70 265.0 15.4 70 318.2

66.6 80 96.1 21.1 80 302.8 17.6 80 363.7

83 100 120 26.4 100 379 22 100 455

167 200 240 53 200 757 44 200 909

333 400 480 106 400 1514 88 400 1818

416 500 601 132 500 1893 110 500 2273

583 700 841 185 700 2650 154 700 3182

666 800 961 211 800 3028 176 800 3637

749 900 1081 238 900 3407 198 900 4091

Imp U.S. Imp U.S. U.S. U.S. Imp ImpGal Gal Gal Gal Gal Ltr Gal Ltr Gal Ltr Gal Ltr

2.49 3 3.60 .79 3 11.35 0.66 3 13.64

5.00 6 7.21 1.59 6 22.71 1.32 6 27.28

7.49 9 10.81 2.38 9 34.07 1.98 9 40.91

24.9 30 36.0 7.9 30 113.5 6.6 30 136.4

50.0 60 72.1 15.9 60 227.1 13.2 60 272.8

74.9 90 108.1 23.8 90 340.7 19.8 90 409.1

249 300 360 79 300 1136 66 300 1364

500 600 721 159 600 2271 132 600 2728

833 1000 1201 264 1000 3785 220 1000 4546

CAE SimuFlite

Temperature ConversionCelsius/Fahrenheit


Conversion Tables

-54 -65 -32 -26 -10 14

-53 -63

-51 -60

-31 -24

-29 -20

-50 -58

-48 -54

-47 -53

-45 -49

-44 -47

-23 - 9

-22 - 8

-42 -44

-41 -42

-20 - 4

-19 - 2

2 36

3 37

24 75

25 77

46 115

47 117

-28 -18

-26 -15

-25 -13

- 1 30

0 32

- 4 25

- 3 27

21 70

22 72

18 64

19 66

43 109

44 111

40 104

41 106

- 9 16

- 6 21

12 54

13 55

15 59

16 61

34 93

35 95

37 99

38 100

˚C ˚F ˚C ˚F ˚C ˚F ˚C ˚F ˚C ˚F

-39 -38 -17 1 5 41 27 81 49 120

-38 -36 -16 - 3 6 43 28 82 50 122

-36 -33

-35 -31

-14 - 7

-13 - 9

8 46

9 48

30 86

31 88

52 126

53 127

-34 -29 -12 -10 10 50 32 90 54 129

- 7 19

36 9714 57- 8 18-30 -22-52 -62

39 10217 63- 5 23-27 -17-49 -56

42 10820 68- 2 28-24 -11-46 -51

45 11323 731 34-21 - 6-43 -45

48 11826 794 39-18 0-40 -40

51 12429 847 45-15 - 5-37 -35

55 13133 9111 52-11 -12-33 -27

CAE SimuFlite

International StandardAtmosphere (ISA)Altitude/Temperature


S.L. 15.0 11,000 -6.8 22,000 -28.5 33,000 -50.3

Altitude ISA(ft) (˚C)




1,000 13.0 12,000 -8.8 23,000 -30.5

3,000 9.1 14,000 -12.7 25,000 -34.5

4,000 7.1 15,000 -14.7 26,000 -36.5 37,000 -56.5

5,000 5.1 16,000 -16.7 27,000 -38.4 38,000 -56.5

7,000 1.1 18,000 -20.6 29,000 -42.4 40,000 -56.5

8,000 -0.8 19,000 -22.6 30,000 -44.4 41,000 -56.5

9,000 -2.8 20,000 -24.6 31,000 -46.3 42,000 -56.5

34,000 -52.3

36,000 -56.2

2,000 11.0 13,000 -10.7 24,000 -32.5 35,000 -54.2

6,000 3.1 17,000 -18.7 28,000 -40.4 39,000 -56.5

10,000 -4.8 21,000 -26.6 32,000 -48.3 43,000 -56.5

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Documents

Challenger 601 CRH 2