Approved Operations (FAR Part 25): VFR

IFR
Day
Night
Icing Conditions

Door and Emergency Exit: ENTRY DOOR (red) CAS and CWP:
• One or more locking pins not fully engaged
• Keylock is locked with power on airplane
• DOOR C/B popped
• Latch pin disagreement when door open on the ground
EMERGENCY EXIT (amber) CAS:
• Right emergency exit not properly latched
EXTERNAL DOORS (amber) CAS:
• Either baggage or equipment bay door is not closed
ENTRY DOOR PINS (white) CAS:
• Disagreement between entry door pins on the ground with door open
Emergency Equipment: Cabin Portable Fire Extinguisher – Halon - Verify charge in the green
Crash Ax
Life Jackets / CO2 cartridges:
Crew life jackets behind crew seats
Passenger life jackets under each seat and in service cabinet
- Inspected annually for condition and cartridge charge
First Aid Kits
Flashlights
Smoke Goggles
Emergency tool kit:
Screwdriver, ratchet and socket – used to open cabin door

Danger Areas: Radar: 9 ft near people, 100 ft near metal objects

Engine inlet draw: 12 ft
Engine exhaust plume: 40 ft

Lighting: LTS System Test initiates a light bulb test of the instrument panel
- Holding TEST button longer than 15 seconds initiates aural warning test
Cockpit overhead lights and door entry lights powered by Hot Busses
Baggage, tailcone and SPPR area lights are powered by Hot Busses

Lighting CAS Messages: EMER LIGHTS (amber): emergency lights are not armed
EMER LIGHTS (white): emergency lights are ON
Oxygen System: O2 bottle: 22 ft3 in nose -or- optional 40 ft3 or 77 ft3 in passenger compartment
OXYGEN OFF (amber): shutoff and regulator valve is closed at bottle
Oxygen quantity shown in liters on EICAS

Discharge Indicator: Green overboard discharge indicator ruptures or dislodges around 2500 psi
EICAS quantity display indicates amber dashes

Passenger Oxygen Masks: Not recommended for prolonged use above 25,000 feet
Automatically deploy at 14,500 ft. cabin altitude along with overhead lights
PAX OXYGEN DEPLOY switch drops masks manually
PAX OXY DEPLOY (white) when masks drop
Passengers must pull lanyard to initiate oxygen flow

Crew Oxygen Masks: Normally stowed with 100% selected

To use mask microphone pilot must select: MASK and INPH on audio panel
Warning System: EICAS normally displayed on Display Unit (DU) 2
• Must be selected to SUMRY or FLT for takeoff and landing
• DU 3 is backup
• RMUs can also display EICAS information
Master Warning and Caution lights on glareshield
Aural and voice warnings generated by the Crew Warning Panel (CWP)

Reversionary Control Panel: *See PTG, Chap 10, “Reversion Controls”

IC/SG – Big Xs
ADC – Little Xs
AHRS – Blue skies
DAU – Dashes

CAS Messages Logic: New RED CAS appear flashing and:

• Triple chime followed by an aural message, if applicable
• Flashing master WARN annunciators
• Red annunciation on the CWP, if applicable
New AMBER CAS appear flashing and:
• Single chime and flashing master CAUT annunciators

Takeoff & Landing CAS Inhibits: Certain AMBER and WHITE CAS inhibited
No RED CAS inhibited (except A/C w/ SB 45-22-8 for red BRAKE FAIL CAS)
CAS TAKEOFF INHIBIT and CAS LANDING INHIBIT on EICAS (white)
Once inhibit CAS logic disabled all inhibited CAS appear on EICAS

Master Caution Inhibit Mode: Depress master CAUT for 2 secs to prevent triggering master CAUT during prestarts

Takeoff Configuration Monitor: “Configuration” aural message when thrust >MCR on the ground and:
- Flaps, spoilers, all trims, parking brake, T/Rs, or pitch trim bias not set for takeoff
- PIT TRIM MSCMP (red) also triggers “Configuration” warning
Pitot-Static Systems: Primary: Pitot-static probes provide pitot and static information to ADCs
Probes are lowest point of system…no drains required
Standby: Standby pitot-static probe for standby altimeter and airspeed indicator

Standby Instruments: Standby attitude indicator DC powered from emergency battery bus
- provides 9 mins of attitude info after complete power failure
Standby altimeter has vibrator that is DC powered from emergency battery bus
- red OFF flag beneath VIB indicates loss of power to vibrator only

Primus 1000: Provides information for:

• PFDs and MFD
• TCAS and GPWS
• Autopilot and flight directors
• Navigation and warning systems
Integrated with EICAS and FMS

IC-600 Integrated Avionics Computers (IAC): Provide processing for flight director, autopilot, and yaw damper
IAC #1 (pilot): Computes Mach and configuration trim
Controls manual stabilizer trim
Aircraft configuration inputs include spoilers, flaps and landing gear
Independent flight director
IAC #2 (copilot): Operates the autopilot, yaw damper and rudder boost
Independent flight director
Autopilot: Single channel, two-axis fail-passive system
Coupled to either flight director
Directly controls elevator and aileron servos…rudder is controlled by yaw damper
- Yaw damper automatically engages with autopilot engagement

Autopilot Disengagement:
Manual: AP turns amber, flashes, and disconnect tone for 2 seconds
Depressing the AP button or YD button
Manually trimming -or- selecting pitch trim selector switch to SEC TRIM or OFF
Depressing GA switch on left thrust lever
Selecting AHRS reversionary switch away from NORM
Depressing either Control Wheel Master Switch (CWMS) – emergency function
Monitored: AP turns red, flashes, disconnect tone continuously until cancelled by a CWMS
Autopilot monitor detects a fault -or- autopilot pitch trim system detects a fault
Loss of any power source to the autopilot
Loss of servo power
IAC/SG failure
Loss of either attitude/heading system input
Aircraft is at excessive attitude (35° bank, 25° noseup, or 15° nosedown)
Either stick shaker activates

CAS Messages: AP ELEV MISTRIM (amber): A/P pitch servo holding excessive torque (more severe)
AP ELEV MISTRIM (white): A/P pitch servo holding excessive torque (less severe)
AP AIL MISTRIM (amber): A/P roll servo holding excessive torque
Yaw Damper: Single system that augments aircraft stability and provides turn coordination
Engaged or disengaged with YD button on flight guidance controller
Yaw damper also automatically engages with autopilot engagement

Yaw Damper Disengagement:

Manual: YD turns amber, flashes, and disconnect tone for 2 seconds
Depressing the YD button
Depressing wither Control Wheel Master Switch (CWMS) – emergency function
Monitored: YD turns amber, flashes, disconnect tone continuously until cancelled by a CWMS
Yaw damper monitor detects a failure condition

Flight Director Mode Annunciators (FDMA):

Always displayed on both PFDs above the ADI
Active modes are green, armed modes are white

EICAS: Must be selected to SUMRY or FLT for all takeoffs and landings

FMS: Dual UNS-1Ew displays navigation information on PFDs and/or MFD

Moving map information on map display is for advisory use only
Can be used for advisory fuel management
TUNE page provides alternate means of tuning radios
TCAS: Advisories issued via audio, MFD, and PFDs
TA/RA mode is normal mode for inflight
TCAS OFF (white) on MFD & PFDs indicates standby mode
TA ONLY automatic at altitudes below 1000 ± 100ft
Traffic map displayed on MFD automatically or manually
A Resolution Advisory (RA) is annunciated both visually and aurally

EGPWS: Automatically monitors flightpath below 2450ft radio altitude

Visual and aural warnings
7 modes for various warnings
- Mode 4 provides warnings for landings without full flaps
- Inhibited with GPWS FLAP OVRD switch, when necessary
Test: Press EGPWS on SYS TEST button momentarily for short sequence

Communications: 2 RMUs monitor and control frequencies and operational modes

- backup engine and navigation displays
Backup radio tuning on FMS or Clearance Delivery Head (CDH)

Audio Control Panel: EMER - connects #1 VHF COM and NAV directly to onside MIC and headset
Mic/Mask switch chooses between headset or handheld mic and oxygen mask
INPH selects interphone and controls volume
Garrett/Allied Signal TFE 731-20AR:
Twin spool turbo fan jet engine; 3500 pounds of thrust at sea level and up to 87°F
At sea level 60% of thrust from the fan bypass / 40% of thrust from the core

N1 Spool: 4 stage low pressure compressor driven by 3 stage low pressure turbine
Drives the fan via the planetary gearbox (reverse direction)

N2 Spool: Single stage centrifugal compressor driven by single stage high pressure turbine
N2 shaft rotates the tower shaft, via transfer gear case, powers accessory gear drive

Ignition System: Dual channel (A and B), dual-igniter system automatically controlled by DEEC or
manually by IGN switches on center pedestal

Accessory Gearbox: Hydraulic pump, Fuel pump and FCU, DC Starter/generator, AC alternator, Oil pumps,
Auxiliary motive flow fuel pump

Digital Electronic Engine Control (DEEC):

Normal Fuel Scheduling: Overspeed protection (105% N2 governor, 107% N1 / 109% N2 ultimate)
Surge and temperature protection.
Automatically adjusts surge bleed valve
Manual Mode: P3 air controls metering valve
Engine responds slower to thrust lever movement
Surge bleed valve 1/3 open when in manual mode
Starting System: Green START on EICAS during start sequence until 50% N2 (DEEC cutout)
- turns to amber START at 51% N2 if starter still engaged
Engine Airstart: Do not attempt if: internal engine damage, fire, or no N1 rotation
Engine Oil System: Approved Type II oils: Mobile 254, BP Turbo Oil 2197, or Exxon 2197

Subsystems: Oil pumps / pressure and scavenge

Fuel heater
Air/oil cooler in bypass duct
Fuel-oil cooler
System venting – above approx. 27,000 ft. – Valve closes to maintain 3.5 psia

Oil Level Check: Within one hour after engine shutdown.

- If not, start engines and stabilize at idle. Shut down engines and check oil level.

CAS Messages: L R OIL PRESS LOW (red): oil pressure is <50 psi
L R ENGINE CHIP (amber): presence of metallic particles in oil system
L R OIL FILTER (amber): indicates oil filter bypass
Inhibited at oil temp. <100°F (cold start)
Performance Reserve:
Automatic (APR): DEEC detects 15% split between N2 operations – activates if ARMED
- White APR EICAS changes to green APR ON
Provides additional 150 LBS thrust
Increases N2 by 1.7%
Increases ITT by 22˚C
Manual (MPR): Thrust lever advanced to APR detent
Green APR EICAS annunciation

Engine Diagnostic System: Provides engine fault recording and condition trend monitoring
Data downloaded by maintenance
EDS RECORD switch: records engine parameters - 4 mins to + 1 min
L R CHECK EDS (white) - memory near full or an EDS issue

Synchronizer System: Left engine is master and right engine is slave

Controlled by DEECs when APR is disarmed
Cannot use during takeoff, landing, or single-engine operation
Green SYNC on EICAS when selected to N1 or N2 (on)
Amber SYNC on EICAS when on and landing gear down
Dee Howard TR5045 Thrust Reverser

Operation: Independently operated

Electrically controlled
Hydraulically actuated clamshell-type doors
- Main hydraulic system pressure only

T/R’s Armed When: All squat switches signal aircraft on the ground
Thrust levers – Idle

2 Ways to Stow T/R’s: Normal Stow

Auto Stow
- Attempts to close doors AND forcibly moves thrust lever to IDLE
- White L R REV AUTOSTOW CAS message

CAS Messages: Normal indications on Engine Instruments (EI):

REV (white) – armed on the ground
UNL (amber) – TR unlocked on the ground
DEP (green) – TR deployed on the ground
Abnormal indications occur when an EI is flashing or red
- Can include aural message and/or CWP annunciator
L R REV FAULT (white): several possible malfunctions
APU System: Allied Signal Model RE100 - Optional unit on Lear 45
Fully automatic and designed to operate unattended
- The Electronic Control Unit (ECU) provides this protection
Provides bleed air and/or DC power on the ground only
APU Gen drops offline if GPU is selected on
Receives fuel from right wing with right standby pump – approx. 150 pph burn
APU or GPU recommended by AFM ≤ 0°C
Prohibited in flight, during gravity fueling, and during anti-icing/de-icing
Maintenance Control Panel and APU FAN FAIL light in the tailcone equipment
bay should be checked during preflight

AFM NOTE: Delay 30 seconds between APU STOP and selecting the APU MASTER off
- Allows completion of the APU shutdown sequence

APU Fire Warning: APU fire horn in nose avionics bay

Shutdown occurs automatically if fire detected – fire bottle within 10 secs

System Test: FIRE DET: APU fire detection test included when APU is ON
Holding for 15 secs tests APU fire horn, 30 secs shuts down APU

CAS Messages: APU FIRE (red): fire detected in the APU

APU AMPS HIGH (amber): APU generator load above limit
APU FAIL (amber): APU ECU detected failure and shutdown APU
R STBY PUMP ON (white): right stby pump energized (normal w/ APU on)
Engine Fire Detection: 2 fire control units
3 sensing loops per engine (accessory gearbox, hot section, pylon firewall)

Fire Switch Indicator: FIRE PUSH illuminates flashing when fire is detected
FIRE PUSH illuminates steady when switch is pushed and:
• White CLOSED appears on switch
• Closes bleed-air valves, fuel shutoff valve, and hydraulic shutoff valve
• Disconnects generator and alternator and electrically closes T/R isolation valve
• Disables onside windshield heating and engine igniters
• Arms fire bottle squibs
• White FWSOV CLSD CAS and possibly the amber WSHLD HT FAIL CAS

ARMED Lights: Indicate fire extinguisher bottles squibs are armed

If 1 fire bottle has been discharged the 2nd bottle is available to either engine
1 to 2 seconds to discharge a bottle

Engine Fire Extinguisher Bottles:

Engine fire extinguisher bottles contains non-corrosive Halon 1301
Yellow discharge disc – manual discharge
Red discharge disc – thermal discharge
Normal Pressure: 400 – 800 psi

Portable Fire Extinguishers: 2 at pilot seats and 1 in cabin

Fuel Quantity: Wing Tanks – 3354 lbs (approx. 1677 lbs each)
Fuselage Tank - 2708 lbs
Total – 6062 lbs

Fuel Quantity Indicating System: 17 capacitance type fuel probes (8 each wing, 1 fuselage)
Quantity indicated is compensated for fuel density and aircraft pitch and roll

Fuel Transfer: Electric Standby Pumps (DC power):

- Transfer fuel from one wing to other at approximately 50 ppm
- Backup to main ejector pump for transfer of fuel to engine
- Automatically controlled during engine start
Ejector pumps (no moving parts – Venturi principle):
- Transfer fuel from fuselage tank to wing tanks
- Transfer fuel within wing to collector bay
- Transfer fuel from collector bay to respective engine
Crossflow Valve:
- Controlled by FUEL XFLOW switch with DC power
- Can also be remotely controlled during defueling operations
Gravity transfer from fuselage tank to wings (with help from ejector pumps in wings)

CAS Messages: L R FUEL PRESS LOW (red): low pressure in fuel line to the engine
FUEL IMBALANCE (amber): imbalance > 200 lbs with flaps extended
L R FUEL QTY LOW (amber): respective wing tank < 350 lbs (approx)
FUEL XFLOW (amber): crossflow valve not fully open/closed after 1.5 seconds
FUEL XFLO OPEN (white): crossflow valve open
L R STANDBY PUMP ON (white): standby pump has power
Vent System: Ram-Air scoop near left engine pylon provides positive pressure
Expansion lines between the wing tanks and fuselage tank vent wings

Fuselage Gravity Refueling: Filler cap on upper fuselage forward of right engine pylon
Monitor wing tank quantity from cockpit – wings fill slower than fuselage

Single Point Pressure Refueling (SPPR):

Fuel should stop within 20 seconds during precheck
Minimum truck pressure is 20 psig
Refuels wings and fuselage at same time
Total fuel quantity reading at refueling panel

Defueling: Connection at SPPR panel suctions fuel out of aircraft

Takes approx. 45 mins by Maintenance personnel
Indicators: Voltmeter – voltage on the battery charging bus
Ammeters – amperage output of the respective generator

Main Batteries: NICAD or Lead Acid located in aft compartment

Approximately 30 minutes duration

Emergency Battery: Lead acid - in nose compartment with approximately 1 hour duration

Starter/Generators: DEEC turns on GEN during start w/o GPU power or after GPU disconnected
Supply 28 VDC and limited to 300 amps

GPU: Correct voltage and polarity give AVAIL (green) on EXT PWR switch

APU (optional): Supplies 28 VDC without GPU power available

AVAIL (green) on APU GEN switch – APU on and ready to provide power

Circuit Breakers: All DC

Red ring denotes Emergency Bus CBs

CAS Messages: L R BATT OVHT (red): NICAD Batts only with temp > 70°C
L R BATT OVHT (amber): NICAD Batts only with temp > 60°C
LR GEN FAIL (red): both generators failed
NON-ESS and MAIN busses deactivated
L R GEN FAIL (amber): single generator failure
NON-ESS bus deactivates
BUS-TIE closes
L R GEN AMPS HIGH (amber): generator output > 300 amps
EMER BATT LOW (amber): Emer Batt charging > 10 amps
EMER BUS VOLTS (amber): EMER bus volts < 22VDC or > 29.6VDC
EMER BATT (white) CWP: Emer Batt discharging > 1 amp
DC Electrical System Buses: Normally split bus system
Auto-shedding with generator(s) failure

Bus Tie: Normally controlled automatically but may be operated manually

Hot Battery Busses: L and R EMER HOT BUS: powered by either Main Batt or Emer Batt
L and R HOT BUS: powered by either Main Batt
REAR HOT BUS: powered by either Main Batt

AC System: Engine-driven alternator on each engine (200VAC and 5KVA)

Used for windshield heating only

Emergency Power Supply: Power from Emergency Battery, GPU, or right generator (R GEN bus)
- powers EMER BATT, L EMER HOT, and R EMER HOT busses with
complete power failure
- powers essential busses during engine start
Pneumatic Air Sources: LP compressor bleed air and HP compressor bleed air on each engine
APU bleed air (ground only)

Systems That Use Pneumatic Air: Environmental Control Unit (ECU) – “Pack”
Emergency pressurization system
Nacelle anti-ice system
Wing/stab anti-ice system
Servo air system:
Hydraulic reservoir
Cabin pressurization controller jet pump
Air cycle machine low-limit temperature control valve
Cockpit temperature control valve
Cabin temperature control valve

PACK Switch: Opens pack bilevel PRSOV

Regulates engine or APU bleed-air to the ECU

HI FLOW Switch: Signals pack bilevel valve to high-pressure setting for increased airflow
PACK HIGH FLOW (white) CAS when turned ON

CAS Messages : L R ENG PYLON OVHT (red): overheat in pylon or just inside tailcone
L R BLEED AIR LEAK (red): loop-type elements detect leak in tailcone
L R BLEED OVHT (amber): overheat in bleed air duct (700°F)
CAB DUCT OVHT (amber): cabin supply air overheated
CKPT DUCT OVHT (amber): cockpit supply air overheated
L R EMER PRESS ON (amber): emergency pressurization valve is open
PACK OVHT (amber): pack compressor discharge temp too high
Pressurization Controller: Defaults to automatic mode at power-up
Computer controls programmed schedule
Pilots only need to select landing field elevation prior to takeoff

Outflow Valves: Pneumatically operated and electrically controlled

Each has safety valve to limit cabin press. diff. to 9.7 psi and alt. to 13,700 ft

Cabin Pressurization (takeoff at field elevation below 8,000 feet):

≈ 8,750 ft CABIN ALTITUDE (amber)
≈ 9,500 ft Emergency Pressurization airflow and LR EMER PRESS ON (amber)
≈ 10,000 ft CABIN ALTITUDE (red) and “Cabin Altitude” continuous aural alert
≈ 13,700 ft Cabin altitude limiters try to limit cabin altitude to 13,700 feet
≈ 14,500 ft PAX OXY DEPLOY (white): Pax O2 masks drop & emer lighting activated

Thrust Lever MUTE Button: Cancels “Cabin Altitude” aural alert for 60 seconds
Continues cycle until cabin altitude decreases below 8,750 feet

Emergency Pressurization: EMER PRESS switch selected ON (both bleed switches must be ON) -or-
Cabin altitude exceeds approximately 9,500 feet

Emergency Depressurization: Selecting EMER DEPRESS switch to ON commands outflow valves open
EMER DEPRESS (amber)
Limited to 13,700 feet
Available in automatic and manual modes

Manual Mode: CAB PRESS MAN (white)

MANUAL PRESS switch transfers control of outflow valves to
MANUAL knob
MANUAL knob adjusts cabin altitude at rates of 100 – 2,500 fpm
Ice Detector: Electrically heated with power on airplane and icing signal

Anti-Ice Protection: Electrically heated:

Pitot-static probes (L R PROBES switches)
Total air temperature probe (L R PROBES switches – air mode)
Engine inlet pressure/temperature probes (L R NAC switches)
Stall warning vanes (L R PROBES switches)
Windshields (L R WSHLD switches - always ON for takeoff)
Bleed Air heated (ON at least 2 mins before takeoff, if needed):
Wing leading edge (WING/STAB switch)
Horizontal stabilizer leading edge (WING/STAB switch)
Engine nacelle inlets (L R NAC switches)

Nacelle and Engine Anti-Ice: High pressure bleed air to inner surfaces of nacelle inlet
Electrical heat to engine inlet air pressure/temperature sensor
NAC (green) next to ITT on EICAS: system on
NAC (amber) next to ITT on EICAS: system failure
Bleed air heating works with electrical failure – valve fails open

WING/STAB Anti-Ice: High pressure bleed air to inner surfaces of wing and horizontal stab
leading edges
Leak detection system works the same as engine fire detection
Windshield Heat System: Controlled and powered by engine driven alternators
Dual-channel controller, normal sensors, and overheat sensors
Controller relay disconnects power in overheat condition
Alternator fails, or engine fails – respective windshield heat is inop

Anti-Ice System Tests: SYS TEST switch, ANTI-ICE check:

WG/STAB HT OK (white)
WING OVHT and STAB OVHT (red) CWP
SYS TEST switch, FIRE DET check:
WING/STAB LEAK (red) CAS and CWP
Starting Engines Checklist, Anti-Ice System Check:
If no ITT rise increase thrust levers above IDLE and repeat check

CAS Messages : WING/STAB LEAK (red): leak in bleed air lines to wing and stab
WING or STAB OVHT (red): wing or stab overheat condition
STAB TEMP LOW (amber): Stab Heat ON but temp too low
WING TEMP LOW (amber): Wing Heat ON but temp too low
ICE DETECTED (amber): Ice detected, anti-ice system OFF
ICE DETECTED (white): Ice detected, anti-ice system ON
L R NAC HT (amber): NAC Heat ON but pressure low or sensor heat fail
L R PITOT HT (amber): Pitot Heat OFF or failed
L R WSHLD HT FAIL (amber): Wshld Heat ON but failed or low temp
L R WSHLD OVHT (amber): windshield overheat condition
L R WSHLD HT FAULT (white): temp modulating function is degraded
Hydraulic System: Main and Auxiliary - independent systems with filters and accumulators
Shared reservoir
Two engine driven pumps and one DC motor-driven AUX HYD pump
Ground service panel under right engine pylon
Operates: Landing Gear, Flaps, Spoilers/Spoilerons, Brakes, T/Rs

Hydraulic Fluid Reservoir: Separation wall at low quantities for Aux Hyd System
Located in tailcone compartment
Pressurized by regulated engine bleed air
Approximately 2 US gallons of MIL-H-5606 fluid when full
LED lights on service panel for fluid level check on preflight

Engine Driven Pumps: Located on each Accessory Gear Box - always running with engine running
Variable volume, constant pressure of about 3000 psi
– one pump strong enough to operate entire system
Pressure relief valves in manifold relieve excessive pump pressure, if needed

Auxiliary Hydraulic System: Functions: Hydraulic pressure to charge brake accumulator

Backup power for flaps, gear and brakes if main system fails
*Cannot power spoilers or thrust reversers
Auxiliary Hydraulic Pump:
Controlled automatically by gear lever or manually by AUX HYD switch

CAS Messages : AUX HYD PUMP LO (amber): Aux Hyd ON but pressure <1900 psi
AUX HYD QTY LO (amber): Aux Hyd reservoir quantity low
MAIN HYD PRESS (amber): Main Hyd pressure <1900 or >3800 psi
MAIN HYD QTY LO (white): Main Hyd quantity low or filter clogged
L R HYD PUMP LOW (white): engine pump pressure too low
Landing Gear System: Normally electrically controlled (EMER BATT BUS) and hydraulically operated
Emergency extension is accomplished by free fall
Normal extension approx. 10 secs, with AUX HYD pump approx. 30 secs, or
free fall up to 60 secs

Main Gear: Held up mechanically in the retracted position by inboard doors

Mechanically held down by an internal downlock mechanism in each actuator

Nose Gear: Held up mechanically in the retracted position by uplock latch

Mechanically held down by an internal downlock mechanism in actuator
Chined nose gear tire (3/4 inch) deflects water away from engine inlets
Electric nose wheel steering (self-centering – requires pressure in the strut)

Gear Down and Locked Indications (Besides Green DOWN Indications):

The respective white in-transit/advisory light is no longer illuminated
The “GEAR” aural warning is not present with flaps lowered beyond 25°
The respective taxi light illuminates to indicate the main gear is down and locked
The NOSE STEER ON light indicates the nose gear is down and locked

System Test: “GEAR” position tests indicator lights, GEAR (red) CAS and “GEAR” aural warning

Free Fall Operation: Free-fall Lever mechanically unlocks uplock actuators

Cockpit indication is 3 green and 2 main gear in-transit/advisory indicators

CAS Messages : GEAR (red): the landing gear is not down and locked for landing
GEAR (amber): the landing gear is in unsafe condition – aural warning mutable
Brake System: Normally powered by Main Hydraulics, backup is Aux Hydraulics
Electrical power from R ESS BUS and EMER BAT BUS
Emergency and parking brake controlled mechanically with
EMERGENCY/PARKING BRAKE handle using Aux Hydraulics power

Brakes: Main gear only, multiple disc carbon brakes

Hydraulic fuses prevent leak in brake lines from bleeding all system fluid
Fuse in tires melt to prevent an overheated tire from exploding

Anti Skid: Uses various inputs to prevent locked wheels with normal braking
Normally ON all the time

Emergency Brake System: Pull out handle to increase amount of hydraulic pressure to brakes
No anti skid available and no differential braking
Serves as parking brake, too.
Limited number of applications, do not pump handle!
Separate brake accumulator to provide minimum 6 brake applications

CAS Messages : EMER/PARK BRK (red): parking break out w/ thrust above MCR (ground)
EMER/PARK BRK (white): parking break out (ground)
ANTI-SKID FAIL (amber): failure in Anti-Skid system or switch OFF
CPLT BRK FAULT (amber): 1 or more copilot pedal transducers failed
PLT BRK FAULT (amber): 1 or more pilot pedal transducers failed
L R INBD BRK FAIL (amber): inboard normal brakes failed
L R OUTBD BRK FAIL (amber): outboard normal brakes failed
Nosewheel Steering: DC electric power – MOTOR and CMPTR C/Bs on pilot panel
System armed with NOSE STEER switch ON and:
• DC power to both circuit breakers
• Nose gear down and locked
• No system faults or failures
• Squat switches in ground mode
Disengage NWS with either Control Wheel MSW or NOSE STEER OFF
After nose gear retraction NOSE STEER switch “ON” extinguishes

Steering Limits: Steering authority decreases with increasing ground speed

60 at 5 knots or less and tapers to 7 at max of 70 knots

System Failures: A NWS malfunction with directional control problems requires checklist in
AFM/QRH Emergency Procedures that includes memory items
- May or may not include CAS messages
Other failures refer to Abnormal procedures in AFM/QRH

CAS Messages: NWS FAIL (amber): system failure

NWS FAULT (white): system faults with system degradation
Primary Flight Controls: Mechanically driven by cables, bellcranks, and pushrods
Ailerons, Rudder and Elevator

Secondary Flight Controls: Electrically controlled and hydraulically operated

Flaps and Spoilers/Spoilerons

Balance Tabs: Reduce forces required to position ailerons

Aileron Disconnect: Pilot control wheel disconnect lever disconnects pilot’s control of ailerons
Pilot control wheel then controls spoilerons for turns
Cannot use copilot control wheel, aileron trim, or autopilot

Control Wheel Master Switches (CWMS):

Disconnects autopilot and yaw damper
With switch held interrupts: pitch, aileron and rudder trim
Mach and configuration trims
Rudder Boost

CAS Messages: TAKEOFF TRIM (red): Pitch, aileron, or rudder trim not set for T/O -and-
at least one thrust lever above MCR
TAKEOFF TRIM (white): Pitch, aileron, or rudder trim not set for T/O
ROLL DISC (white): Pilot control wheel disconnected from ailerons
WHEEL MSTR (white): Either MSW pressed or has lost power
Elevator Disconnect: ELEV DISC handle on pedestal disconnects elevators from each other
Pilot controls left elevator and copilot controls right elevator

Horizontal Stabilizer Trim: 2 motors – primary and secondary

Primary: pilot trim switches, Mach trim, configuration trim
No.1 IC-600 controls trim speed
Secondary: SEC switch on pedestal, autopilot – one speed (slow)

Autopilot Control: Autopilot uses elevator pitch servo to move elevators

Trims with secondary pitch trim motor through No.2 IC-600
- Trim-in-motion “clacker” if autopilot trim more than 2-3 seconds
Pilot can input manual trim to autopilot with trim switch (barrel) only

Mach Trim: Counteracts nosedown tendency associated with high Mach numbers
Required above 23,400 ft with autopilot disengaged/inop and > .76M

Pitch Trim Bias: PIT TRIM BIAS switch on forward pedestal controls electric motor
Can be used in stabilizer jammed scenario to offset some of forces

CAS Messages: MACH TRIM FAIL (amber): Mach trim inop above .76M
PRI TRIM FAIL (amber): Primary pitch trim failed
ELEVATOR DISC (white): Elevators disconnected
PIT TRIM BIAS (white): Pitch trim bias not at 0
Flaps System: Electrically controlled, hydraulically actuated
Single-slot Fowler flap panels
Flap handle preselect 0˚(UP), 8˚, 20˚, 40˚(DN)
VFE overspeed indicator on PFD airspeed scale for each flap setting

System Test: FLAPS position gives amber FLAPS FAIL and FLAPS FAULT CAS
FLAPS RESET position resets flap control unit per AFM/QRH

Partial Flap Landings: AFM Notes:

• Higher than normal nose-up pitch attitude
• Aircraft may float or balloon on flare
• Use of Thrust Reversers is recommended

CAS Messages: FLAPS FAIL (amber): flaps inop or asymmetric shutdown

FLAPS FAULT (amber): degraded flap operation
Spoilers/Spoilerons: Electrically controlled and hydraulically actuated
The spoiler panels are raised either symmetrically as spoilers -or-
asymmetrically as spoilerons (lateral control)
Full extension available up to 175kt, max 21° at 450kt
Spoilers are used as speed brakes during overspeed scenario
Spoilerons extend when control wheels >5° -or-
1° pilot control wheel deflection after ROLL DISC lever pulled
Spoilerons are extended at all flap settings at all speeds

SPOILER Lever: RET, ARM, or EXT (Not used with flaps extended, except per AFM)
ARM: spoilers extended with ground mode and throttles at idle - 60° in 1 second
EXT: spoilers extend to 60° in 5-7 seconds
intermediate detents for 15° and 28°

Mixed Operation: Spoilers extended followed by turns requiring spoilerons

Priority given to spoilerons

System Test: SPLRN RESET must only be used in flight per AFM/QRH!
*See WARNING and NOTES in Section 4 of AFM!
Resets spoiler controller

CAS Messages: SPOILERS EXT (red): spoilers extended with thrust >MCR (ground)
SPOILERS EXT (amber): spoilers extended with flaps >3°
SPOILERS EXT (white): spoilers extended (ground or flight)
SPOILERS FAIL (amber): spoiler monitor detected failure
L R SPOILER JAM (amber): spoiler jam detected
Stall Warning System: Provides aural and visual alerts and control column stickshakers
No switches to power on
Stall alerting inhibited on ground and for 3 seconds after takeoff

Stall Alerting: Lowspeed cues on both pilots’ PFDs rise towards current airspeed
The control column shaker motors activate
Non-cancellable voice “STALL” repeats until AOA is decreased
AOA indicators (if installed) will enter the red band on the indicator

Low Speed Awareness Cue: Indicated on airspeed readout on PFD

Top of LSA bar indicates when stickshakers will activate

Angle-of-Attack Indicators: Optional gauges that show indication of shaker at .8 units

System Test: STALL test checks pilot and copilot channels of stall warning system

CAS Messages: L R STALL WARN FAIL (amber): respective stall system failed
L R AOA HT FAIL (amber): AOA vane heater failed
AOA (amber - PFD): invalid data input to either IC-600