Dakota Norway

Transcription

Dakota Norway

Stiftelsen
DAKOTA
NORWAY
OCM Part B
SECTION 7
SYSTEM DESCRIPTION
01 JAN 2010
SECTION 7 – SYSTEM DESCRIPTION
OCM PART B – C-53D
Dakota Norway
Stiftelsen
DAKOTA
NORWAY
SECTION 7
GENERAL DESCRIPTION
TABLE OF CONTENTS
Section 7.0
Section 7.1
Section 7.1.1
Section 7.1.2
Section 7.2
Section 7.2.1
Section 7.2.2
Section 7.2.2.1
Section 7.2.3
Section 7.2.4
Section 7.2.5
Section 7.2.6
Section 7.3
Section 7.3.1
Section 7.3.2
Section 7.3.3
Section 7.3.4
Section 7.3.5
Section 7.3.5.1
Section 7.3.5.2
Section 7.3.5.3
Section 7.3.6
Section 7.3.7
Section 7.3.8
Section 7.3.8.1
Section 7.3.8.3
Section 7.3.9
Section 7.3.10
Section 7.4
Section 7.4.1
Section 7.4.2
Section 7.4.3
Section 7.4.4
Section 7.4.5
Section 7.4.6
Section 7.4.7
Section 7.4.8
01 JAN 2010
Contents section 7
General Descriptions
Aircraft main dimensions
Turning radius
Airframe
General
Fuselage
Fuselage layout and emergency equipment
Wing
Stabilizers, fin
Rudder, aileron and elevator
Airframe major components
Flight Controls
General
Elevator control
Rudder control
Aileron Control
Trim Controls
Rudder trim crank
Aileron trim Crank
Elevator trim wheel
Control surface locks
Control movements (in degrees)
Wing flap
Wing flap control lever
Wing flap position indicator
Wing flap system drawing
Wing flap system (ghost view)
Landing Gear
General
Main gear
Retraction mechanism
Landing gear lever
Latch Mechanism
Latch mechanism overview
Landing gear operation
Landing gear safety pins
Dakota Norway
Stiftelsen
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TABLE OF CONTENTS
Section 7.5
Section 7.5.1
Section 7.5.2
Section 7.5.3
Section 7.5.4
Section 7.6
Section 7.6.1
Section 7.6.2
Section 7.6.3
Section 7.6.3.1
Section 7.6.3.2
Section 7.6.3.3
Section 7.6.3.4
Section 7.6.3.5
Section 7.6.3.6
Section 7.6.4
Section 7.6.4.1
Section 7.6.4.2
Section 7.6.4.3
Section 7.6.4.4
Section 7.6.4.5
Section 7.6.4.6
Section 7.6.4.6
Section 7.6.4.8
Section 7.6.4.9
Section 7.6.4.10
Section 7.6.4.11
Section 7.6.4.12
Section 7.7
Section 7.7.1
Section 7.7.2
Section 7.7.3
Section 7.7.4
Section 7.8
Section 7.8.1
Section 7.8.2
Section 7.8.3
Section 7.8.4
Section 7.8.5
Section 7.8.6
01 JAN 2010
Brakes
General
Hydraulic brake system
Parking brake
Brake system schematic
Power Plant
General
Engine description in numbers
Construction, main parts
Front Section
Crankcase section
Cylinders
The Supercharges
Front accessory section
The rear accessory section
Equipment, systems
Air inlet system
Carburetor system
Priming system
Lubrication system
Ignition system
Cooling system
Exhaust system
Starting system
Measuring and control systems
Engine installation
Cockpit and engine controls
Pratt & Whitney R-1830-92 illustration
Propellers
General
Construction
RPM-control
Propeller feathering system
Fuel Systems
General
Fuel tanks
Fuel tank selector valves
Fuel Filters
Fuel booster pumps
Fuel shut-off valves
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TABLE OF CONTENTS
Section 7.8.7
Section 7.8.8
Section 7.8.9
Section 7.8.10
Section 7.9
Section 7.9.1
Section 7.9.2
Section 7.9.3
Section 7.10
Section 7.10.1
Section 7.10.2
Section 7.10.2.1
Section 7.10.2.2
Section 7.10.2.3
Section 7.10.2.4
Section 7.10.2.5
Section 7.10.2.6
Section 7.10.2.7
Section 7.10.2.8
Section 7.11
Section 7.12.1
Section 7.12.2
Section 7.12.2.1
Section 7.12.2.2
Section 7.12.2.3
Section 7.12.2.4
Section 7.12.2.5
Section 7.12.2.6
Section 7.12.2.7
Section 7.12.2.8
Section 7.12.2.9
Section 7.12.2.10
Section 7.12.3
Section 7.12.3.2
Section 7.12.3.3
Section 7.12.3.4
Section 7.12.4
Section 7.12.5
Section 7.12.5.1
Section 7.12.5.2
Section 7.13
Section 7.13.1
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Fuel pumps
Fuel quantity indicators
Fuel pressure indicators
Fuel system diagram
Lubricant Systems
General
Engine external oil circulation
Engine internal oil circulation
Hydraulic Systems
General
Operation
Engine driven pumps
Hydraulic reservoir
Shut-off valves
Pressure regulator
Pressure accumulator
Pressure gauges
Hand pump
Hydraulic system overview
Ice Protection Systems
General
DC-power supply system
General DC
Voltage Regulators
Reverse Current Relay
Voltmeter and Loadmeter
Master switch
Generator protection
Batteries
Circuit Breaker panel
External power
DC system scematic
AC-power supply system
AC powered systems
AC Circuit Breakers
AC system schematic
Exterior lights
Interior lights
Cockpit
Passenger cabin
Communication systems
General
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TABLE OF CONTENTS
Section 7.13.2
Section 7.13.3
Section 7.13.3.1
Section 7.13.3.2
Section 7.13.4
Section 7.13.5
Section 7.14
Section 7.14.1
Section 7.14.2
Section 7.14.3
Section 7.14.4
Section 7.14.4
Section 7.15
Section 7.15.1
Section 7.15.2
Section 7.15.3
Section 7.16
Section 7.16.1
Section 7.16.2
Section 7.16.3
Section 7.16.4
Section 7.16.5
Section 7.16.6
Section 7.17
Section 7.17.1
Section 7.17.2
Section 7.17.3
Section 7.17.3.1
Section 7.17.3.2
Section 7.17.3.3
Section 7.17.3.4
Section 7.17.4
Section 7.17.5
Section 7.17.6
Section 7.17.7
Section 7.17.8
Section 7.17.9
Section 7.17.10
Section 7.17.11
Section 7.17.12
Section 7.17.13
Section 7.17.14
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Communication radios
Navigation radios
ADF
VOR/ILS
Audio control boxes
Public address system
Instruments Systems
General
Pitot-static system
Vacuum system
Pitot static system schematics
Instrument markings and tolerances
Air Condition Systems
Heating system
Air conditioning system schematic
Ventilation system
Fire protection Systems
General
Fire warning circuits
Engine fire extinguishing system
Shut-off valves
Portable extinguishers
Engine fire identification chart
Emergency Systems
General
Equipment and their locations
Emergency Exits
Cockpit emergency exits
Cabin Emergency Exits
Over-wing emergency exit operation
Emergency exit placement
Escape rope
Fire extinguisher
ELT (Emergency locator transmitter)
Flash lights
First aid kit
Life vests
Fire Axes
Seat belts for children
Emergency equipment placement
Ditching and crash landing
Safety onboard folder
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7.1
General description
The aircraft is manufactured by Douglas Aircraft Company Ltd. It has been originally
designed as C-53D ―Troopship‖ and it has later been converted to a passenger carrier.
DC-3 is an all-metal, twin-engine airplane with a fully cantilever wing. It is approved to be
operated as a commercial transport airplane either in VMC or IMC weather conditions and
in light icing conditions ( no ICAO category).
The aircraft is suitable for short and medium haul trips. It’s non-pressurized cabin
incorporate seats for 28 passengers and for one cabin attendant. For cargo flights the seats
can be lifted against the walls or totally removed. This configuration allows a payload of
approximately 3000 kg.
A minimum flight crew of a Captain and a First-officer is required for all operations. There
is a extra seat provided for an observer in the middle compartment behind the captains seat.
The maximum number of adult persons on board LN-WND is limited by NCAA to 23,
crew members included.
The aircraft is powered by two Pratt & Whitney Twin Wasp S1C3G (R-1830-92) engines,
each of them equipped with a Hamilton Standard 3-bladed, hydromatic propeller
(23E50473-6565A-18).
This manual covers the general DC-3 and the version C-53D ―Troopship‖. Especially the
individual with serial number 11730, LN-WND, operated by ―Stiftelsen Dakota Norway‖
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7.1.1 Aircraft main dimensions
Type
General:
Wing:
Stabilizer and
elevator:
Fin and rudder
Fuselage
01 JAN 2010
Description
Numbers
Span
Length
Height (on ground)
Mean Aerodynamic Chord (MAC) length
Distance of MAC Leading Edge from fuselage nose
Wing loading (GW 12200kg)
Power loading
Wing root Profile
Wing Tip Profile
Total Wing Area
Taper Ratio
Angle of Incidence
Dihedral
Sweep Back (Outer wing station 123)
Root Chord Length
Tip Chord Area ( Station 398)
Total Aileron Area
Aileron Area (Behind hinge line)
Wing Flap Area
Trim Tab Area (R/H aileron only)
Spa Stabilizer and elevatorn
Total Area
Stabilizer Area
Total elevator Area
Elevator area (Behind hinge line)
Trim Tab area (Both sides)
Angle of incidence
Total Area
Fin Area
Total Rudder Area
Rudder Area (Behind hinge line)
Trim tab Area
Maximum Length
Maximum Width
28,96 m
19,65 m
5,46 m
138,1 inches
224,4 inches
133,0 kg/m2
5,1 kg/HP
NACA 2215
NACA 2206
91,8 m2
9,14
+2 degrees
5 degrees
15,5 degrees
4,32 m
1,42 m
9,6 m2
7,2 m2
7,8 m2
0,18 m2
8,13 m
16,7 m
8,9 m
7,8 m2
5,7 m2
0,34 m2
0
degrees
7,9 m2
3,5 m2
4,3 m2
3,3 m2
0,28 m2
19,65 m
2,47 m
―
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7.1.2 Turning radius
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7.2 Airframe
7.2.1 General
The aircraft is of semi-monococue construction and it is mostly constructed of 24 ST
aluminum alloy. The steel parts like bolts, axles etc. are in general of chrom-molybdenum
steel, partly also of nickel-steel (tensible strength 85-100 kg/mm2). The inflexible hydraulic
lines etc. are of 52SO.
The control surfaces are coated with cloth.
The aircraft is constructed by riveting. The major components are fitted together with bolts
or screws which fulfill the US standards. The rivets are of type A1ST except in certain
places where D17ST rivets are used because of greater stress.
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7.2.2 Fuselage
The fuselage is constructed of ribs, longitudinal stiffeners and coating sheets. Coating
thickness is 0,6-1,6 mm depending on the location. Except in cockpit the floor structure is
made of 0,5‖ ―apache‖-sheet which is fastened to the floor beams by bolts. The cabin floor
is equipped with fastening sheets for passenger seat installation.
The fuselage is heat and sound isolated by glass fiber carpets. The walls and the ceiling are
coated by gallon.
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7.2.2.1 Fuselage layout and emergency equipment
The figure refers to Dakota Norway’s C-53D, LN-WND. This aircraft has six (6)
emergency exits. Two located in the cockpit area. One in the ceiling above the pilots and
one beside the floor left of the observer seat. The remaining four (4) is situated in the
Cabin. There are 3 fire extinguishers onboard. Two in the cockpit and one in the cabin. The
aircraft also carries a first aid kit, stored in the left overhead rack beside the first row. In
addition two (2) fire axes are situated in the aircraft. One mounted on the emergency exit
on the left side beside the observer seat in the cockpit. Number two situated on the aft
bulkhead beside the toilet. It is one two (2) emergency flash lights mounted on the front left
wall of the passenger cabin and one behind the right pilot seat. There are 27 life vests,
including three (3) children’s life jackets
Refer to chapter 7.17 for more details on emergency equipment and placement
Figure below shows all emergency exits, including the main door, onboard LN-WND
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7.2.3 Wing
The fully cantilever wing has three spars. The wing is attached under the fuselage with 8
bolt joints. These are in the locations of the three spars and an auxiliary spar in front of
them. Moreover, the fuselage sides are fastened to an angle bar over the center wing with
smaller bolts.
Coating thickness is 0,6-1,6mm depending on the location. There is a corrugated stiffener
sheet below the upper coating for eliminating compressing forces. The engine and leading
gear brackets are attached to the center wing with bolts. The fuel tanks are located between
the main spars. Outer wings are attached to the center wing with angle bar/bolt joints. Wing
tips are fastened with screws to the outer wing.
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7.2.4 Stabilizers, fin.
The stabilizers and the fin are also fully cantilever and of box construction. The right and
left stabilizers are interchangeable and they are fitted together with an angle bar/bolt joint in
the aircraft centerline. The stabilizers are equipped with angle bars on both surfaces for
attaching to the fuselage side wall structure with bolts.
The fin is fitted to the fuselage with screw joints
7.2.5 Rudder, aileron and elevator
All of the movable flight control surfaces are of box construction and covered with cotton
coating and painted.
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7.2.6 Airframe major components
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7.3 Flight Controls
7.3.1 General
The flight control system consists of independent elevator, aileron, and rudder systems. All
flight controls are directly controlled and are operated by dual wheel and rudder pedals,
witch are moved mechanically.
The trim control is also mechanical. The trim control handles in the control pedestal is
common to both pilots. Wing flap movement is controlled hydraulically by a lever located
on the hydraulic control panel within the reach of both pilots.
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7.3.2 Elevator control
Elevators are balanced statically as well as aerodynamically. Each half is hinged to the
stabilizer at two points. Movement is transferred by cables and bellcrancks.
The movement is linked from the horn of the torsion tube common to both control columns
to the elevator yoke by double cables which are supported by pulleys. The back movement
of the columns is limited with screw bolt limiters mounted on both walls of the cockpit.
The forward movement is limited by a similar limiter mounted on a floor beam. The
elevator movement is additionally limited by rubber pads around the yoke.
7.3.3 Rudder control
The rudder is mechanically controlled by a duplicate set of hinged rudder pedals
incorporating toe brakes. The pedals can be adjusted forward or aft for proper length by
means of the adjusting lever mounted on each rudder pedal.
The rudder is also fully balanced. There are four hinges. The steering is accomplished by
the same manner but with only one set of cables. There are screw bolt limiters at the pedal
end of the cables. At the rudder end the movement is limited by limiter cables which are
located in the tail cone on the elevator upper surface.
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7.3.4 Aileron Control
The movement from the control wheels to the ailerons is linked by rack chains, cables,
levers and rods. The movement limiters are attached to the rack chain ends inside the
control columns. Both ailerons are fastened with six bearings each and they are balanced
with counterweights located inside the aileron leading edge.
7.3.5 Trim Controls
All control surfaces except the left aileron incorporate controllable trim tabs. They are
moved mechanically by cables, drums, screws and rods. A fixed trim tab projects from the
trailing edge of the left aileron and it is adjustable only on ground.
7.3.5.1 Rudder trim crank
Rudder trim is mechanically controlled by rotatable crank mounted on the aft face of the
control pedestal. Movement of the trim tab is shown on the indicator immediately below
the crank.
7.3.5.2 Aileron trim Crank
Aileron trim is mechanically controlled by rotatable crank mounted on the aft face of the
control pedestal. Movement of the trim tab is shown on the indicator immediately below
the crank.
7.3.5.3 Elevator trim wheel
Elevator trim is mechanically controlled by a hand wheel located on the left side of the
control pedestal. Movement of the trim tab is shown on a indicator adjacent to the hand
wheel.
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7.3.6 Control surface locks
The rudder, both ailerons, and both elevators are locked while on the ground by use of five
control-surface locks. The locks are felt-padded and equipped with small bungees which
hold the firmly in place when slipped into position between the control and fixed surfaces.
When not in use, the locks are stowed in the aft baggage compartment.
Caution:
Do not actuate flaps with aileron control locks installed
7.3.7 Control movements (in degrees)
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Up
Down
Elevator
30
20
Elevator Tab
12
12
Aileron
27
18
Aileron Tab
12,5
12,5
Wing Flaps
-
45
Left
Right
Rudder
29,5
29,5
Rudder Tab
12
12
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7.3.8 Wing flap
The metal wing flaps are composed of four sections which extend from the inboard end of
the left wing aileron under the fuselage to the inboard end of the right wing aileron and are
of split trailing edge-type. The flaps are hinged to the under side of the center wing section,
and are hydraulically lowered or raised as a unit. The flaps have a travel of 0 to 45 degrees,
and can be set to any position in this range. Wing flap is hydraulically controlled by a lever
in the cockpit. In the hydraulic panel there is also a relief valve which makes it impossible
to lower flaps and perhaps damage the structure with strong drag forces caused by too high
airspeed.
7.3.8.1 Wing flap control lever
The wing flap control lever, located on the hydraulic control panel, has UP, DOWN and
NEUTRAL positions. Movement of the lever to the DOWN position directs hydraulic fluid
pressure to the wing flap actuating cylinder down-line to lower the flaps. When the control
lever is placed to the UP position, the flow is of fluid is reversed to raise the flaps. When
the flaps are positioned UP or DOWN as required, the control lever should be returned to
the NEUTRAL position (half way) to trap the fluid in the actuating cylinder and hold the
desired flap setting.
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7.3.8.2 Wing flap selector positions
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7.3.8.3 Wing flap position indicator
A mechanically actuated wing flap position indicator is vertically mounted on the left
instrument panel left side. Any movement of the wing flap actuating cylinder is shown by
an equivalent movement of the pointer on the indicator by means of a flexible steel wire,
sheathed in a tube and connected to the actuating cylinder at one end and to the indicator
needle at the other end. The placard positions are UP- ¼ - ½ - ¾ - DOWN.
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7.3.9 Wing flap system drawing
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7.3.10 Wing flap system (ghost view)
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7.4 Landing Gear
7.4.1 General
The landing gear consists of main gear and tail gear. The main landing gear is hydraulically
retractable but the tail gear is not.
The hydraulically operated main gear is extended or retracted by two hydraulic actuating
cylinders, one in each nacelle, and controlled by a lever located on the hydraulic control
panel in the cockpit. A mechanical safety latch is provided to prevent inadvertent raising of
the main gear. In event of landing gear hydraulic line failure, the gear will free-fall when
the landing gear control lever is moved to DOWN position. The tail wheel is not
retractable, but is full swiveling and can be locked in the trail position.
The weight of the main gear is held only by the hydraulic fluid which is locked in the upside of the actuating cylinder. The gear will be locked down by hydraulic pressure in
additionally by mechanical latches. A throttle actuated warning horn will sound when the
gear is not down and locked. The main wheels are equipped with hydraulic brakes and
there is also a parking brake system installed in the aircraft.
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7.4.2 Main gear
Each main gear is composed of wheels, an axle, two chock struts with torque arms, a truss
strut with landing gear safety pin brackets attached to the upper ends of chock struts, and a
brace strut which will carry the horizontal landing gear forces.
Landing chocks will be absorbed by the chock struts. When a strut is compressed, the fluid
which is in the upper part of the strut is forced to move trough a small opening into the
lower part. Smaller bumps during taxiing will be absorbed by air which is locked in the
strut end.
Each gear incorporates a wheel of size 45 x 17.00-16 and the pressure is 3,3 kg/cm2. The
wheels are equipped with Goodrich Hayes brake system of expanding rubber shoe type.
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7.4.3 Retraction mechanism
The landing gear will be extended and retracted by an actuating cylinder which is fitted to
the nacelle upper structure in front of the landing gear brackets. The actuator piston is
attached to a bracket in the center of the truss strut. When the gear is retracted, the actuating
cylinder will be compressed and it will pull the lower end of the truss strut forward causing
also the chock struts and the wheel to move forward. This motion, when continued, will
retract the gear i.e. the retraction is centered around the aft bracket of the landing gear.
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Wheel rotation will stop when the wheel touches a brake shoe which is mounted on the
wheel well front wall. When the gear is fully retracted, it’s axel ends will lean against
rubber bumpers which are mounted on the wheel well sides. The retracted gear is partly
visible. A hydraulically operated compensating cylinder is provided for quicker retraction.
NOTE: Avoid heavy use of the brakes before retraction after rotation of the aircraft.
This can cause rotation of the wheel on its rim.
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7.4.4 Landing gear lever
The landing gear actuating cylinder is controlled by the landing gear lever which is located
on the hydraulic panel in the cockpit. The lever has tree positions, UP, NEUTRAL,
DOWN. Depending on the selected position, pressure is routed from the hydraulic pressure
source to the up- or down-side of the actuator. When the lever is in the neutral position the
up-line as well as the down-line are closed and the fluid is locked in the both ends of the
actuating cylinder. The down-side pressure can be read out from an indicator which is
located beside the hydraulic system pressure gauge on the cockpit right wall.
Caution:
When the aircraft is left on the apron for a longer period, the landing gear lever must be
left in DOWN position so that possible thermal expansion of hydraulic fluid would not
damage the hydraulic lines.
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7.4.5 Latch Mechanism
The landing gear is locked down by means of the landing gear latch which also prevents the
gear lever from being moved in advertently towards UP position.
The basic latch mechanism is located in both nacelles in front of the wing front spar. The
mechanism incorporates a spring loaded latch which automatically engages a notch in the
piston rod end of the actuating cylinder, when the gear is reaching the fully extended
position. The securing or the opening of the latches is accomplished by cables which are
connected to a common latch lever which is mounted on the floor between the pilot seats.
The mechanism is also connected to the restriction device of the landing gear lever by rods
and levers.
The latch lever has three positions. When it is secured down by a clip (POSITIVE LOCK),
the catch and dog mechanism in the gear lever root will prevent the gear lever from being
moved up. At the same time the latch will be secured and it is not able to be raised out of
the notch.
When the clip is disengaged the latch lever will raise automatically to the SPRING LOCK
position and the securing of the latches will open. The latches still remain in the notches but
pressed only by springs.
The gear retraction is begun by pulling the latch lever up (UNLOCKED). The latches will
raise out of the notches and the restriction device of the gear lever does not prevent the
lever from being moved any more.
When centering the gear lever after retraction, the latch lever snaps automatically in
SPRING LOCK position. Now it is ready to lock the landing gear when it is extended
again.
Refer to paragraph7.4.6 for placement and pictures.
NOTE 1: The latch lever must not be moved and secured down until the landing
gear is fully extended.
NOTE 2: If the levers have been operated out-of-sequence and the latch lever has
jammed in UNLOCKED position, the restrictor dog must be pulled
forward to allow the catch to spring into normal position. The latch
lever will then return to SPRING LOCK position.
NOTE 3: The landing gear latch must be released (LATCH in raised position)
before the main gear can be retracted because a catch and dog prevent
the landing gear lever from being moved in to the UP position.
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7.4.6 Latch mechanism overview
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7.4.7 Landing gear operation
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7.4.8 Landing gear safety pins
Landing gear safety pins are provided to prevent inadvertent retraction of the landing gear
when the aircraft is on the ground.
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7.4.9 Landing gear indicator lights
The 28V DC landing gear red and green indicator lights are located on the middle lower
part of the instrument panel. Micro switches are mounted next to the landing gear lever and
on each main gear. The switches are actuated by movement of the landing gear lever and
the main gear to indicate position of the main landing gear and lever by means of red and
green indicator lights. The green light will come on when both main gear are down and
locked and the lever is in the NEUTRAL position. If the landing gear is retracted, or in any
intermediate position or down and unlatched, or the landing gear is down and latched with
the lever not in NEUTRAL position, the red indicator light will come on. The red indicator
light will go off when the landing gear is down and locked and the lever is in the
NEUTRAL position. There is a dimming switch situated between the green and red
indicator light
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7.4.10 Landing gear warning horn
A 28V DC warning system connected to the gear will make a horn sound if any other
landing gear switches are open and both throttles are moved towards CLOSED position
(manifold pressure 15 inches or less). A warning system connected to the wing flaps will
make the horn sound if the gear is not locked down, the gear lever in NEUTRAL and the
latch lever in SPRING LOCK or POSITIVE LOCK position and the flaps are lowered 1/4
or more.
NOTE: No switch is provided for silencing the horn
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7.4.11 Landing Gear Hydraulic system
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7.4.12 Tail gear
The tail gear is composed of a gear spindle, a gear fork, a chock strut, an axle, a wheel and
a locking device.
The steel tube spindle is attached to the fuselage with a hall bearing in the middle of the
tube and with a spherical, ball bearing equipped mounting at the upper end. The lower
end is joined to the gear fork and the chock strut which is of the same type as those in
the main landing gear.
The wheel is made of molded magnesium. The tire size is 22 x 9.00-6 and the pressure is
3,5 kg/cm . The axle ends have plugs for attaching a tow bar. The tail gear can be locked
by means of a latch which is hinged to the fuselage structure. The latch is pressed by a
spring against a slot in the lock bracket which is mounted on the gear spindle. When
pulling the tail wheel lock lever in the control pedestal to UNLOCK position, the latch is
pulled out of the slot by a cable and the tail gear is able to swivel free ( 360° ).The latch
engages the slot only when the tail gear is aligned. The lock bracket is secured to the
spindle by a dural pin which will break, if there are excessive side forces against the wheel.
The tail gear is then able to turn free and there will be no damage to the fuselage structure.
Caution:
Before towing the aircraft or making a turn, be sure that the tail gear is unlocked.
7.4.12.1Tailwheel lock lever
The manually operated tailwheel lock lever is located on the control pedestal below the
throttle levers, and has LOCK and UNLOCK positions. The LOCK position locks the
tailwheel in the trailing position for takeoffs and landings. The UNLOCK position allows
free swiveling of the wheel for taxiing.
NOTE: The tailwheel must be centered in the tailing position before the
tailwheel lock will engage.
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7.4.13 Tail gear schematics
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7.5 Brakes
7.5.1 General
The hydraulic brakes can be applied by means of either left pilot or right pilot rudder brake
pedals (toe brakes). The pedals are connected to two brake control valves which are
contained in a single housing mounted on the floor beam in front of the pedals. The left
pedals have effect on the right valve which controls the hydraulic pressure of the left wheel
brake shoe. The right pedals control the left valve and the right wheel brake shoe.
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7.5.2 Hydraulic brake system
Application of toe pressure on the rudder brake pedals allows hydraulic fluid under pressure to
flow trough the brake control valves and brake operating lines to the brake actuating cylinders.
The brake actuating pistons force the brake shoes against the brake drums to produce the
braking action. The pressure applied to the brake is proportional to the toe pressure applied to
the rudder pedals. When the rudder brake pedal is released, springs return the brake shoes to the
off position, and the excess hydraulic fluid flows trough the brake operating lines to the brake
control valve and into the return line to the hydraulic reservoir. A parking brake mechanism is
provided to hold the brakes on when the aircraft is parked.
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7.5.3 Parking brake
The left pilot pedals are equipped with a locking device which allows the pedals to be locked
in the pressed position. Locking is accomplished by pressing the pedals forcibly and
simultaneously pulling out the mechanical parking brake control knob mounted on the
lower part of the control pedestal and after that releasing the pedals again. The
hydraulic system pressure must be at least 500 psi when locking the pedals in order to
make sure that the aircraft would not move for example during engine starting. The
brakes are released by pressing simultaneously both brake pedals.
NOTE: The parking brake is locked and released by means of the left pilot
brake pedals only.
CAUTION:
Do not set the parking brakes during flight
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7.5.4 Brake system schematic
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7.6 Power plant
7.6.1 General
The aircraft is equipped with two 14-cylinder, air-cooled, 1200 BHP double radial
engines which are manufactured by Pratt & Whitney.
Engine type designation TWIN Wasp S1C3 G ( R-1830-92 ) .
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7.6.2 Engine description in numbers
Type
Engine
Pratt & Whitney
R-1830-92
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Discription
Values
Engine Capacity
1830 Cu.in (29,99 liters)
Bore
139,7 mm
Stroke
139,7 mm
Compression Ratio
6,7:1
Supercharger
Singel-stage, Radial
Supercharging Ratio
7,15:1
Supercharger Diameter
279,4 mm
Direction of rotation
Clockwise
(Crankshaft and propeller)
(From rear)
Propeller Gearing ratio
16:9
Dry Weight
Approx. 605 kg
Maximum Diameter
1250 mm
Maximum Length
1565 mm
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7.6.3 Construction, main parts
The engine is composed basically of following parts: front section, crankcase section,
cylinders, supercharger section, front accessory section and rear accessory section.
7.6.3.1 Front Section
The front section consists of propeller gearing, propeller thrust bearing which supports the
propeller shaft forward end, scavenge pump for oil from gear housing and valve rocker
cap oil collector, governor control mechanism and oil pressure lines to the propeller.
7.6.3.2 Crankcase section
The crankcase section is divided to three consecutive parts, the joints of which are on the
symmetrical levels of the' cylinder rows. The crankshaft main bearing is in the center part.
The double-throw crankshaft in supported by three roller bearings. Each cylinder row
has a separate master rod with 6 link rods.
7.6.3.3 Cylinders
The cylinders are made of steel and the aluminum molded cylinder beads are screwed on
them. Cooling fins are cut around the cylinder barrel and the cylinder head. In
the heads there are valves with their mechanisms and the spark plugs. The pistons are of
aluminum and they have 5 piston ring grooves. There are 3 compression rings and
3 scavenge rings, two of them in the same groove.
7.6.3.4 The Supercharges
The supercharger chamber contains the supercharger with the diffuser and an outlet for
boost pressure gauge. The fuel/air mixture is fed from the chamber to the cylinders through
14 steel tubes.
7.6.3.5 Front accessory section
The front accessory section has brackets for the carburetor, the primer nozzles and the
oil pressure gauge transmitter
7.6.3.6 The rear accessory section
The rear accessory section is surrounded by generator, tachometer generator, vacuum
pump, fuel pump, oil temperature transmitter, starter and magnetos. The oil pump and
the oil pressure relief valve are inside.
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7.6.4 Equipment, systems
The basic engine includes following systems:
Air inlet system, carburetor system, priming system, lubrication system, ignition
system, cooling system, exhaust system, starting system and measuring and control
systems. Additionally the engine serves as the primary power source for many auxiliary
systems like the electrical power system ( generator General Electric 2CM80B5 ), the
hydraulic system ( hydraulic pump Pesco 1P582-CA ), the instrument vacuum system
and the compressed air de-icing system ( vacuum pump Pence 3P207-JA ) and the
heating system.
7.6.4.1 Air inlet system
The air for burning is taken by a scoop located on the top forward edge of the engine
accessory cowling. Ram air is routed to the carburetor throat through a duct. This duct
includes a controllable door which allows hot air from the inside of the engine cowling to be
mixed with the cold ram air. The electrically powered carburetor air temperature transmitter
is located close above the carburetor throat.
7.6.4.2 Carburetor system
The air is routed from the scoop to the carburetor throat (injection carburetor Bendix PD12 H4), where it is "measured". The air flowing in this Venturi-tube has a changing
pressure depending on the tube tapering. These varying pressures control a poppet valve
by means of a membrane. The pressure fuel passes to the carburetor through that valve.
The fuel pressure is generated by a fuel pump (Thompson TFD-3500) which is mounted
in the rear accessory section.
The fuel will vaporize when being exhausted against the supercharger impeller after being
measured by several valves and nozzles.
An important part of the carburetor is the automatic mixture control which senses air
temperature and pressure and controls the particular forces of air which adjust the fuel valve
by means of the membrane. The automatic mixture control can be disengaged by moving the
mixture control lever on the upper right side of the control pedestal to FULL RICH-position.
The other three positions of the lever are AUTO RICH, AUTO LEAN and IDLE CUT-OFF.
These "standard" mixtures are made in the mixture valve which is located in the regulator
part of the carburetor. The pressure of the fuel/air mixture will be increased in the
supercharger and the mixture is routed through the inlet manifold and admission valves to the
cylinders.
More of the fuel system in paragraph 7 . 7
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7.6.4.3 Priming system
This system supplies fuel to the engine during starting. The fuel is taken from the
carburetor, from which it is routed through two lines to the priming nozzles, either of
them located at each side of the front accessory section close below the carburetor.
The system consists of an electrically driven solenoid valve which is controlled by
means of a switch on the right overhead panel in the cockpit. The fuel pressure is
generated by a booster pump ( Peeco 2P-R600CWXA-2 ) during engine starting.
7.6.4.4 Lubrication system
Refer to paragraph 7.10.
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7.6.4.5 Ignition system
Each engine has two independent ignition circuits. They have their own magnetos
(Scintilla SF 14 LN-3) in the rear accessory section. The right magneto supplies ignition
current to the front spark plugs and the left magneto to the rear plugs (Champion
RHB37N). The ignition lead group is located in front of the forward cylinders.
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7.6.4.6 Cooling system
The hydraulically operated cowl flaps are attached to the aft edge of the engine cowling,
and controls the airflow through the nacelle. The fl a p adjustment is controlled by the
cowl flap hydraulic control handles on the cockpit right wall. The selector has following
positions: CLOSE-OFF-TRAIL-OFF-OPEN. When the TRAIL position is selected, the
hydraulic system pressure does not have any influence to the cowl flap actuators and the
flaps move depending on the airspeed only. The bulbs of the cylinder head temperature
measuring system are fitted to the rear spark plug grommet, in the left engine in cylinder
number 13 and in the right engine in cylinder number 3.
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The excessive heat from the engine is partly exhausted also by oil flow. The oil is
cooled in a cooler ( AiResearch 87151-155-13 ) mounted under the engine inside a
fairing in the lowest cowling.
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7.6.4.6 Exhaust system
Behind the rear cylinder row there is an exhaust gas collector, into which the gases are
routed through the exhaust valves and outlets of each cylinder. The gases are routed from
the collector to outside air through an exhaust pipe mounted on the outer side of the
nacelle. The heat exchanger manifold is fitted around the exhaust pipe. In the manifold
the heating air is warmed before entering the system.
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7.6.4.8 Starting system
The electrically driven starter ( Jack & Heintz JH 3 R ) energizes the flywheel, from which
the kinetic energy is transferred to the engine crankshaft through an electric coupling.
The tension for the ignition circuit is supplied by an ignition vibrator during engine
starting. The vibrator will be connected simultaneously with the flywheel coupling.
If the electrical coupling will suffer from malfunctioning, the coupling is able to be
performed mechanically by using a lever mounted behind the starter.
7.6.4.9 Measuring and control systems
The engine adjustments are accomplished by control levers in the control pedestal trough
rods, bellcranks, cables and pulleys. The engine instruments are collected to the center
instrument panel, where they are within the sights of both pilots.
7.6.4.10 Engine installation
The engine is mounted in the steel tube beds which are attached to the center wing. The
eight engine fastening points are equipped with rubber dampeners. The bed is fastened to
the firewall by four brackets. The engines are surrounded by cowling plates which are
connected together by quick fasteners.
Every fluid line except the feather pump oil line is equipped with a shut off valve by the
firewall. When pulling the shut off handles in the cockpit, all fluid will be prevented to
flow to the engine.
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7.6.4.11 Cockpit and engine controls
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7.6.4.12 Pratt & Whitney R-1830-92 illustration
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7.7 Propellers
7.7.1 General
The Three-bladed, constant-speed propellers are manufacture by Hamilton Standard and
their type is 23E50. The pitch controlled hydraulically and the propellers are fully
featherable. They are equipped also with an alcohol de-icing system. The propeller
diameter is 352 cm and it weighs ca 180 kilograms.
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7.7.2 Construction
The narrow-type propeller blades ( 6505A-18 ) are made of aluminum alloy. The pitch
control range is 18°- 89°.
Inside the propeller hub there is a cog arc which can be turned by means of a piston
which is able to move in the direction of the propeller-shaft. When the piston is
moving forward, the propeller pitch will increase and vice versa. The back side of
the piston is normally affected by the oil pressure from the governor and the front
side by the oil pressure from the engine.
7.7.3 RPM-control
The rpm-controlling governor is located in the front section. The governor is supplied
by power and lubrication from the upper part of the propeller gearing. The governor is
controlled by an rpm-control lever in the control pedestal through cables.
In the lower part of the governor (Hamilton Standard 4G8) there is a cog pump which
supplies pressure oil behind the piston through a borehole in the propeller axle. This oil
flow is proportional to the engine revolutions because of being forced through an
overflow valve which is controlled by an centrifugal limiter in the governor.
The oil flow from the governor tends to move the piston forward but it is opposed first by
oil pressure in front of the piston - which is equal to the engine lubrication oil pressure and secondly by the propeller blade tendency to move towards low pitch.
Rpm-controlling-, i . e . the propeller pitch changing is accomplished by moving the rpmcontrol lever which causes resistance to a spring in the governor. The spring controls the
opening of a control valve which allows the oil pressure to reach the back side of the
pitch changing piston. It will find a way to a new balance and changes the pitch
consequently. The propeller governor control range is 1200-2700 rpm.
NOTE: If the governor control cable break, the spring will return the
control valve to 2400-2500 rpm position.
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7.7.4 Propeller feathering system
The propeller blades are moved to feathered position by oil pressure behind the piston.
This pressure is supplied by a special, electrically driven booster pump. This feather
pump supplies oil to the propeller hub through the governor but past the control valve.
The feather pump is located in the wheel well and it is fed by oil from the oil tank
bottom through the tank drain line.
NOTE: The engine lubrication oil outlet is located slightly above the tank
bottom level, so that there is always 1 ½ US gallon of oil for the
feather pump in the tank, in an eventual leak in the oil supply
system.
The feather pumps are started by feather buttons, which are located on the overhead
panels on corresponding sides. When the button is pushed in, the circuit between the
feather button holding coil and the solenoid switch in the wheel well junction box will
close. The holding coil will hold' the hut-ton in and the solenoid switch connects current
to the feather pump motor. When the propeller blades have reached the feathered
position the oil pressure will raise rapidly causing the feather pump control circuit to be
disconnected by a pressure switch in the governor. The solenoid switch w i l l then
disconnect the feather pump motor current and the feather button w i l l pop put.
The unfeathering cycle is begun by pushing the feather button and the control circuit
w i l l again close. The pressure in the propeller-hub raises and the sleeve of a
distributor valve at the forward end of the propeller shaft moves forward allowing
the oi l from the feather pump to flow to the front of the piston. The piston starts to
move back and the unfeathering action begins. The feather button must be held in
manually in order to avoid the pressure switch to disconnect the control circuit.
When the engine has reached 600-800 rpm, the feather button is pulled out to the
neutral position. The feather pump current is d i sconnected, the action stops and the
distributor valve sleeve will move to normal position by spring force.
CAUTION:
If the feathering button fails to pop out after the propeller has reached the feather
position, it must be pulled out manually or the propeller will unfeather
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7.8 Fuel system
7.8.1 General
Each engine has an independent fuel supply system which consists of fuel tank, selector
valve, filter, electrically driven booster pump, shut-off valve and engine-driven fuel pump.
Additionally, there are a priming system and measuring systems for the quantity and the
pressure of fuel. The aircraft is equipped with two auxiliary fuel tanks. Both engines are
normally supplied by fuel independently but it is also possible to supply cither engine
from any tank.
7.8.2 Fuel tanks
The fuel tanks are made of aluminum sheet. They are located in the center wing between
the center spar and the front spar. The auxiliary tanks are located in the center wing
between the center spar and the rear spar. The outlets are located on the tank fuselage
side. Each tank is equipped with filler, water drain, drain vulva, vent line and quantity
floats.
FUEL QUANTITY DATA CHART- GALLONS
Fully serviced and usable
TANK
NUMBER OF
TANKS
USABLE FUEL
(each)
FULLY SERVICED
(each)
Main
2
202
204
Auxiliary
2
199
200
TOTAL USABLE FUEL
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805
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7.8.3 Fuel tank selector valves
The tank selector valves have four channels and they are located in the center wing front spar near the aircraft
center-line. The selector handles are mounted in the cockpit on both sides of the control pedestal. The control
motion is linked by cables.
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7.8.4 Fuel Filters
The fuel filters are located in the center wing beside the tank selector valves and they are
made of tightly weaved metal net. Each filter in connected with the outside air by a valveequipped drain line.
7.8.5 Fuel booster pumps
The electrically driven fuel booster pumps supply fuel pressure during engine starting
and also secure fuel flow during take-off and landing in case of an eventual
malfunction of the engine driven fuel pump. The booster pumps are located near by the
joint between the fuselage front section and the center wing, left of the aircraft
centerline. The pump motor switches and the indication lighting are located in the
cockpit overhead panel.
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7.8.6 Fuel shut-off valves
The shut-off valves which cut off every fluid flow to the engine in case of an eventual
engine fire (except the feather pump oil supply ) are located behind the engine fire-wall.
Both valves have the control lever below a hatch in the central cockpit floor. The levers are
secured in OPEN position by a thin copper wire.
7.8.7 Fuel pumps
Each engine has a fuel pump which is located in the rear accessory section. The pump is a
four-bladed rotary pump which is capable to supply the needed fuel flow alone.
The pump include en adjustable relief valve which will keep the fuel pressure constant
regardless of the engine, revolutions. The valve includes a spring loaded membrane which
will open when the pump rotates at high rpm and allow the excessive fuel to flow back to
the pump top chamber. At low RPM the valve remains closed and all fuel is supplied to the
carburetor.
The pumps are equipped with bypass valves which allow fuel to flow past the defect pump
in case of pump malfunction.
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7.8.8 Fuel quantity indicators
The tanks have o common quantity gauge in the center instrument panel. The gauge is
equipped with a switch for selecting the tank being measured. The indications are given
in liters. The system measures basically the current from a potentiometer which is
driven by a float device in each tank. The system current is taken from DC-bus.
There is also a dipstick provided for manual tankage measuring. The stick in stored in the
rear cargo compartment.
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7.8.9 Fuel pressure indicators
The fuel pressure is measured from the line between the carburetor and the primer
solenoid. The gauge ( a double manometer ) is located in the center instrument panel.
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7.8.10 Fuel system diagram
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7.9 Lubrication system
7.9.1 General
The engines have independent lubrication systems which lubricate and cool the engines
and also take part in the propeller feathering cycle.
These lubrication systems can be divided to two parts:
(1) The internal oil circulation. (7.9.2)
(2) The external oil circulation. (7.9.3)
7.9.2 Engine external oil circulation
This system incorporates following parts:
-
oil tank
oil cooler
oil thermostat
shut-off valve
systems measuring the pressure and the temperature of oil.
The tank capacity is 29 US gallons. The normal tankage is 25 and the minimum tankage for
take-off 23 US gallons. Because the engine oil supply outlet is located slightly above the
tank bottom level, the full amount cannot be used for lubrication. The remains, about 1, 5
US gallons, are reserved for propeller feathering. The feather pump is supplied by oil from
the tank drain line which is attached to the lowest position of the tank. The tank is equipped
with a filter and a dipstick. There is no special oil quantity indicator.
NOTE: The quantity is checked without screwing the dipstick.
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The oil cooler ( AiResearch 87151-155-13 ) is mounted under the nacelle and its purpose
is to cool the oil return flow to a desired temperature value. An oil thermostat is located in
the upper part of the cooler and it will forward the return flow either through the cooler or
to the tank depending on the oil temperature.
The oil pressure gauge line is attached to the engine front accessory section. The gauge is
located in the center instrument panel. In the same panel there is also an oil temperature
double indicator. Its electrical sensor bulb is attached to the engine rear accessory section.
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Figure 1.38, Oil pressure indicator
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7.9.3 Engine internal oil circulation
A pump is located inside the engine and it is supplied by oil from the oil tank.
The pump forwards oil through a filter and a relief valve to the lubrication points, and to
the governor. The oil which has been gathered from the propeller gearing, the crankcase
and the accessory sections is pumped by scavenge pumps back to the tank through the oil
cooler.
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7.10 Hydraulic system
7.10.1 General
The following systems are operated hydraulically:
(1)
(2)
(3)
(4)
(5)
landing gear
brakes
wing flaps
cowl flaps (doors)
Windshield wipers.
The normal system operating pressure is 650-875 psi and the maximum pressure 1050
psi. The normal fluid quantity is about 8 liters.
The hydraulic supply system is discussed in this paragraph. Refer to the corresponding
system descriptions.
7.10.2 Operation
The following system is incorporated in hydraulic operation:
-
Engine driven hydraulic pumps
Hydraulic reservoir
Shut-off valves
Pressure regulator
Accumulator tank
Pressure gauges
Hand pump
7.10.2.1 Engine driven pumps
The pressure is generated by two hydraulic pumps ( Pesco IP 582-CA ), which are
attached to the engine rear accessory sections. Each pump is capable to supply full
pressure for the whole system. Pump outlets are equipped with non-return valves.
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7.10.2.2 Hydraulic reservoir
The pumps are gravity-fed from the hydraulic reservoir which is located in the hydraulic
panel in the cockpit rear bulkhead. The supply outlet is attached slightly above the reservoir bottom level, so that it will not become empty in case of an eventual leak in the
system. The remains ( about 3 liters ) can be used with a hand pump only. The hand
pump supply outlet is in the lowest position of the reservoir.
The filler neck in the cockpit is equipped with a metal-net filter and there is also a fluid
level sight gauge along the reservoir side. An hydraulic fluid reserve can is placed on the
floor behind the hydraulic panel.
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7.10.2.3 Shut-off valves
In the event of an engine fire the system is equipped with shut-off valves on the fire-wall.
The valves are operated by the same control levers as those for fuel and oil systems.
7.10.2.4 Pressure regulator
The fluid is supplied from the pumps to a pressure regulator which is also mounted on the
hydraulic panel. The purpose of the regulator is to stabilize the hydraulic pressure inside
given limits. It basically consists of a valve which allows the fluid to flow back to the
reservoir whenever the system pressure exceeds 875 psi. The valve will close again at
650 psi. Additionally, the regulator is equipped with a release valve which opens at 1050
psi. A pressure accumulator is connected between the pressure regulator and the
hydraulically operated devices. The purpose of it is to absorb eventual pressure impulses
and on the other hand to store energy for assisting the hydraulic pumps during an
eventually great fluid consumption.
7.10.2.5 Pressure accumulator
The pressure accumulator is located in the hydraulic panel. The device is a spherical
pressure chamber which is divided to two segments by a rubber membrane. The lower
segment has an air charge of 250 psi unless there is no hydraulic fluid in the upper
segment. When the system pressure increases, the air is compressed and it will leave
space for hydraulic fluid. At a pressure of 900 psi there is 4-5 liters fluid in the
accumulator. The compressed air contains energy which in used to assist the momentarily
insufficient power of the hydraulic pumps (for ex. during landing gear retraction).
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7.10.2.6 Pressure gauges
The accumulator pressure circuit is connected to a manometer which indicates the
hydraulic system pressure (accumulator pressure).
NOTE: The pressure indicator beside the hydraulic system pressure gauge
indicates the pressure in the down-side of the landing gear actuating
cylinders.
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7.10.2.7 Hand pump
In addition to the engine driven hydraulic pumps the system is equipped with a hand
pump which can be used for the following purposes:
1. to supply system pressure without starting engines ( for ex. pressure for parking
brakes before starting )
2. to compensate engine driven pumps during flight in case of pump malfunction
3. to supply other systems with reserve fluid if the fluid is exhausted through a leak
in one system.
The hand pump is located in the lower part of the hydraulic panel and it is associated with
a valve which is normally closed i.e. the hydraulic pressure is supplied directly to the
system being used. If it becomes necessary to store energy in the pressure accumulator
with the hand pump, the valve must be turned to open position.
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7.10.2.8 Hydraulic system overview
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7.11 Ice protection System
Not applicable for LN-WND. The boots are all removed and the alcohol
propeller/windshield anti- and deice systems are not operational and disconnected.
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7.12 Electrical power systems
7.12.1 General
The basic system is 28 volt, direct current system with ground return. DC-power is
supplied by two engine driven generators and two 12 volt storage batteries which are
connected in series. An external power unit may be used on ground. Dakota Norway uses
battery- and cross-generator start as normal start procedure.
The alternating current for radios and some instrument is supplied by an inverter which
converts the input direct current to 115 volt, 400 c/s , single-phase alternating current.
The supply circuits as well as the consumption circuits are protected by fuses and circuit
breakers against overloads and short circuits.
7.12.2 DC-power supply system
7.12.2.1 General DC
The purpose of the generators is to furnish—the necessary electrical power during engine
operation and in addition, to keep the batteries adequately charged. The generators, one in
each engine, are of 28V, air-cooled and self-inductive.
The normal operation range is 2500-4500 RPM and they are powered by the engine
crankshaft with a reduction ratio of 1,4:1. Each generator is capable to supply an output
of 200A which is fully adequate when operating with one engine only.
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7.12.2.2 Voltage Regulators
The voltage regulators are attached to the main electrical junction box. Their purpose is to
keep the generator output voltages constant ( 27,4-28,0 V ) regardless of the load and the
revolutions. Additionally, they have to deal the load evenly for the generators which are
connected in parallel. The voltage regulators are cooled by ram-air.
7.12.2.3 Reverse Current Relay
The purpose of the reverse current relays is to connect a generator to the circuit whenever
the generator output is in the normal range and disconnect it when the output drops below
the battery output ( when there is a battery reverse current of 15-25A ). The reverse
current relays are located in the wheel wells.
7.12.2.4 Voltmeter and Loadmeter
A voltmeter, generator loadmeters and the generator switches are located on the right
overhead panel. The voltmeter indicates the main distribution bus voltage whenever
electrical power is supplied. The loadmeters indicate the amperage output of each
generator. The two-position (ON-OFF) generator switches connect or disconnect the
generators.
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7.12.2.5 Master switch
The 28V DC electrical power master switch is located on the right overhead panel. It has
three positions: BATTERY- OFF – EXTERNAL. Operation of the switch will open or
close the battery circuit.
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7.12.2.6 Generator protection
The generators are protected by two 150A fuses which are located in the wheel wells.
10A magnetic breakers protect the electrical power system against over-voltage. In the
wheel wells there are also two 10A fuses which protect the generator control circuits
against short circuits.
Beside each fuse there is a similar spare fuse.
7.12.2.7 Circuit Breaker panel
A circuit breaker panel is situated beneath the navigator seat in the cockpit. It is protected
by a spring loaded door. Lights will automatically come on when the door is opened.
NOTE: Because all the anti-ice systems on LN-WND has been removed 4 of the circuit
breakers should be in the down position, witch is the OFF position.
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7.12.2.8 Batteries
The batteries are stored under the front aisle floor in a special battery support. There are
two 12V, batteries connected in aeries. The capacity of a full charged battery is 88AH.
The batteries are normal lead/sulphuric acid-batteries. The battery area is ventilated by
ram-air.
The primary purpose of the batteries is to supply current in case of a malfunction of both
generators. Their use for ground operations is allowed in exceptional circumstances only.
The batteries are able to supply electrical power about one hour if the unnecessary load
has been reduced.
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7.12.2.9 External power
An external power unit (mostly a 28V rectifier) may supply electrical power on ground.
The aircraft receptacle is located under the forward fuselage left side.
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NORWAY
7.12.2.10 DC system schematic
DC Power schematic WILL BE ADDED
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NORWAY
7.12.3 AC-power supply system
7.12.3.1 General AC system
The inverters convert 28V DC power to either 115 V AC or 26V AC power. The aircraft
is fitted with two separate inverters located under the floor by the forward cargo door.
They are protected by two 35A Circuit breakers in the radio rack.
The inverter output by 115V is 500 VA, from which the aircrafts systems take approx.
65%, and by 26V 250VA, from which approx. 10% is used. The cycle and voltage
regulators are integrally mounted in the inverter.
The inverters are started by using the three-position selector switch on the cockpit right
overhead panel.
7.12.3.2 AC powered systems
AC-power is supplied to the following systems:
1.) Radios:
2.) Other:
ADF 1
ADF 2
VHF 1
Wing compass
7.12.3.3 AC Circuit Breakers
The circuit breakers and fuses of these units are located in the radio rack except those of
the wing compass. They are located in the main electrical junction box.
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7.12.3.4 AC system schematic
Will be added
01 JAN 2010
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Stiftelsen
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NORWAY
7.12.4 Exterior lights
The aircraft is equipped with normal navigation lights. The selector switch ban three
positions: STEADY-OFF-FLASH. On the top of the vertical stabilizer there is an anticollision beacon. The landing lights are mounted in the outer wings. The left one is
equipped with a glare shield.
All exterior light switches are collected in the left overhead panel.
7.12.5 Interior lights
7.12.5.1 Cockpit
An individual lighting is provided for each outer instrument panel. The center panel is
lighted by a light unit mounted in front of the control pedestal. The lighting of the overhead panels is accomplished by 2 units under the cockpit ceiling above the pilots seats .
These lights are red in color.
There are also wall lights ( one unit at each side ) and a pedestal light provided for the
cockpit lighting. These lights are equipped with glare shields. The magnetic compass are
as well as the propeller alcohol flow-meters are integrally lighted.
For the flight instrument panels there are adjustable lights below the side-windows. The
direction is adjusted by turning the light unit, the intensity by turning the control rheostat
in the rear end of the light unit, and color red to white by turning the ring in the forward
end of the light unit.
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The middle compartment is equipped with two roof lights. The cockpit and middle
compartment light switches are located in the left overhead panel except:
- the outer instrument panel light rheostats are located in the lower part of each
panel
- the overhead panel light unit has a switch on itself
- the flight instrument panel red-to-white light rheostat is in the light unit itself.
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NORWAY
7.12.5.2 Passenger cabin
The passenger cabin is lighted by roof lights. The pantry and the lavatory are also
equipped with lights. The rear cargo compartment is lighted from the ceiling by two
independent lights. The light is controlled by a panel on the CA station on the rear wall.
The spare lamps are stored in the behind the right pilot’s seat.
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NORWAY
7.13 Communication systems
7.13.1 General
The radios are located on the aircraft left side aft of the front cargo door in a special rack.
Beside the rack, facing the aisle, are the radio fuses and circuit breakers. By the side of
the rack there is a junction box, in which the connections between the radio equipment,
the control units, the audio selector panel and the radio instruments etc. are collected.
Additionally, the inverter and some radio starter relays are located in the junction box.
All radio units need direct current, the ADF’s and the VHF 1 also alternative current from
the inverter. The electrical current of the radio units is disconnected by using the radio
master switch except the current of the VHF 2, which is supplied directly from the
aircraft battery. In this situation the NORM-EMERGENCY switch on the audio selector
panel must be turned to EMERGENCY position, the VHF 2 switch up and all other
switches down. The inverter switches are located on the Cockpit right overhead panel.
01 JAN 2010
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NORWAY
7.13.2 Communication radios
The aircraft is equipped with two independent VHF-stations:
(1) VHF 1, COLLINS 618M-2B transmitter and receiver, 360 channels
(2) VHF 2 COLLINS 618M-2B transmitter and receiver, 360 channels
7.13.3 Navigation radios
Two independent ADF-systems and a VOR/ILS-system are installed in the aircraft:
7.13.3.1 ADF
There are two independent ADF system installed in the aircraft.
ADF 1 is operated by captain's ADF-control panel, ADF 2 by first officer's panel. The
frequency range is 200 -1750 kcs. The loop antennas ore uncompensated: in the bearings
0 and 180 the error is in minimum, on both sides the error can be as great as pluss/minus
20 degrees.
7.13.3.2 VOR/ILS
There is one VOR/ILS system installed in the aircraft.
VOR/ILS-system is operated by captain's control unit. The VOR/ILS-switch starts the
VOR/LOC-receiver and also the glide path receiver when a LOC-frequency has been
selected. The marker receiver is started separately by a HIGH-LOW-switch on the left
instrument panel. The selection of the G/P-channel corresponding the desired LOCchannel as well as the VOR/LOC-input changes of the instruments are accomplished
automatically depending on the selected channel ( 1O8.0 - 117.9 Mcs with 0,1 Mcs
intervals ).
The marker-lights are located on the left instrument panel left side.
7.13.4 Audio control boxes
The aircraft is fitted with two independent audio control boxes.
The boxes are situated on each of the pilot’s cockpit sidewall. The boxes contain switches
for Navigational aid identification, selection of communication radio for use or listening,
and intercom volume.
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7.13.5 Public address system
Public addressing system is not installed in LN-WND
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7.14 Instrument system
7.14.1 General
The instrument panel is divided in three parts. Both pilots have their own flight
instruments on the outer panels. On the center panel there are all engine instruments and
warning lights and some other instruments. The hydraulic pressure gauges and the alcohol
flow-meter are located on the cockpit right wall and the electrical power instruments on the
right overhead panel.
7.14.2 Pitot-static system
The system incorporates two pitot tubes, of which the forward one supplies the ram
pressure to the captain’s airspeed indicator and the rear one to the first officers indicator.
The static pressure is taken from both pitot tubes and the supply lines unite in the static
pressure selector valve from which the pressure is distributed to the airspeed indicators,
the altimeters and the variometers. The static pressure selector valve is located in the
center instrument panel lower part. The alternate static pressure is taken behind the
instrument panel.
The pitot-tubes are equipped with integral electric heaters to prevent ice from forming on
the tubes. The heating can be observed from the loadmeter mounted on the left overhead
panel.
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7.14.3 Vacuum system
Vacuum for gyro instruments is supplied by two vacuum pumps which are connected in
parallel. The pumps are mounted on the engine rear accessory sections. Vacuum is
controlled by regulators which are mounted in the wheel wells.
The system is also operating in single-engine situation.
Vacuum is supplied to the following instruments:
(1) artificial horizons
(2) directional gyros
(3) turn indicators.
Both captains and first officers systems are equipped with vacuum pressure indicators, one
located on each outer instrument panel lower part.
The vacuum system is also equipped with a vacuum selector switch, mounted on the cockpit
floor below the control pedestal. When the switch is placed left, the left engine vacuum pump
supplies the captain's instruments and the right pump those of the first officer. When the
switch is placed right, the systems are cross-feeded.
Picture of Vacum system
Will be added
01 JAN 2010
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Stiftelsen
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NORWAY
7.14.4 Pitot static system schematics
Pitot static system
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NORWAY
7.14.5 Instrument markings and tolerances
Instrument markings
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Instrument markings and tolerancea
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7.15 Air condition systems
7.15.1 Heating system
Heated air for the cabin and the cockpit is taken from heat exchangers where outside air
is warmed up by exhaust gases.
The temperature of the input flow is controlled by mixing outside air to the air from the
heat exchangers. This is done in the two mixing chambers which are located under the
fuselage. The air is taken from the aircraft outside by low mounted scoops.
The air which is not used for air conditioning is exhausted through holes at the scoop aft
ends. The mixing chamber valves are controlled manually by control knobs in the cockpit
and in the middle compartment ( the knob location, see picture X.XX ).
The warmed air is routed from the mixing chamber to the floor distribution ducts of the
cabin and also to the floor nozzles in the cockpit. A separate duct routes heated air to the
windshield defroster outlets on both sides of the cockpit. An air tube which routes
conditioned air to the lavatory, is mounted at the aft end of the right cabin floor duct. At
the aft end there is also a connection hose for ground heater.
NOTE: In one-engine operations the spill valve and the mixing chamber
valves must pushed to COLD position at the affected side of the
system.
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NORWAY
7.15.2 Air conditioning system schematic
Picture of heating system and mixing units
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NORWAY
7.15.3 Ventilation system
The passenger cabin is ventilated by ram-air from scoops which are mounted above the
fuselage. The air is distributed through adjustable nozzles under the hat-rack, a pair of
them being positioned over each window. The air is exhausted from the cabin through
two roof outlet.
They must be open also, when a high temperature is desired in the cabin.
A part of the air is exhausted also through ducts in the lavatory and in the rear cargo
compartment.
NOTE: In one engine operations the spill valve and the mixing valves
must be pushed to COLD position at the affected side of the
system.
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NORWAY
7 . 16 Fire protection systems
7.16.1 General
The aircraft is equipped with following fire protection systems and devices:
-
fire warning circuits in each engine
fire extinguishing system
fire-wall shut-off valves
portable extinguishers
7.16.2 Fire warning circuits
Each engine has an independent fire warning circuit which consists of ten Edisonelements connected in aeries. Eight of those are located in the engine section and two in
the wheel well. They are located in such positions where the fire hazard is greatest. Each
element is based on a thermocouple (iron + constantan). When the element is affected
by fire, the rapid temperature rise will generate a small current which is sensed by a relay
in the middle compartment relay panel. The relay will switch on the fire warning light
of the affected engine in the center instrument panel.
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The system can be checked for operation by pushing the test switch between the fire
warning lights. The switch connects current to the heater of a test element which is
connected in series with the warning elements. The heater will cause a fire-like situation in
the test element (Temperature rise).
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7.16.3 Engine fire extinguishing system
A CO2-bottle is located in the cockpit behind the first officer's seat. The contents of that
fire extinguishing bottle can be shot to the desired engine by means of the levers in the
fire extinguishing panel.
The bottle can be discharged once only, and the contents ( about 3 k/g ) w i l l be
consumed completely. The bottle is equipped with a relief valve which opens automatically
when the bottle pressure increases excessively. The CO2 will then be exhausted through
an outlet at the fuselage right side. The blow will also throw out the red indication label
which normally covers the hole. In case of an eventual engine fire the bottle can he
discharged by first turning the selector handle in the fire extinguishing panel from closed
position towards the burning engine and secondly pulling the handle beside the selector
( secured down with a thin copper-wire ). The motion is linked by Bowden-cable to the
bottle Valve which opens and allows CO 2 to pass through supply lines to the stainless
steel tube extinguishing rings. Each engine is equipped with two rings, one of them
located in the wheel well close to the fire-wall and the other between the flame-plate and
the fire-wall. A bending tube supplies CO2 from the second ring to the carburetor.
NOTE: There is neither fire detection nor extinguishing systems in front of the
flame-plate.
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7.16.4 Shut-off valves
In order to avoid the engine fire to spread itself, the fuel, oil and hydraulic fluid lines
(except the feather pump oil line) are equipped with shut-off valves mounted on the firew a l l . They can he closed by lifting the levers installed in the cockpit floor. The motion from
the levers is linked by cables and pulleys. The levers are safetied in OPEN-position.
7.16.5 Portable extinguishers
Refer to paragraph 7.17, Emergency equipment
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7.16.6 Engine fire identification chart
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7.17 Emergency equipment
7.17.1 General
The equipment described in this chapter is the equipment onboard the C-53D, LN-WND,
operated by Stiftelsen Dakota Norway.
7.17.2 Equipment and their locations
The list below states all emergency equipment onboard LN-WND
The equipment on the list below shall be checked for serviceability by the flight crew
before the first flight of the day
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Discription
Type of Total Placement
Equipment Qty
Roof hatch in the cockpit roof.
2
Cockpit
Emergency
EXIT
Navigator emergency exit on the left side fuselage beside the
navigator seat.
Two on the right side of the fuselage. See illustration X.X.X
4
Cabin
One on the left side of the fuselage. See illustration X.X.X
Main door.
Fire
Extinguisher
(Hand held)
Cockpit
3
Cabin
Cockpit
Behind the entrance door in the cabin, left side, back
wall.
Mounted with straps on the Navigator emergency exit on
the left fuselage side in the cockpit.
Fire Axe
2
Cabin
Behind the entrance door in the cabin, left side, back
wall.
Fist-Aid
Kit
1
Cabin
Behind the left side 1st Seat
Cockpit
Flash light
Behind First Officer on the wall
2
Cabin
01 JAN 2010
(1) Behind the First Officer seat in the cargo compartment.
(2) Between hydraulic panel and the cargo compartment
Front wall in front of the first seat row, left hand side
3
Cockpit
Behind Captain, Copilots and Navigator seat mounted on
the wall.
Life Jackets
24
Cabin
In the overhead bins. One demo and three child jackets in
the forward left overhead bin.
Safety rope
1
Cockpit
Behind Navigator seat
ELT
1
Cockpit
Mounted on the wall over the hydraulic panel
Tool Box
1
Aft Baggage Box in the aft baggage compartment
compartment
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NORWAY
7.17.3 Emergency Exits
The aircraft has 6 emergency exits in total. This number includes the main door.
-
Cockpit roof escape hatch
Cockpit side emergency exit
Two right over-wing exit
One right over-wing exit
Main door
The emergency escape routes to be used in an emergency are illustrated in the figure
below.
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NORWAY
7.17.3.1 Cockpit emergency exits
The cockpit has 2 emergency exits that provide an emergency exit for the flight crew in
an emergency situation:
(1) Roof escape hatch
(2) Side emergency exit
The roof hatch is mounted in the roof between the flight crew. It is secured by two locks
in the front and opens outwards. The hatch is secured with wires in the back which will
ensure that the hatch will not fall off when opened in a non-emergency situation. An
escape rope is placed on the wall behind the navigator seat.
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The cockpit side emergency exit is located on the left forward side of the fuselage. The
door is locates on the side wall beside the navigator seat. The door opens outwards and
can only be opened by two different door handles from inside the aircraft. There is a fire
axe placed on the bottom half of the door.
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7.17.3.2 Cabin Emergency Exits
The cabin has 4 emergency exits, these are:
(1) One Main Passenger door
(2) Three over-wing exits
The passenger door is located at the back left side of the passenger cabin and is manually
opened or closed from inside or outside of the airplane. The door may be used for
evacuation during an emergency. To open the door from the inside move the two door
handles on the left side of the door to their indicated open position and push the door
outward until it locks to the fuselage in fully open position.
To open the door from the outside the airplane turn the two door handles on the right side
of the door to their open position. Pull the door outward on its hinges until it locks to the
fuselage.
There are 3 removable window exits in the cabin. Two is on the left and one on the right
side.
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7.17.3.3 Over-wing emergency exit operation
The over-wing emergency exits are operated in three steps:
1) Remove the seat arm-rest by the wall in the
exit position.
2) Break the celluloid cover.
3) Turn the handle clockwise and push the exit hatch outwards; the exit is
now open and hangs free from the hinges to ease the evacuation the
hatch must he supported for ex. by a pillow, clothes hanger or similar
in open-position.
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7.17.3.4 Emergency exit placement
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7.17.4 Escape rope
There is an escape rope hanging behind the navigator seat. On the wall behind the
navigator seat is a bracket to attach the rope. The rope is long enough for use on both
emergency exits located in the cockpit.
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7.17.5 Fire extinguisher
There are 3 hand held fire extinguishers in the aircraft. The placement as follows:
- Behind the First Officer wall in the cockpit
- One in the right forward cargo compartment (in the picture)
- On the aft wall in the passenger cabin, beside the door to the cargo
compartment.
The fire extinguishers are of the CO2 type. To operate:
(1) release from the wall bracket
(2) Pull out safety pin at the top
(3) Aim at the base of the fire and pull the trigger.
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7.17.6 ELT (Emergency locator transmitter)
The aircraft is fitted with a standard ELT. It is placed on top of the hydraulic control
panel in the cockpit. The ELT is self-contained and housed in a high impact, fire
retardant, waterproof case. It is fixed to the top of the hydraulic panel in the aircraft
cockpit. The ELT transmits at the assigned emergency frequencies of 121,50 MHz and
243 MHz. The ELT is powered by internal batteries which are indipendent of the aircraft
power supply.
ELT activation is either automatic by an integral ―G‖ switch or manual by a switch
located on the ELT. The inertia switch initiates ELT transmission when excessive
longitudinal of 5G plus/minus 2Gs are sensed.
The antenna is placed on the roof of the aircraft.
7.17.7 Flash lights
The aircraft is fitted with two battery-powered hand-held flash lights. One fitted on the
forward left wall in the passenger cabin. The other in a metal pockets overhead the right
pilot’s seat. Spare batteries are located in the cargo compartment of the aircraft.
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7.17.8 First aid kit
The aircraft has one portable first aid kit. The kit is placed in the forward left overhead
rack on the left hand side of the passenger cabin.
7.17.9 Life vests
The aircraft has a total of 27 operational life vests, one demonstration vest for the cabin
crew member and 3 life vests for children. The vests are airliner standard, with both CO 2
cartridges and manual inflating. The vest is equipped with a white flashing beacon that
will automatically be activated when in contact with water. In the passenger cabin the
vests are stored in specially made bins placed in the overhead luggage rack.
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7.17.10
Fire Axes
LN-WND is fitted with two fire axes. They are placed in:
(1) Cockpit
(2) Passenger cabin
The fire axe in the cockpit is placed on the emergency exit door beside the navigator seat.
The axe in the passenger cabin is placed on the back cabin wall beside the toilet.
7.17.11 Seat belts for children
LN-WND is equipped with 3 extra seatbelts for small children. These are airline standard
and stored together with the child life vest in the right overhead rack in the passenger
cabin.
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7.17.12 Emergency equipment placement
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7.17.13 Ditching and crash landing
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7.17.14 Safety onboard Folder
There is a safety onboard folder beside each seat row on the side cabin wall.
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01 JAN 2010
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Dakota Norway

Transcription

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