FAM.

1C-27J-1

FLIGHT MANUAL

C-27J AIRCRAFT
FUERZA AÉREA MEXICANA
THIS MANUAL SUPERSEDES FAM.1C-27J-1
DATED 15 JULY 2011
Commanders are responsible for bringing this
publication to the attention of all personnel
This publication is incomplete without:
cleared for operation of subject aircraft
FAM.1C-27J-1A Supplemental Flight Manual
FAM.1C-27J-1-1 Performance Data Manual

The content of this publication is intellectual property of Alenia Aermacchi S.p.A. a Finmeccanica Company. It must not be used for any purpose other than for
which it is supplied. It must not be disclosed to unauthorized persons or reproduced without written authorization from the owner of the copyright.

© 2012 Alenia Aermacchi S.p.A. - A Finmeccanica Company. All rights reserved.

15 JANUARY 2012
FAM.1C-27J-1

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

Note: The portion of the text affected by changes is indicated by a vertical line on
LIST OF EFFECTIVE PAGES the outer margine of the page. Changes in illustrations are indicated by
pointing hands. Changes in wiring diagrams are indicated by shaded areas.

Dates of issue for original and changed pages are:

Original ....... 0 ....... 15 January 2012

Total number of pages in this manual is 790 consisting of the following:

Page No. Change No. (*) Page No. Change No. (*) Page No. Change No. (*)

Title ............................................. 0 3-1 thru 3-207 .............................. 0 6-1 thru 6-21 ................................ 0
A .................................................. 0 3-108 blank .................................. 0 6-22 blank .................................... 0
i thru xii ........................................ 0 4-1 thru 4-40 ................................ 0 7-1 thru 7-28 ................................ 0
1-1 thru 1-376 ............................. 0 5-1 thru 5-29 ................................ 0
2-1 thru 2-72 ............................... 0 5-30 blank .................................... 0

(*) Zero in this column indicates an original page.

CAUTION

• This publication is valid only when composed of the above listed pages.

• Ensure that any preceding changes have been incorporated before inserting latest change.

A
 FAM.1C-27J-1

TABLE OF CONTENTS

Section page

I DESCRIPTION AND OPERATION ............................................................................................ 1-1

II NORMAL PROCEDURES .......................................................................................................... 2-1

III EMERGENCY PROCEDURES .................................................................................................. 3-1

IV CREW DUTIES .......................................................................................................................... 4-1

V OPERATING LIMITATIONS ....................................................................................................... 5-1

VI FLIGHT CHARACTERISTICS .................................................................................................... 6-1

VII ALL WEATHER OPERATIONS .................................................................................................. 7-1

i
FAM.1C-27J-1

Use Flight Manual

for your safety!!

SCOPE SAFETY SUPPLEMENTS

This manual contains the necessary information for Information involving safety will be promptly forwarded
safe and efficient operation of your aircraft. These in- to you in a safety supplements. The supplements have
structions provide you with a general knowledge of the to be inserted in the following order: Operational Sup-
aircraft and its characteristics and specific normal and plements on top of the Flight Manual and Safety Sup-
emergency operating procedures. Your experience is plements on the top of the Operational Supplements.
recognized; therefore, basic flight principles are avoid- The supplement title block and status page should be
ed. Instructions in this manual are prepared to be un- checked to determine the supplement's effect on the
derstandable by the least experienced crew that can manual and other outstanding supplements.
be expected to operate the aircraft. This manual pro-
vides the best possible operating instructions under
most circumstances, but it is not a substitute for sound OPERATIONAL SUPPLEMENTS
judgment. Multiple emergencies, adverse weather, ter-
Information involving changes to operating procedures
rain, etc. may require modification of the procedures.
will be forwarded to you by operational supplements.
The procedure for handling operational supplements is
PERMISSIBLE OPERATIONS the same as for safety supplements.

The flight manual takes a "positive approach" and nor-

mally states only what you can do. Unusual operations CHECKLISTS
or configurations are prohibited unless specifically cov-
The flight manual contains itemized procedures with
ered herein. Clearance from the using command must
necessary amplifications. The checklist contains item-
be obtained before any questionable operation, which
ized procedure without the amplification. Primary line
is not specifically permitted in this manual, is attempt-
items in the flight manual and checklist are identical. If
ed.
a formal safety or operational supplements affects
your checklist, the affected checklist page will be at-
HOW TO BE ASSURED OF HAVING LATEST tached to the supplement. Cut it out and insert it over
DATA the affected page but never discard the checklist page
in case the supplement is rescinded and the page is
Refer to the flight manual cover page, the title block of needed.
each safety and operational supplement, and all status
pages attached to formal safety and operational sup-
plements. Clear up all discrepancies before flight. CHANGE SYMBOL
The change symbol, is illustrated by a black line in the
ARRANGEMENT outer margin of the column or page, adjacent to the af-
fected text, like the one printed next to this paragraph.
The manual is divided into seven fairly independent The change symbol indicates text and tabular illustra-
sections to simplify reading it straight through or using tion changes made to the current issue.
it as a reference manual.
Performance data are contained in the “Performance Changes to illustrations (except tabular and plotted il-
Data Manual” FAM.1C-27J-1-1. lustrations) are indicated by a pointing hand or by a
shaded area box located at the upper right side of the
illustration.

ii
 FAM.1C-27J-1

The box is divided into eight equal parts which repre- The following effectivity codes are used in this manual:
sent eight proportional areas of the illustration. The
shaded area of the box represents the area of the illus- EFFECTIVITY CODE APPLICABLE TO
tration which contains a change.
no code All aircraft, independent of
configuration
F1 .... text .... F1 Aircraft Tail No. 3401, 3403 and
3404
F2 .... text .... F2 Aircraft Tail No. 3402

PRODUCTION SEQUENCE NUMBERS AND

MILITARY SERIES NUMBERS
WARNINGS, CAUTIONS, AND NOTES
The list below provides a cross-reference between
The following definitions apply to "Warnings", "Cau-
Production Sequence Numbers (PS No.) and Aircraft
tions", and "Notes" found throughout the manual:
Tail Numbers (AT No.) of the C-27J FAM aircraft.

WARNING PS No. AT No.

146 3401
128 3402
Operating procedures, techniques,
etc., which could result in personal in- 142 3403
jury or loss of life if not carefully fol- 147 3404
lowed.

USE OF WORDS "SHALL", "WILL", "SHOULD",

CAUTION AND "MAY"
The words "shall", "will", "should", and "may" have the
following meanings in this manual:
Operating procedures, techniques, etc.,
which could result in damage to equip- "Shall" is used whenever the manual expresses a
ment if not carefully followed. provision that is mandatory.
"Will" is used to express a declaration of purpose or in
cases where simple futurity is required.
NOTE
"Should" and "may" are used whenever it is neces-
Operating procedures, techniques, etc., sary to express non mandatory provisions.
which is considered essential to empha-
size.
YOUR RESPONSIBILITY - TO LET US KNOW

AIRCRAFT EFFECTIVITY Every effort is made to keep the flight manual current.
Review conferences with operating personnel and a
Aircraft Effectivity means the identification of informa- constant review of accident and flight test reports as-
tion which is applicable to defined groups of aircraft. sure inclusion of the latest data in the manual.
Effectivity codes are used in this manual, typically in We shall not correct an error unless we know of its ex-
the form F1 .... text .... F1 , F2 .... text .... F2 , etc., istence. In this regard, it is essential that you do your
to represent the two different configurations of C-27J part.
aircraft. Comments, corrections, and questions regarding this
These codes are used to identify information applica- manual or any phase of the flight manual program are
ble to those specific configurations. Information appli- welcomed. These should be forwarded as directed by
cable to all of the configurations covered by this national procedures and in line with national specifica-
manual is not assigned an effectivity code. tions.

iii
FAM.1C-27J-1

LIST OF INCORPORATED SUPPLEMENTS

This list shows all “Safety Supplements” (SS) and “Operational Supplements” (OS) incorporated either in this is-
sue or in previous issues of this manual.

INCORPORATED IN (ISSUE/CHANGES)
SUPPLEMENT DATE TITLE
ISSUE DATE CHANGE No. CHANGE DATE

None

LIST OF INCORPORATED MODIFICATIONS

This list contains only modifications affecting the contents of this manual. Following embodiment of a modification
in all affected aircraft, the corresponding number will not be deleted from this list, but the information regarding
the pre-modification configuration will be deleted from the manual.

MODIFICATION
TITLE
No. Date Class

None

iv
 FAM.1C-27J-1

GLOSSARY

A B

A/A Air to Air BARO Barometric Altitude

A/C or a/c Aircraft BASOV Bleed Air Shut-Off Valve
A/D Analog to Digital BAT Battery
A/I Anti-Ice BATT Battery
AC Alternate Current BATH Best Available True Heading
ACAWS Advisory Caution and Warning System BAU Bus Adapter Unit
ACC Accumulator BBC Backup Bus Controller
ACCUM Accumulator BC Bus Controller
ACM Air Cycle Machine BCN Beacon
ACMP Alternate Current Motor Pump BIT Built-In-Test
ACOC Air Cooled Oil Cooler BIU Bus Interface Unit
AD Air Data BLD Bleed
ADC Air Data Computer BLK Black
ADF Automatic Direction Finder BPCU Bus Power Control Unit
ADI Attitude Director Indicator BRG Bearing
ADU Annunciator Dimmer Unit BRNG Bearing
ADVSY Advisory BRKR Breaker
AEO All Engine Operating BRT Bright
AFCP Automatic Flight Control Processor BSV Bleed Servo Valve
AFT After BTC Bus Tie Contactor
AGL Above Ground Level BTL Bottle
ALT Alternate or Altitude BUR Boot Utility Routines
ALTN Alternate
AJ Anti-jam
AM Amplitude Modulation C
AME Amplitude Modulation Equivalent
ANN Annunciator
°C Temperature in degrees Celsius
ANNUN Annunciator
(Centigrade)
ANT Antenna
CABCV Compressor Acceleration Bleed Control
AOA Angle of Attack
Valve
AP or A/P Autopilot
CADC Central Air Data Computer
APPR Approach
CAL Calibration
APU Auxiliary Power Unit
CARP Computed Air Release Point
ARM Arming
CAS Calibrated Airspeed
ASAP As Soon As Possible
CB Circuit Breaker
ASD Aircraft Specific Data
CBIT Continuous Built In Test
ASI Airspeed Indicator
CBR California Bearing Ratio
ASV Anti-Surge Valve
CCDL Cross Channel Data Link
ASYM Asymmetry
CCP Cursor Control Panel
ATC Air Traffic Control
CDI Course Deviation Indicator
ATCRBS Air Traffic Control Radar Beacon System
CDM Climb Dive Marker
ATM Atmosphere
CDS Container Delivery System
AUG Augmentation
CDU Cargo Dimmer Unit
AUTO Automatic
CEI Critical Engine Inoperative
AUX Auxiliary
CEP Circular Error Probable
AV Avionics
CFIT Controlled Flight Into Terrain
AVAIL Available
CFL Critical Field Length
AWFL Airworthiness Flight Limitations
CG Center of Gravity
AZ Azimuth
CGO Cargo
CH Channel

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FAM.1C-27J-1

CHAN Channel DITU De-Icing Timer Unit

CHNL Channel DME Distance Measuring Equipment
CHS Cargo Handling System DMM Data Memory Module
CKPT Cockpit DN Down
CLR Clear DW Down
CM Crew Member or Centimeter DWN Down
CMD Command DRAM Dynamic RAM
CMDU Color Multipurpose Display Unit DS-DTS Dual Slot-Data Transfer System
CNI Communication/Navigation/Identification DSNG Disengage
CNI-MU Communication/Navigation/Identification DSPL Display
- Management Unit DSPLY Display
CNI-SP Communication/Navigation/Identification DSPY Display
- System Processor DTC Data Transfer Cartridge
CNRP Communication/Navigation/Radio Panel DTG Distance-To-Go
CNTL Control DTM Data Transfer Module
COMM Communications DTMS Dual Timer and System Monitoring
CONS Console DTU Data Transfer Unit
CONT Continuous DZ Drop Zone
CP Copilot or Control Panel
CPA Closest Point of Approach
CPC Cabin Pressure Controller E
CRS Course
CRSR Cursor
E East
CUR Cursor
E/E Electrical/Electronic
CSCI Computer Software Configuration Item
ECS Environmental Control System
CSU Central Switching Unit
ECU Electronic Control Unit or Environmental
CTR Control
Control Unit
CTRL Control
EDP Engine Drive Pump
CVAG Coverage
EEPROM Electronically Erasable & Programmable
CVG Compressor Variable Geometry
Read Only Memory
CVR Cockpit Voice Recorder
EGI Embedded Global Position/Inertial
CW Continuous Wave
Navigation
EGT Exhaust Gas Temperature
EHE Estimated Horizontal Error
D EID Electronic Ice Detector
ELEV Elevator
DA/FD Digital Autopilot/Flight Director ELT Emergency Locator Transmitter
DADS Distribution Air Data System EMER Emergency
DB Database EMERG Emergency
dB Decibel EMS Engine Monitoring System
DBS Doppler Beam Sharpening ENBL Enable
DC Direct Current ENG Engine
DDV Dual Distribution Valve EP Electronic Protection
DECTR Detector EPC External Power Contactor
DEG Degree(s) E PSI Engine Oil Pressure
DEL Delete ERR Error
DET Detector ESA Engine Status and ACAWS
DF Direction Finder ESSEN Essential
DFDR Digital Flight Data Recorder ETA Estimated Time of Arrival
DH Decision Height ETE Estimated Time Enroute
DIG Digital EVAC Evacuation
DIM Dimming EXT External
DISCH Discharge
DISP Display
DIR Direct

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 FAM.1C-27J-1

F H

F/ODS Fire/Overheat Detection System Hc Correct Altitude

°F Temperature in degrees Fahrenheit Hd Density Altitude
FADEC Full Authority Digital Electronic Control HDG Heading
FAIL Failure HF High frequency
FCOC Fuel Cooled Oil Cooler HFCS High Frequency Communication System
FCS Flight Control System HG or Hg Mercury
FCV Flow Control Valve HI High
FD Flight Director HIST History
FDS Fault Detection System HIU Headset Interface Unit
FEXT Fire Extinguisher HP Horsepower or High Pressure
FF or F/F Fuel Flow HQ Have Quick
FIC FADEC In Control HR or hr Hour
FLT Flight HSGI High Speed Ground Idle
FM Frequency Modulation HSI Horizontal Situation Indicator
FMS Flight Management System HTR Heater
FOB Fuel On Board HYD Hydraulic
FOD Foreign Object Damage Hz Hertz (cycles per second)
FOM Figure Of Merit
FORM Formation
FOV Field Of Vision or Field Of View I
FP Flight Path
FPA Flight Path Angle
IA Initial Approach
FPDI Flight Path Director Indicator
IAS Indicated Airspeed
FPM Feet Per Minute
IBIT Initiated Built-In-Test
FPMU Fuel Pump and Metering Unit
ICAO International Civil Aviation Organization
FREQ Frequency
ICDU Integrated Control Display Unit
FRZ Freeze
ICS Interphone Communication System
FSDU Flight Station Dimmer Unit
IFA In-Flight Alignment
FT or ft Foot or Feet
IFF Identification Friend or Foe
FTHR Feather
IFR Instrument Flight Rules
FWD Forward
ILS Instrument Landing System
IM Inner Marker
IN or in Inch(es)
G INAV Integrated Navigation
IND Indicator
G or g Gravity (load factor) INOP Inoperative
GAL Gallon INS Inertial Navigation System
GBDS Ground Based Data System INSR Insert
GBEV Ground Beta Enable Valve INST Instrument
GC Gyro Compass or Ground Crew INT Interphone or Intercom
GCAS Ground Collision Avoidance System INTER Intercom
GCU Generator Control Unit INTC Intercept
GEN Generator INTRMIT Intermittent
GMS Ground Maintenance System INU Inertial Navigation Unit
GMT Greenwich Mean Time IP Initial Point
GND Ground IPC Interprocessor Communications
GPS Global Positioning System IR Infrared
G PSI Gearbox Oil Pressure ISA International Standard Atmosphere
GPU Ground Power Unit ISOL Isolation
GS Glideslope or Ground Speed
GSI Glideslope Indicator
GVNR Governor

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FAM.1C-27J-1

J MAR Maritime
MAP Missed Approach Point
JET Jettison MAX Maximum
JTSN Jettison MB Marker Beacon
JOM Jamming Override Mechanism mb Millibar
MBV Modulating Bleed Valve
MC Mission Computer
MCS Mission Computer System
K MDA Minimum Decision Altitude
MDC Mission Data Cartridge
KCAS Calibrated Airspeed in Knots MDF Mission Data Files
KG or kg Kilogram(s) MECH Mechanical
kHz Kilo Hertz MED Medical
KIAS Indicated Airspeed in Knots MF Medium Frequency
KT Knots MFP Mission Flight Plan
kt or kts Knots MFW Maximum Fuel Weight
MGM Monopulse Ground Map
MGN Magenta
L MGRS Military Grid Reference System
MGT Measured Gas Temperature
L Left MH Magnetic Heading
LAT Latitude MHIU Modified Headset Interface Unit
LB or LBS Pounds MHz Mega Hertz
LCD Liquid Crystal Display MIC Microphone
LCK Lock MIN Minute(s) or Minimum
LDG Landing MISC Miscellaneous
LE Late Entry MLG Main Landing Gear
LF Low Frequency MLW Maximum Landing Weight
LG Landing Gear mm Millimeter
LH Left Hand MM Middle Marker
LKD Locked MMV Main Metering Valve
LO Low MN Main
LOC Localizer MON Monitor
LON Longitude MOT Motor
LONG Longitude MPU Magnetic Pulse Unit
LP Low Pressure MRP Map Reference Point
LPCR Low Powered Color Radar MRW Maximum Ramp Weight
LRU Line Replaceable Unit MSDBS Monopulse Stabilized Doppler Beam
LSB Lower Side Band Sharpening
LSGI Low Speed Ground Idle MSG Message
LSOV Latching Shutoff Valve MSL Mean Sea Level
LT Light MSN Mission
LTG Lighting MSTR Master
LVL Level MTOW Maximum Take-Off Weight
LVPS Low Voltage Power Supply MZFW Maximum Zero Fuel Weight
LWPS Low Warning Pressure Switch
LZ Landing Zone
N

M N North or Navigation or Nose

NAC Nacelle
M or m Meters NACA National Advisory Committee for
MAC Mean Aerodynamic Chord Aeronautics
MAG Magnetic NAR Non-Altitude Reporting
MAN Manual NARF Navigation-Alignment Refining Feature

viii
 FAM.1C-27J-1

NAV Navigation PLA Power Lever Angle

NDB Non Directional Beacon PMA Permanent Magnet Alternator or
NG Gas Generator Speed Portable Maintenance Aid
NIU Nacelle Interface Unit PMP Pump
NLG Nose Landing Gear PNL Panel
NM Nautical Mile PPDU Panel Power Distribution Unit
NORM Normal PRCN Precision
NOTAM National Operational Travel Advisory PRESS Pressure or Pressurization
Memorandum PREV Previous
NP Power Turbine Speed PROP Propeller
NTPD Normal Temperature Pressure Dry PROT Protection
(21°C, 1013 mb) PRSOV Pressure Regulating and Shut-Off Valve
NVC NVIS Compatible PRST Preset
NVG Night Vision Goggles PSEU Proximity Switch Electronic Unit
NVIS Night Vision Imaging System PSI Pounds Per Square Inch
NVM Non-Volatile Memory PSIG Pounds Per Square Inch (Gage)
PTRS Pointers
PWR Power
O

OAT Outside Air Temperature Q

OBS Observer
OEI One Engine Inoperative QNE Standard Atmosphere Setting
OFP Operational Flight Program QNH MSL Barometric Setting
OFST Offset QTY Quantity
OM Outer Marker
OMP Operational Maintenance Program
OSG Overspeed Governor R
OVBD Overboard
OVHT Overheat
R Right
OVRD Override
R/T Rate of Turn or Receiver/transmitter
OVRSPD Overspeed
RA Resolution Advisory
OXY Oxygen
RAD Radar or Radio
RADALT Radar Altimeter
RAM Random Access Memory
P RBGM Real Beam Ground Map
RCV Receive
P or PIL Pilot RECA Radar Environmental Control Assembly
PA Public Address REF Reference
PARA Paratroop REV Reverse
PAX Passenger RF Radio Frequency
PASS Passenger RH Right Hand
PARK Parking RM Range Marks
PCMCIA Personal Computer Memory Card RMM Removable Memory Module
International Association RMP Ramp
PCN Pavement Classification Number RNG Range
PCU Pitch Control Unit ROM Read Only Memory
PDU Power Distribution Unit RPLNT Repellent
PEN Pencil RPM Revolution Per Minute
PFD Primary Flight Display RPS Regulated Power Supply
PFMU Fuel Pump Metering Unit RQP Refuel Quantity Panel
PFTU Pitch Fuel & Trim Unit RRSC Remote Radio Set Control
PGB Propeller Gearbox RT Remote Terminal
PIO Pilot Induced Oscillation RTE Route

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FAM.1C-27J-1

RTLU Rudder Travel Limitation Unit TCS Touch Control Steering

RTP Radar Transmitter Processor TEMP Temperature
RUD Rudder TG Target Groundspeed
RVDT Rotary Variable Differential Transformer TGT Target
TK Tank
TLU Travel Limitation Unit
S TOD Time Of Day
TOLD Take-Off and Landing Data
TOT Time Over Target
S South or Second
TRK Track
SAMU Single Avionics Management Unit
TRU Transformer Rectifier Unit
SAT Static Air Temperature
TSTORM Thunderstorm
SEC Second
TTG Time-To-Go (to waypoint)
SEDC Standard ECS Digital Controller
SEL Select or Selected or Selector
SELCAL Selective Calling
SENS Sensor U
SGL Static Ground Level
SH Store Heading UDT Update
SHP Shaft Horsepower UHF Ultra High frequency
SID Standard Instrument Departure ULB Underwater Locator Beacon
SK Soft Key UNAVAIL Unavailable
SMK Smoke UNFTHR Unfeather
SND Send UNLK Unlock
SNGL Single USB Upper Side Band
SNSR Sensor UVV Underfloor Ventilation Valve
SOV Shutoff Valve
SP Skin Paint
SPD Speed V
SPLY Supply
SPTU Static Pressure Transducer Unit
V Volts or Velocity
STA or ST Station
VA Maneuvering Speed
STAR Standard Terminal Arrival Route
VAPP Approach Speed
STBY Standby
VCEF Critical Engine Failure Speed
STDY Steady
VCO Clearance Obstacle Speed
SW Switch
VD Dive Speed
SWS Stall Warning System
VDI Vertical Deviation Indicator
SYM Symbology
VFE Flaps Extended Speed
SYNC Synchrophase or Synchronization or
VFR Visual Flight Rules
Synchro
VHF Very High frequency
SYS System
VIB Vibration
VID Video
VLE Landing Gear Extended Speed
T VLO Lift-off Speed or Landing Gear
Operating Speed
T True or Temperature VLV Valve
T/R Transmit/Receive VMCA Minimum Control Speed in Air
TA Traffic Advisory VMCG Minimum Ground Control Speed
TAC Tacan VMCL Minimum Control Speed in Landing
TACAN Tactical Air Navigation VMO Maximum Operating Speed
TAS True Airspeed VNE Never Exceed Speed
TAT Total Air Temperature VOL Volume (audio level)
TBD To Be Defined VOR VHF Omnidirectional and Range
TC Thrust Coefficient VR Refusal Speed
TCAS Traffic Alert and Collision Avoidance VROT Rotate Speed
System

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 FAM.1C-27J-1

VS Stall Speed X
VS Vertical Speed or Versus
VVI Vertical Velocity Indicator (indication) XFEED Cross-feed
XFR Transfer

W
Y
W West or Weight
W&T Wing and Tail YD Yaw Damper
WARN Warning YEL YellowZ
WHCU Windshield Heating Control Unit ZM Zone Marker
WHL Wheel ZP Pressure Altitude
WHT White ZRO Zero
WNG Wing ZRZE Zeroize
WOW Weight-On-Wheel
WPT Waypoint
WRN Warning
WS Wind Shear
WSHLD Windshield
WX Weather

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FAM.1C-27J-1

xii
 FAM.1C-27J-1

Section I

DESCRIPTION AND OPERATION

Contents page Contents page

AIRCRAFT ........................................................... 1-2 COMMUNICATION / NAVIGATION / RADIO

ENGINE ............................................................... 1-2 PANEL (CNRP) .............................................. 1-242
PROPELLERS ................................................... 1-37 SINGLE AVIONICS MANAGEMENT
AUXILIARY POWER UNIT ................................ 1-40 UNIT (SAMU) .................................................. 1-249
FIRE PROTECTION SYSTEM .......................... 1-46 COLOR MULTIPURPOSE DISPLAY
FUEL SYSTEM .................................................. 1-50 UNIT (CMDU) .................................................. 1-276
ELECTRICAL SUPPLY SYSTEM ...................... 1-62 ADVISORY, CAUTION AND WARNING
HYDRAULIC SYSTEM ...................................... 1-88 SYSTEM (ACAWS) ......................................... 1-279
FLIGHT CONTROLS ......................................... 1-93 COMMUNICATION SYSTEMS ....................... 1-284
LANDING GEAR SYSTEM .............................. 1-111 INTERPHONE COMMUNICATION
NOSE GEAR STEERING SYSTEM ................ 1-117 SYSTEM (ICS) ................................................ 1-286
BRAKE SYSTEM ............................................. 1-120 PUBLIC ADDRESS (PA) SYSTEM ................. 1-290
ANTI-SKID SYSTEM ....................................... 1-122 V/UHF COMMUNICATION RADIO ................. 1-291
LANDING GEAR JACK EXTENSION HF COMMUNICATION RADIO ....................... 1-296
SYSTEM .......................................................... 1-124 NAVIGATION SYSTEMS ................................ 1-297
RAMP AND CARGO DOOR SYSTEM ............ 1-127 VHF OMNIDIRECTIONAL RANGE /
ENGINE BLEED AIR SYSTEM ........................ 1-133 INSTRUMENT LANDING SYSTEM /
AIR CONDITIONING SYSTEM ........................ 1-137 MARKER BEACON (VOR / ILS / MB) ............. 1-297
E/E EQUIPMENT COOLING SYSTEM ........... 1-142 TACTICAL AIR NAVIGATION (TACAN) ......... 1-298
PRESSURIZATION SYSTEM .......................... 1-144 V/UHF DIRECTION FINDER (DF) .................. 1-299
ANTI-ICING, DE-ICING AND DEMISTING AUTOMATIC DIRECTION FINDER (ADF) ..... 1-300
SYSTEM .......................................................... 1-150 GROUND COLLISION AVOIDANCE
RAIN REMOVAL SYSTEM .............................. 1-164 SYSTEM (GCAS) ............................................ 1-301
LIGHTING SYSTEM ........................................ 1-165 IDENTIFICATION FRIEND OR FOE (IFF)
LIQUID OXYGEN SYSTEM ............................. 1-178 TRANSPONDER ............................................. 1-309
EMERGENCY EQUIPMENT AND SYSTEMS . 1-185 TRAFFIC ALERT AND COLLISION
ENTRANCE TO AIRCRAFT ........................... 1-192 AVOIDANCE SYSTEM (TCAS) ...................... 1-310
SEATS ............................................................ 1-195 LOW POWER COLOR RADAR (LPCR) ........ 1-317
SAFETY AND RESCUE EQUIPMENT ............ 1-195 COMMON CURSOR ....................................... 1-327
COMFORT EQUIPMENT ................................ 1-199 EMBEDDED GLOBAL POSITIONING /
PROVISION AND SYSTEM FOR INERTIAL NAVIGATION SYSTEM (EGI) ....... 1-332
CONFIGURATION CONVERSION .................. 1-199 FLIGHT MANAGEMENT SYSTEM (FMS) ...... 1-337
DIGITAL AUTOPILOT / FLIGHT DIRECTOR RADAR ALTIMETER ...................................... 1-349
(DA/FD) SYSTEM ........................................... 1-207 DISTRIBUTED AIR DATA SYSTEM (DADS) . 1-349
AVIONICS SYSTEMS ..................................... 1-221 CMDU PRIMARY FLIGHT DISPLAY (PFD) ... 1-352
SYSTEM INTEGRATION AND DISPLAY ....... 1-221 COMBINED STANDBY FLIGHT
COMMUNICATION / NAVIGATION / INSTRUMENT.................................................. 1-367
IDENTIFICATION - MANAGEMENT STALL WARNING SYSTEM (SWS) ............... 1-369
SYSTEM (CNI-MS) .......................................... 1-235 DUAL SLOT - DATA TRANSFER SYSTEM
COMMUNICATION / NAVIGATION / (DS-DTS) ........................................................ 1-371
IDENTIFICATION - MANAGEMENT UNIT COCKPIT VOICE RECORDER (CVR) ........... 1-372
(INTEGRATED CONTROL DISPLAY UNIT) DIGITAL FLIGHT DATA RECORDER (DFDR) 1-373
CNI-MU (ICDU) ................................................ 1-238 EMERGENCY LOCATOR TRANSMITTER
(ELT) ............................................................... 1-374

1-1
FAM.1C-27J-1

AIRCRAFT WEIGHTS
– Operating empty weight 38581 lb (17500 kg)

DESCRIPTION Operating empty weight is defined as the sum of

basic weight plus crew, crew baggage, emergency
C-27J aircraft (Figure 1-1) is intended for medium and equipment, and other nonexpendable items not in
short range transport use. It is a twin engined aircraft basic weight. It is equivalent to take-off gross
with a high wing, tail unit of conventional type and re- weight less usable fuel, payload, mission items,
tractable tricycle landing gear with possibility of atti- and any items to be expended in flight.
tude variation on ground; the nose gear is provided
– Max take-off weight 67241 lb (30500 kg)
with a steering system.
The fuselage (Figure 1-2) having circular section in- – Max landing weight 60627 lb (27500 kg)
cludes flight compartment, cargo compartment, ramp
and cargo door and it is air conditioned and pressur- For aircraft weight limitations refer to Section V of this
ized. Access to the cargo compartment is possible manual. For flight planning refer to FAM.1C-27J-5-1,
through a door located on the forward left side and/or FAM.1C-27J-5-2 and to FAM.1C-27J-1-1 manuals.
a ramp in the lower side of the rear fuselage.

CREW
AIRCRAFT OUTLINE DIMENSIONS The aircraft crew normally consists of a pilot and copi-
The aircraft dimensions (Figure 1-1) are as follows: lot, observer, load master and one or more additional
members as a function of the mission type. Pilot and
– Span 94.16 ft (28.70 m) copilot sit respectively on the left and on the right of the
– Max length 74.47 ft (22.70 m) pedestal in the forward part of the flight compartment.
A third seat situated behind the copilot seat, on the
– Max height 31.65 ft (9.64 m) (S.G.L.)
right side of the flight compartment is available for an
– Tailplane span 40.68 ft (12.40 m) observer.
Refer to Section II for minimum turning distances and
ground clearances. The outline of the aircraft fuselage
is such that the master section of the cargo compart-
ment is rectangular, allowing easy storage of several ENGINE
types of loads. The dimensions of the utilizable cargo
compartment are the following:
DESCRIPTION
– Height 7.38 ft (2.25 m)
– Width 8.04 ft (2.45 m) The aircraft is powered by two F1 AE2100D2 F1
F2 AE2100D2A F2 engines (Figure 1-10). These
– Length without 28.16 ft (8.58 m) engines consist of a two-rotor, free-turbine power sec-
cockpit and ramp tion and a propeller gearbox (PGB) joined by a torque
– Ramp length 6.48 ft (1.95 m) meter shaft and interconnecting struts. The engine has
the following unique features: Two Full Authority Digital
– Cargo compartment, 226.28 sq ft (21.03 m2)
Electronic Controls (FADECs), a Gearbox Mounted
floor area
Accessory Drive (GMAD), and a Nacelle Interface Unit
– Volume that can be 2049 cu ft (1675 + 374) (NIU).
used inside the 58 m3 (47.46 + 10.61)
cargo compartment (cargo compartment + ramp)
DEFINITIONS OF ENGINE RATINGS

ALLOWED OPERATIONS International Standard Atmosphere (ISA) sea level

conditions are used throughout unless stipulated oth-
Because of the positive layout of the manual, it de- erwise. Take-off Power and Maximum Continuous
scribes only the operations allowed. Unusual opera- Power ratings are the same when sea level ambient
tions or configurations, that are not specifically dealt temperature is less than 28 °C (83 °F). The primary
within the manual, are prohibited. Before carrying out measure of engine power is horsepower (HP). This is
a doubtful operation, not expressly allowed by the a calculated value representing the product of engine
manual, it is necessary to obtain authorization by the torque (measured by the engine torque meter), and
competent Command. power turbine speed, divided by a constant.

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 FAM.1C-27J-1

Figure 1-1 Outline dimensions

1-3
FAM.1C-27J-1

Figure 1-2 Internal arrangement

1-4
 FAM.1C-27J-1

Figure 1-3 Flight compartment

1-5
FAM.1C-27J-1

Figure 1-4 Left main instrument panel (sh. 1/3)

1-6
 FAM.1C-27J-1

Figure 1-4 Central main instrument panel (sh. 2/3)

1-7
FAM.1C-27J-1

Figure 1-4 Right main instrument panel (sh. 3/3)

1-8
 FAM.1C-27J-1

Figure 1-5 Center console (sh. 1/2)

1-9
FAM.1C-27J-1

Figure 1-5 Center console (sh. 2/2)

1-10
 FAM.1C-27J-1

Figure 1-6 Overhead console (sh. 1/2)

1-11
FAM.1C-27J-1

Figure 1-6 Overhead console (sh. 2/2)

1-12
 FAM.1C-27J-1

Figure 1-7 Left upper panel and left console (sh. 1/2)

1-13
FAM.1C-27J-1

Figure 1-7 Right upper panel and right console (sh. 2/2)

1-14
 FAM.1C-27J-1

Figure 1-8 Cargo compartment

1-15
FAM.1C-27J-1

Figure 1-9 Cargo compartment panels (sh. 1/2)

1-16
 FAM.1C-27J-1

Figure 1-9 Cargo compartment panels (sh. 2/2)

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FAM.1C-27J-1

Figure 1-10 Engine

1-18
 FAM.1C-27J-1

Take-Off Power (Maximum) FULL AUTHORITY DIGITAL ELECTRONIC

CONTROL (FADEC)
The Take-off power performance rating is 4637 ± 74
HP, Sea Level Static flat rated out to an Outside Air The dual-channel, engine control system consists of
Temperature (OAT) value equal to 37 °C (99 °F). two identical single-channel FADECs (A and B), shock
mounted in the aft nacelle below the ejector. The dual-
channel system is implemented by interconnecting the
Maximum Continuous Power FADECs with a Cross Channel Data Link (CCDL) elec-
The maximum continuous power rating is 4637 ± 74 trical harness, permitting cross communications. In
HP, Sea Level Static flat rated out to an Outside Air this fully redundant system, each FADEC operates
Temperature (OAT) value equal to 26 °C (79 °F). with its own dedicated sensors and control actuators.
The cross communication between units permits shar-
ing of sensor data for various performance and fault
NOTE accommodation purposes.
Max continuous power should not be The FADECs interface with other engine systems, the
used for cruise operation unless mission aircraft controls, and the propeller to provide monitor-
requirements dictate. Use of a lower pow- ing and control of the propeller and engine. The only pi-
er setting such as for long range cruise lot control input required is power lever position. In
will result in extended engine turbine life addition, the FADECs provide data, status information,
and improved operational reliability. and fault indications to the Mission Computers (MC)
for cockpit display, pilot monitoring (ACAWS) and En-
gine Monitoring System (EMS) use.
POWER SECTION During engine operation both FADECs are functioning,
but only one is in actual control of the engine and pro-
The primary features of the power section are: peller. Both units are sampling their sensor inputs and
– Fourteen-stage axial flow, variable speed com- calculating the required outputs for the actuators in the
pressor with five variable geometry stator stages engine and the propeller, however only one FADEC is
and inlet guide vane, electrically driving the actuators at any time.

– Two-stage air-cooled, variable speed gas genera- The controlling FADEC is determined as follows:
tor turbine, two-stage free power turbine,
– Each time an engine start is initiated with weight on
– Annular convection film-cooled combustor with 16 wheels, FADEC selection automatically alternates,
piloted air-blast fuel nozzles,
– A BIT fault serious enough to render the controlling
– 16 inter-turbine gas temperature thermo-couples, FADEC incapable of safe engine operation auto-
matically shifts control to the standby FADEC,
– Pressure-regulated oil supply and dry sump scav-
enge system, – Except during engine start, the pilot can change
FADECs via ALT selection on the FADEC control
– Power section accessory gearbox with gearbox
panel.
driven Fuel Pump Metering Unit (FPMU), Perma-
nent Magnet Alternator (PMA), oil pressure and Continuous BIT is provided for FADEC hardware and
scavenge pumps, and an air turbine starter, software, input sensors, actuators, data buses, and the
engine PMA. The initial BIT is run at system power-up.
If a fault is detected, fault accommodation logic will ei-
PROPELLER GEARBOX ther revert to backup control or prevent engine start. At
the same time fault information is sent to the MC and
The primary purpose of the Propeller Gearbox (PGB)
CMDU for display. BIT is also performed after engine
is to transmit shaft power from the torque meter to the
shutdown to update fault information.
propeller, reduce shaft RPM, and provide shaft power
to the GMAD. The GMAD located on the rear of the
Input sensors used by the FADECs for controlling the
PGB, provides the drive pads for the aircraft hydraulic
engine and propeller include:
pump, an oil cooled AC generator, the propeller gear-
box oil supply and scavenge pump, propeller high – Torque meter,
pressure oil pump and overspeed governor, the pro-
peller pitch control unit, and the oil accumulator. – Gas generator speed (NG),
– Power turbine speed (NP),

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FAM.1C-27J-1

– Measured gas temperature (MGT), Reverse Thrust

– Compressor inlet air temperature (T2) and pres- In reverse thrust, the FADEC set power based on pow-
sure (P2), er lever angle (PLA) and control speed by varying
blade angle. Whenever the power lever is below the
– Fuel metering valve position,
ground idle detent, and the engine is applying suffi-
– Compressor variable guide vane position, cient power, the FADEC controls propeller speed by
adjusting blade angle to maintain 101 percent RPM.
– Propeller blade angle beta sensors, Blades are driven toward feather to increase rpm and
– Propeller magnetic pickup, toward reverse to decrease RPM.
Inadvertent reverse thrust in flight is prevented by the
– Nacelle ambient air pressure transducers. throttle quadrant gate at the flight idle position, which
can only be cleared by lifting of the power lever. Inad-
– DADS inputs (P0, VCAS) for primary control of
vertent reverse thrust is also prevented by the Ground
torque scheduling.
Beta Enable Valve (GBEV) circuit that is powered by
Aircraft electrical power for FADEC operation is re- the FADEC when the throttle is below the Flight Idle
quired only during initial engine starting phase. When gate and the blade angle is below 23°.
engine speed reaches approximately 13 percent, the The 28 V dc EMER BUS (PP3) supplies the GBEV cir-
engine's PMA supplies electrical power for FADEC op- cuit via the GBEV 1 RLY 1A and GBEV 2 RLY 2B cir-
eration. cuit breakers.
The 28 V dc ESSEN BUS (PP4) supplies the GBEV
The FADECs are powered as follows: circuit via the GBEV 1 RLY 1B and GBEV 2 RLY 2A cir-
cuit breakers.
– FADEC 1A and 2B by 28 V dc EMER BUS (PP3)
With the power levers at flight idle or above, the GBEV
via the (FADEC) 1A and 2B circuit breakers.
solenoid is de-energized, preventing the blades from
– FADEC 2A and 1B by 28 V dc ESSEN BUS (PP4) going to less than 13° ± 2° pitch.
via the (FADEC) 2A and 1B circuit breakers.
The following are the major functions performed by the Propeller Autofeather
FADEC:
Autofeather is automatically armed when power lever
is at or above FLT IDLE, but can be armed or disarmed
Propeller Speed Control for an operating engine cycling the AUTOFTHR mo-
mentary pushbutton on the FADEC/propeller control
Propeller speed governing is accomplished by varying panel (See Figure 1-11).
propeller blade angle and/or engine fuel flow. The Indication about Autofeather status - armed or dis-
Pitch Control Unit (PCU) in response to FADEC sig- armed - is provided to the aircrew by the Advisory mes-
nals controls propeller pitch. The FADEC controls en- sage “AUTOFEATHER OFF” on the CMDU (only in
gine fuel flow by providing signals to the FPMU. Flight Range) and the OFF light on the AUTOFTHR
pushbutton.
Thrust Control and Modulation If the AUTOFTHR pushbutton itself fails, the Mission
Computer will arm the autofeather system and will dis-
In the forward thrust range the FADEC governs the play the Advisory message “AUTOFEATHER SWITCH
propeller speed by sending commands to the PCU, FAIL” on the CMDU. The Warning message “AU-
varying the blade angle automatically, to maintain a TOFEAHER” is also provided if autofeather is dis-
constant propeller speed of 1020.7 RPM (NP = 100%). armed during the Take-off phase.
The engine is controlled to a selected power level by With the Autofeather system armed the FADEC will ini-
sensing engine torque and controlling the fuel flow ac- tiate autofeather for one engine inoperative (OEI) con-
cordingly. The power is scheduled as a function of the ditions if the power lever is at FLT IDLE or above and
power lever angle. any of the following exists:
– Loss of propeller control,
– At high power settings, low engine horsepower
(less than 74 percent of commanded horsepower)
and decelerating gas generator speed (NG decel-
erating greater than 500 RPM per second) for 400
msec,

1-20
 FAM.1C-27J-1

Figure 1-11 FADEC/propeller control panel

1-21
FAM.1C-27J-1

or The second criteria uses gas generator speed to com-

mand an engine shutdown if both torque sensors are
– at low power settings, low gas generator speed failed on one engine.
(NG less than 69 percent) for 400 msec, The Auto Shutdown logic could be disengaged setting
(In these cases the FADEC attempts to control
OFF the AUTO SHUTDOWN line key in the SAMU EN-
the engine at idle power if possible and awaits
GINE menu or setting the power levers in GND IDLE
pilot action to initiate a shutdown or restart. If
position. If an Auto Shutdown occurs a dedicated
the engine is unable to maintain idle power, the
ACAWS Caution message “ENG AUTO SHUTDOWN”
FADEC initiates a controlled engine shut-
appears on CMDU. If one of the sensors required for
down).
the Auto Shutdown logic enabled criteria is failed the
If one of the above described conditions occur and the Auto Shutdown logic is automatically disengaged and
autofeather is armed, the FADEC signals the PCU ser- the “AUTO SHUTDOWN INACTIVE” Advisory mes-
vo-valve to drive propeller blade angle in the coarse di- sage appears on CMDU.
rection. The propeller drives to a blade angle close to
full feather that gives minimum (near zero) drag. The
Propeller Synchrophasing
propeller reaches full feather blade angle only upon
activation of the propeller auxiliary pump. The FADECs provide automatic propeller forward
The auxiliary feather pump is activated only by select- thrust synchrophasing. Propeller synchrophasing is
ing the PROPELLER CTRL switch to FTHR after the normally on but can be selected OFF with the PROP
engine has shutdown, or by pulling the respective en- SYNC switch on the FADEC/propeller control panel
gine fire handle. After an engine failure, the Mission (Figure 1-11). The propeller phase of the master en-
Computer will disarm the autofeather system on the gine is transmitted to the other engine FADECs.
operating engine. The AUTOFTHR pushbutton can
subsequently be used to toggle the autofeather system
on and off. If successful restart is accomplished on the Propeller Underspeed Protection
failed engine, the Mission Computer will force an The FADECs incorporate a software controlled under-
agreement between the two engines' autofeather sys- speed governor to protect against propeller under-
tems. If either one has autofeather selected, both au- speed. This governor commands the pitch control unit
tofeather systems will be commanded on. to override the propeller speed and synchrophasing
Should an engine failure occur with the autofeather control logic to decrease blade angle and clear the un-
system disarmed, the propeller will not be commanded derspeed. Propeller underspeed protection is disabled
to the feather position and the propeller will windmill at when the propeller is in the beta range.
NP close to 100%, depending on aircraft speed.

Reversionary Control
Auto Shutdown
The FADEC reversionary control mode allows contin-
When an engine failure condition is sensed, the affect- ued safe flight with both engine torque sensors failed.
ed engine FADEC initially attempts to maintain gas The reversion mode bases fuel scheduling on NG in-
generator core speed to idle RPM. If core speed can- stead of the normal torque setting. Power available
not be maintained and decreases below 56 percent, can be reduced by as much as 40% at sea level. This
the FADEC latches the fuel pump metering unit shut off is set to ensure torque limits are never exceeded. Re-
valve closed to shutdown the engine. verse thrust is not available.
In the case of a failure of the Main Metering Valve
(MMV) of the FPMU, the Auto Shutdown logic in the
Mission Computer uses data provided by the FADECs Auto-Ignition and Auto-Relight
to determine the health of both engines. When an en-
The FADEC continuously monitors the Gas Generator
gines torque value exceeds threshold values indicating
Rotor speed (NG) to detect a flameout. If a flameout is
an uncommanded high power failure, the Mission
detected, the FADEC initiates ignition and monitors for
Computer commands an engine shutdown. The Mis-
a relight. If a relight does not occur before NG decreas-
sion Computer uses two criteria to determine when a
es below acceptable levels, the FADEC automatically
MMV failure has occurred. The first criteria uses en-
shuts off fuel to shutdown the engine.
gine torque to determine when an MMV failure has oc-
curred and the actual engine power is higher than
commanded power, and higher than opposite engine
power under similar conditions (the engine with the
highest torque will be shutdown).

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 FAM.1C-27J-1

Automatic Start Control Manual Feathering

The FADEC automatically controls the starter, ignition, The auxiliary feather pump is turned on when the
fuel, and propeller systems during start. During ground PROPELLER CTRL switch (Figure 1-11) is positioned
starts, the FADEC will automatically shutdown the en- to FTHR if the power levers are at GND IDLE and Low
gine for failure to lightoff, flameout, or RPM stagnation. Speed Ground Idle is selected, or the ENGINE START
For air starts the start sequence is initiated just as it is selector is selected to STOP. The auxiliary feather
on the ground except that the FADEC will not shut- pump automatically shuts off after 30 seconds.
down the engine for a stagnated start. The FADEC se-
quences the starter control valve, ignition, fuel flow and
Compressor Variable Geometry (CVG) vanes to start CAUTION
the engine. Propeller blade angle is controlled in rela-
tion to power lever position.
• The FTHR position of either PRO-
PELLER CTRL switch should not be
Steep Descent Mode selected with the engine running in
The FADEC incorporates a crew-selectable reduced flight, or with the engine running on
torque schedule (refer to engine charts in the FAM.1C- the ground in any condition other than
27J-1-1 manual) under certain conditions. Steep De- LSGI to prevent over torquing the en-
scent Mode allows the crew to descend at a faster rate gine.
than a normal flight idle descent by controlling the en- • The UNFTHR position of either PRO-
gine to a slightly negative torque. Momentary pushbut- PELLER CTRL switch should not be
ton switches on the power levers (Figure 1-16) are selected with the engine running or
used to select/deselect steep descent mode. All four while the aircraft is in flight to prevent
FADECs determine if the following required conditions the possibility of an engine overspeed
have been met before Steep Descent Mode is en- condition.
abled:
• Steep Descent Mode is selected (not inhibited), Propeller Control Switches
• PLA < 40.5 degrees, A three position (guarded to NORM) PROPELLER
• Engine/Nacelle Anti-ice Bleed Air is off, CTRL switch for each propeller allows the flight crew to
control the propeller auxiliary feather pump and the
• P0 is available (used to determine altitude), propeller unfeather solenoid. Selection of either FTHR
• Accel/Decel Fuel Flow Limit is not disabled, or UNFTHR position will result in the auxiliary pump
being energized for 30 seconds or until the switch is re-
• All FADECs indicate that Steep Descent Mode can turned to the NORM position, whichever occurs first.
be enabled. Selection of the UNFTHR position also results in the
unfeather solenoid in the propeller pitch control unit
Once all of these conditions are met, the flight idle
being energized until the switch is returned to the
torque value linearly decreases with altitude from the
NORM position.
normal flight idle value at 15000 ft to -48 ft-lbs at
5000 ft and below (the normal value at 5000 ft is +105
ft-lbs). Overspeed Protection
Rate limiting is used to smooth any transition between
the two schedules. Overspeed protection is provided for the propeller,
The Mission Computer allows the selection of steep power turbine, and gas generator. Under normal con-
descent mode with the toggle switches at flight idle ditions the FADECs protect against propeller and pow-
power and above. er turbine overspeed in the propeller speed control
When the power lever is reduced below flight idle, logic and guards against gas generator overspeed in
steep descent mode is automatically deselected. Once normal fuel scheduling and monitoring of NG.
selected, the word STEEP appears in green below the If propeller speed exceeds 104.5 percent, the propeller
HP display for each engine (Figure 1-17). When the overspeed governor diverts pump oil away from the
FADEC indicates that all conditions are met and that PCU to allow the blade counterweights to increase
the reduced steep descent torque schedule is being blade angle and control the overspeed. If the propeller
used, the word STEEP changes color to white. speed exceeds 106 percent, the FADEC reduces fuel
flow.

1-23
FAM.1C-27J-1

If the gas generator speed exceeds 109 percent or Dual FADECs (one controlling and the other backup)
power turbine speed exceeds 119 percent the FADEC control the flow of metered fuel to the pressure raising
will automatically shutdown the engine. valve. The pressure raising valve ensures that ade-
quate system pressure is maintained. Normally the
pressure raising valve is open. When the FADEC com-
ENGINE MONITORING SYSTEM (EMS) mands the fuel latching shut-off valve closed, it causes
the pressure raising valve to close and route fuel back
Signal conditioning and processing of EMS sensor
to the high pressure pump inlet. This stops fuel flow to
data is done in the Nacelle Interface Unit (NIU). In ad-
the fuel nozzles and prevents fuel draining from the
dition to the EMS function, the NIU provides engine,
combustion chambers on engine shutdown.
nacelle, and propeller sensor signal conditioning, and
A fuel flow sensor monitors fuel flow. The sensor is lo-
nacelle component control. The NIU uses engine data
cated in the line between the FPMU and the fuel man-
inputs from the FADEC, dedicated engine propeller
ifold. From the fuel manifold, metered fuel flows to the
sensors, and airframe data inputs to provide airborne
fuel nozzles. The fuel nozzles provide a pressurized
monitoring of engine and propeller operating parame-
fine spray of fuel to the combustors.
ters, fault detection and fault data storage, and life us-
age tracking data. The dedicated engine sensors
include sensors for the fuel, ignition, and oil systems, OIL SYSTEM
for compressor discharge temperature and pressure
(for engine trending and condition monitoring), and for Independent oil systems, one for each engine, supply
engine vibration monitoring. lubrication for the engine power section and Gearbox
The NIUs are powered as follows: Mounted Accessory Drive/Propeller Gearbox (GMAD/
PGB) (Figure 1-14).
– NIU 1 by 28 V dc EMER BUS (PP3) via the NIU 1
The system provides lubrication for the engine and
circuit breaker.
propeller gearbox, and propeller speed governor dur-
– NIU 2 by 28 V dc ESSEN BUS (PP4) via the NIU 2 ing all modes of operation including zero and negative
circuit breaker. “g” maneuvers. A 8.96-gallon oil tank is located on the
lower right side of each engine. The tank is serviced to
7.77 gallons with 5.92 gallons usable. The remainder
ENGINE FUEL AND CONTROL of the tank used for air space. The oil tank also incor-
porates a 0.40 gallon oil supply reservoir dedicated for
The engine fuel system (Figure 1-12) delivers filtered the emergency feather pump.
metered fuel for combustion, provides pressurized fuel The engine power section pump supplies pressurized
to operate the CVG system, and provides supplemen- oil through the engine oil filter to engine components
tal cooling for engine return oil. Major system compo- requiring lubrication. The GMAD/PGB pump and filter
nents include the FPMU, CVG hydraulic actuation, supplies oil for the propeller gearbox, generator cool-
Fuel Cooled Oil Cooler (FCOC), fuel flow sensor, and ing, and propeller operation. Scavenged oil from the
fuel nozzles. Fuel entering the FPMU (Figure 1-13) is GMAD/PGB and engine power section is returned to
routed through a centrifugal pump which provides va- the engine oil tank through independent air separators,
por free fuel at a pressure sufficient for high-pressure an oil filter, a fuel cooled oil cooler, and an air oil cooler.
(gear type) pump use.
From the centrifugal pump outlet, fuel flows through
the FCOC to cool engine return oil and heat the fuel to Oil Cooler Augmentation
minimize engine fuel system icing. Fuel leaving the
The oil cooler augmentation system supplements nor-
FCOC is directed through a fuel filter, which can be by-
mal oil cooling during extended ground operation by
passed if necessary and then through the high-pres-
using 14th stage bleed air when the power levers are
sure fuel pump before entering the fuel-metering
below FLT IDLE. The system is controlled using the
portion of the FPMU. A pressure relief valve located in
SAMU, OIL COOLER FLAPS page.
the high-pressure pump outlet, opens if pressure is ex-
The system can be operated in manual mode if MAN
cessive. The relief valve pressure setting is higher than
selected and flaps positioned using the OPEN or
the gear pump will deliver in normal operation.
CLOSE soft-keys, or in automatic mode if AUTO se-
F1 A solenoid controlled air vent valve enables any
lected.
air in the system to bleed off during starting. The air
vent valve closes when substantially air-free fuel flow
is attained. On engine shutdown, the air vent valve is
energized closed to ensure air free fuel is maintained
between the gear pump and FPMU. F1

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 FAM.1C-27J-1

Figure 1-12 F1 AE2100D2 Engine fuel system block diagram F1

1-25
FAM.1C-27J-1

Figure 1-12 F2 AE2100D2A Engine fuel system block diagram F2

1-26
 FAM.1C-27J-1

Figure 1-13 F1 High pressure fuel system F1

1-27
FAM.1C-27J-1

Figure 1-13 F2 High pressure fuel system F2

1-28
 FAM.1C-27J-1

Figure 1-14 Engine oil system schematic

1-29
FAM.1C-27J-1

The system is operating when the following conditions COMPRESSOR ACCELERATION BLEED AIR
are met: SYSTEM
– Oil cooler flap position greater than 80 percent, The compressor acceleration bleed air system con-
sists of the FADEC controlled Compressor Accelera-
– Oil temperature above approximately 80 °C, tion Bleed Control Valve (CABCV) and two
– Airspeed less than 50 knots, compressor bleed valves. The CABCV controlled com-
pressor bleed valves allow 10th stage compressed air
– Power levers less than 29 degrees. bleed off into the nacelle cavity during initial starting to
ACAWS alerts the crew if the oil cooler augmentation allow surge free acceleration to idle speed. After the
system fails on. engine gas generator has reached sufficient speed,
14th stage bleed air pressure closes the two 10th stage
compressor bleed valves.
STARTING SYSTEM
An air turbine starter drives the power section acces- ENGINE CONTROLS AND INDICATORS
sory gearbox for ground or air starts. The starting sys-
tem consists of a starter and a starter control valve. On
Power Levers
the ground, air for starting may be supplied by the
APU, an external air source or by an operating engine. The power levers are quadrant mounted in the center
In flight when a starter assist is required, starting is ac- console (Figure 1-16). Each power lever has two dis-
complished by routing bleed air from the operating en- tinct ranges of movement, ground and flight. The
gine or APU. Air is routed from the selected bleed air ground range is further divided into two ranges, the
source through the aircraft bleed air ducting to the beta range and the reverse range. In the beta range,
starter control valve. propeller blade angle is scheduled as a function of
When the ENGINE START selector (Figure 1-15) is power lever angle and engine power is regulated to
placed to the START position the controlling FADEC maintain RPM.
initiates the engine starting sequence. The starter con- In the reverse range, engine power is scheduled as a
trol valve opens and regulates airflow to the starter in function of power lever angle and propeller blade angle
response to a starter-requested signal from the con- is adjusted as required to maintain governing RPM.
trolling FADEC. In the flight (governing) range, the FADEC schedules
The EXT AIR, APU or ENG BLEEDS switches on the engine power as a function of power lever position and
ECS/BLEED control panel (Figure 1-6, sh. 1) allow for adjusts propeller blade angle to maintain 100 percent
selection of bleed air source. The EXT AIR position al- RPM.
lows for starting with pressurized air supplied by an ex- The power levers have the following five placarded po-
ternal source. The ENG switch is used when it is sitions:
desired to start an engine with bleed air supplied from
the other operating engine. The APU switch allows for – MAX REV is the full aft power lever position.
starting with pressurized air supplied by the APU. – GND IDLE is a detent position. This position sets
propeller blade angle to the optimum thrust for nor-
mal ground operations.
IGNITION SYSTEM
– FLT IDLE is the transition point between the
The ignition system consists of two igniters, two igni- ground and flight (governing) ranges. A step in the
tion leads, two ignition exciters, and a PMA. The high- quadrant limits aft travel of the power lever at this
energy, high-tension, continuous-duty ignition exciters position until it is lifted and pulled into the ground
are controlled by the FADECs. The single PMA has range.
two sets of single-phase windings that provide power
to the ignition exciters. Each of the windings is dedicat- – MAX CONT is a detented position.
ed to a single igniter. This enables the engine to start – TAKEOFF is the maximum power position.
and operate satisfactorily with one igniter operating. If
PMA fails, the engine can not be started.

1-30
 FAM.1C-27J-1

The propeller is also commanded to the minimum

WARNING drag angle. Selecting STOP during the automatic
start cycle also closes the starter control valve and
de-energizes the ignition. To prevent inadvertent
Since the "Ground Beta Enable Per- movement from RUN to STOP, a mechanical ramp
mission" MC BIT is always set to requires that the start selector must be pulled to
TRUE, it is possible to operate the en- select the STOP position.
gine into the BETA range moving the
power levers below FLT IDLE during – RUN is the engine operating position. This switch
flight. Positioning of the power levers position allows the engine to continue to run follow-
below the FLT IDLE stop in flight is ing a successful start. The starter control valve au-
prohibited. This could lead to loss of tomatically closes and the white start box
aircraft control or may result in an en- extinguishes when the start cycle is terminated.
gine overspeed condition. – START (spring-loaded to RUN) initiates the start
sequence. It opens the starter control valve and il-
Dual electrical resolvers in the power lever quadrant
luminates a white box with a timer around the en-
are energized by the FADECs and provide a return sig-
gine instruments on the Color Multipurpose
nal to the FADEC. Although some discrete signals are
Display Unit (CMDU) for the engine being started.
supplied to the FADECs from aircraft systems through
The selector must be held to START for 1 second,
the 1553B data bus, the FADECs are capable of con-
then released to RUN position to initiate the start
trolling the engine independently of aircraft data other
cycle. The controlling FADEC then automatically
than power lever angle. Even with failure of the dual re-
initiates fuel and ignition at the proper RPM. The
solver, the FADEC defaults to the last selected setting
FADEC will automatically terminate the start for a
until the engine is shutdown.
stagnated start (ground only), flameout, or no light-
off.
LOW SPD GND IDLE Switch-lights
Two momentary contact low speed ground idle switch-
NOTE
lights (LOW) (Figure 1-16) are located behind the pow-
er levers. Selecting LOW signals the FADECs to re- The pilot may override the automatic stop
duce fuel and propeller RPM for ground operation. The feature by holding the ENGINE START
FADEC automatically cancels low speed ground idle selector in the START position. If a condi-
operation if the power lever is moved to the flight tion occurs that would normally cause an
range. Each switch-light illuminates the legend LOW automatic stop, the appropriate warning
when its respective engine is selected. will be displayed.

ENGINE START Selectors Oil Cooler Flaps Control

The ENGINE START selectors (Figure 1-15) are used Airflow through the oil cooler is governed by a control-
for ground and air starts, motoring the engines, normal lable oil cooler flap, which restricts the opening of the
ground engine shutdown, and cruise engine shut- oil cooler air exit duct. The system is controlled using
downs. A four position ENGINE START rotary selector the SAMU. Pressing the ENG hard-key brings up the
(MOT, STOP, RUN, and START) for each engine is ENGINES menu. From the menu pressing the OIL
used to control engine start operation. The operational COOLER FLAPS soft-key brings up the OIL COOLER
description below assumes that the necessary electri- FLAPS submenu.
cal power and bleed air is available for engine start. The system can be operated in manual mode by tog-
gling the AUTO/MAN soft-key to MAN. The oil cooler
– MOT (spring loaded to STOP) is used to motor the
flaps can then be positioned using the OPEN or
engine, to remove unburned fuel in case of no ig-
CLOSE soft-keys.
nition, or to cool the engine following an aborted
The system can also be operated in an automatic
start attempt. Holding the selector in the MOT po-
mode by toggling the AUTO/MAN soft-key to AUTO.
sition opens the starter control valve but does not
When in automatic mode the position of the oil cooler
provide neither fuel nor ignition.
flap is automatically positioned by the NIU based on oil
– STOP is used to shutdown the engine. Positioning cooler outlet temperature. The OIL COOLER FLAPS
the selector to STOP, shuts off fuel at the engine page also provides an indication of the flap position in
and closes the bleed air shut-off valve. percentage of full open.

1-31
FAM.1C-27J-1

Figure 1-15 Engines start control panel

1-32
 FAM.1C-27J-1

Figure 1-16 Engine power levers

1-33
FAM.1C-27J-1

FADEC Switches – Precautionary Range - Yellow radial line and arc/

boxed digital readout,
A three position FADEC (ALT, NORM, and RESET)
toggle switch for each engine (Figure 1-11) allows lim- – Normal Operating Range - Green arc/White boxed
ited crews access to a failed or faulty FADEC. The ALT digital range.
position is used to select the alternate FADEC in the
Power turbine speed (NP), fuel flow (FF), and oil status
event that a failed or faulty FADEC does not automati-
data are displayed in digital format only. If an engine is
cally change. The NORM position permits normal op-
operated within either the caution or warning range a
eration of the FADECs. RESET initiates a signal to
box is drawn around the digital readout. The box and
both FADECs to clear all fault indications in each FA-
digital readout display is colored yellow for caution and
DEC. If the fault condition(s) still exist, the FADECs will
red for warning ranges. Additionally, when an engine
detect and report them on the next update.
fail ACAWS alert is activated, the affected engine in-
strumentation is highlighted with a single white box
BETA Lights drawn around all nine display parameters. This box is
identical to the engine start box.
The beta light indications, one for each engine, include
two NVIS green BETA 1 and BETA 2 lights located in
front of each pilot station (Figure 1-17), within the pilot Horsepower (HP) display
and copilot’s primary field of view, above respectively
The HP dial displays the horsepower produced by the
the No. 1 and 5 CMDU.
engine. The digital readout is displayed in the upper
The BETA lights are illuminated by the Mission Com-
left quadrant of the HP dial. The analog readout is
puter whenever the engine's propeller is in its normal
shown using a pointer and movable tape. Fixed line
low pitch ground operating range (beta range), i.e. the
segments on the inside of the HP dial represent 1000
blade angle is less than 10.5 degrees.
horsepower increments. When the power levers are to
This indication is in addition to the BETA label already
maximum continuous power or less, the tape is white.
available below the engine HP display for each engine.
When the power levers are set above maximum con-
tinuous power for 5 minutes, the tape is yellow.
Color Multipurpose Display Unit (CMDU)
The Engine Status and ACAWS (ESA) display (Figure BETA display
1-17) is normally displayed on the No. 3 CMDU, but
can be displayed on either CMDU displays (DISP) A green B is displayed in the center of the HP dial
No. 2, 3, or 4 using the Single Avionics Management when the propeller blade angle is less than 23 degrees
Unit (SAMU) menu. If data received from the mission but greater than 10.5 degrees. The FADEC indicates
computer is invalid, the associated display will be that the beta condition is available but the propeller
blanked and replaced with X's; i.e., 14.5 becomes pitch has not yet reached the beta range (Beta Ready).
XX.X. The right hand side of the ESA display is re- A white BETA label is displayed below the affected en-
served for ACAWS messages. gine HP display and the relative pilot and copilot green
The primary engine data is displayed in both digital and BETA 1 and BETA 2 lights will illuminate (Figure 1-17)
analog dial gauge formats on the left half of the ESA when the propeller is in the beta range (blade angle
display. The digital readouts provide an exact value less than 10.5 degrees).
while the analog readouts provide trend data and cross
engine comparisons. Each of these formats is dis-
played with No. 1 engine data displayed to the left and WARNING
No. 2 engine data displayed to the right. If an engine is
operated within either the caution or warning range a
box is drawn around the digital readout. The box, digi- Since the "Ground Beta Enable Per-
tal readout, and analog dial gauge pointer display are mission" MC BIT is always set to
colored yellow for cautions and red for warnings. TRUE, it is possible to operate the en-
The engine instrument markings are displayed in color gine into the BETA range moving the
to allow engine-operating conditions to be quickly eval- power levers below FLT IDLE during
uated. flight. Positioning of the power levers
These markings are displayed on the selected CMDU below the FLT IDLE stop in flight is
as follows: prohibited. This could lead to loss of
– Maximum Limits - Red radial line and arc/boxed aircraft control or may result in an en-
digital readout, gine overspeed condition.

1-34
 FAM.1C-27J-1

Figure 1-17 Engine status and ACAWS (ESA) display

1-35
FAM.1C-27J-1

FADEC commanded shutdown Oil Quantity (QTY)

A FADEC commanded engine shutdown is indicated The QTY digital readout indicates the total oil quantity,
by a red FAIL legend within a red box displayed below in gallons, in each main oil tank.
the affected engine HP dial. ACAWS will display the
associated engine failure message.
Engine Start

Measured Gas Temperature (MGT) display During engine start a single white box is displayed
around all nine parameters for the engine being start-
MGT is the measure of engine exhaust gas tempera- ed. The box is removed at the termination of the start.
ture. It represents the temperature of the gases at the
inlet vanes of the power turbine.
SAMU Controls

Gas Generator Speed (NG) (See paragraph titled SINGLE AVIONICS MANAGE-
MENT UNIT (SAMU) and Figure 1-100 in the Avionics
NG is the measure of core engine speed. It represents source data package).
the percentage of maximum rated operating speed for The ENGINES menu pages in the SAMU provide for
the gas generator. selection of engine diagnostics, oil cooler flaps opera-
tion, backup controls for engine ice protection and ON/
OFF selection of engine auto shutdown. Pressing the
Power Turbine Speed (NP)
ENG hard-key brings up the ENGINES menu. From
The NP digital readout indicates the percentage of nor- this menu, either ENG DIAGNOSTICS, ENG/NAC ICE
mal operating speed for the propeller (and power tur- PROT, or OIL COOLER FLAPS submenu and AUTO
bine) for each engine. SHUTDOWN ON/OFF function can be selected.

Fuel Flow (FF) ENG DIAGNOSTICS submenu

The FF digital readout indicates the rate at which fuel, This submenu has soft-keys that allow for recording of
in pounds per hour, is being fed from the FPMU to the Engine Monitoring (EMS) event data, downloading of
fuel nozzles. engine data for each engine, or selection of ENGINE
DATA, FADEC CAL, NIU RESET and PROP OVRSPD
GVNR submenu(s).
Gearbox Oil Pressure (G PSI)
– ENGINE DATA submenu. This submenu gives a
The G PSI digital readout indicates the pressure, in presentation of power lever angle, propeller pitch
pounds per square inch, of the supply oil in the propel- angle, and FADEC in control for each engine.
ler gearbox. The pressure is measured downstream of
the gearbox supply pump. – FADEC CAL submenu. This submenu allows for
selection of FADEC calibration test for each en-
gine.
Engine Oil Pressure (E PSI)
– NIU RESET submenu. This submenu allows for re-
The E PSI digital readout indicates the pressure, in set of the NIU for each engine.
pounds per square inch, of the supply oil in the gas
– PROP OVRSPD GVNR submenu. This submenu
generator and power turbine section of the engine. The
allows for initiation of the propeller overspeed gov-
pressure is measured downstream of the accessory
ernor test for each engine.
gearbox supply pump.

ENG/NAC ICE PROT submenu

Oil Temperature (TEMP)
This submenu allows for backup operation of the en-
The TEMP digital readout indicates the temperature, in
gine and nacelle anti icing system. The NORM/OVER-
degrees centigrade, of the oil supplied to the engine.
RIDE soft-key toggles between NORM and
The temperature is measured at the oil tank outlet
OVERRIDE. NORM allows the OFF, ON, or AUTO
(sump).
menu items to be highlighted as selected on the ICE
In case of oil tank temperature sensor failure the oil
PROTECTION panel.
temperature displayed is the ACOC outlet.

1-36
 FAM.1C-27J-1

OVERRIDE allows OFF, ON, or AUTO menu items to NP 1 (2) LO

be selected to control ice protection independent of the
OIL 1 (2) HOT
ICE PROTECTION panel switch position. OIL AUG 1 (2) FAIL ON
OIL QTY 1 (2) LO
OIL TEMP 1 (2) LO
OIL COOLER FLAPS submenu
PWR LEVER 1 (2) FAIL
This submenu allows for operation of the oil cooler flap
ADVISORY
system for each engine. The oil cooler flap system can
be operated in manual mode by toggling the AUTO/ AUTOFEATHER OFF
MAN soft-key to MAN. The oil cooler flaps can then be AUTOFEATHER SWITCH FAIL
AUTO SHUTDOWN INACTIVE
positioned using the OPEN or CLOSE soft-keys.
The system can also be operated in an automatic ENG 1 (2) FUEL TEMP LO
mode by toggling the AUTO/MAN soft-key to AUTO. In ENG 1 (2) MAINT VIB LIMIT
ENG 1 (2) NO 109% PROTECT
automatic mode the position of the oil cooler flap is au- ENG 1 (2) NO LIGHTOFF
tomatically positioned based on oil cooler outlet tem- ENG 1 (2) NO MGT LIMIT
perature. The OIL COOLER FLAPS page also ENG 1 (2) OIL PRESS HI
ENG 1 (2) SHUTDOWN
provides an indication of the flap position in percent- ENG 1 (2) STAGNATED START
age of full open. ENG 1 (2) START SYS FAIL

FADEC 1A (2A) COMM FAIL

FADEC 1A (2A) FAIL
ENGINE ACAWS MESSAGES FADEC 1B (2B) COMM FAIL
FADEC 1B (2B) FAIL
ACAWS messages, conditions, and crew action for a FUEL FILTER 1 (2)
specific message is listed in Section III of this manual. NG 1 (2) HI
The following table lists the ACAWS messages and the NP 1 (2) HI
message urgency level.
OIL FLAP 1 (2) AUTO FAIL
SPECIAL ALERT OIL TEMP 1 (2) HI

ENG 1 (2) FAIL (Voice) START VLV 1 (2) FAIL

WARNING

AUTOFEATHER
PROPELLERS
ENG 1 (2) MGT HI

START VLV 1 (2) OPEN

DESCRIPTION
CAUTION
Each engine is equipped with a Dowty R391 six-blade,
ENG 1 (2) AUTO SHUTDOWN
ENG 1 (2) FAIL coarse seeking counter-weight design, variable pitch
ENG 1 (2) FLAMEOUT propeller (Figure 1-18). Each propeller blade is of com-
ENG 1 (2) FUEL PRESS LO posite construction featuring lightning conductors, a
ENG 1 (2) HP HI
ENG 1 (2) MGT HI deicing boot, and a reinforced leading edge. Speed
ENG 1 (2) NG BACKUP CNTL governing and synchrophasing are controlled by the
ENG 1 (2) NO OIL PRESS FADEC.
ENG 1 (2) OIL ACCUM FAIL
ENG 1 (2) OIL PRESS LO
ENG 1 (2) SHUTDOWN ADVISED
ENG 1 (2) VIB HI PROPELLER BLADES
FADEC 1 A & B (2 A & B) FAIL The propeller blades are constructed of a lightweight
FADEC 1A (2A) START FAULT
FADEC 1B (2B) START FAULT polyurethane foam core with carbon fiber spars as the
main structural members, enclosed in a carbon/glass
GBOX 1 (2) NO OIL PRESS fiber envelope. Blade erosion and foreign object dam-
GBOX 1 (2) OIL PRESS HI
GBOX 1 (2) OIL PRESS LO age protection is provided by an overall sprayed coat-
ing of polyurethane elastomer and a single piece nickel
HOT START 1 (2) guard recessed in the blade leading edge.
LSGI NP 1 (2) HI
NG 1 (2) OVERSPEED
NIU 1 (2) FAIL

1-37
FAM.1C-27J-1

Blade deicing is achieved by a surface mounted elec- Loss of servovalve pilot pressure results in propeller
trically heated rubber deicer boot, recessed in the in- RPM increasing until the OSG assumes control.
board leading edge. A braided metal conductor The Ground Beta Enable Valve (GBEV) removes the
recessed from tip to root on both upper and lower hydraulic low pitch stop (13 ± 2 degrees) and isolates
blade surfaces provides lightning protection. the OSG during ground beta operations to prevent it
from reaching to overspeed transients. It is operated
by a dual coil solenoid. One coil is connected to
HUB ASSEMBLY FADEC A and the other coil is connected to FADEC B.
The solenoid coils are energized when, power is below
The principal functions of the hub assembly are to pro-
flight idle, propeller blade angle is below 23 degrees,
vide as attachment point for the blades, provide a
and the FADEC is capable of controlling the GBEV cir-
means of attaching the propeller to the Propeller Gear-
cuit. Ground beta taxi and reverse mode operation is
box (PGB) and to transmit engine horsepower to the
enabled when either solenoid coil is energized. When
propeller blades. The hub assembly is a lightweight
both solenoid coils are de-energized, the GBEV
forged, corrosion resistant aluminum alloy, split hub
adopts the flight position.
design. It is mounted on the PGB propeller flange by
The feather valve allows the auxiliary feather pump to
studs and drive/location dowels.
override the PCU servovalve to feather the propeller.
This override function protects against system failures
in which the primary system is incapable of feathering
PROPELLER CONTROL
the propeller. Two Rotary Variable Differential Trans-
The propeller control components include the pitch ac- formers (RVDTs) provide blade angle feedback to the
tuator, Pitch Control Unit (PCU), high-pressure pump, FADECs for propeller control. In the beta operating
and Overspeed Governor (OSG), auxiliary pump, and range, propeller blade angle is controlled to a specific
Magnetic Pulse Unit (MPU). The electrically operated schedule and a constant speed is maintained by con-
PCU provides control of propeller pitch for all normal trolling fuel flow. In flight, the FADECs use RVDT feed-
operating modes by controlling the flow of oil to the back data to set a software fine stop at 15 degrees
pitch actuator in response to FADEC. blade angle, to generate an electronic beta floor, and
for fault detection. The primary function of the unfeath-
er valve is to allow the propeller to be unfeathered for
Pitch Actuator ground maintenance. When the propeller control
The pitch actuator consists of a double acting piston switch is held in the unfeather position, the propeller
and crosshead assembly controlled by the PCU. For unfeather solenoid in the PCU and the auxiliary feather
ground range pitch settings, the system uses the dou- pump motor are energized to supply oil to the servov-
ble acting piston for coarse and fine pitch changes. In alve to unfeather the propeller.
the flight range, the system depends on fine pitch
changes to balance the coarse seeking blade/counter- High Pressure Pump and Overspeed Governor
weight loads. Unit (OSG)
The GMAD driven, gear-type, high-pressure pump
Pitch Control Unit supplies oil for PCU operation. It incorporates a fly-
weight controlled OSG to provide backup propeller
The PCU includes a servovalve, a ground beta enable
overspeed protection. If propeller speed exceeds 104
valve and solenoid, feather valve, beta feedback trans-
percent, the flyweights displace a spool valve to con-
ducers, unfeather valve and solenoid, and various con-
nect the PCU oil supply line to drain. This allows the
trol valves and restrictors. The servovalve is the
counterweights to drive the propeller blades toward
primary control device within the system and is re-
feather to control the overspeed.
quired in all operating modes and functions except for
manual feathering. Two independent coils, each of
which is connected to one of two FADECs, control the Auxiliary Feather Pump
servovalve. The servovalve modulates the flow of
high-pressure oil to the pitch actuator to change blade The auxiliary feather pump consists of an electric mo-
angle in response to FADEC signals. In the event of an tor driving an external gear pump. It provides backup
auxiliary pump loss, or associated failure during man- oil pressure for full feathering when the FADEC con-
ual feathering, the FADEC signals the servovalve to trolled feathering system is inoperative, when the high-
drive toward feather. With drive signal loss from both pressure pump oil pressure is insufficient, and for
FADECs, the propeller blade pitch automatically drives ground maintenance purposes.
coarse toward feather.

1-38
 FAM.1C-27J-1

Figure 1-18 Propeller

1-39
FAM.1C-27J-1

The auxiliary feather pump is powered and controlled A two position, on or OFF, PROP SYNC switch is locat-
independently of the FADECs. ed on the PROPELLER CTRL panel (Figure 1-11). The
normal position is on. Pressing the switch selects pro-
peller synchrophasing OFF.
Magnetic Pulse Unit
The dual channel MPU, mounted on the propeller
brush block, detects the passing of each blade as the PROPELLER ACAWS MESSAGES
propeller rotates. Each channel is connected, via a ACAWS messages, conditions, and crew action for a
separate connector, to an individual FADEC channel. specific message is listed in Section III of this manual.
The FADECs use MPU output to determine propeller The following table lists the ACAWS messages and the
phase position. The MPU also provides backup NP message urgency level.
sensing should the primary and secondary sensors
fail. WARNING

PROP 1 (2) LO PITCH STOP FAIL

PROPELLER CONTROLS AND INDICATORS CAUTION

The fire handle controls propeller feathering for emer- PROP 1 (2) CNTL LOST
gency situations. Operational considerations may re- PROP 1 (2) NO BETA CNTL
PROP 1 (2) OVERSPEED
quire engine shutdown without using the engine fire
handle. In this case, engine shutdown can be accom- ADVISORY
plished by placing the ENGINE START switch to STOP
PROP 1 (2) 104% GOV FAIL
and the PROPELLER CTRL switch to FTHR. PROP 1 (2) NO 119% PROTECT
PROP 1 (2) OVERSPEED TEST INCONCLUSIVE

PROPELLER CTRL Switches

Two, three position guarded PROPELLER CTRL
(FTHR / NORM / UNFTHR) switches (Figure 1-11) AUXILIARY POWER UNIT
(spring-loaded to NORM from UNFTHR and toggle to
NORM from FTHR) are installed on the overhead con-
sole. The engine must either be operating in low speed DESCRIPTION
ground idle with the power levers at GND IDLE or the
The Auxiliary Power Unit (APU) (Figure 1-19) is in-
ENGINE START switch to STOP and NG < 29% before
stalled in the forward part of left main landing gear
selecting FTHR. The FTHR position activates the aux-
wheel well. The APU is a gas turbine engine which pro-
iliary feather pump and feathers the propeller.
vides power to drive the necessary accessories and to
The auxiliary feather pump automatically shuts off after
maintain safety operation.
30 seconds. The NORM position is used to shut off the
The APU supplies mechanical power to drive a 50/60
pump. The UNFTHR position is used on the ground
KVA generator fitted on the APU gearbox and provides
with the ENGINE START switch to STOP and NG = 0.
compressed bleed air for main engine starting both on
Holding a PROPELLER CTRL switch in the UNFTHR
the ground and in flight and cabin air conditioning/pres-
position activates the auxiliary feather pump and com-
surization.
mands the propeller to unfeather. The propeller will
The APU is controlled and monitored by the APU/FA-
drive to full reverse unless the switch is released. The
DEC, which is installed on the avionic rack. It is a mi-
auxiliary feather pump automatically shuts off after 30
croprocessor based electronic controller and provides
seconds.
the necessary functions for control sequencing, condi-
tion monitoring, fault detection, fault isolation, and pro-
Propeller Synchrophasing tection of the APU system. The APU/FADEC also
performs the interface functions between the aircraft
Synchrophasing reduces propeller noise and vibration. and the APU system and transmits, when the aircraft
Automatic speed/phase synchronization is provided in ground, fault log data to the Mission Computer, fol-
for forward thrust operation. The synchrophasing func- lowing a request.
tion is based on a master-slave control concept in The APU air intake is composed of a NACA flush type
which one of the engine/propeller units serves as the inlet located on the forward upper skin of the landing
master for the other slave unit. It is effective only in for- gear fairing, and an intake duct which connects the in-
ward mode (no beta control). let to the APU inlet plenum.

1-40
 FAM.1C-27J-1

The inlet is provided with a three-position inlet door APU COMBUSTOR MODULE
(closed, for APU not operating or APU fire, partially
open for APU starting and fully open for APU available The APU combustor module is composed of a com-
operation) driven by an electrical actuator and con- bustor housing, a combustor liner and start and main
trolled by the APU control circuitry. fuel nozzle bosses. Fuel is sprayed into the combus-
tion chamber, mixed with air and burned. The combus-
The APU can be started and stopped via a APU start tion gases rotate the turbine which provides the
control switch located on the APU control panel. Oper- necessary power to drive the compressor and acces-
ational conditions are indicated to the pilot by an Ex- sories unit. Burnt gases are exhausted through an
haust Gas Temperature (EGT) and a % speed digital eductor.
readouts.
The Data Memory module (DMM) is an engine mount-
ed, microprocessor based, electronic unit that commu-
APU FUEL SYSTEM
nicates with the APU/FADEC over a serial data bus. The APU fuel system is controlled by the APU/FADEC
The DMM stores information pertaining to the APU in and provides sufficient fuel to the APU under all oper-
its Non-Volatile Memory (NVM). ating conditions. It is composed of a fuel control as-
Data stored within the DMM shall include: APU, FA- sembly (fuel servo-valve, differential pressure valve
DEC, and DMM serial number, number of starts-oper- and fuel pressure relief valve) controlled by the APU/
ating hours and APU and FADEC fault history. The FADEC, a two-stage fuel pump, two normally closed
FADEC updates the DMM at the same time the date is solenoid valves (one for the start fuel line and one for
updated in the FADEC NVM. This feature enables the main fuel line), six main fuel injectors and three
hours/cycles and fault history to be resident in the APU start fuel injectors.
assembly. The differential pressure valve maintains constant dif-
ferential pressure across the servo valve so that me-
The APU is provided with a fire detection and extin- tered flow from the servo valve is linear in response to
guishing system (see FIRE PROTECTION SYSTEM the commanded input current.
paragraph). When the APU starting procedure is engaged, the
APU/FADEC energizes open the start solenoid valve,
The APU compartment ventilation is provided by two so that fuel is directed toward the three start fuel injec-
inlets; the flow is driven, on the ground, by the APU ex- tors. At 14% rpm, the APU/FADEC energizes the Main
haust eductor, while in flight ram effect is predominant. fuel valve open and when the pressure at the Flow di-
APU operation is possible in all the operating condi- vider reaches 200 psid, the fuel starts to flow through
tions of the aircraft. APU electrical system is supplied the six main fuel injectors. At 85% rpm, the APU/FA-
by 28 V dc EMER BUS (PP3). DEC de-energizes the start solenoid valve and the fuel
is supplied through the main fuel injectors only.
For the low pressure fuel system, refer to APU FUEL
APU GEARBOX MODULE SUPPLY SYSTEM paragraph of this Section.
The APU gearbox module distributes the shaft power
produced by the turbine to the APU accessories and to
the generator. It includes the train of reduction gears
APU OIL SYSTEM
and provides pads for electrical generator, fuel pump The oil system is contained inside the gearbox module,
and metering unit and electrical starter motor. which also acts as an oil tank. Oil is sump from oil tank
The gearbox module also encloses the APU oil system through a lube pump and directed to the oil cooler lo-
and associated pumps, the oil cooler and the oil cooler cated on the APU assembly, inboard side. A fan as-
cooling fan. sembly delivers cooling air to the oil cooler, via a
dedicated duct. The oil under pressure is filtered, and
then sent to the bearings of rotable parts and to the
APU TURBINE MODULE electrical generator. The oil returning from the electri-
The APU turbine module drives the compressor and cal generator is filtered again before being returned to
the APU's accessories. The unit consists of a single the sump.
stage radial compressor casing, the compressor dif- An oil pump deprime valve, normally closed, is ener-
fuser, the rotor assembly (compressor impeller, turbine gized by APU/FADEC during APU start, to minimize
wheel and tie shaft) and the single stage radial turbine the oil present in the rotating assemblies, thus reduc-
casing. Both the compressor and turbine casings fea- ing APU drag during start.
ture a full rotor burst containment capability.

1-41
FAM.1C-27J-1

Figure 1-19 Auxiliary Power Unit

1-42
 FAM.1C-27J-1

Deprime valve is also operated during shut down to – interfaces to aircraft cockpit, ACAWS and mainte-
enhance oil scavenge in shut down, minimizing thus oil nance system,
drag at the next start.
– protects the APU health (prevents compressor
The low oil pressure and the high oil temperature are
surge, overspeed, EGT exceedance, monitors oil
monitored by the APU/FADEC through dedicated sen-
pressure and temperature).
sors.

APU Start
APU BLEED AIR SYSTEM
The start sequence begins when the 28 V dc EMER
The APU bleed air system supplies bleed air for the air- BUS (PP3) is available and the APU start control
craft pneumatic system when the APU rpm is 95% or switch on the APU control panel is set to START and
more. then to RUN positions.
The APU bleed air system is controlled by the APU/FA-
DEC and it is composed of a Modulating Bleed Valve The APU inlet door actuator is energized and opens
(MBV), an Anti-Surge Valve (ASV) and a bleed dis- the inlet door to the partially open position. As soon as
charge duct. the APU/FADEC detects that the partially open posi-
Upon aircraft request, FADEC opens the MBV (butter- tion has been reached and successfully completes the
fly type), which delivers the compressed air to the air- start BIT, it energizes the oil pump deprime valve, the
craft via a bleed duct, exiting the combustor housing anti-surge valve and enables the APU START signal
with a flexible joint to prevent stresses due to relative for the Power Distribution Unit (PDU).
displacements and thermal expansions. The PDU energizes the starter motor with 28 V dc and
The ASV is a pneumatically operated gate valve, nor- the START caption on APU start/avail indicator in-
mally closed, which is operated by the FADEC to pro- stalled on the APU control panel.
vide surge margin when the MBV is closed. The ASV
discharges the bleed flow through a bleed discharge The APU begins to rotate and at 3% rpm the APU/ FA-
duct into the eductor system. DEC energizes the start fuel valve and the exciter.
When the 20% rpm is reached the APU/FADEC de-en-
ergizes the oil pump deprime valve.
APU IGNITION AND STARTING SYSTEM The start logic of the APU/FADEC removes the electri-
The ignition system is made up of an exciter (fed by the cal supply from the APU START contactor which
APU/FADEC), two igniters and two ignition cables con- switches off the starter motor (at 50% rpm) and the
necting the exciter with the igniters. START caption on APU start availability indicator.
The two igniters provide the sparks to ignite the fuel/air 3 seconds after reaching 95% rpm, the FADEC pro-
mixture in the combustion chamber during APU start. vides the “ready-to-load” signal to the aircraft circuitry
Ignition is controlled through the APU/FADEC. The which energizes the APU inlet door actuator to open
APU is started by means of a 28 V dc electrical starter completely the inlet door, and the AVAIL caption on
motor which drives the rotating unit and is controlled by APU start/avail indicator on the APU control panel.
the FADEC and aircraft circuitry. This indicates that the APU is available to supply pneu-
matic and electrical power to other aircraft systems.

APU CONTROL SYSTEM APU Shutdown

The control system consists of an aircraft circuitry, and The APU can be shutdown in the following ways:
FADEC, which interfaces to valves, switches and sen-
sors on the APU, as well as to aircraft systems and – By setting the APU start control switch on APU
provides the following functions, to enable a fully auto- control panel to STOP position. A signal of APU
matic and unattended APU operation: stop is sent to the APU/FADEC, which immediately
shuts the APU down. The inlet door actuator is en-
– automatic start and shutdown of the APU, ergized to close 30 seconds after the STOP com-
– maintains 100% rpm for aircraft electrical loads, mand.
The APU can be shutdown also by pushing the
– commands the APU to provide bleed air to the air- APU remote SHUT DOWN switch on the APU ex-
craft, ternal controls (on the rear part of the left main
– monitors critical parameters and provides fault di- landing gear fairing see Figure 1-20) and also
agnosis and isolation, when the APU FIRE handle is pulled.

1-43
FAM.1C-27J-1

– For a detected APU fire condition, the fire detector FIRE APU Handle
sends a signal to the APU/FADEC which com-
mands the APU shutdown. This is installed on the front overhead control panel
(Figure 1-6, sh. 2). When the handle is pulled out it im-
– The APU is automatically shutdown by the FADEC mediately stops the APU (see FIRE PROTECTION
if one of the following faults occurs: SYSTEM paragraph).
- APU/FADEC failure,
- overspeed, APU Bleed Pushbutton
- underspeed,
This is installed on the ECS/BLEED control panel on
- APU inlet door failed closed (during on-ground
the overhead panel (Figure 1-6, sh. 1). When the push-
APU start),
button is pushed, the bleed servo-valve of the APU is
- low oil pressure (on-ground only),
open if the APU is “ready-to-load” (see BLEED AIR
- high oil temperature (on-ground only), SYSTEM paragraph).
- oil pressure switch shorted (on-ground only),
- EGT overtemperature (on-ground only).
APU Remote SHUT DOWN Switch
APU fuel shut off valve will be closed whichever is the This is installed on the APU external control panel on
shut off cause (crew command, fire detection signal or the rear part of the left main landing gear fairing. It is
FADEC signal). used for APU shutdown in case of fire during on
ground APU operations.

APU CONTROLS
APU SYSTEM INDICATIONS
The APU controls are located on the APU control panel
(Figure 1-20) on the overhead console. The APU system indications are located on the APU
control panel (Figure 1-20) on the overhead panel.
APU Start Control Switch
APU Start/Available Indicator
This switch enables the pilot to start or shutdown the
APU. The control switch is a toggle switch with three The indicator has two green labels: START and AVAIL.
positions: START, RUN and STOP which have the fol- The green START label is illuminated during the APU
lowing functions: start sequence (0 to 50% RPM).
The green AVAIL label is illuminated after 3 seconds
– START: (upper momentary position, spring-loaded
the APU has reached 95% RPM.
to RUN) initiates the automatic start sequence for
the APU.
– RUN: (center stable position) is the APU operating
EGT Digital Readout
position. It powers APU/FADEC and circuits. APU This green digital readout (3 digits), labeled EGT °C,
electrically-driven fuel pump in the tank is ener- shows the actual Exhaust Gas Temperature datum,
gized. provided by the APU/FADEC, in °C.
A lever lock prevents inadvertent movement from
RUN to STOP, a mechanical ramp requires that the
control switch must be pulled to select the STOP RPM Digital Readout
position. This green digital readout (3 digits), labeled RPM %,
– STOP: (lower stable position) is used to shutdown shows the actual APU speed datum, provided by the
the APU. In this position the fuel to APU is turned APU/FADEC, in % of RPM.
off. The STOP position is protected by a lever lock
from the centre position to prevent inadvertent op-
eration. APU ACAWS MESSAGES
ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.

1-44
 FAM.1C-27J-1

Figure 1-20 APU control panel

1-45
FAM.1C-27J-1

The following table lists the ACAWS messages and the Each one of the two fire detector loops consists of two
message urgency level. detectors that run on opposite sides of the nacelle and
are electrically connected in parallel to a single control-
CAUTION ler. The detectors are mounted to the struts and
APU BLD VLV FAIL frames, in the areas where fires are most likely to oc-
APU EGT OVERTEMP cur. The fire detector loops have two different power
APU FAIL sources. If either fire detector loop goes into the alarm
APU FUEL LO PRESS
APU INLET DOOR FAIL state, one of the following ACAWS warning messages
APU LO OIL PRESS is displayed:
APU OIL OVERTEMP
APU OVERSPEED – ENG 1 FIRE,
APU UNDERSPEED
– ENG 2 FIRE.
Direct signals from the fire detector controllers cause
FIRE PROTECTION SYSTEM the associated fire handle to illuminate.
Each nacelle is also provided with a single overheat
detector which is routed on the mid frame, close to the
bleed air ducting (which is the most likely cause of an
DESCRIPTION
overheat condition). It is connected to its own control-
The fire protection system permits detection, contain- ler. If an overheat condition is detected, one of the fol-
ment and extinguishing of fire, both in the engine na- lowing two ACAWS caution messages is displayed:
celles and in the APU bay. When a fire or engine
– NAC 1 OVERHEAT,
overheat condition is detected, the system generates
signals to alert the crew with fire lights, warning and – NAC 2 OVERHEAT.
caution alert, and ACAWS text messages.
In case of fire, three fire handles provide the crew with Since an overheat condition is probably caused by a
means to stop the flow of flammable fluids and to de- bleed air leak, the ENG 1, ENG 2, and APU bleed air
liver fire extinguishing agent within the affected zone. shut-off valves shall be closed via the ENG and APU
The system is provided with monitoring and system BLEED pushbuttons of the ECS/BLEED control panel
status features. in order to eliminate the overheat condition, depending
on where the leak is and the operating conditions.

FIRE AND OVERHEAT DETECTION AND APU Fire Detection

WARNING
The APU fire detection system consists of two detec-
The left and right engine nacelles and the APU bay are tors with associated controllers (loop A and loop B)
provided with sensors for fire detection. Overheat de- which run in parallel within the APU bay. The two de-
tection is also provided on the engines. Alarm signals tectors are identical in length and calibration setting. If
from each sensor are sent through different BAUs to either loop detects a fire or overheat condition, it gen-
the mission computer, to generate applicable ACAWS erates an alarm signal; the ACAWS Warnings are acti-
messages for display on CMDU. vated and the message “APU FIRE” is displayed on
The MASTER WARNING red lights or the MASTER the CMDU. larm signals from the controllers cause the
CAUTION yellow lights will flash on both pilot's and co- APU fire handle to illuminate. In case of APU fire dur-
pilot's reference set/warning panels when an ACAWS ing APU ground operation, a fire warning acoustic alert
message is displayed, while audible warning or cau- is also provided by using one existing bail out horn.
tion are also generated. The engines and APU fire and
engine overheat detectors are supplied by 28 V dc
from EMER BUS (PP3A) via the ENG 1 OVHT FIRE FIRE EXTINGUISHING
1A/2B, (APU FIRE) LOOP A and LOOP B circuit
breakers and from ESSEN BUS (PP4B) via the ENG 2 Both engine nacelles and the APU bay are provided
OVHT FIRE 1B/2A circuit breaker. with own bottle for fire extinguishing.

Engine Fire/Overheat Detection and Warning Engine Fire Extinguishing

Each engine nacelle is provided with two parallel fire There is one fire extinguisher bottle mounted in each
detector paths (loop A and loop B) and one overheat nacelle. The bottles are mounted outside the primary
detector. fire zones in the aft nacelle.

1-46
 FAM.1C-27J-1

Each bottle contains 11.58 lbs (5.25 kg) of Halon 1301 APU Remote Control Panel
fire extinguishing agent, charged to 800 psig with nitro-
gen at 21 °C (70 °F). The bottles have temperature A remote APU external control is provided on the rear
compensated pressure switches to monitor the extin- part of the left MLG fairing to allow maintenance crew
guishing agent for low pressure. for APU stop. A fire indication light and a fire extin-
Each bottle has two outlets with cartridge actuators guishing pushbutton are installed on the APU remote
and a filler port. One of the two outlets connects the control panel.
bottle to the spray piping in its own nacelle. The other
outlet connects the bottle to the opposite nacelle
through interconnecting crossover pipes and shuttle
FIRE HANDLES
valves, thus allowing a reserve supply. The cartridge Three fire handles labeled 1, APU, and 2, are located
circuits are monitored for continuity. on the FIRE section of the overhead console (Figure 1-
Both fire extinguisher bottles can be discharged by 21). The fire handles provide the crew with fire red vi-
pulling and rotating the illuminated fire handle. When sual alert and with control of fire extinguishing. The
powered, the cartridge actuator circuits are supplied by handles are labeled 1, APU and 2 and are associated
28 V dc from HOT EMER BAT BUS (PP5) via the respectively to the left engine nacelle, to the APU bay,
(FIRE EXTG) ENG 1 and ENG 2 circuit breakers and and to the right engine nacelle. The handles have a
from EMER BUS (PP3B) via the (FIRE EXTG) ENG 1 yellow, black and white diagonal striped background.
and ENG 2 circuit breakers.

Engine 1 and 2 Fire Handles

APU Fire Extinguishing
The 1 and 2 fire handles illuminate with red lighting
The APU fire extinguisher bottle is installed in the LH when a fire condition is detected in the relevant engine
landing gear bay, behind the APU bay rear firewall. nacelle. By pulling one of the two handles, an emer-
The bottle contains 2.5 lbs (1.134 kg) of Halon 1301 gency shutdown of the relevant engine is carried out
fire extinguishing agent charged to 600 psig with nitro- with the following operations:
gen at 21 °C (70 °F). The bottle has a temperature
compensated pressure switch to monitor the extin- – the hydraulic shut-off valve (directly hardwired to
guishing agent for low pressure. An outlet coupling the fire handle) is closed,
connects the bottle to the spray piping in the APU bay – the nacelle fuel shut-off valve (directly hardwired
and is blanked off with an hermetic diaphragm that has to the fire handle) is closed,
an explosive cartridge fixed to it.
The cartridge circuit is monitored for continuity. A sec- – the bleed air shut-off valve (directly hardwired to
ond outlet is used for recharging the bottle and for the fire handle) is closed,
overpressure safety discharge.
– the engine driven generator is isolated from the air-
The APU fire extinguisher bottle can be discharged by
craft power supply,
pulling and rotating the APU fire handle. When pow-
ered, the cartridge actuator circuit is supplied by 28 V – the propeller auxiliary feather pump (directly hard-
dc from HOT APU BAT BUS (PP6) via the APU FIRE wired to the fire handle) is activated for 30 seconds
EXTG 2 circuit breaker and from ESSEN BUS (PP4B) to drive the propeller to the feathered position,
via the (APU) FIRE EXTG 1 circuit breaker.
– the mission computer receives a hardwired signal
from a BAU (Type 3) of a fire and transmits a shut-
APU Fire Extinguishing Discharge Indicators down command to the FADEC,
Two indicators are mounted on the outer skin of the left – the FADEC receives an emergency shutdown data
MLG fairing. If the APU fire extinguishing has been ini- bus message from the mission computer indicating
tiated, a yellow disk will be blown out to appear in one that the fire handle has been pulled, commands
window. If the APU bottle overpressure safety valve the fuel Latching Shut-Off Valve (LSOV) in the
opens, a red plug which covers the vent orifice is blown FPMU to close, and commands the PCU to drive
out, representing a visual indication of the discharge of the propeller toward feather,
the bottle.
– the LSOV in the FPMU (directly hardwired to the
fire handle via a relay residing in the FADEC) is
closed.

1-47
FAM.1C-27J-1

Figure 1-21 Fire protection system control devices

1-48
 FAM.1C-27J-1

If the fire handle light does not extinguish after it is The following ACAWS messages are displayed on
pulled, the crew should rotate the fire handle to the left CMDU, provided that no failures are detected in the
to discharge the MAIN bottle and dispense the extin- monitored circuits:
guishing agent within the affected nacelle.
– ENG 1 FIRE (left engine fire detector loop A),
If the fire extinguishes, the fire handle light will go out.
If not, the crew should then rotate the fire handle to the – ENG 2 FIRE (right engine fire detector loop A),
right and discharge the AUX bottle from the opposite
nacelle into the affected nacelle. – NAC 1 OVERHEAT (left engine overheat detector),
– NAC 2 OVERHEAT (right engine overheat detec-
APU Fire Handle tor),

The APU fire handle illuminates with red lighting when – APU FIRE (APU fire/overheat detector loop A),
fire condition is detected in the APU bay. When the – APU LOOP A FAIL (APU detector loop A and/or
handle is pulled, an emergency shutdown of the APU control module failure).
is carried out.
When the switch is set and maintained to the LOOP B
Also the following shutdown occurs: position, detectors plus related control modules are
tested.
– the fuel flow is shut off, The following ACAWS messages are displayed on
– the APU inlet door actuator is immediately ener- CMDU, provided that no failures are detected in the
gized to close, monitored circuits:

– the APU driven generator is isolated. – ENG 1 FIRE (left engine fire detector loop B),

If the fire handle light does not extinguish after it is – ENG 2 FIRE (right engine fire detector loop B),
pulled, the crew shall rotate the fire handle either to left – APU FIRE (APU fire/overheat detector loop B),
or right to discharge the bottle and dispense the extin-
guishing agent within the APU bay. – APU LOOP B FAIL (APU detector loop B and/or
The handle may be returned to its non-actuated posi- control module failure).
tion by firstly re-centering it and by pushing it in the
If some indication is missing, a failure in the system is
stowed position.
present. During the test, the three fire handles will be
illuminated red, the MASTER WARNING (for fire) and
MASTER CAUTION (for overheat) lights will flash on
FIRE PROTECTION SYSTEM TEST
both reference set/warning panels, and the audible
The fire protection system is provided with continuous warning and caution tones will sound. The test will con-
monitoring and initiated built-in-test features. clude after the test switch is returned to the OFF posi-
The monitoring of the fire extinguisher bottles (for low tion. The audible warning and caution tones and
pressure) and the cartridges electrical circuits (for con- MASTER WARNING and MASTER CAUTION lights
tinuity) are provided. Signals from circuits are sent will extinguish.
through different BAUs to the mission computer, to
generate applicable ACAWS messages and related
MASTER CAUTION visual and audible indications. FIRE PROTECTION SYSTEM ACAWS
The initiated built-in-test (IBIT) can be performed MESSAGES
through the FIRE/OVHT DET TEST switch located on ACAWS messages, conditions, and crew action for a
the front overhead control panel, nearby the FIRE con- specific message is listed in Section III of this manual.
trol panel, (Figure 1-21). The test in progress is indicat- The following table lists the ACAWS messages and the
ed by ACAWS Advisory message “FIRE DET LOOPS message urgency level.
IBIT” on CMDU. This control is a toggle switch with
three positions labeled LOOP A OVHT, OFF and WARNING
LOOP B. The fire test is inactive when the switch is in
APU FIRE
the central OFF position. When the switch is set and ENG 1 (2) FIRE
maintained to the LOOP A OVHT position, detectors
plus related control modules are tested. CAUTION

APU BTL NO DISCH

APU FIRE DETECT FAIL
APU FEXT UNAVAIL
ENG 1 (2) AUX BTL NO DISCH

1-49
FAM.1C-27J-1

ENG 1 (2) FEXT UNAVAIL The system also permits gravity feed to the turboprops
ENG 1 (2) FIRE DETECT FAIL because the electrically-driven pumps are of transpar-
ENG 1 (2) MN BTL NO DISCH
ent type namely they let the fuel flow even when the
NAC 1 (2) OVERHEAT pump is off.
Tank pressurization is connected to the venting sys-
ADVISORY
tem; all venting pipings end in a collector at the end of
APU BTL DISCH the wing. Atmospheric venting is obtained by a dynam-
APU LOOP A FAIL ic intake; this also ensures a slight pressure for dynam-
APU LOOP B FAIL
ic effect is present inside the tanks during flight.
ENG 1 (2) AUX BTL DISCH Refuelling can be gravity-obtained through four refuel-
ENG 1 (2) AUX BTL UNAVAIL ling points, one for each tank, located on the top of the
ENG 1 (2) MN BTL DISCH wings, or at a under pressure single refuelling point in-
ENG 1 (2) MN BTL UNAVAIL stalled on the right landing gear fairing. During single
point pressure refuelling, the overflow valves (one in
FIRE DET LOOPS IBIT
FIRE LOOP 1A (2A) FAIL each tank), which are kept open by the feed pressure,
FIRE LOOP 1B (2B) FAIL discharge the air contained in the tanks to the outside
and let the excess of fuel to flow out in case of system
NAC 1 (2) OVERHEAT FAIL
malfunctioning. The aircraft fuel system includes the
electric and indication apparatus.

FUEL SYSTEM FUEL TANKS

The fuel tanks are integral parts of the central and out-
DESCRIPTION er wing, completely outside of any fire zone and no en-
gine nacelle skin acts as any tank wall. Each tank has
The fuel is contained in four integral tanks (two auxilia- had special surface treatment against corrosion, which
ry and two main) for a total quantity of 12320 liters could be caused by salt water, deposits, mildew, etc.
(9732 kg; 21458 lbs) (Figure 1-22). The two auxiliary The tanks and each of their compartments have drain-
integral tanks are located on the left and right part of age and bleed systems to ensure that residue deposit-
the central wing section respectively, each of them with ed on the bottom of the tank and in the "dead" corners,
a capacity of 2800 liters (5600 liters total). The two where accumulation is probable, is withdrawn.
main integral tanks, one for each wing, are located on The various components installed in the tanks are ac-
the external part to the turboprop, each with a capacity cessible through hatches in the upper part of the tanks.
of 3360 liters (6720 liters total). Each tank is provided with a collector sump, having a
The left main and auxiliary tanks form the left tanks capacity of about 250 liters, where the electrically-driv-
group; the right main and auxiliary tanks form the right en fuel pumps are located.
tanks group. The left group normally feeds the left tur- Two integral auxiliary tanks, formed by two fuel-tight
boprop and APU; the right group normally feeds the partitions, are present in the central wing section. A se-
right turboprop. Normally, the auxiliary tanks are emp- ries of ejector pumps continuously supplies the sumps
tied first followed by the main tanks; however this se- where the electrically-driven fuel pumps are situated.
quence can be reversed at pilot's choice. The auxiliary The main tanks are an integral part of each outer wing.
tanks can be refuelled or not. Each of the four tanks is Each main tank is divided longitudinally into two inter-
provided with two immersed 3-phase AC electrically- connecting parts by the central wing spar, and trans-
driven fuel pumps for turboprop feed: the two electri- versely by five fuel-tight partitions.
cally-driven fuel pump deliveries join into a single pip- All tanks also have flap-type check valves in the lower
ing before leaving the tank (Figure 1-23). section of each partition, these valves allow the electri-
In the main left tank there is a third immersed DC elec- cally-driven pumps and ejector pumps in the collector
trically-driven fuel pump for APU feed: its delivery joins sump to be supplied, regardless of the attitude of the
that of the other two tank pumps. aircraft.
The turboprop and APU feed is controlled by three Inner fuel tanks (auxiliary) are isolated from the per-
shut-off electrovalves. A cross-feed system, controlled sonnel compartment by a fumeproof wall.
by a cross-feed electrovalve, permits both to feed a A fuel tank expansion space of 3% of fuel tank capacity
single turboprop with the fuel from all tanks, and to is provided in each tank. This provision is obtained by
feed both turboprops with fuel from a single tank group. means of position of gravity filler caps for gravity refu-
For this reason, each single electrically-driven pump is elling and max level sensors positions (coordinated
designed to feed both turboprops. with overflow valves position) for pressure refuelling.

1-50
 FAM.1C-27J-1

TANK GROUP LITERS KG IMP. GALL. U.S. GALL. LB

LEFT MAIN TANK 3360 2654 739 888 5852

RIGHT MAIN TANK 3360 2654 739 888 5852

MAIN TANKS TOTAL 6720 5308 1478 1776 11704

LEFT AUXILIARY TANK 2800 2212 615 740 4877

RIGHT AUXILIARY TANK 2800 2212 615 740 4877

AUXILIARY TANKS TOTAL 5600 4424 1230 1480 9754

MAIN AND AUXILIARY TANKS

12320 9732 2708 3256 21458
TOTAL

Figure 1-22 Fuel tanks table

1-51
FAM.1C-27J-1

Figure 1-23 Fuel system (sh. 1/2)

1-52
 FAM.1C-27J-1

Figure 1-23 Fuel system (sh. 2/2)

1-53
FAM.1C-27J-1

ELECTRICALLY-DRIVEN FUEL PUMPS NOTE

The nine electrically-driven fuel pumps that are in- Use of electrically-driven pumps is re-
stalled in the tanks deliver the fuel, with a certain pres- commended in all phases of flight to en-
sure to the turboprops and the APU. Each of the eight sure a proper engine fuel supply pres-
electrically-driven fuel pumps which feed the two tur- sure.
boprops is controlled by a pump pushbutton/indicator,
located on FUEL control panel on the overhead con-
sole. Pump Pushbutton-Indicators
The 3-phase, 115/200 V ac BUS 1 (XP1) supplies one Two pump pushbutton-indicators labeled PUMP 1 and
pump, (No. 1), for each tank via the (FUEL PMPS PUMP 2 are installed on the LH MAIN TANK, LH AUX
PWR MAIN/AUX) LH 1 and RH 1 circuit breakers. TANK, RH AUX TANK and RH MAIN TANK sections of
The 3-phase, 115/200 V ac BUS 2 (XP2) supplies the the FUEL control panel on the overheat console (Fig-
second pump, (No. 2), of each tank via the (FUEL ure 1-24).
PMPS PWR MAIN/AUX) LH 2 and RH 2 circuit break- They provide manual control and status indication of
ers. For APU electrically-driven pump operation, see the electrically-driven pumps. The pushbutton-indica-
paragraph APU FUEL SYSTEM in this section. tor has two captions named FAULT and OFF. During
normal operation, with the pushbutton pressed and the
captions unlit, the associated pump and the related
fuel low pressure warning switch are supplied.
CAUTION The yellow FAULT caption illuminates when the fuel
low pressure warning switch fitted downstream the rel-
• In case of failure of all the boost evant pump detects pressure below 5 psig ± 0.25 psig.
pumps, the system allows both en- This failure condition is also announced by a dedicated
gines to be gravity fed under the fol- ACAWS Caution messages “L/R MAIN FUEL PMP 1
lowing conditions: FAIL, L/R MAIN FUEL PMP 2 FAIL, L/R AUX FUEL
PMP 1 FAIL and L/R AUX FUEL PMP 2 FAIL” on CM-
- Max continuous operating enve- DU. When released, the yellow OFF caption illumi-
lope up to altitudes of 30000 ft nates and both the pump and the fuel low pressure
with JP-8, JP-5, Jet A and Jet A-1 warning switch are not electrically supplied. In this
fuels, case the FAULT caption extinguishes.
- Max continuous operating enve-
lope up to altitudes of 10000 ft and
max 5 min. for transient operating FUEL SHUT-OFF ELECTROVALVES
envelope from 10000 ft up to The turboprop fuel supply system consists of four elec-
20000 ft with JP-4 and Jet B fuels, trovalves. Two shut-off electrovalves (called “Engine
- Normal flight attitudes, Fuel Shut-off Valves”), shut-off fuel to the turboprops in
- Fuel contained in the main tanks such a way that no hazardous fuel quantity is released
until about residual 300 lb, after closing in the fire zone. The shut-off electrovalves
are installed on the fire-wall of the turboprop nacelles,
- Fuel contained in the auxiliary
out of the fire zone, and therefore protected so that any
tanks until about residual 3600 lb.
fire in engine nacelle (fire zone) doesn’t affect its oper-
ation. These electrovalves are controlled by SHUT-
• Gravity feeding is not allowed below
OFF VALVE pushbutton/indicators, located on FUEL
the above stated residual fuel values.
control panel on the overhead console.
Due to possible fuel starvation prob-
Both turboprop fuel shut-off electrovalves can be
lem, the fuel remaining in the tanks
closed (or shut) in case of fire, by pulling the engine fire
will not be available and the flight
handles (FIRE 1 & FIRE 2).
must be changed accordingly.
Two shut-off electrovalves (called “Auxiliary Tank Iso-
lation Valves”), shut-off fuel delivery from the auxiliary
tanks, they are installed on the leading edge of the
central wing section close to the connection of the na-
celles. These electrovalves are controlled by ISOL
pushbutton/indicators, located on FUEL control panel.

1-54
 FAM.1C-27J-1

SHUT-OFF Pushbutton-Indicators NOTE

Two SHUT-OFF VALVE pushbutton-indicators are When the power switch of the refuelling-
identified by yellow, black and white diagonal stripes defuelling control panel is in ON position,
and are installed on the FUEL control panel (Figure 1- the left and right isolation valves are no
24). They provide manual control on flow of fuel to the longer supplied through left ISOL and
turboprops. The pushbutton-indicator is guarded and right ISOL pushbuttons. In this case, the
has two captions named FAULT and OFF. isolating electrovalves can be command-
With the pushbutton not pressed and the guard set to ed only by the refuelling and defuelling
down (normal condition) the associated electrovalve is control switches, of the auxiliary tanks, lo-
open and the caption is unlit. cated on the above mentioned panel.
The yellow FAULT caption illuminates when a failure
on the associated electrovalve is detected. This failure
condition is also announced by a dedicated ACAWS FUEL MANAGEMENT
Caution message “ENG 1(2) FUEL SOV FAULT” on
Fuel management can be accomplished by the pilots
CMDU. The FAULT illuminates also during valve tran-
through the fuel boost pump pushbuttons located on
sition from open to close condition and vice versa.
FUEL control panel (Figure 1-24).
When the guard is raised and the pushbutton is
Fuel management must be accomplished according to
pressed, the associated electrovalve is closed and the
the limitations reported in Section V “Operating Limita-
yellow OFF caption illuminates.
tions”.

The recommended fuel tanks emptying sequence is

NOTE
the following:
Operating FIRE 1 or FIRE 2 handle the 1. Set to OFF one or two fuel boost pumps on the
left or right electrovalve (relating to actu- main tanks to empty the auxiliary tanks first.
ated handle) is closed even if the SHUT-
OFF VALVE pushbutton-indicator is in 2. When an ACAWS Caution message “AUX FUEL
normal condition (not pressed and guard- TK LO LVL” displays, at least one fuel boost pump
ed). on the main tank of the same wing shall be set to
ON.
The control and activation system of these two shut-off
electrovalves is supplied by 28 V dc EMER BUS (PP3) As soon as the FAULT caption of the auxiliary fuel
via the (FUEL) SOV - ENG 1 and ENG 2 circuit break- boost pump pushbutton illuminates and relevant
ers. ACAWS Caution message appears:
3. Set to OFF the auxiliary fuel boost pump.
ISOL Pushbutton-Indicators
4. When the auxiliary fuel boost pumps are OFF (both
Two ISOL pushbutton-indicators are installed on the fuel boost pumps FAULT captions illuminate)
FUEL control panel (Figure 1-24) and provide manual press the ISOL pushbutton to close the associated
control on flow of fuel from the auxiliary tanks to the tur- electrovalve and check that the vertical flow bar il-
boprops. luminates.
The pushbutton-indicator has two indicator flow bars
identified as “ “ and “ “. It is pilot discretion, for operational/technical reasons,
With the pushbutton pressed, the associated electrov- to change the sequence and/or to use the fuel cross-
alve is closed and the flow bar “ “ illuminates green. feed system.
When the pushbutton is not pressed, the associated
electrovalve is opened and the flow bar “ “ illumi-
nates green showing the fuel flow direction, with the
WARNING
consequent flow of fuel from the auxiliary tank to the
turboprop. The control and activation system of these
two shut-off electrovalves is supplied by 28 V dc BUS With both fuel boost pumps fail on a
1 (PP1) via the (FUEL) ISOL VLV LH circuit breaker, single empty tank, and both fuel boost
for the left isolation electrovalve, and by 28 V dc BUS pumps of the other tank set to OFF on
2 (PP2) via the FUEL ISOL VLV RH circuit breaker, for the same wing, fuel low press could
the right isolation electrovalve. occur followed by an engine failure if
correct operations are not restored.

1-55
FAM.1C-27J-1

Figure 1-24 Fuel system control and indicator panel

1-56
 FAM.1C-27J-1

FUEL CROSS-FEED SYSTEM NOTE

It is possible at any time to supply one turboprop with Fuel comsumption/balance shall be mon-
fuel from all the tanks, or the two turboprops with fuel itored. To avoid fuel unbalance during the
from the tanks of only one wing. This can be done by cross-feed operation, it is a good man-
opening the cross-feed electrovalve by means of the ners to use a timer as reminder.
XFEED pushbutton/indicator, located on FUEL control
panel on the overhead console.
FUEL JETTISON SYSTEM
XFEED Pushbutton-Indicator In emergency flight conditions this system permits to
jettison fuel contained in the two tank groups; jettison-
This pushbutton-indicator installed on the FUEL con- ing is controlled by LH JTSN pushbutton for the left
trol panel (Figure 1-24) provides manual control on the tank group and RH JTSN pushbutton for the right tank
cross-feed electrovalve, which allows the flow of the group. Each of the main tanks (left and right) contains
two tank groups (left and right) to be merged. one minimum level jettison thermistor; when the fuel
The pushbutton-indicator has two indicator flow bars level in each main tank drops to 665 liters (525 Kg;
identified as “ “ and “ “. 1160 lbs), corresponding to the minimum quantity al-
With the pushbutton not pressed the cross-feed elec- lowing climb from sea level to 10000 ft and thereafter
trovalve is closed and the flow bar “ “ illuminates allowing 45 min. cruise at a speed for maximum range,
green. the jettison is automatically interrupted.
When the pushbutton is pressed, the cross-feed elec- To jettison fuel in flight, the pump pushbuttons for the
trovalve is opened and the flow bar “ “ illuminates electrically-driven fuel pumps must be pressed.
green showing the fuel flow direction. To discharge even a part of the fuel from the auxiliary
This condition is also announced by dedicated tank, the left/right isolation valve shall be set to the
ACAWS Advisory message “FUEL X-FEED OPEN” on “open” position (ISOL pushbutton not pressed). Fur-
CMDU. thermore, the auxiliary tank cannot be defuelled if the
The control and activation system of this cross-feed quantity of fuel in the main tank is less then approxi-
electrovalve is supplied by 28 V dc EMER BUS (PP3) mately 665 liters (525 Kg; 1160 lbs).
via the (FUEL) XFEED VLV circuit breaker. The system is supplied by 28 V dc EMER BUS (PP3)
via the FUEL JETT circuit breaker.
FUEL CROSS-FEED OPERATION
LH JTSN and RH JTSN Pushbutton-Indicators
Allows feeding of one turboprop from all the tanks, or
of two turboprops from the tanks of only one wing, ex- The LH JTSN and RH JTSN pushbutton-indicators are
pecially for fuel balancing. identified by yellow, black and white diagonal stripes
and are installed on the FUEL control panel on the
1. Check that the ISOL pushbuttons are in proper po-
overhead console (Figure 1-24) and provide fuel jetti-
sition.
son control. The pushbutton-indicator is guarded and
2. Press the XFEED pushbutton to open the cross- has a caption named ON.
feed electrovalve, the horizontal flow bar illumi- When the guard is raised and the pushbutton is
nates and ACAWS Advisory message “FUEL X- pressed, the associated defueling and jettisoning
FEED OPEN” displays. valves are open and the green ON caption illuminates.
The fuel is then sent from the electrically-driven pumps
3. Set to OFF the fuel boost pump(s) on the tank with into the defuelling pipe, and from there to atmosphere
less fuel quantity. via the nozzle on the underside of the outer wing.
When asymmetrical feeding is completed: In the event of failure of the automatic system or in or-
der to keep a reserve of fuel of more than 665 liters
4. Set to ON the deselected fuel boost pumps. (525 Kg; 1160 lbs), in the main tanks, the jettison oper-
ation can be interrupted pressing the LH/RH JTSN
5. Press the XFEED pushbutton to close the cross-
pushbutton a second time. In this case the ON caption
feed electrovalve, the vertical flow bar illuminates
extinguishes. The jettison ON command is also an-
and ACAWS Advisory message “FUEL X-FEED
nounced by dedicated ACAWS Advisory messages “L
OPEN” disappears.
JET CMD ON and R JET CMD ON”.

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FAM.1C-27J-1

FUEL QUANTITY INDICATING SYSTEM AND A fifth digital indicator labeled TOTAL shows the fuel
FUEL LOW LEVEL INDICATING SYSTEM total quantity in the four tanks with green digital read-
out (up to 5 digits).
The fuel quantity indicating system displays the fuel
quantity contained in each tank and the total quantity
of fuel contained in all four tanks. NOTE
The system is calibrated to read “zero” during level
After refuelling ensure that the sum of the
flight when the quantity of fuel remaining in the tanks is
readings obtained on the fuel digital indi-
equal to the unusable fuel supply.
cators is the same as the quantity shown
It also provides the pilots with low fuel level indications
on the TOTAL digital indicator, within a
in the main and auxiliary tanks. The fuel quantity indi-
tolerance of ± 50 lbs (± 20 kg) due to
cating system consists of:
round up/down.
– 24 level transmitters (7 in each of the two main
tanks and 5 in each of the two auxiliary tanks). The
Fuel Quantity Indicators on CMDU
level transmitters (12 pairs) differ between them for
the length which depend from tanks location. The total fuel quantity and each individual tank quantity
The level transmitter capacitance varies according are displayed at the bottom of the left-hand side of the
to the immersed height in fuel, so any change in Engine Display on the CMDU located on the central
the fuel quantity results in a change in transmitter main instrument panel (Figure 1-24). Each fuel tank is
immersion and a consequent change in transmitter represented by a box and the quantity for each tank is
capacitance. Each level transmitter capacitance displayed both with a vertical analog tape located with-
value is read by each channel of the dual channel in the tank box and a digital display.
Fuel Quantity Control Unit (FQCU), which con- In addition, total fuel in all four tanks is displayed above
verts, by software, the data to fuel quantity. the four tank displays. The individual tank digital fuel
quantity is displayed directly beneath each fuel tank
– 5 digital quantity indicators (one for each tank and
box. The individual tank digital fuel quantity on the
one for total fuel quantity) on the FUEL control pan-
CMDU may be different from that shown on the corre-
el,
sponding indicator on the FUEL control panel within a
– 5 dual-display digital indicators (one for each tank tolerance of ± 25 lbs (± 10 kg) due to round up/down.
and one for total fuel quantity) on the refuelling-de- Similary the TOTAL fuel quantity displayed on the
fuelling control panel, CMDU may be different from that shown on the FUEL
control panel within a tolerance of ± 50 lbs (± 20 kg).
– Fuel quantity indicators (total fuel quantity and Each main tank tape displays a maximum quantity of
each individual tank quantity) are displayed on the 6325 lbs, and each auxiliary tank tape display a maxi-
CMDU (ESA) display. mum quantity of 5250 lbs. Inside the tank box, used
The minimum fuel level detection system is composed fuel (empty area) is displayed black, and the value of
of four low level thermistors, one for each tank, which remaining fuel displayed blue.
give the pilots a visual indication when fuel in the tank
reaches the established minimum level. Thermistor not Minimum Fuel Level Detection System
immersed in the fuel is detected as fuel at the low level.
Six dip stick fuel level magnetic indicators (two per The system alerts the pilot when fuel in the tanks
each main tank, one per each auxiliary tank), can pro- reaches the rated minimum level. It provides an alert
vide a general indication of fuel quantity in each tank message on the ACAWS section of the CMDU.
when the aircraft is on ground and the electrical power One low level thermistor in each main tank sends a
supply is not available. dedicated ACAWS Caution messages “L MAIN FUEL
TK LO LVL and R MAIN FUEL TK LO LVL” when fuel
level in that tank drops below the indicated level quan-
Fuel Digital Quantity Indicators tity of 750 ± 150 lbs (340 ± 70 kg).
These are five digital readouts, located on the FUEL One low level thermistor in each auxiliary tank sends a
control panel on the overhead console (Figure 1-24). dedicated ACAWS Caution messages “L AUX FUEL
Four of these are labeled LH MAIN TANK, LH AUX TK LO LVL and R AUX FUEL TK LO LVL” when the
TANK, RH AUX TANK and RH MAIN TANK. They fuel level in that tank drops below the indicated level
show the fuel quantity in each tank in “lbs” with green quantity of 325 + 50 / - 125 lbs (145 + 20 / - 60 kg).
digital readout (up to 4 digits).

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 FAM.1C-27J-1

NOTE All the tanks, either main or auxiliary, can be refuelled

through this single point; single point refuelling is per-
The above indicated minimum fuel level formed under pressure, thus obtaining a noticeable
quantities are specified for a stabilized time saving as compared to gravity refuelling.
aircraft attitude of 0° roll and 3° nose up. The flow limiter situated on the refuelling pipe, ensures
Other aircraft attitudes may result in dif- that components of the system are not damaged by ex-
ferent fuel displacements inside the vari- cess of fuel velocity built-up during single point refuel-
ous tank partitions with conseguent ling. The same single point also allows for defuelling of
change in the tank fuel content value at all tanks.
the level detectors. The system controls and indicators are grouped on the
REFUEL/DEFUEL control panel (Figure 1-25).
Dip Stick Fuel Level Magnetic Indicators
The control panel allows refuelling/defuelling of all the
These are located under the wings, two for each main tanks simultaneously or each separately.
tank and one for each auxiliary tank. The dip stick indi- During single point refuelling, the fuel enters each tank
cator consists of a fuel-tight tube with a float mounted through a refuelling valve. When the fuel increases up
magnet outside and a graduated tube inside. Normally, to 3360 liters (2654 kg; 5852 lbs) in one of the two main
the end of the dip stick is flush with the wing contour; tanks or 2800 liters (2212 Kg; 4877 lbs) in one of the
with rotation it is released and protrudes from the wing two auxiliary tanks, the thermistor causes, via FQCU,
contour (retained by the float) and gives indication, in closing of the tank refuel valve. To prevent tank dam-
pounds, of the total fuel quantity contained in the tank. age from overfilling (in case of possible failure of a
maximum level thermistor), each tank is provided with
an overflow valves. The overflow valves are kept in
APU FUEL SUPPLY SYSTEM open position by the refuelling pressure. During normal
refuelling operation, the overflow valves operate as a
The left main tank group feeds not only the left turbo-
safety valve when the tank is full. The overflow fuel is
prop, but also the APU. Fuel necessary to supply the
directed outside the aircraft through this valve.
auxiliary power unit is taken from the left main tank and
fed into the pipe connected to the APU through an DC
Magnetically-operated switches actuate indicators at
electrically-driven fuel pump situated in the main tank
the valve-open and valve-shut positions.
collector sump. Before reaching the left turboprop
Single point defuelling is controlled by the same set of
shut-off electrovalve and cross-feed electrovalve, the
switches that control the refuelling process. During de-
flow divides again and a pipe, with a shut-off electrov-
fuelling, the defuelling valves are opened and simulta-
alve and filter, feeds the APU. The APU shut-off elec-
neously the electrically-driven pumps for each
trovalve and electrically-driven pump are activated
selected tank to be emptied, are activated. The operat-
when the APU start control switch, located on the APU
ing status of the system is indicated by the Refuel
control panel, is set to START or RUN. The APU shut-
Quantity Panel (RQP) and system controls and indica-
off electrovalve can also be controlled while closing in
tions on the refuelling-defuelling control panel.
case of fire, using the FIRE APU handle (see para-
The single point refuelling and defuelling control sys-
graph EMERGENCY EQUIPMENT in this Section).
tem is electrically powered by 28 V dc HOT EMER BAT
Downstream the APU electrically-driven pump a fuel
BUS (PP5) through the (REFUEL DEFUEL) 1 and 2
low pressure warning switch detects pressure when
circuit breakers.
this drops below 3 ± 0.25 psig. This failure condition is
announced by a dedicated ACAWS Caution message
“APU FUEL LO PRESS” on CMDU. REFUEL/DEFUEL Control Panel
The APU shut-off electrovalve and electrically-driven
pump are supplied by 28 V dc EMER BUS (PP3) via All the single point refuelling and defuelling system
the (APU) CONTR and APU FUEL PUMP circuit controls and indicators are installed on the refuelling-
breakers. defuelling control panel labeled REFUEL/DEFUEL, lo-
cated over the single point coupling, on the forward
side of right main landing gear fairing (Figure 1-25).
SINGLE POINT REFUELLING AND DEFUELLING On this control panel is located a refuel quantity panel,
SYSTEM that allows fuelling personnel to set the fuel load to the
total quantity and individually to all tanks.
Aircraft refuelling and defuelling can be accomplished
through a single point, located on the forward side of
right main landing gear fairing (Figure 1-25).

1-59
FAM.1C-27J-1

Figure 1-25 Refuelling - Defuelling control panel

1-60
 FAM.1C-27J-1

POWER switch When that selected tank is full, the maximum level
thermistor for that tank operates, causing the refuelling
This has two positions: ON and OFF. The switch has a valve to close and the NOT FULL warning light to go
red guard which, when closed, sets the switch to the off.
OFF position. When the guard is raised and the switch
is set to ON, the refuelling and defuelling system is
electrically supplied at the same time, the READY OVERFLOW indicators
warning light comes on and the label CLOSED on the
Four indicators, of the press-to-test type, are used to
OVERFLOW indicators illuminate monitoring the posi-
monitor the position of the overflow valve of the corre-
tion of the overflow valves on the tanks. When set to
sponding tank. The indicator has two labels named
the OFF position, electrical power is removed.
OPEN and CLOSED.
The CLOSED label illuminates when the overflow
READY warning light valve is closed. The OPEN label illuminates when the
fuel supply from the tank truck commences and pres-
This is a green light, press-to-test type, that illuminates sure causes the overflow valve to open.
when POWER switch is set to the ON position, indicat-
ing that the system has electrical power supplied to the
PRIMARY SHUT-OFF switch. MASTER PRE-CHECK switch

This has two positions: ON and OFF. The ON position

PRIMARY SHUT-OFF switch is temporary. The switch provides the capability to test
the operation of the single point refuelling valves.
This has two positions: ON and OFF. When set to the When set and hold to the ON position, a simulated full
ON position, it opens the ground refuelling and defuel- tank condition is produced, the NOT FULL warning
ling shut-off electrovalve. lights go off, the refuel valves close and fuel flow to the
When set to the OFF, it closes the valve. tanks is stopped. Failure of maximum level electrical
circuit is indicated by the NOT FULL warning light re-
Refuelling and Defuelling control switches maining illuminated when the MASTER PRE-CHECK
switch is in the ON position. When the switch is re-
Refuelling and defuelling is controlled by four three-po- leased, fuel delivery into the tanks starts again normal-
sition switches: REFUEL, OFF and DEFUEL. These ly.
switches control the single point refuelling and defuel-
ling valves. The two outer switches control the main
LH / RH FAULT lights
tanks. The two inner switches control the auxiliary
tanks. When the tank control switch is set to the REFU- Two yellow warning lights, of the press-to-test type, are
EL position, the refuelling valve for that related main used to monitor the relevant motorized defuelling
tank is opened. valve. The FAULT warning indication illuminates when
At the same time, the NOT FULL warning light located the valve position is not in accordance with the com-
over the switch illuminates, if the tank is not full. manded one. During defuelling valve transition from
When the switch is set to the DEFUEL position, the se- close to open position and viceversa, the relevant
lected tank defuelling valve is opened and the sub- FAULT warning indication illuminates.
merged electrically-driven pumps are activated.
For the auxiliary tanks, the isolating electrovalves are
also opened. The neutral center OFF position deacti- ICS connector
vates both the refuelling and defuelling valves.
A plug for external interphone is provided to allow the
communications during Ground Refuelling Operation.
NOT FULL warning lights

Four green warning lights, of the press-to-test type, are Refuel Quantity Panel (RQP)
used to monitor the maximum fuel quantity for each
The Refuel Quantity Panel (RQP) labeled FUEL
tank. Each warning light is located over the corre-
QUANTITY is located on the REFUEL/DEFUEL con-
sponding refuelling and defuelling control switch.
trol panel (Figure 1-25). The tanks and the total set fuel
Warning light illumination depends on the control
load are indicated on the lower section (required fuel
switch position and the fuel quantity in the tank.
quantity REQ.) of the five dual-display digital indica-
Selecting a tank that is not full and setting the corre-
tors.
sponding control switch to REFUEL, causes the se-
lected NOT FULL warning light to illuminate.

1-61
FAM.1C-27J-1

The operator can decrease/increase the selected fuel ELECTRICAL SUPPLY SYSTEM
quantity by actuating 5 spring-to-center toggle switch-
es located under each digital indicator. When an indi-
vidual pre-selected quantity is changed, the total pre- DESCRIPTION
selected quantity is increased/decreased by the same
amount. When the total refuelling quantity is pre-se- Primary aircraft electrical power is supplied by two en-
lected, the individual tanks pre-selected quantity are gine-driven electrical generators. Each of them is
updated according to the following rules: mounted on one engine gearbox (GMAD). These gen-
erators supply power to the primary AC electrical bus-
– left wing tanks quantity equal to right wing tanks es (115/200 V ac BUS 1 and 115/200 V ac BUS 2) and
quantity, the two Transformer Rectifier Units (TRU 1 and TRU
– main tank before the auxiliary tank in each wing. 2). These two TRUs provide 28 V dc to the DC electri-
cal buses. A third TRU (STBY TRU) is used as an al-
The first rule prevails over the second one. ternative source in the event of failure of one primary
The RQP individually closes the refuelling valve of one TRU. Each TRU has a continuous capacity of 350 A.
tank when the actual quantity of this tank is equal or Auxiliary AC electrical power is available from a third
greater than the individual pre-selected quantity of that APU-driven electrical generator mounted on the APU.
tank, whatever the other individual and total pre-select- Emergency DC electrical power is provided by two on
ed quantities are. Full tank fuel load is automatically board 24 V dc, 20 cells, 40 Ah nickel-cadmium batter-
selected as default when the POWER switch is set to ies. Each engine-driven generator is driven at constant
the ON position. The tanks and total actual fuel load speed by the engine gearbox (GMAD). During normal
are indicated on the upper section (actual fuel quantity flight, the two engine-driven generators supply suffi-
ACT.) of the five dual-display digital indicators. cient electrical power to supply all aircraft electrical
The RQP also includes a pushbutton labeled TEST for power requirements. During ground operation, aircraft
digital indicators test. electrical power may be supplied by external ground
electrical power units connected via two external pow-
er receptacles located on the aft side of the left main
FUEL SYSTEM ACAWS MESSAGES landing gear fairing. The two receptacles provide sep-
ACAWS messages, conditions, and crew action for a arate connection points for AC and DC external power
specific message is listed in Section III of this manual. sources. The separate DC power receptacle supplies
The following table lists the ACAWS messages and the the aircraft DC electrical circuits and also allows for
message urgency level. APU starting from an external DC electrical source, in
the event aircraft battery power is unavailable.
CAUTION

ENG 1 (2) FUEL SOV FAULT

AC ELECTRICAL POWER GENERATION
L AUX FUEL PMP 1 (2) FAIL
L AUX FUEL TK LO LVL Primary AC power is supplied by the two main, three-
L FUEL GAUGE FAIL phase, engine-driven 50/60 KVA brushless generators
L MAIN FUEL PMP 1 (2) FAIL to the AC electrical power system (Figure 1-26).
L MAIN FUEL TK LO LVL
L TK LVL SENS FAIL The APU-driven generator is identical to the main gen-
erators; it can be connected to replace the engine-driv-
R AUX FUEL PMP 1 (2) FAIL en generators failed.
R AUX FUEL TK LO LVL
R FUEL GAUGE FAIL AC power is distributed to the aircraft electrical load
R MAIN FUEL PMP 1 (2) FAIL through two main supply buses, the AC BUS 1 (XP1)
R MAIN FUEL TK LO LVL and the AC BUS 2 (XP2). Generator control is per-
R TK LVL SENS FAIL
formed by the Generator Control Unit (GCU) (one for
ADVISORY each generator) whereas the bus interconnections is
monitored and controlled by the Bus Power Control
FUEL CNTL PNL FAULT
Unit (BPCU). In addition, the BPCU controls the elec-
FUEL QTY DEGRADED trical power quality characteristics of the AC external
FUEL X-FEED OPEN power source. The GCUs monitor and control their re-
L FUEL CHNL COMM FAIL spective generator's output and connectivity through
L JET CMD ON sensor circuits and generator/bus connection contac-
tors. Generator output is monitored for under voltage,
R FUEL CHNL COMM FAIL
R JET CMD ON over-voltage, under frequency, over-frequency and
over-current conditions.

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 FAM.1C-27J-1

In addition, protection against differential fault, open They also provide a status indication of the generators.
phase and generator diode failure are also provided by The pushbutton-indicator has two captions named
the GCUs. During normal operation (Figure 1-26), the FAULT and OFF.
left generator (GEN 1) driven by the left engine sup- In normal operation with the pushbuttons pressed and
plies the 115/200 V ac BUS 1 (XP1). The right genera- the captions unlit, the associated generator is under
tor (GEN 2) driven by the right engine supplies the 115/ automatic control of the associated GCU.
200 V ac BUS 2 (XP2). As generator output power reaches its normal value,
In the event a generator fails, automatically the bus tie the associated generator contactor is automatically
contactors interconnect the failed bus to the remaining closed by the GCU. The yellow FAULT caption illumi-
generator. Under this condition, the single remaining nates when the relevant GCU detects a failure condi-
generator has sufficient capacity to supply all aircraft tion of the associated generator.
electrical loads. Under the above condition, if the APU This failure condition is also announced by a dedicated
is running, the third generator automatically supplies ACAWS Caution messages “GEN 1 FAULT, GEN 2
the failed generator bus. FAULT and APU GEN FAULT” on CMDU.
In the event both engine-driven generators fail, auto- When released, the yellow OFF caption illuminates
matically the bus tie contactors interconnect both sup- and the associated generator is disconnected from AC
ply buses to the APU generator. If the fault is on one of BUS.
the two AC BUS, the failed one is automatically isolat-
ed from the rest of the system, thus preventing the
whole system from being affected. AC Bus 1 Tie and Bus 2 Tie
Pushbutton-Indicators
AC power system controls and indicators are located
on the electrical control panel (Figure 1-26) mounted in Two AC Bus Tie pushbutton-indicators labeled TIE
the center of the overhead panel. These include three provide manual control of the AC Bus Tie Contactors
AC digital displays (voltage, load and frequency), two (BTCs).
AC source and phase rotary selectors, four pushbut- The pushbutton-indicator has an indicator flow bar
tons (GEN 1, GEN 2, APU and AC EXT), two AC BUS identified as “ “ and a caption named OFF. When
TIE pushbuttons and two AC BUS status indicators. the pushbuttons are pressed (normal condition), the
The AC control and protection equipment (i.e. BPCU bus-tie system is in stand-by operation and the BPCU
and GCUs) are supplied by 28 V dc from EMER BUS provides the automatic control of the AC BTCs.
(PP3) via the (GCU BACKUP) 1 and APU, BPCU When released, the yellow OFF caption illuminates
BACKUP and AC BUSES SENSING circuit breakers and the AC BTC is manually opened.
and from ESSEN BUS (PP4) via the GCU 2 BACKUP
circuit breaker.
The 26 V AC secondary AC power distribution (Figure AC Bus 1 and Bus 2 Indicators
1-26) is developed from the two main AC supply buses Two yellow indicators (labeled BUS OFF), come on
through autotransformers. The 115/200 V ac BUS 1 when the associated AC BUS is not supplied. This
(XP1) supplies power input to an autotransformer condition is controlled by the AC BUS 1 OFF and AC
through the (26V AC) BUS 1 circuit breaker. BUS 2 OFF relays. These are supplied by 115/200 V
The autotransformer output, supplies the 26 V ac BUS ac from BUS 1 (XP1) through the (115V AC) BUS 1
1 (XP5). The 115/200 V ac BUS 2 (XP2) supplies pow- OFF circuit breaker and from BUS 2 (XP2) through the
er input to a autotransformer through the (26V AC) (115V AC) BUS 2 OFF circuit breaker.
BUS 2 circuit breaker. The autotransformer output, On CMDU this failure is announced by a dedicated
supplies the 26 V ac BUS 2 (XP4). ACAWS Caution messages “AC BUS 1 OFF and AC
BUS 2 OFF”.
AC ELECTRICAL CONTROL PANEL
The electrical control panel, located on the overhead AC MEASURING SYSTEM
console (Figure 1-27), provides for control and moni- The AC measuring system provides Voltage, Load and
toring of the AC electrical power system. Frequency indications of each AC power source by
means of three AC digital instruments and two rotary
Generator Pushbutton-Indicators selectors (Figure 1-26).
These digital instruments and selectors are installed
Three generator pushbutton-indicators labeled GEN 1, on the left corner of the electrical control panel, located
GEN 2 and APU provide manual control of generator on the overhead console (Figure 1-27).
1, generator 2 and APU generator.

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FAM.1C-27J-1

Figure 1-26 A.C. electrical system (sh. 1/2)

1-64
 FAM.1C-27J-1

Figure 1-26 A.C. electrical system (sh. 2/2)

1-65
FAM.1C-27J-1

AC Phase Rotary Selector With the AC EPC energized (close), the ground circuit
of the EXT AC NOT IN USE indication light is interrupt-
This rotary selector, labeled PHASE, is connected in ed and the light extinguishes.
series to the source rotary selector and enables the A,
B or C phase of the voltage tested by the voltmeter to
be selected. External AC Power Pushbutton-Indicator
This pushbutton is labeled AC EXT and is located on
AC Source Rotary Selector the electrical control panel (Figure 1-27).
The pushbutton-indicator has two captions named
This selector, labeled AC SOURCE, is a rotary selector AVAIL and ON. The green AVAIL caption illuminates
with five positions: OFF, GEN 1, GEN 2, APU and EXT when no failure conditions of external AC power quality
which have the following functions: are detected by BPCU. The green ON caption illumi-
– OFF: no indications on the voltmeter, ammeter and nates when the pushbutton is pressed.
frequencymeter.
– GEN 1: allows to display the voltage, % load and
frequency of the generator 1 output. DC ELECTRICAL POWER GENERATION
– GEN 2: allows to display the voltage, % load and The DC electrical power generation (Figure 1-28) is
frequency of the generator 2 output. normally provided by two 28 V dc Transformer Rectifier
– APU: allows to display the voltage, % load and fre- Units (TRU 1 and TRU 2) which supply the DC main
quency of the APU generator output. buses (DC BUS 1 (PP1) with sub-buses PP1A and
PP1B and DC BUS 2 (PP2) with sub-buses PP2A,
– EXT: allows to display the voltage, % load and fre- PP2B and PP2D).
quency of the external AC power source. A third TRU (STBY TRU) is used as an alternative
source in the event of failure of one primary TRU.
AC Digital Displays
The DC BUS 1 (PP1) supply the sub-buses PP1A and
Three displays labeled V, % and HZ provide the indica- PP1B via the OVHD BRKR PWR - DC 1 (A) and (B) cir-
tions of AC voltage, AC bus loading in percent and AC cuit breakers.
frequency with green digital readout (up to 3 digits).
The DC BUS 2 (PP2) supply the sub-buses PP2A,
PP2B and PP2D via the OVHD BRKR PWR - DC 2 (A),
AC EXTERNAL SUPPLY (B) and (D) circuit breakers.
The external receptacle is located on the aft end of the
In addition, two 40 Ah batteries are provided: the emer-
left landing gear fairing (Figure 1-27). The receptacle
gency battery (EMER BAT) and the APU start battery
allows an external power source to be connected to
(APU START BAT).
the aircraft while it is on the ground. Whenever an AC
Ground Power Unit (GPU) is connected, the BPCU
The first is used as a back-up power source for the
controls external power quality (correct voltage, fre-
EMER BUS (PP3) with sub-buses PP3A and PP3B,
quency and phases sequence) and, if acceptable, illu-
whereas the second one is used to provide electrical
minates, on the AC external power panel, close to the
power for APU starting as well as a back-up for the ES-
external receptacle, the following indication lights:
SEN BUS (PP4) with sub-buses PP4A and PP4B. The
• EXT AC CONNECTED two batteries are charged at constant potential by the
DC BUS 1 (PP1) and DC BUS 2 (PP2) respectively.
and through the AC External Power Contactor (EPC) The EMER BUS (PP3) supply the sub-buses PP3A
de-energized (open), and PP3B via the OVHD BRKR PWR - EMERG (A)
• EXT AC NOT IN USE and (B) circuit breakers.
The ESSEN BUS (PP4) supply the sub-buses PP4A
while the caption AVAIL on the AC EXT power push- and PP4B via the OVHD BRKR PWR - ESSENTIAL
button-indicator comes on. (A) and (B) circuit breakers.
Under this condition, if the AC EXT power pushbutton During the system ground operation, the DC onboard
is pressed, the AC EPC and the two AC BTCs close utilities can be supplied from the external power pro-
and the external AC power can supply both AC buses. vided by an external DC source is connected to the air-
craft through the DC receptacle located at the rear end
of the left landing gear fairing and the quality of electri-
cal power is within the normal limits.

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 FAM.1C-27J-1

Aircraft DC loads are supplied by the following buses: DC ELECTRICAL CONTROL PANEL
– DC BUS 1 (PP1) with sub-buses PP1A and PP1B, The electrical control panel, located on the overhead
console (Figure 1-27), provides for control and moni-
– DC BUS 2 (PP2) with sub-buses PP2A, PP2B and
toring of the DC electrical power system. The electrical
PP2D,
control panel includes the following:
– DC EMER BUS (PP3) with sub-buses PP3A and
PP3B,
Battery Switch
– DC ESSEN BUS (PP4) with sub-buses PP4A and
This switch labeled BATT has three positions: ON,
PP4B,
OFF and OVRD. The switch is guarded between the
– HOT EMER BAT BUS (PP5), ON and OVRD positions. When set to ON, (normal po-
sition) and guarded down the batteries are connected
– HOT APU BAT BUS (PP6). to the EMER BUS (PP3) and ESSEN BUS (PP4) re-
During normal operation (Figure 1-28), each battery spectively. Each emergency battery and APU start bat-
supplies the respective HOT BAT bus. With aircraft on tery is automatically disconnected from the respective
the ground, no other external DC source operating and bus when the system detects a fault in that battery.
the BATT switch on the electrical system control panel When set to OFF, the batteries are disconnected from
set to ON, the EMER BUS (PP3) and ESSEN BUS the EMER BUS (PP3) and ESSEN BUS (PP4).
(PP4) are supplied by emergency battery and APU When the switch is set to OVRD the normal PDU con-
start battery respectively. trol is by-passed forcing the EMER BUS (PP3) and ES-
SEN BUS (PP4) to be supplied only from the
With the EMER BUS (PP3) and ESSEN BUS (PP4) respective batteries.
energized, the Power Distribution Unit (PDU) is able to
begin the APU engine start from the APU start battery. TRU Pushbutton-Indicators
When the DC buses are normally supplied, the EMER
BUS (PP3) is powered from DC BUS 1 (PP1) and ES- Two TRU pushbutton-indicators labeled TRU 1 and
SEN BUS (PP4) is powered from DC BUS 2 (PP2). TRU 2 provide manual control of the TRUs. They also
Whenever the contactors between the main DC buses provide a status indication of the TRUs. The pushbut-
and EMER BUS (PP3) and ESSEN BUS (PP4) are ton-indicator has two captions named FAULT and OFF.
opened with the BATT switch in ON position, the emer- In normal operation, with the pushbutton pressed and
gency battery and the APU start battery discharge on the captions unlit, the associated TRU is under auto-
EMER BUS (PP3) and ESSEN BUS (PP4) respective- matic control of the PDU. The yellow FAULT caption il-
ly. This condition is shown by the illumination of a luminates when the PDU detects a failure condition of
green arrow in each line, pointing towards the EMER the associated TRU. This failure condition is also an-
BUS (PP3) and ESSEN BUS (PP4) respectively on the nounced by a dedicated ACAWS Caution messages
electrical control panel. “TRU 1 FAULT and TRU 2 FAULT” on CMDU.
When the AC BUS 1 (XP1) and AC BUS 2 (XP2) are When released, the yellow OFF caption illuminates
supplied, if the DC Power Quality parameters are with- and the PDU opens the associated TRU contactor dis-
in the normal limits, the TRU 1 and TRU 2 supply their connecting the TRU from DC BUS.
associated DC buses putting “ON” the relevant push-
button-indicators located on the electrical control pan-
el. In this condition the TRUs also charge the batteries.
Standby TRU Pushbutton-Indicator
This condition is shown by the illumination of a green This pushbutton labeled STBY TRU has two captions
arrow in each line, pointing towards the EMER BATT named FAULT and ON.
and APU BATT respectively. The yellow ON caption illuminates when the pushbut-
In normal condition, the two batteries are floating on ton is pressed, therefore the standby TRU is ready to
the respective DC BUS 1 (PP1) and DC BUS 2 (PP2) replace the failed TRU or supply both DC buses in
at all time, assuring no break power on all DC buses case of loss of both TRUs if the standby TRU selector
during their switching between the different power is positioned on LH or RH position and TRU 1 and/or
sources. TRU 2 pushbutton is selected OFF.
The DC power system controls and indicators are lo- The yellow FAULT caption illuminates when the stand-
cated on the electrical control panel (Figure 1-27) by TRU has failed. On CMDU this failure is announced
mounted in the center of the overhead console. by a dedicated ACAWS Caution message “STBY TRU
FAULT”.

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FAM.1C-27J-1

Figure 1-27 Electrical Control Panel and External Electrical sockets (sh. 1/2)

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 FAM.1C-27J-1

Figure 1-27 Electrical Control Panel and External Electrical sockets (sh. 2/2)

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FAM.1C-27J-1

Standby TRU Source Rotary Selector On CMDU this failure is announced by a dedicated
ACAWS Caution messages “DC BUS 1 OFF and DC
The function of this rotary selector is to enable the pi- BUS 2 OFF”.
lots to select the AC power source to be used by stand-
by TRU. This selector has three positions: OFF, LH
and RH which have the following functions: Battery Charge Pushbutton-Indicators
– OFF: normal position with standby TRU not opera- Two battery charge pushbutton-indicators labeled
tive. CHARGE provide manual control of batteries bus XFR
2 contactors by isolating the batteries from the associ-
– LH: connects the AC BUS 1 (XP1) to the standby ated DC main bus. They also provide the indication of
TRU and it allows the standby TRU to replace the the battery fault during the charge.
failed TRU 1 if the TRU 1 pushbutton is selected The pushbutton-indicator has two captions named
OFF and STBY TRU pushbutton is pressed (ON FAULT and OFF. In normal operation with the pushbut-
light lit). ton pressed and the captions unlit, the associated bat-
– RH: connects the AC BUS 2 (XP2) to the standby tery bus XFR 2 contactor is under automatic control of
TRU and it allows the standby TRU to replace the the PDU.
failed TRU 2 if the TRU 2 pushbutton is selected The yellow FAULT caption illuminates when the PDU
OFF and STBY TRU pushbutton is pressed (ON detects a failure condition during the associated bat-
light lit). tery charger.
When released, the yellow OFF caption illuminates
and the PDU opens the associated battery bus XFR 2
DC Bus Tie Pushbutton-Indicator contactors when the DC BUS 1 (PP1) and DC BUS 2
This pushbutton-indicator labeled TIE provides manu- (PP2) are supplied, interrupting the charge of the bat-
al control of the DC bus tie contactor. teries.
The pushbutton-indicator has an indicator flow bar
identified as “ “ and a caption named OFF. When Battery Charge/Discharge Indicators
the pushbutton is pressed (normal condition), the DC
Bus Tie Contactor (BTC) is under automatic control of These indicators are identified by two arrows pointing
the PDU. When released, the yellow OFF caption illu- away from each other “ v “. When the relative battery
minates and the DC BTC is manually open. is charging the arrows “ 5 “ of the EMER BATT and the
APU BATT are illuminated green. When the relative
battery is discharging the arrows “ 6 “ of the EMER
DC 1 Bus Tie and DC 2 Bus Tie Indicators BATT and the APU BATT are illuminated green.
Two indicator flow bars identified as “ “ and la-
beled TIE, come on when the respective DC BUS is DC Emer/Essen Bus Tie Pushbutton-Indicator
tied to the standby TRU through the DC standby TRU
contactors on the PDU. This pushbutton-indicator labeled TIE provides manu-
The left TIE flow bar illuminates green when the DC al control of the emergency bus tie contactor. The
BUS 1 (PP1) is tied to the standby TRU (TRU 1 in fail pushbutton-indicator is guarded and has an indicator
or not operative) and the right TIE flow bar illuminates flow bar identified as “ “.
green when the DC BUS 2 (PP2) is tied to the standby When the guard is raised and the pushbutton is
TRU (TRU 2 in fail or not operative). pressed (emergency condition) the emergency bus tie
contactor is forced to close and the EMER BUS (PP3)
and ESSEN BUS (PP4) are interconnected.
DC Bus 1 and Bus 2 Indicators This pushbutton is used to recover the corresponding
Two yellow indicators (labeled BUS OFF), come on battery charge operation, when a fault (short circuit) on
when the associated DC BUS is not supplied. This one of the DC buses occurs.
condition is controlled by the DC BUS 1 OFF and DC This is necessary due to the failed bus being automat-
BUS 2 OFF relays. ically isolated, causing loss of the battery charge line.
These are supplied by 28 V dc from BUS 1 (PP1) This pushbutton is also used to discharge the batteries
through the DC BUS 1 CONTR circuit breaker and at the same rate when the total loss of primary and
from BUS 2 (PP2) through the DC BUS 2 CONTR cir- APU generators occurs and the EMER BUS (PP3) and
cuit breaker. ESSEN BUS (PP4) are the only buses available.

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 FAM.1C-27J-1

DC MEASURING SYSTEM When a DC Ground Power Unit (GPU) is connected,

the PDU controls external power quality (correct polar-
The DC measuring system provides Voltage and Cur- ity and voltage) and, if acceptable, illuminates, on the
rent indications of each DC power source by means of DC external power panel, close to the external recep-
two DC digital instruments and a rotary selector (Fig- tacle, the following indication lights:
ure 1-28). These digital instruments and selector are
installed on the right corner of the electrical control • EXT DC CONNECTED
panel, located on the overhead console (Figure 1-27).
and through the DC External Power Contactor (EPC)
de-energized (open),
DC Source Rotary Selector
• EXT DC NOT IN USE
This selector, labeled DC SOURCE, is a rotary selec-
while the caption AVAIL on the DC EXT power push-
tor with seven positions: OFF, TRU 1, TRU 2, STBY
button-indicator comes on.
TRU, APU BATT, EMER BATT and EXT which have
Under this condition, if the DC EXT power pushbutton
the following functions:
is pressed the DC BUS 1 is supplied through the DC
– OFF: no indications on the voltmeter and ammeter. EPC and the DC BUS 2 is supplied through DC EPC
and DC BTC. Consequently the EMER BUS (PP3) and
– TRU 1: allows to display the voltage and current of ESSEN BUS (PP4), as well as the batteries are con-
the TRU 1 output. nected to the DC external power.
– TRU 2: allows to display the voltage and current of With the DC EPC energized (close), the ground circuit
the TRU 2 output. of the EXT DC NOT IN USE indication light is interrupt-
ed and the light extinguishes.
– STBY TRU: allows to display the voltage and cur- With DC external power connected, also the APU
rent of the standby TRU output. STARTING BUS (inside the PDU) is supplied. The DC
external power has priority over the TRUs therefore
– APU BATT: allows to display the voltage and cur-
even if the TRUs are supplied, the DC buses remain
rent of the APU start battery output.
supplied by external power until the relative DC EXT
– EMER BATT: allows to display the voltage and cur- power pushbutton is released and the DC external
rent of the emergency battery output. power is disconnected.
– EXT: allows to display the voltage and current of
the external DC power source. External DC Power Pushbutton-Indicator
This pushbutton is labeled DC EXT and is located on
the electrical control panel (Figure 1-27). The pushbut-
DC Digital Displays ton-indicator has two captions named AVAIL and ON.
The green AVAIL caption illuminates if no failure condi-
Two displays labeled V and A provide the indications
tions of external DC power quality is detected by PDU.
of DC voltage and DC current with green digital read-
The green ON caption illuminates when the pushbut-
out (up to 3 digits for DC voltage and up to 4 digits for
ton is pressed.
DC current).
The PDU also provides a signal that identifies the
charging current with respect to the discharging cur-
DC SYSTEM OPERATION UNDER FAULT
rent, to allow “current measurements” of the battery, CONDITION
when APU BATT or EMER BATT is selected.
This signal is used to show a + or - indication in front of
the current display and to drive the battery charge/dis- Failure of One Main TRU
charge arrows. With the DC system supplied by the aircraft internal
power, if a fault is detected on a main TRU, the PDU
opens and locks-out the associated TRU contactor
DC EXTERNAL SUPPLY (Figure 1-29).
In this condition, the DC BTC closes and the failed
On the rear end of the left landing gear fairing a socket TRU DC BUS is automatically transferred to the oper-
is located which allows the connection to the aircraft of ating main TRU, provided that the DC Bus Tie push-
an external DC power source when the aircraft is on button is pressed.
the ground and the battery switch is in ON position
(Figure 1-27).

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FAM.1C-27J-1

Figure 1-28 D.C. electrical system (sh. 1/4)

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 FAM.1C-27J-1

Figure 1-28 D.C. electrical system (sh. 2/4)

1-73
FAM.1C-27J-1

Figure 1-28 D.C. electrical system (sh. 3/4)

1-74
 FAM.1C-27J-1

Figure 1-28 D.C. electrical system (sh. 4/4)

1-75
FAM.1C-27J-1

It is possible to attempt the reset of the failed TRU by The above contactors, normally controlled by the PDU
cycling the relevant TRU pushbutton. circuits, are kept closed by setting the battery switch on
If the failed TRU cannot be resetted, it can be replaced the electrical control panel to the OVRD position.
with the STBY TRU by positioning the standby TRU ro-
tary selector to LH or RH position (LH if failure is on In this position, the circuits for automatic control of the
TRU 1 and RH if failure is on TRU 2) in conjunction EMER BUS XFR2 and ESSEN BUS XFR2 contactors
with the standby TRU pushbutton on the electrical con- are by-passed and the contactors are forced to close.
trol panel (Figure 1-30).
Under this Emergency condition, after three APU start
In this condition, the STBY TRU powered from the AC attempts supported by the APU start battery, the two
BUS 1 (XP1) or AC BUS 2 (XP2) through AC STBY batteries are connected in parallel by means of the clo-
contactor closed, supplies the failed TRU DC BUS sure of the EMER BUS TIE contactor (that is manually
through the DC STBY TRU contactor 1 if TRU 1 fails or controlled through the guarded DC Emer/Essen Bus
DC STBY TRU contactor 2 if RH TRU fails. When the Tie pushbutton on the electrical control panel).
failed TRU is replaced with the STBY TRU, the DC
BTC is automatically opened.

If the fault (short circuit) is on one of the DC buses, the REGULATED POWER SUPPLY SYSTEM
failed bus becomes automatically isolated from the The Regulated Power Supply (RPS) system provides
rest of system (TRU 1 and EMER BUS XFR 1 contac- for redundant electrical power for many control panels.
tors opened if the DC BUS 1 (PP1) fails or TRU 2 and It consists of two Panel Power Distribution Units (PP-
ESSEN BUS XFR 1 contactors if the DC BUS 2 (PP2) DU) and four Low Voltage Power Supply (LVPS).
fails).
There are two LPVS for each PPDU. The two left LVPS
When this occurs, the related battery can be charged power the LH PPDU. The two right LVPS power the RH
by pressing the DC Emer/Essen Bus Tie pushbutton PPDU.
on the electrical control panel: the EMER BUS TIE
contactor closes and the lost battery charge line be- The LVPS are provided with 28 V dc and is then
comes connected to the operative DC BUS. stepped-down to 8 V dc. The PPDUs and LVPSs are
located in the forward electronic bay.
Failure of Both Main TRU's
The RPS system operates off 28 V dc from the DC
In case of loss of both main TRU's (Figure 1-31), the buses as follows:
PDU opens and locks-out the TRU 1 and TRU 2 con-
tactors. Under this failure condition, it is possible to – LVPS No. 1L is supplied by BUS 1 (PP1) through
supply both DC BUS 1 (PP1) and DC BUS 2 (PP2) the (LV PWR) 1L circuit breaker,
from the STBY TRU by positioning the standby TRU – LVPS No. 2L is supplied by ESSEN BUS (PP4)
rotary selector either to the LH or RH position and through the (LV PWR) 2L circuit breaker,
pressing the standby TRU pushbutton on the electrical
control panel. – LVPS No. 1R is supplied by EMER BUS (PP3)
In this condition the DC BUS 1 (PP1) and DC BUS 2 through (LV PWR) 1R circuit breaker,
(PP2) will be connected together through the DC BTC
– LVPS No. 2R is supplied by BUS 2 (PP2) through
closed.
the LV PWR) 2R circuit breaker.

Total Loss of AC Electrical Power

In case of total loss of both main generators and APU
generator in flight (Figure 1-32), only the EMER BUS
(PP3) and ESSEN BUS (PP4) are supplied by the
emergency and APU start batteries respectively
through the EMER BUS XFR2 and ESSEN BUS XFR2
contactors.

1-76
 FAM.1C-27J-1

Figure 1-29 Failure of a main TRU (TRU 1) with STBY TRU selected OFF

1-77
FAM.1C-27J-1

Figure 1-30 Failure of a mian TRU (TRU 1) with STBY TRU selected ON
(STBY TRU selected on LH)

1-78
 FAM.1C-27J-1

The PPDU have 16 circuit breakers each for protection ELECTRICAL SYSTEM ACAWS MESSAGES
of electrical circuits.
The two left LVPS with the LH PPDU and the two right ACAWS messages, conditions, and crew action for a
LVPS with the RH PPDU provide 8 V dc electrical pow- specific message is listed in Section III of this manual.
er for operation of the system listed in table below. The following table lists the ACAWS messages and the
The odd number circuit breakers are not used at this message urgency level.
time. CAUTION

AC BUS 1 (2) OFF

Left hand PPDU APU BATTERY FAULT
CB # PANEL POWERED APU GEN FAULT
1 Blank DC BUS 1 (2) OFF
DC EMER BUS OFF
2 Pilot ICS Control Panel
DC ESS BUS OFF
3 Blank
EMER BATTERY FAULT
4 Pilot ICS Monitor Panel
5 Blank GEN 1 (2) FAULT
6 Cursor Control Panel RPS 1 (2) FAIL
7 Blank
STBY TRU FAULT
8 DA/FD Control Panel
9 Blank TRU 1 (2) FAULT
10 Pilot Heading Course Select Panel ADVISORY
11 Blank
AC BPCU COMM FAULT
12 Aft Loadmaster ICS Control Panel
13 Blank
14 Observe ICS Control Panel
CIRCUIT BREAKERS
15 Blank DC and AC electrical power is sent to the various utili-
16 Pilot DA/FD Reference Set Warning Panel ties by means of circuit breakers (Figure 1-33) that are
intended to protect the circuits to which they are con-
nected against possible overloads.
Right hand PPDU
CB # PANEL POWERED
1 Blank
2 Copilot ICS Control Panel
3 Blank
4 Copilot ICS Monitor Panel
5 Blank
6 Color Weather Radar Control Panel
7 Blank
8 DA/FD Control Panel
9 Blank
10 Copilot Heading Course Select Panel
11 Blank
12 Aft Loadmaster ICS Control Panel
13 Blank
14 Observe ICS Control Panel
15 Blank
16 Pilot DA/FD Reference Set Warning Panel

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FAM.1C-27J-1

Figure 1-31 Failure of both main TRU with STBY TRU selected ON (STBY TRU selected on LH)

1-80
 FAM.1C-27J-1

Figure 1-32 Total loss of AC power (failure of both generators

without APU generator available)

1-81
FAM.1C-27J-1

Figure 1-33 Circuit breakers (sh. 1/6)

1-82
 FAM.1C-27J-1

Figure 1-33 Circuit breakers (sh. 2/6)

1-83
FAM.1C-27J-1

Figure 1-33 Circuit breakers (sh. 3/6)

1-84
 FAM.1C-27J-1

Figure 1-33 Circuit breakers (sh. 4/6)

1-85
FAM.1C-27J-1

Figure 1-33 Circuit breakers (sh. 5/6)

1-86
 FAM.1C-27J-1

Figure 1-33 Circuit breakers (sh. 6/6)

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FAM.1C-27J-1

HYDRAULIC SYSTEM 2. Full ground control of the aircraft at low speed be-
ing the steering fully operative.
3. Braking being the emergency braking system op-
DESCRIPTION erative.
The hydraulic system is a dual independent circuit sys- The landing gear may be extended by means of a me-
tem with two separate power sources. The two inde- chanical device (free fall extension system).
pendent Hydraulic Systems are identified as System 1 One electrically-controlled fire shut-off valve is in-
and System 2 (Figure 1-34). stalled on each supply line and has the purpose to stop
The systems operate simultaneously under normal hydraulic fluid delivery from the reservoir to the EDP in
conditions at a nominal pressure of 3000 psi (207 bar) case of a engine fire.
and are capable of operating at all altitudes and tem- The fire shut-off valves are actuated to close by pulling
peratures covered by the aircraft flight envelope. Each the engine fire handles located on the front overhead
system is powered by one Engine Drive Pump (EDP) control panel. The fire shut-off valve of left EDP 1 is
and one Alternate Current Motor Pump (ACMP). controlled by FIRE 1 handle, the fire shut-off valve of
The EDP is a variable displacement type, mounted on right EDP 2 is controlled by FIRE 2 handle.
the Gearbox Mounted Accessory Drive (GMAD) of The circuit is supplied by 28 V dc EMER BUS (PP3B)
each engine. The ACMP is a variable displacement via the (HYDRAULIC) ENG 1 FIRE SOV and ENG 2
type, driven by an AC motor, electrically supplied by FIRE SOV circuit breakers.
the 115/200 V ac primary AC electrical buses. Resetting of fire shut-off valves can be done by push-
The ACMP 1 is powered by 115/200 V ac BUS 2 (XP2) ing the engine fire handles back in place. For a more
via the HYD ACMP 1 circuit breaker, while ACMP 2 is detailed explanation of the engine fire handles opera-
powered by 115/200 V ac BUS 1 (XP1) via the HYD tion refer to paragraph FIRE PROTECTION SYSTEM
ACMP 2 circuit breaker. of this Section.
The ACMP 2 pump starting is delayed of one second
to avoid the simultaneous starting of the pumps when The subsystems powered by the two hydraulic sys-
aircraft electrical Power On condition occurs. tems are listed below.
Each hydraulic system is provided with an indepen-
dent bootstrap reservoir, that is used to prevent cavita-
tion at the inlet of the pumps under all operating Hydraulic System 1:
conditions.
– Flaps,
The system 1 reservoir and the system 2 reservoir are
installed in left and right engine nacelle respectively. – Rudder,
These two systems supply all the hydraulic utilities
both directly or indirectly connected to the flight. Each – Elevators,
pump is dimensioned in such a way to ensure the com- – Spoilers,
plete flow and pressure to the relevant circuit.
– Parking/Emergency Wheel Brakes,
In case of total loss of system 1, system 2 permits: – Steering.
1. Complete maneuverability of the aircraft during the
flight being the rudder, the elevator and the flaps Hydraulic System 2:
fully operative.
– Flaps (by selecting),
2. Full ground control of the aircraft at low speed be-
ing the normal differential wheel brakes fully oper- – Rudder (standby),
ative.
– Elevators,
3. Braking being the normal braking system with anti-
– Spoilers,
skid operative.
– Normal Wheel Brakes with anti-skid system,
In case of total loss of system 2, system 1 permits:
– Landing Gear,
1. Complete maneuverability of the aircraft during the
flight being the rudder, the elevator and the flaps – Landing Gear Jack extension system,
fully operative.
– Ramp and Cargo Door,
– Lift dumper.

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 FAM.1C-27J-1

HYDRAULIC SYSTEM 1 HYDRAULIC CONTROL PANEL

Hydraulic system 1 (Figure 1-34, sh. 1) is composed of The hydraulic control panel, labeled HYDRAULICS is
a hydraulic fluid reservoir, one fire shut-off valve, one located on the overhead console (Figure 1-35), pro-
EDP 1 mounted on left engine accessory gear box, vides the control and monitoring of hydraulic pumps.
one ACMP 1, two low pressure filters on reservoir (one
for the main return line and one for the case drain line
(EDP 1 and ACMP 1), two high pressure filters (one Engine Drive Pump (EDP) 1 and 2 Indicators
downstream to the EDP 1 and the other one down- Two indicators labeled EDP 1 and EDP 2, monitor the
stream to the ACMP 1), one low pressure caution sys- failure of the associated EDP. The yellow FAULT light
tem and one pressure indication system. illuminates when the relevant EDP pressure switch de-
tects pressure below 2000 ± 100 psi or the respective
A supply line from the reservoir carries fluid either to engine shut-down.
the ACMP 1 or the EDP 1. Fluid to EDP 1 is carried This failure condition is also announced by a dedicated
through the normally-open fire shut-off valve. From the ACAWS Caution messages “HYD SYS 1 EDP FAULT
EDP 1, fluid passes through the high pressure filter. and HYD SYS 2 EDP FAULT” on CMDU.
Downstream the filter, a pressure switch activates the
EDP 1 "FAULT" indicator on hydraulic control panel as
well as a related ACAWS message on CMDU when AC Motor Pump (ACMP) 1 and 2 Indicators
pressure drops below 2000 ± 100 psi.
Two indicators labeled ACMP 1 and ACMP 2 monitor
Two hydraulic accumulators are installed in the pres-
the failure and status of the associated ACMP. The in-
sure line to provide dump delivery pulsation and pres-
dicator has two labels named FAULT and RUN. The
sure surge, and compensate for pump response time
yellow FAULT light illuminates when the relevant
in the event of high output demand. A fluid pressure
ACMP pressure switch detects pressure below 2000
transmitter is installed in the pressure line for the hy-
± 100 psi or when the relevant ACMP coil rotor temper-
draulic pressure indication in the flight compartment.
ature achieves 200 ± 2 °C through the overheat switch.
This failure condition is also announced by a dedicated
When all conditions for ACMP 1 running are met, the
ACAWS Caution messages “HYD SYS 1 ACMP
fluid passes through the high pressure filter and down-
FAULT, HYD SYS 2 ACMP FAULT, ACMP 1 OVER-
stream the filter a pressure switch activates the
HEAT and ACMP 2 OVERHEAT” on CMDU.
ACMP 1 "FAULT" indicator and a related ACAWS
The green RUN light illuminates every time when the
message when the pressure drops below 2000 ± 100
relevant ACMP is running.
psi.
A check valve is fitted on the delivery line from each
pump (EDP 1 and ACMP 1) before they join to form a AC Motor Pump (ACMP) 1 and 2 Switches
single delivery line to the equipment supplied.
The hydraulic system 1 is also provided with a relief Two switches, labeled ACMP 1 and ACMP 2, control
valve in the main return line which discharges excess the operating mode of the associated ACMP. The
pressure in the system into the return line. The relief switch is guarded and has three positions: ON, AUTO
valve is set at 3500 psi (241 bar). and OFF. The guard prevents selection of either ON or
OFF from the AUTO position.
The hydraulic system 1 has a dedicated hydraulic ac- When set to AUTO, (normal position) and guarded
cumulator for parking and emergency brake, in the down the switch enables the automatic activation of
event of an hydraulic pressure loss. A check valve in- the relevant ACMP (RUN light illuminates green) as
stalled upstream of the pressure line-in, ensures the soon as the following conditions are met:
accumulator is pressurized at 3000 psi. This accumu-
lator is designed to allow six (6) brake applications With landing gear in DOWN position (not up-locked):
when hydraulic supply is off. 1. Aircraft on the ground with the electrical power
"ON" either Engine/APU running or by the external
ground electrical power connected.
HYDRAULIC SYSTEM 2
2. Aircraft on runway and take-off until the landing
Hydraulic system 2 (Figure 1-34, sh. 2) is similar to gear is completely retracted (not up-locked).
system 1 both in composition as well as in flight com-
partment indication and controls. 3. Aircraft during approach as soon as the landing
gear is selected down.

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Figure 1-34 Hydraulic systems and connected utilities (sh. 1/2)

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 FAM.1C-27J-1

Figure 1-34 Hydraulic systems and connected utilities (sh. 2/2)

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Figure 1-35 Hydraulic system controls and indicators

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With landing gear in UP position (up-locked): HYDRAULIC SYSTEM ACAWS MESSAGES

1. The respective EDP is in failure. ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
2. The respective Engine shut-down.
The following table lists the ACAWS messages and the
When the guard is raised and the switch is set to OFF message urgency level.
the relevant ACMP is not running and the RUN light ex-
CAUTION
tinguishes.
This switch condition is also announced by a dedicated ACMP 1 (2) OVERHEAT
ACAWS Caution message “HYD SYS 1 (2) ACMP
HYD SYS 1 (2) ACMP FAULT
OFF” on CMDU. HYD SYS 1 (2) ACMP OFF
Every time the guard is raised and the switch is set to HYD SYS 1 (2) EDP FAULT
ON the relevant ACMP is running and the RUN light il- HYD SYS 1 (2) PRESS LO
luminates green (independent of the landing gear po-
sition).

FLIGHT CONTROLS
HYDRAULIC TRIPLE PRESSURE INDICATOR
The indicator labeled HYD SYS is installed on the cen- DESCRIPTION
tral main instrument panel between the CMDU No. 2
and 3 and above the combined standby instrument The flight controls system consists of the actuating
(Figure 1-35) and shows, with a triple analogue gauge, mechanisms for ailerons, rudder, elevators and related
the hydraulic fluid pressure in the system 1, system 2 trim systems.
and brake accumulator; the pressure is displayed in The elevators, spoilers and rudder are mechanically
psi x 1000. controlled and hydraulically actuated: the ailerons are
The triple pressure indicator receives signals from the mechanically operated without servo controls.
pressure transducer of each hydraulic system and of The three-axes trim systems are actuated by electric
the parking and emergency braking accumulator. motors.
The analogue gauges relevant to the hydraulic sys-
tems are labeled 1 and 2 respectively. The analogue The aircraft control (Figure 1-36) is achieved by:
gauge relevant to the brake accumulator is labeled
– the ailerons and spoilers (roll control),
BRAKE ACC. Each scale displays a range of pressure
quantity 0 thru 3500 psi with subdivisions of 500 psi. – the elevators (pitch control),
The indicator is supplied by 28 V dc BUS 1 (PP1A) via
the (HYDRAULICS) PRESS IND circuit breaker. – the rudder (yaw control),
– the spoiler (roll augmentation and ground lift dump-
ing),
HYDRAULIC OIL QUANTITY INDICATOR – the flaps (high lift control and performance optimi-
zation).
Each system reservoir is equipped with a fluid level
transmitter. Each transmitter sends an electric output Ailerons and elevators are on two different lines in
proportional to the hydraulic fluid level in the respective such a way to allow control of aircraft in case of failure
reservoir, to an oil quantity indicator labeled HYD QTY, of any component; rudder control transmission is de-
which is installed on the right main instrument panel signed as a single line located on the left side of the fu-
rightward of the CMDU No. 5 and above the door sta- selage.
tus indicator panel (Figure 1-35). Hydraulic power is supplied to the elevator, spoiler and
The indicator dial has two scales, one for each hydrau- rudder servo controls by hydraulic systems 1 and 2 si-
lic system (SYS 1 and SYS 2). The scales are gradu- multaneously.
ated 0 through F (full). In case of failure of one hydraulic system sufficient
The transmitters and the dual indicator are supplied by power for flight controls operation will be supplied by
28 V dc BUS 1 (PP1A) through the (HYDRAULICS) the remaining system. The flap servo control is sup-
QTY IND circuit breaker. plied by two hydraulic systems which operate autono-
mously (normal/alternative).

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Figure 1-36 Primary and secondary control surfaces

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AILERON AND SPOILER CONTROLS The two lateral switch positions, labeled LWD and
RWD, control the left geared trim tab down or up.
The aircraft is controlled laterally by means of ailerons The aileron normal trim control logic operates as fol-
and spoilers (Figure 1-37). lows:
– if the pilot and copilot move the normal trim switch-
Aileron System es in the same way, the trim actuator follows the
The aileron surfaces are hinged on the trailing edge of trim command,
the outer wings and each surface is equipped with a – if the pilot and copilot move the normal trim switch-
spring tab (inner tab) and a geared tab (outer tab). es in the opposite way, the trim actuator stops,
Lateral controls from the pilot act directly on the aileron
spring tabs which in turn control the aileron surface. – if the pilot or the copilot lifts the cover of the aileron
The pilot's action on the control wheel is transferred by emergency trim the normal trim switches on both
means of a cable loop without tension regulator to the control wheels are inhibited.
fwd fuselage pulley. The two fwd pulleys are intercon-
The normal trim switches are powered by 28 V dc
nected by means of a torque shaft that synchronizes
EMER BUS (PP3B) via the (TRIM) AILERON - NORM
their movements. They are independently connected
circuit breaker.
to the associated aft pulleys on the center wing by
means of a cable loop with tension regulator.
Also these two aft pulleys are interconnected by Aileron Emergency Trim Control Switch
means of cables. The aft pulley rotation moves a differ-
ential lever and transfers the pilot's demand to the ai- The aileron emergency trim control switch labeled AI-
leron control and to the spoiler control. The aileron LERON EMER is located on the FCS 2 control panel
demand from the differential lever is transferred to a on the central row of the center console (Figure 1-38).
torque shaft that is attached to the spring tab by means The switch is guarded in the center position by a cover
of a mechanical linkage. on a yellow, black and white striped panel. When the
When the aerodynamic load acts on the aileron sur- cover is lifted it interrupts the control circuit of the actu-
face the pilot demand moves the aileron surface with ator normal trim motor. This is a three-position toggle
the aid of the spring tab (torque shaft is loaded). The switch spring-loaded to the center (null). Switch posi-
rotation of the spring tab is a function of the aircraft ma- tions LH WNG DN and RH WNG DN control the emer-
neuver (pilot demand and aerodynamic load). gency trim motor.
The trim function is performed by the geared tabs. This The aileron emergency trim control switch is powered
function is achieved acting only on the left geared tab by 28 V dc BUS 1 (PP1A) via the (TRIM) AILERON -
by an electrical actuator. These adjustments on the left EMERG circuit breaker.
aileron surface are transferred also to the right aileron
surface being mechanically linked. The electrical actu- Aileron Trim Position Indicator
ator operates on the geared tab and moves the left ai-
leron by an aerodynamic effect. The actuator is It is located on the combined trim indicator (TRIMS) on
powered by two electric motors: one motor is used for the left row of the center console (Figure 1-38) and it is
normal trim operations, the other motor is used for labeled AILERON DEG. It gives the pilot an indication
emergency trim operations. A position transmitter of the angle between the trim tab and the aileron as
sends a signal to the combined trim indicator propor- well as the direction into which the trim operates.
tional to aileron deflection. This display is an analogue dial consisting of two circu-
The maximum aileron deflection is 19° ± 1° downward lar scales with an arc of 120° either side and a single
and 26° ± 1° upward; the maximum deflection of the bar pivoted in the middle with pointers at each end.
trim geared tab is 15° 25' ± 1° upward and downward Each scale covers a range -20° thru +20° and is divid-
with the aileron in neutral position. ed into 9 equispaced increments, with each mark rep-
The lateral control trim systems are powered by 28 V resenting 5°. The middle of the scale is marked with
dc EMER BUS (PP3B) and by 28 V dc BUS 1 (PP1A). "0", while both ends are marked "20".
In the event of loss of the input signal the aileron point-
er is parked in the almost vertical position.
Aileron Normal Trim Control Switches The indicating system is supplied by 28 V dc EMER
A four-way position switch, spring-loaded to the center BUS (PP3B) via the (TRIM) AILERON - IND circuit
off, is located on each control wheel, on the left side of breaker.
the pilot control wheel and on the right side of the co-
pilot control wheel (Figure 1-40).

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Figure 1-37 Ailerons and spoilers system

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Spoiler System LIFT DUMPER Switch

The spoiler system consists of two surfaces per each This 2-position, leverlock, toggle switch is located on
wing. These are mechanically linked and are hinged the FCS 1 control panel on the central row of the center
on the wing upper surface forward the outer console (Figure 1-38).
flap (Figure 1-37). The spoiler system, joint to the aile- The switch has two positions: OFF and ARMED. The
rons, reduces stick forces during roll maneuvers. The ARMED position arms the lift dumper actuating valve.
spoiler system is mechanically connected to the aile- This position is announced by a dedicated ACAWS Ad-
ron control system by means of a rod and lever system visory message “LIFT DUMPER ARM” on CMDU.
and by a mechanical mixer box which allows the spoil- When the switch is set to OFF position the operation of
er tab to rotate only upward, proportional to upward ro- lift dumpers is not possible.
tation of the aileron; the opposite wing spoiler remains The switch is supplied by the 28 V dc ESSEN BUS
in the faired position (full retracted). (PP4B) via the LIFT DUMPER circuit breaker.
The spoilers are driven by two dual hydraulic actuators
supplied by both hydraulic systems. The spoiler servo-
actuator is provided with an incorporated solenoid LIFT DUMPER Indicator
valve, operated by the pilot, which enables the spoiler This indicator is located on the front overhead control
to be returned to retracted position if a jamming of the panel (Figure 1-38). It provides an indication of the de-
relevant aileron occurs. The spoilers also serve as lift ployment status of each pair of lift dumpers. The indi-
dumpers for landings. At main wheel touchdown, the cator is controlled by a microswitch installed on the left
spoilers extend symmetrically to spoil wing lift thereby and right spoiler trailing edge.
increasing braking efficiency. When the spoilers are fully extended, both indication
When the spoilers operate as lift dumpers, each one is labels identified as a triangle symbol " ∆ " are illuminat-
moved by a hydraulic actuator supplied by hydraulic ed green. When the spoilers are in neutral position,
system 2. Lift dumper operation is controlled by an both indication labels are extinguished.
electrically operated valve which supplies power to the
actuators when the following three conditions are met:
– LIFT DUMPER switch in the ARMED position,
ELEVATOR SYSTEM

– Throttle Quadrant Assembly: Power Levers move- The elevator surfaces hinged on the horizontal stabiliz-
ment below FLT IDLE, er (Figure 1-39) are mechanically controlled and hy-
draulically actuated. Each elevator surface is equipped
– Main landing gear microswitches of weight on with a geared tab and a trim tab. Hydraulically powered
wheels (ground condition). elevator actuators are controlled by two independent
cable lines from the pilot's control columns.
An indicator in the flight compartment displays spoiler
The cable lines operate the two independent hydraulic
position when the spoilers are working as lift dumpers.
servo actuators which are each supplied by hydraulic
The maximum deflection of the spoilers is 77° 30' ± 2°
systems 1 and 2 of the aircraft. The tandem actuators
for lateral control and 90° ± 2° for lift dumper operation.
ensure that no performance degradation occurs upon
Lift dumper operation is provided by an electrome-
loss of one hydraulic system.
chanical valve and it is supplied by the 28 V dc ESSEN
These lines are interconnected at the rear quadrants
BUS (PP4).
by a torque shaft incorporating a Jamming Override
Mechanism (JOM), which disconnects a line in case of
SPOILER Switch jamming. When a jamming occurs on one control
wheel, pitch control will be recovered by applying a
This switch is located on the FCS 2 control panel on sufficient force (60 kg) on the opposite control wheel in
the central row of the center console (Figure 1-38). order to disengage the JOM.
It has two positions: NORM and IN. The switch is The non affected command line allows the aircraft to
guarded by a cover on a yellow, black and white striped be operated safely. In that case, system recoupling
panel. To NORM position the switch is guarded down has to be performed on the ground.
and the system is normally operated. The disconnection of the JOM is announced by a ded-
In case of jamming of one aileron, by positioning the icated ACAWS Warning message “PITCH DISCON-
switch to IN the solenoid valve is supplied thus the NECT” on CMDU.
spoiler is returned to retracted position.
The switch is supplied by 28 V dc ESSEN BUS (PP4B)
via the SPOILER EMERG circuit breaker.

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Figure 1-38 Flight control system controls and indicators (sh. 1/2)

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Figure 1-38 Flight control system controls and indicators (sh. 2/2)

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FAM.1C-27J-1

Two separate, electrically actuated, artificial feel force The feel unit is an electro-mechanical device that utiliz-
simulators (Q-feel system), linked with the rear quad- es an electric motor actuator to change an effective le-
rants, provide the optimal force feedback to the pilots ver arm working against a spring. The adjustment in
as a function of airspeed data and control wheel posi- the lever arm produces a variable feel force as a func-
tion. The system reverts to manual control in case of a tion of dynamic pressure.
double hydraulic failure.
Each PFTU also includes the normal and standby pitch
Normal and standby pitch trim functions are provided trim function that has the effect of moving the effective
in normal (hydraulic powered) operation. A standby feel spring null as a function of trim position. The pitch
cover-guarded pitch trim switch is located on FCS 2 trim motors have a variable actuation rate feature, as a
control panel on the center console (Figure 1-38) to be function of airspeed, to optimize control sensitivity (i.e.
used in case of failure of normal pitch trim switch. Nor- the highest is the aircraft airspeed the lowest is the trim
mal and standby pitch trim indications are provided in rate).
the cockpit (Figure 1-38). The PFTUs are controlled and monitored by a dual-
channel/dual-line Electronic Control Unit (ECU). The
In emergency condition (both hydraulic systems de- ECU receives two separate analog dynamic pressure
pressurized) the elevator can be manually controlled. signals sourced from the left and right FCS Dynamic
In this condition, the pitch trim function is performed by Pressure Transducers. These are used to automatical-
operating the trim tabs on the elevator surfaces, actu- ly compute the required feel force and pitch trim rate.
ated by an independent emergency trim motor. An
emergency pitch trim indication is provided in the cock- If the two signals are not in agreement each other or an
pit (Figure 1-38). invalid dynamic pressure data condition is detected by
the ECU, the last valid data is used to control the Q-
The geared tab on the elevator surface reduces the pi- feel system. This condition is announced to the pilots
lot's effort to maneuver the aircraft with the system in by a dedicated ACAWS Caution message “Q-FEEL/
manual control. Dedicated elevator hydraulic accumu- TLU AD FAIL” on CMDU.
lators, with check valves and electrically operated Operation of Q-feel is allowed by manual selection of
shut-off valves, are installed on the pressure lines of input airspeed data through the AIR SPEED selector
hydraulic systems 1 and 2. Their purpose is to allow for on the FCS 2 control panel. Q-feel manual operation is
a smooth transient in manual reversionary control and signalled by illumination of MAN indicator on FCS 2
to guarantee a pressurized hydraulic fluid reserve for control panel. The manual airspeed selection has no
the landing phase. Depending on the failure mode effect on the pitch trim rate command, and the lowest
these accumulators operate differently: trim motor velocity is selected as a default value, as
long as an air data failure condition is detected.
– in case of hydraulic system 1 pressure loss, the
two accumulators are automatically cut-off from
In the event of total hydraulic loss (manual reversion),
the supply line. They can be activated by the pilot
the ECU will command the PFTUs to zero feel force in
through a dedicated switch for temporarily regain-
order not to have additional loads on elevator control
ing hydraulic power to the elevators in critical flight
other than the aerodynamic loads. To detect full hy-
phases (Figure 1-39) if a complete hydraulic loss
draulic loss the ECU is connected to elevator actuator
will occur (Hydraulic system 1 and 2),
pressure switches.
– in case of a complete hydraulic loss, (Hydraulic If a malfunction or failure condition is detected either in
system 1 and 2), the single accumulator on hy- the ECU and/or in the PFTUs, discrete signals are sent
draulic system 2 dampers hydraulic pressure loss to the ACAWS which, in turn, provide pertinent indica-
to avoid a rapid change in the feel force at the con- tions of Q-feel and Pitch Trim failures.
trol wheel.
On CMDU these failures are announced by a dedicat-
ed ACAWS Warning message “Q-FEEL FAIL” and
Elevator Q-Feel System Caution messages “Q-FEEL SNGL CHNL FAIL,
The elevator Q-feel system is built up with two identical NORM PITCH TRIM FAIL and STBY PITCH TRIM
and independent sections (Pitch Feel & Trim Unit - FAIL”. The ECU also controls and monitors the Rudder
PFTU) which are mechanically linked to the rear quad- Travel Limitation Unit (RTLU) (see Rudder System).
rants. Each PFTU provides the pilot and copilot with ar- The elevator maximum deflection is 25° ± 1° up and
tificially induced aerodynamic feel forces. down. In normal system operation the trimmed eleva-
tor surfaces angular travel is 11.25° ± 1° full trim nose
up and 7.5° ± 1° full trim nose down.

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In emergency operation the trim tab angular travel is The EMER position of the switch is signalled by a ded-
+10° ± 1° trim tab full up position and -10° ± 1° trim tab icated ACAWS Caution message “EMER PITCH TRIM
full down position. SEL” on CMDU.
The ECU is powered by 28 V dc EMER BUS (PP3A) The normal/emergency pitch trim switch is powered by
through the (Q-FEEL) RTLU circuit breaker and 28 V 28 V dc EMER BUS (PP3B) via the (TRIM) ELEVA-
dc ESSEN BUS (PP4B) through the Q-FEEL RTLU cir- TOR - EMERG TAB circuit breaker.
cuit breaker.
Normal and Standby Pitch Trim Position
Normal Pitch Trim Switch Indicator
A four-way position switch, spring-loaded to the center This indicator, labeled NORMAL, is located on the
off, is located on each control wheel, on the left side of combined trim indicator (TRIMS) on the left row of the
the pilot control wheel and on the right side of the co- center console (Figure 1-38). The indicator shows the
pilot control wheel (Figure 1-40). position reached by the elevator using normal or
The two forward and rearward switch positions, la- standby pitch trim switch.
beled NOSE DOWN - NOSE UP, control the elevators This display is an analogue indicator consisting of a lin-
down or up. If the pilot and copilot operate contempo- ear tape type scale moving against a fixed reference
rarily their normal trim switches to the opposite direc- position labeled "NOSE 4". An upward pointing arrow
tions, the trim actuator is inhibited until one of the with the label "UP" and a downward pointing arrow with
fighting commands is stopped. the label "DN" show the direction of the aircraft's atti-
tude variation following the trim action.
The range scale -11.25° (up) thru +7.5° (down) is divid-
Standby Pitch Trim Switch ed into 19 equispaced increments, with each mark rep-
In case of a normal pitch trim switch failure (ACAWS resenting 1°. The scale is marked at the appropriate
Caution message “NORM PITCH TRIM FAIL” positions on the scale with "10", "5" and "0". In addition
on CMDU), the pilot can trim by using the standby pitch the 0° pitch trim setting is highlighted by a thicker mark.
trim switch. The sector on the scale covering the range -2.5° (up)
This switch, labeled STBY, is located on section PITCH thru +4.3° (down) is indicated by a continuous green
of the FCS 2 control panel on the central row of the line identifying the normal take-off range. The scale
center console (Figure 1-38). The switch is guarded in section between -2.5° and -6.5° is indicated by a
the center position by a cover. dashed green line identifying the tactical take-off range
When the cover is lifted the switch becomes available (-6.5° ÷ +4.3°). The tape scale outside the pitch trim
to be operated and a dedicated ACAWS Advisory mes- limits is identified by red and white stripes.
sage “STBY PITCH TRIM SEL” is displayed on CMDU. In the event of loss of the input signal the pitch trim
It is a three-position toggle switch spring-loaded to the pointer is parked outside the operating range (i.e. at
center (null). Switch positions NOSE DN and NOSE +13°).
UP control the elevators down or up. The indicating system is supplied by 28 V dc EMER
BUS (PP3B) via the (TRIM) ELEVATOR - TAB IND cir-
cuit breaker.
Normal/Emergency Pitch Trim Switch
The normal/emergency pitch trim switch, labeled Emergency Pitch Trim Position Indicator
MODE, is located on the section PITCH of the FCS 2
control panel on the central row of the center console This indicator, labeled EMERGENCY, is located on the
(Figure 1-38). It enables the emergency pitch trim combined trim indicator (TRIMS) on the left row of the
function of the normal pitch trim switch on the control center console (Figure 1-38).
wheel in case of total loss of hydraulic power at the ac- The indicator is surrounded by a yellow, black and
tuators. The switch has two positions, NORM and EM- white diagonal striped panel and it shows the position
ER, and is guarded by a cover on a yellow and black reached by the elevator trim tab using emergency pitch
striped panel. The cover holds the switch in NORM po- trim switch.
sition. With the switch in NORM position the normal This display is an analogue indicator consisting of a lin-
pitch trim switch is operative. Raising the cover and ear tape type scale moving against a fixed reference
moving the switch to EMER position the normal pitch position labeled "NOSE 4". An upward pointing arrow
trim system is inoperative and the emergency pitch with the label "UP" and a downward pointing arrow with
trim control may be operated by means of the normal the label "DN" show the direction of the aircraft's atti-
pitch trim switch on both control wheels. tude variation following the emergency trim action.

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Figure 1-39 Elevator system (sh. 1/2)

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Figure 1-39 Elevator system (sh. 2/2)

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Figure 1-40 Control wheel

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The range scale +10° thru -10° is divided into 21 equi- The pushbutton-indicator is guarded and has a caption
spaced increments, with each mark representing 1°. named ON.
The scale is marked at the appropriate positions on the When the guard is raised and the pushbutton is
scale with "10", "5" and "0". In addition the 0° pitch trim pressed, the hydraulic accumulators (hydraulic system
setting is highlighted by a thicker mark. 1 pressure line) supply again hydraulical pressure to
The tape scale outside the emergency pitch trim limits the elevator actuator in the critical landing phase alle-
is identified by red and white stripes. In the event of viating the pilot work, starting from a condition of man-
loss of the input signal the pitch trim pointer is parked ual control, after the loss of hydraulic power in flight. In
outside the operating range (i.e. at +12°). this case the green ON caption illuminates.
The indicating system is supplied by 28 V dc EMER
BUS (PP3B) via the (TRIM) ELEVATOR - TAB IND cir-
cuit breaker. RUDDER SYSTEM
The rudder is actuated by a hydraulic servo actuator
Manual Airspeed Indicator (Q-Feel/RTLU) installed on the vertical stabilizer and is powered by hy-
draulic systems 1 and 2 (Figure 1-41).
This indicator, common for Q-Feel system and RTLU, The tandem moving body actuator is designed to have
has a legend named MAN and it is located on the sec- separate and independent chambers for both hydraulic
tion AIR SPEED of the FCS 2 control panel on the cen- systems. Hydraulic system 1 supplies the normal actu-
tral row of the center console (Figure 1-38). ator section and hydraulic system 2 supplies the stand-
The MAN indicator starts flashing in case of air data in- by actuator section.
put discrepancy is detected by the ECU. When the An automatic change-over valve switches to the stand-
manual control is selected by the AIR SPEED selector by actuator section if pressure in the hydraulic system
the MAN indicator is steadily lit. 1 drops below the predefined threshold (approx. 1250
The MAN indicator is supplied by 28 V dc EMER BUS psi), with no performance degradation.
(PP3A) via the (Q-FEEL) MAN MODE circuit breaker. The rudder surface authority, which is a function of air-
speed, is controlled by the Electronic Control Unit
AIR SPEED Rotary Selector (Q-Feel/RTLU) (ECU) and by the Rudder Travel Limitation Unit
(RTLU). The ECU drives the RTLU based on inputs
The AIR SPEED rotary selector, common for Q-Feel generated from the FCS dynamic pressure transduc-
system and RTLU, is located on the FCS 2 control pan- ers and cockpit selectors (AIR SPEED selector and
el on the central row of the center console (Figure 1- TLU OVRD pushbutton).
38). Pilot's controls are transmitted from pedals to a pulley
This manual selector can be selected to one of the fol- unit through a single cable loop with tension regulator.
lowing four positions: The rotation of the pulley unit, on which the RTLU
works as rotation limiter, causes:
– automatic mode: AUTO,
– a feel spring to load thus simulating the aerody-
– manual mode: LOW (< 150 KIAS),
namic load on the rudder surface. The simulated
– manual mode: MED (150 ≤ KIAS ≤ 210), feel load is intended to give the pilots an artificial
feel to the maneuvers,
– manual mode: HIGH (> 210 KIAS).
– the inputs lever of the actuator control valves to be
Normally, the AIR SPEED rotary selector is set to AU- moved by means of a control rod.
TO. In case of air data input failure the pilot can select
the manual modes. In these modes three determined The rudder travel limitation is achieved by an electro-
air speed levels can be selected on the basis of the in- mechanical device (RTLU) which limits the surface au-
formation read by the pilot on the airspeed indicator. thority as a function of the airspeed to avoid structural
The selection of the manual modes is announced by a overload.
dedicated ACAWS Caution message “Q-FEEL/TLU
MAN SEL” on CMDU. The RTLU is an electric motor which moves the end
stops of a variable angle in order to limit the rotation of
pulley unit linked to the RTLU ram. The rudder author-
ACCUMULATOR Pushbutton-Indicator ity is computed by an RTLU control & monitoring, being
The ACCUMULATOR pushbutton-indicator is identi- part of the left channel of ECU, and is actuated by an
fied by yellow, black and white diagonal stripes and is RTLU box.
located on the FCS 2 control panel on the central row
of the center console (Figure 1-38).

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Figure 1-41 Rudder system

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 FAM.1C-27J-1

The RTLU control & monitoring receives two separate Rudder Normal Trim Control Selector
analog dynamic pressure signals sourced from the dy-
namic pressure sensing system. The rudder normal trim control selector is located on
These are used to automatically compute the required the section RUDDER of the FCS 1 control panel on the
rudder deflection. If the two signals are not in agree- central row of the center console.
ment each other or an invalid dynamic pressure data (Figure 1-38). It is a three-position rotary switch spring-
condition is detected by the RTLU control & monitor- loaded to the center (null).
ing, the last valid data is used to control the RTLU dur- Setting and holding it to the NOSE LH or NOSE RH po-
ing the transition from automatic mode to manual sition actuates the normal trim motor to drive the rud-
mode. der left or right.
This condition is announced to the pilots by a dedicat-
ed ACAWS Caution message “Q-FEEL/TLU AD FAIL” Rudder Emergency Trim Control Switch
on CMDU.
Operation with RTLU authority is allowed by manual The rudder emergency trim control switch labeled
selection of input airspeed data through the AIR RUDDER EMER is located on the section RUDDER of
SPEED selector on the FCS 2 control panel. RTLU the FCS 1 control panel on the central row of the center
manual operation is signalled by illumination of MAN console (Figure 1-38). The switch is guarded in the
indicator on FCS 2 control panel. center position by a cover on a yellow, black and white
In case of malfunction or failure condition is detected striped panel. When the cover is lifted the normal trim
on RTLU control & monitoring a warning signal is sent motor control is isolated. It is a three-position toggle
to the ACAWS. On CMDU this failure condition is an- switch spring-loaded to the center (null). Switch posi-
nounced by a dedicated ACAWS Warning message tion NOSE LH or NOSE RH thus activates the emer-
“RUDDER TLU FAIL”. gency trim motor to drive the rudder left or right.
In this condition, the manual control is not available,
the RTLU electric motor is disabled and the dynamic
Rudder Trim Position Indicator
braking are disengaged to allow pilot/copilot to manu-
ally backdrive the stops to restore full rudder authority. It is located on the combined trim indicator (TRIMS) on
The pilot can use the RTLU override selection pressing the left row of the center console (Figure 1-38) and it is
the TLU OVRD pushbutton, in this condition the ECU labeled RUDDER L and R. It shows the position
shall disable the RTLU electric motor and shall not en- reached by the rudder during correction to the left or
gage the dynamic braking. right. This display is an analogue dial consisting of a
The rudder trim control is performed in normal/emer- circular scale with an arc of 180° and a pointer pivoted
gency conditions acting on the rudder surface through at one end.
an electrical trim actuator. The electrical trim actuator The range scale -15° (left) thru +15° (right) is divided
has two motors (normal and emergency) whose selec- into 4 equispaced increments, with each mark repre-
tion is respectively made by rudder switches located senting 2.5° from 0° to 10° either side. The range 10°
on the FCS 1 control panel. (left and right) thru 15° (left and right) is divided once
with a red mark at 11.6° (left and right) identifying the
The main function of the rudder trim, in normal/emer- rudder limit both in normal and emergency actuating
gency condition, is to alleviate the pilot's effort on the modes.
pedals after a directional maneuver acting on the feel The range scale is graduated by lines every 2.5° and
spring via the trim motor. is marked at "0" (in the middle), "5" and "10".
In the event of loss of the input signal the rudder point-
The maximum rudder deflection during normal opera- er is not visible (hidden by the mask).
tion is 35° ± 0.25° in leftward and rightward. The rud- The indicating system is supplied by 28 V dc EMER
der deflection under trim control (both in normal and BUS (PP3B) through the (TRIM) RUDDER - IND circuit
emergency actuating modes) is ± 11.6° ± 1° in case of breaker.
RTLU disabled.

In normal operation the directional trim system is pow- Rudder Pedal Adjustment Control Knobs
ered by 28 V dc EMER BUS (PP3B) via the (TRIM) Two rudder pedal adjustment control knobs labeled
RUDDER - CONTR circuit breaker; in emergency op- RUDDER PEDAL ADJ are located one on the left and
eration it is powered by 28 V dc BUS 2 (PP2B) via the the other on the right main instrument panel in the flight
TRIM RUDDER EMERG circuit breaker. compartment, one for pilot and one for copilot pedals
(Figure 1-4, sh. 1 and sh. 3).

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FAM.1C-27J-1

By turning the knob counterclockwise, the rudder ped- Hydraulic system 1 or 2 operation can be selected by
als of the corresponding side will be moved away from the pilot by pushing the HYD SYS pushbutton installed
the pilot seat. Turning the knob clockwise, the rudder on the flaps position indicator. The flap system is nor-
pedals will move towards the pilot seat. mally powered by hydraulic system 1; hydraulic sys-
tem 2 provides power for emergency operation.
Each wing has a position transducer installed in the
Manual Airspeed Indicator and AIR SPEED last screwjack on the outer wing section, which gener-
Rotary Selector
ates a signal proportional to the relative flap deflection.
For the manual airspeed indicator and AIR SPEED ro- The position transducer is composed by a synchro and
tary selector see ELEVATOR SYSTEM para. a potentiometer. The left outer wing flap position mea-
sured by the potentiometer is transmitted to the flaps
position indicator on the central instrument panel.
TLU OVRD Pushbutton-Indicator The left and right outer wing flap position measured by
The TLU OVRD pushbutton-indicator is identified by the potentiometers are transmitted to the Avionic Sys-
yellow, black and white diagonal stripes and is located tem for Take-Off Warning Logic, Stall Warning Logic
on the FCS 2 control panel on the central row of the and Flight Data Recorder.
center console (Figure 1-38). The pushbutton-indica- The synchros of the left and right flap transducer,
tor is guarded and has a caption named ON. which follow the flap position, are transmitted to the
When the guard is raised and the pushbutton is flap asymmetry electronic comparator to detect asym-
pressed, it overrides the normal automatic RTLU con- metry of flap positions.
trol, the pilot can drive backwards the stops to full au- When the left and right wing flap asymmetry is greater
thority (full rudder deflection allowed ± 35°). In this than 1° 15' the flap asymmetry electronic comparator
case the yellow ON caption illuminates. will shut hydraulic system 1 or 2 and flaps will remain
On CMDU the manual override of RTLU is announced in the position reached. When this condition occurs,
by a dedicated ACAWS Caution message “RUDDER the flap asymmetry signal is transferred to the Avionic
TLU OVERRIDE” when the TLU OVRD pushbutton is System and to the ACAWS. The pilot is informed of the
pressed. asymmetry by a dedicated ACAWS Caution massage
The pushbutton is supplied by 28 V dc EMER BUS “FLAP ASYM” on CMDU.
(PP3B) through the RTLU IND circuit breaker. A stop unit located on the mechanical transmission in
the central wing section stops the system if the trans-
mission exceeds the maximum permitted number of
RUDDER PCU FAIL Caution Message turns and if the flaps are already at the end of travel.
The central and outer flap sections have a different ex-
The ACAWS Caution message “RUDDER PCU FAIL”
cursion. In fact, by selecting the fully down flap posi-
is displayed on CMDU. It appears during the initial cy-
tion, the central flap section reaches maximum
cle of hydraulic pressurization (No. 2 hydraulic system
excursion of 20° ± 1° while the outer flap section
at first and subsequently No. 1 hydraulic system) if the
reaches the maximum excursion of 45° ± 1°.
ECU monitors a mismatch between the microswitches
Flaps can be extended or retracted at any intermediate
of actuator section 1 and 2. The message therefore ad-
position by pilot control.
vises the pilot when the actuator PCU (Rudder Hy-
The flap position and asymmetry indication systems
draulic Servo Actuator) is not operative or failed.
are powered by 28 V dc EMER BUS (PP3B) via the
To avoid false indications during flight or during engine
FLAP IND circuit breaker and by 26 V ac BUS 1 (XP5)
shutdown the monitor shall be inhibited as soon as the
and BUS 2 (XP4) via FLAP ASYM circuit breakers.
normal operating condition is reached and continuous-
ly maintained for a period of 35 seconds.
FLAPS Lever

FLAPS SYSTEM The flaps are controlled by a FLAPS lever located the
FCS 1 control panel on the central row of the center
The flap surfaces are hinged on the trailing edge of the console (Figure 1-38). The FLAPS lever can select
outer and the central wing section. There are two flaps flaps to any position from UP (0°) to FULL (45°).
on each outer wing section and on the central wing This lever has a selector cam with stops in order to pre-
section. Each flap section is actuated by two screw- vent inadvertent operation.
jack-type actuators, driven by one dual hydraulic actu- If the lever is positioned between stops a dedicated
ator through a drive shaft (Figure 1-42). The dual type ACAWS Advisory message “FLAP LEVER UNLOCK”
actuating cylinder is independently powered by hy- is displayed on CMDU.
draulic system 1 or 2 which drive the same shaft.

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 FAM.1C-27J-1

Figure 1-42 Flaps system

1-109
FAM.1C-27J-1

The FLAPS lever acts on the hydraulic actuator control When the handle is in OFF position, flight controls and
valve to drive the eight screwjacks which allow exten- power levers can be freely actuated.
sion or retraction of the flaps. Fixed positions of FLAPS When the handle is actuated by the pilot to the ON po-
lever are shown by following legends, written on the sition, it locks the following items:
side: UP (0%), 1 (25%), 2 (50%), 3 (75%), FULL
– left and right engine power levers at GND IDLE.
(100%).
Lock of the power levers prevents the pilot from
taking off with the surfaces in locked condition,
Normal/Alternate Select Pushbutton-Indicator
– aileron, by means of a pawl acting on the left aile-
The Normal/Alternate select pushbutton-indicator la- ron quadrant at the wing section,
beled HYD SYS is installed on the flaps position indi-
– elevator, by means of pawls acting on the elevator
cator on the central main instrument panel (Figure 1-
quadrants on the rear fuselage.
38). It indicates which one of the two available hydrau-
lic system is being used by the flaps. The pushbutton- The gust dumper of the rudder is achieved through the
indicator has two green captions named NORM and hydraulic actuator itself by means of a device embod-
ALT. Hydraulic system 1 is the system that supplies the ied in the actuator valve section.
flaps in the default condition (NORM caption illumi-
nates). When the default hydraulic system is being
used, the alternate hydraulic system can be selected FLIGHT CONTROL ACAWS MESSAGES
by pressing the pushbutton, and the ALT caption illumi-
nates while the NORM caption extinguishes. In this ACAWS messages, conditions, and crew action for a
case hydraulic system 1 will be shut-off and hydraulic specific message is listed in Section III of this manual.
system 2 will power the flaps system. The following table lists the ACAWS messages and the
When the alternate hydraulic system is being used, the message urgency level.
normal hydraulic system can be selected by pressing SPECIAL ALERT
the pushbutton, and the NORM caption illuminates
while the ALT caption extinguishes. In this case hy- FLAPS (Voice)
draulic system 2 will be shut-off and hydraulic system LIFT DUMPER (Voice)
1 will power the flaps system.
TRIM (Voice)

Flaps Position Indicator WARNING

The flaps position indicator labeled FLAPS is installed PITCH DISCONNECT

on the central main instrument panel between the Q-FEEL FAIL
CMDU No. 2 and 3 and below the combined standby
instrument (Figure 1-38). This indicator provides an RUDDER TLU FAIL
accurate visual presentation of the current position of CAUTION
the flaps. The flaps position indicator has 5 positions
labeled UP, 1, 2, 3 and FULL. EMER PITCH TRIM SEL
Following the failure of the flaps position indicator the FLAP ASYM
pointer is parked below (flaps) mask.
NORM PITCH TRIM FAIL

Q-FEEL SNGL CHNL FAIL

FLIGHT CONTROLS LOCKING Q-FEEL/TLU AD FAIL
Q-FEEL/TLU MAN SEL
A control lever (GUST LOCK) in the flight compartment
RUDDER PCU FAIL
actuates flight locking mechanism to lock the flight RUDDER TLU OVERRIDE
control surfaces which could suffer the gust effect
when the aircraft is parked. STBY PITCH TRIM FAIL

ADVISORY
GUST LOCK Handle FLAP LEVER UNLOCK
The GUST LOCK handle is a telescopic spring lever LIFT DUMPER ARM
located on the Throttle Quadrant Assembly on the cen-
tral row of the center console (Figure 1-5, sh. 1). STBY PITCH TRIM SEL

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 FAM.1C-27J-1

LANDING GEAR SYSTEM The assembly accommodates the kinematics for land-
ing gear retraction/extension, and fittings for the fore
and aft trailing arms and the retract actuator.
DESCRIPTION In flight, both MLG retract rearwards inside appropriate
fairings located on the right and left side of the lower fu-
The aircraft is equipped with a retractable tricycle land- selage. The two wheel wells of the MLG are not cov-
ing gear consisting of a Nose Landing Gear (NLG), ered by a door.
having an articulated leg, and a Main Landing Gear The retract actuator is of two-way hydraulic type and
(MLG) assembly (Figure 1-43). The MLG assembly extends to retract the undercarriage into the aircraft
consists of a right and left main landing gear of the so- fairing. The retract actuator includes a pair of internal
called "Jockey" type provided with two trailing arms. collet locking devices that assure the up and down po-
Each MLG is equipped with two tandem wheels. The sition achievement of the undercarriage mechanical
NLG is equipped with two side-by-side wheels. Both stop kinematics and the related redundant proximity
the Nose and the Main LG are provided with an exten- switches for the LG indication system.
sion and retraction system. The MLG retracts aft and The actuator is also fitted with a leverage system for
the NLG retracts forward. the up-lock manual release in emergency condition
Gear extension and retraction is electrically controlled (emergency handle).
and hydraulically actuated by system 2, whilst an inde- At one end of actuator a hole is provided which, in con-
pendent mechanical system is provided to allow the junction with a hole in the ramrod, allows a ground
emergency free fall extension. safety pin to be fitted to prevent inadvertent retraction
A landing gear jack extension system is provided to of the MLG on the ground.
continuously adjust the aircraft attitude on the ground Two proximity switches for each gear provide the full-
to facilitate loading and unloading operations. It is elec- extended position signal for the redundant WOW sys-
trically controlled and hydraulically actuated by system tem.
2 through dedicated pistons integrated within the LG The wheels are equipped with tubeless tires. Each
shock absorbers. Main and Nose LG can be operated wheel is fitted with disk-type steel brakes whose actu-
independently. ation pressure is normally provided by hydraulic sys-
The LG operation is controlled by the landing gear con- tem 2, opportunely metered by pilot's pedals and an
trol lever through a series of microswitches. electronic anti-skid system. An independent parking/
The LG extension in emergency condition is controlled emergency braking system supplied by hydraulic sys-
by the landing gear emergency handle whose actua- tem 1, through a dedicated accumulator, also provides
tion allows for free-fall extension via push-pull cables. brake actuation pressure in parking/emergency condi-
A redundant electrical indicating and warning system tions.
is installed to detect landing gear down-locked and up-
locked positions and to alert the pilots by voice and vi-
sual messages, should the approach and landing con- NOSE LANDING GEAR
figuration be incorrect.
A redundant electrical Weight-On-Wheel (WOW) sys- The twin wheel nose landing gear is connected by
tem is used to detect GROUND and AIR aircraft status. hinges to the fuselage structure and retracts forward
All the above mentioned indicating systems make use into a well located between frames 2 and 7 (Figure 1-
of full-metal passive proximity switches. Proximity 43). When the NLG is in UP position, this well is com-
pressure switches based landing gear jack extension pletely closed by two couples of doors mechanically
indicating system provides the pilots with visual infor- operated by the NLG through dedicated mechanisms.
mation about Main and Nose extended status. The NLG leg strut is secured to the structure by means
of two steel pins, mounted on both sides of the strut
cross-head. The steel pins are supported by bearings
MAIN LANDING GEAR located on frame 6. The drag brace, which permits
down-locking of the nose landing gear, is hinged in the
The MLG is formed by two assemblies attached to the same way to frame 4; nose landing gear retracts fwd in
sides of the fuselage between frames 18 and 21. Each rotating around the above pins.
assembly is attached directly to the fuselage structure. The leg strut or casing houses internally the turning
It contains two independent shock absorbers (fore and tube and the shock absorber. It is fitted by the steering
aft) with four lugs on the two upper ends (Figure 1-43). actuator cylinder, steering swivel valve and feedback
The inner lugs are directly fixed to the fuselage struc- mechanism and accommodates fittings for the drag
ture by two pins. The outer lugs are connected to the brace, the retraction actuator and the NLG doors open-
structure by two sidebraces. ing mechanism.

1-111
FAM.1C-27J-1

Figure 1-43 Landing gear extension and retraction system (sh. 1/2)

1-112
 FAM.1C-27J-1

Figure 1-43 Landing gear extension and retraction system (sh. 2/2)

1-113
FAM.1C-27J-1

The turning tube is supported on the leg strut and is ac- Channel C: Ground when the MLG shock absorbers
tuated by the steering actuator cylinder. The turning are compressed;
tube, in its lower part, is provided with a fork on which,
Channel D: Air when the MLG shock absorbers are
by means of a pin, the trailing arm is jointed.
not compressed;
Two proximity switches are located on the turning tube
near the trailing arm connection to provide the full-ex- Channel E: Ground when the NLG shock absorber is
tended position signal for the redundant WOW system. compressed.
The folding drag brace consists of an upper triangular
structure hinged on the fuselage and a lower arm Two sensors and associated targets are installed on
hinged on the leg strut. The down-lock latch device is each gear. Each couple of sensors and associated tar-
installed on the joint connecting both parts and in- gets are installed between NLG turning tube and trail-
cludes a one-way hydraulic actuator for down unlock- ing arm and at the end of the MLG forward shock
ing. At the junction an housing is provided which allows absorber. The relays have 4 stages and are grouped in
a ground safety pin to be fitted to prevent inadvertent the electrical compartment.
retraction of the NLG on the ground. The relays are supplied by 28 V dc EMER BUS (PP3B)
The retract actuator is a double effect actuating cylin- via the WOW 1 circuit breaker and by 28 V dc BUS 2
der, consisting in a cylindrical body with an inside pis- (PP2B) via the WOW 2 circuit breaker.
ton and a rod. Rod extension (retraction) corresponds According to safe criteria, the system uses, where nec-
to retracted landing gear (extended landing gear). essary, both WOW 1 and WOW 2 relays to avoid that
The wheels are equipped with tubeless tires. The nose one WOW system failure causes associated system
landing gear can be steered on ground by means of a malfunction.
manually operated servo-hydraulic system, supplied It is possible to force in flight mode the WOW systems
by system 1. when the aircraft is on ground. The function is allowed
only for maintenance test purpose by selecting FLT
MODE position of air mode test switch located on avi-
NOSE GEAR DOORS onic rack which provides proper ground inputs to
PSEU to force WOW output logic to flight mode.
Four doors, mechanically driven by the NLG, restore It is also possible to force in ground mode the WOW
fuselage profile when the gear is retracted in the UP systems when the aircraft is on jacks. The function is
position. allowed only for maintenance test purpose by connect-
Two aft doors are directly linked to the leg strut by ing to ground two inputs of PSEU to force WOW output
means of a couple of rods, and two forward doors, that logic to ground mode.
open only during NLG motion, are actuated by the When flight or ground mode is forced to PSEU the
NLG by means of an actuation rod, a crank and a door crew is alerted by a dedicated ACAWS Caution mes-
control rod. sage “AIR/GND SIMULATE ON” on CMDU.
Failure of WOW system is provided by PSEU to BAUs
III for ACAWS Caution message “WOW FAIL” on CM-
WEIGHT ON WHEELS DU.
Proximity switches of each MLG shock absorber and
on NLG turning tube provide GROUND or AIR signals
to the Proximity Switch Electronic Unit (PSEU) to drive LANDING GEAR NORMAL EXTENSION AND
RETRACTION SYSTEM
the landing gear associated relays (these relays con-
stitute the interface with those systems requiring air/ LG normal extension and retraction system is electri-
ground information). Two circuits on the PSEU, named cally controlled by a dual channels PSEU and hydrau-
WOW 1 and WOW 2, are used for this purpose. lically actuated by HYD system 2 (Figure 1-43).
The sensors of the proximity switches of the WOW The LG operation is obtained by means of an electrical
system 1 provide signals to PSEU primary channel. landing gear control lever through a LG selector valve.
The sensors of the proximity switches of the WOW The LG selector valve is of electro-hydraulic type with
system 2 provide signals to PSEU secondary channel. two solenoids for switching the hydraulic pressure to
Each WOW system performs the same logic functions, the up or down lines. Through switches internal to the
giving outputs to the relays through five channels: control lever, each solenoid is connected to the 28 V dc
electrical power supply and the control lever position is
Channel A: Ground when the NLG + MLG shock ab-
electrically transmitted to the PSEU which enables op-
sorbers are compressed;
eration of LG selector valve according to a dedicated
Channel B: Air when the NLG + MLG shock absorb- control logic.
ers are not compressed;

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 FAM.1C-27J-1

The LG selector valve powers the extension and re- When the gear is unlocked the UNLK label is illuminat-
traction lines of the three actuators and any concerned ed red.
unlocking actuators. The landing gear indicators on the landing gear lever
When the three landing gears reach the selected posi- control panel are supplied by 28 V dc EMER BUS
tion, the LG selector valve connects the operating ac- (PP3B) via the LDG GR PRI CONTR circuit breaker
tuators and the unlocking actuators to the return, so and connected to the primary channel of PSEU, while
that both the uplock and the downlock are mechanical- the indicators on the front overhead control panel are
ly ensured. supplied by 28 V dc BUS 2 (PP2B) via the LDG GR
The LG selector valve is provided with a mechanically SEC CONTR circuit breaker and connected to the sec-
actuated lever to put both extension and retraction ondary channel of PSEU.
lines to the returns and to cut the inlet pressure in case
of an emergency extension.
The up-lock and down-lock are mechanically held, Landing Gear Warning (Special Alert)
whilst both the up and down unlock are achieved by If any landing gear is not downlocked, a signal is gen-
means of the hydraulic pressure. erated by the primary and the secondary indicating cir-
The LG limit positions are detected by redundant prox- cuit of the PSEU that is transmitted to the Mission
imity sensors and processed by the PSEU. Computer (via BAU III).

Landing Gear Control Lever The following warnings are generated by the Mission
Computer when the pilot approach to land and LG is
The landing gear control lever is located on the central not downlocked:
main instrument panel between the CMDU No. 3 and
– the red lamps on the LG control lever knob illumi-
4 and above the taxi landing light and the anti-skid con-
nates (visual alert),
trol panel (Figure 1-44).
The two positions, UP and DOWN, allow for control of – a continuous ripetitive ACAWS voice alert "LAND-
normal retraction and extension of the LG. A cam in the ING GEAR".
the landing gear control mechanism prevents the con-
trol lever actuation by inadvertent pilot's movements. The control lever knob is lighted in conjunction with the
Three red lamps are installed in the control lever knob generation ACAWS voice alert, when at least a power
for "LG not down-locked" visual warning. lever is retarded to within 5° of the FLT IDLE position,
When the aircraft is on the ground (aircraft weight on the landing gear is not down and locked and the air-
wheels) the control lever cannot be set to the UP posi- craft is flying less than 500 ft AGL and 150 knots.
tion, because it is locked by a solenoid-operated lever The alarm is also provided when the landing gear is not
latch. down and locked and the flaps are extended by more
When in flight, the PSEU switches power to the sole- than 77.97%. In this case the alarm is not hushed until
noid which retracts the latching allowing the control le- the gear is lowered or the flaps are raised to less than
ver to be moved for up selection. 77.97%.
The solenoid cannot be energized if the JACK PRESS
POWER switch on load master control panel is set to Landing Gear Lever Override Pushbutton
ON for enabling the landing gear jack extension sys-
tem to operate. This red pushbutton labeled DWN LCK OVRD is locat-
ed on the landing gear lever control panel (Figure
1-44).
Landing Gear Indicators The pushbutton provides manual override of the lever
The PSEU receives information from the LG control le- latch pin in the event of a failure, allowing UP selection.
ver switches to compare the control lever position with When pressed it disengages the electrically operated
the LG position and gives the primary and secondary latch pin allowing the control lever to be operated.
outputs to the landing gear light indicators. Two double
indicators for each gears are respectively located on
the landing gear lever control panel and on the front LANDING GEAR EMERGENCY EXTENSION
overhead control panel (Figure 1-44). They provide
SYSTEM
status indication for each of the three gears. An emergency system is provided to extend the land-
The indicator has a red UNLK legend and a green ar- ing gears in the event of a total loss of power from hy-
row symbol “ 6 “. draulic system 2.
When the gear is down and locked the “ 6 “ symbol is
illuminated green.

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FAM.1C-27J-1

Figure 1-44 Landing gear controls and indicators

1-116
 FAM.1C-27J-1

The LG emergency extension system is manually op- Compression of the nose shock absorber with the
erated by means of a handle whose actuation allows, NOSE WHEEL STEER switch set to the ON position
via push-pull cables, the LG up unlocking and the LG energizes the steering solenoid valve which permits to
selector valve by-passing (Figure 1-43). The LG emer- pressurize the differential control valve. Consequently,
gency extension handle is located at the aft end of the steering can be operated through pilot handle move-
center console so as to be easily accessible for both pi- ments. The feedback cancels continuously the pilot in-
lots (Figure 1-44). The lever of the LG selector valve is put at control valve lever, maintaining the steering
operated by the emergency extension handle. The le- selected angle despite of the external inputs on nose
ver actuates the emergency spool of the valve, the IN wheels (holes or foreign objects on the runway pave-
port is closed and the UP and DOWN ports are con- ment). When the NOSE WHEEL STEER switch is set
nected to the RET line, regardless of the normal spool to OFF the steering solenoid valve is de-energized and
position. Gravity, aerodynamic forces and two free-fall the pressure to the differential control valve is cut. In
assisters, one for each MLG assembly and NLG down this condition the anti-shimmy function is in operation.
locking assistor mechanism, help to extend and lock Two anti-shimmy valves are installed at each steering
main and nose LG. actuator chamber inlet. They ensure an anti-shimmy
The MLG free-fall assister assembly is a gas charged function, damping the rapid steering movements of the
strut, which is used to assist in the MLG extension dur- nose wheels at high speeds. Damping is ensured by
ing emergency lowering conditions. restrictions through the valves in the directions in
The NLG down locking assistor mechanism is a dual which the fluid flows out of the steering cylinder up to a
torsional spring mechanism used to assist NLG during limit pressure of 110 bars (1595 psi). Beyond this pres-
the down locking phase. sure limit the valves open to avoid any system deterio-
ration. The steering system is electrically powered by
28 V dc EMER BUS (PP3B) through the NOSE
LANDING GEAR SYSTEM ACAWS MESSAGES
WHEEL STEER circuit breaker.
ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
NOSE WHEEL STEER Switch
message urgency level. This 2-position, leverlock, toggle switch is located on
SPECIAL ALERT the steering control panel in front of the left side lower
console and commands the steering solenoid valve
LANDING GEAR (Voice) (Figure 1-46). It has two positions: ON and OFF. When
CAUTION the switch is set to ON, the nose gear steering system
AIR/GND SIMULATE ON is engaged, thus permitting steering operation by
means of the steering control handle. When set to
WOW FAIL OFF, the nose gear steering system is disengaged.

Steering Control Handle

NOSE GEAR STEERING SYSTEM
The steering control handle is located on the steering
control panel in front of the left side lower console (Fig-
DESCRIPTION ure 1-46). With this handle the pilot can maneuver the
aircraft on the ground by providing an input to the nose
The nose gear leg is provided with a steering system
gear steering system. The nose wheel steering system
that controls the NLG rotation around its vertical axis to
high sensitivity and lag requires moderate pilot com-
allow for correct alignment with the runway axis during
pensation to achieve desired steering performance.
take-off and landing runs as well as taxing and parking
The steering command is very direct and powerfull and
operations. The steering system ensures a maximum
its operation at high speed should be reduced to mini-
steering angle of 65° in either direction from the center
mum to avoid overcontrolling the aircraft. It is connect-
position and an anti-shimmy function (Figure 1-45).
ed to the differential control valve lever via a
The nose gear steering system is powered by hydrau-
mechanical kinematic chain. The handle is biased to 0°
lic system 1, electrically controlled by the pilot through
and can be rotated up to 60° per side corresponding to
the NOSE WHEEL STEER switch. The system is man-
steering angles of 65° per side.
ually operated through an handle at pilot side lower
The steering control handle also incorporates a press-
console. When the NLG is lowered, the swivel valve
to-transmit button, which enables the transmission of
opens: the aircraft touches down with the nose wheels
radio communications or interphone communications
centered by the cams in the leg.
as a function of the selection on the pilot's ICS panel.

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FAM.1C-27J-1

Figure 1-45 Steering system

1-118
 FAM.1C-27J-1

Figure 1-46 Steering control panel

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FAM.1C-27J-1

BRAKE SYSTEM emergency/parking brake handle and is hydraulically

operated by the system 1 through the emergency/
parking brake accumulator. This accumulator is de-
DESCRIPTION signed to allow six brake applications in presence of a
failure of hydraulic system 1, in hydraulic emergency,
The brake system actuates four disk type steel brakes, and it is designed with the objective of holding the air-
one for each MLG wheel. The normal braking system craft in parking brake for at least 12 hours. The pilots
uses a fully adaptive individual wheel control anti-skid can monitor the accumulator pressure by means of a
system, which controls the pressure metered from hy- hydraulic triple pressure indicator located on the cen-
draulic system 2 to the brakes, in order to continuously tral main instrument panel. The emergency braking
adjust brake pressure to maximize brake efficiency system does not provide for differential braking.
and avoiding skids. If the normal system fails to oper- Hydraulic pressure is supplied to the brakes through
ate, the emergency braking system, powered by hy- the internal runs, shuttle valves and fuses. For safety
draulic system 1 through a dedicated accumulator, is purposes two additional fuses upstream the shuttle
capable of six complete braking maneuvers. valves supply the LH and RH FWD and the LH and RH
The normal and emergency braking systems are com- AFT brakes respectively. A pressure switch is installed
pletely independent up to downstream the anti-skid downstream the emergency and parking brake meter-
valves. The same components and line routes of the ing valve. It is actuated at a pressure of 100 psi ± 10
emergency system are used for the parking brake. psi and generates an electrical signal when the parking
braking is "ON". This signal is used to detect the cor-
rect aircraft take-off configuration before the take-off: if
NORMAL BRAKE SYSTEM the parking brake is "ON" with the aircraft in take-off
configuration an ACAWS Warning message “PARK
The normal braking system (Figure 1-47). is supplied
BRAKE” is monitored on CMDU.
by hydraulic system 2, whose pressure is metered
through an independent hydraulic circuit by the pilots
pedals. The pressure which reaches the brake piston Emergency/Parking Brake Handle
is further controlled by the anti-skid system which
maintains the main wheels at the limit of skid, prevent- The emergency/parking brake handle labeled EMER
ing the wheel lock. The normal braking system always AND PARK BRAKE is located on lower side of the left
provides for differential braking. Four fuses down- main instrument panel (Figure 1-48). The handle,
stream the anti-skid valves detect fluid leakage and when pulled out, controls the emergency non-differen-
protect the hydraulic system from complete fluid loss. tial braking to all four main wheels simultaneously or
The oil contained in the brake reservoir is used by the the parking brake through a metering valve, using the
master cylinders through the rudder pedals to gener- hydraulic pressure of an accumulator. Aircraft emer-
ate a pressure 0 thru 20 bar (0 to 290 psi) which acts gency brake is activated by pulling the handle to the
on the metering valve. It controls the pressure 0 thru first stop. Parking brake is obtained by pressing the
117 bar (0-1700 psi) delivered by hydraulic system 2 emergency brake override button and fully extracting
according to the pedals rotation. The hydraulic pres- the handle then turning it clockwise. Parking brakes
sure is routed to the brakes via anti-skid valves, that re- are release by turning the handle counter-clockwise
ceive the pressure metered by the pilots pedals and (about 90°) and pushing the handle fully in. When the
perform a control to each brake, according to the elec- handle is pulled a dedicated ACAWS Caution mes-
trical signals from the anti-skid control unit that analy- sage “PARK BRAKE ON” is displayed on CMDU.
ses the speed signals from the four wheel speed
transducers. The anti-skid system is activated/deacti-
vated through the ARM pushbutton on the anti-skid BRAKE SYSTEM ACAWS MESSAGES
control panel located on the central main instrument ACAWS messages, conditions, and crew action for a
panel. specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
message urgency level.
EMERGENCY AND PARKING BRAKE SYSTEM
WARNING
An emergency braking system, independent from the
normal one up to the anti-skid downstream lines, is PARK BRAKE
used as backup braking system and for parking the air- CAUTION
craft. The emergency and parking brake system (Fig-
ure 1-47) is mechanically actuated through the PARK BRAKE ON

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 FAM.1C-27J-1

Figure 1-47 Wheel brakes and anti-skid system

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FAM.1C-27J-1

ANTI-SKID SYSTEM TEST Pushbutton

This pushbutton is used to test the efficiency of the
anti-skid system. The pushbutton is a non-illuminated
DESCRIPTION circular pushbutton with a momentary action.
The anti-skid system works to prevent skidding of a By pressing the pushbutton, when the anti-skid system
wheel when too much brake pressure is applied while is armed, the system is tested. The anti-skid system
the aircraft is being stopped. This is done by controlling test in progress is announced by a dedicated ACAWS
wheel rotation at the point of maximum brake efficien- Advisory message “ANTISKID IBIT” on CMDU.
cy. The control is provided through wheel speed trans-
ducers, anti-skid valves and the anti-skid control unit
(Figure 1-47). Electrical supply is controlled by an ANTI-SKID OPERATION
ARM pushbutton on the anti-skid control panel located The anti-skid system operates through four anti-skid
on the central main instrument panel (Figure 1-48) valves, four speed transducers, and an anti-skid con-
through the landing gear control lever when in DOWN trol unit (Figure 1-47). The four anti-skid valves, for the
position and a gear relay. four main gear wheels, receive hydraulic fluid from
The electrical anti-skid circuit is powered from 28 V dc system 2. This regulated pressure stops at the inlet of
EMER BUS (PP3B) via the (ANTISKID) AFT and INOP each anti-skid valve.
circuit breakers and from 28 V dc ESSEN BUS (PP4B) As soon as the wheels touch the ground, the main
via the ANTISKID FWD circuit breaker. shock absorbers begin to compress and the WOW on
the forward and aft arm of the main gear pivot provide
inputs to the anti-skid control unit.
ANTI-SKID CONTROL PANEL At the same time, the four speed transducers mounted
The anti-skid control panel, labeled ANTISKID is locat- on the four wheel hubs provide information to the anti-
ed on the central main instrument panel between skid control unit. The anti-skid control unit processes
CMDU No. 3 and 4 and below the LG control panel these inputs and provides correction signals to the
(Figure 1-48). It provides for control and monitoring of anti-skid valves to modulate the brake pressure in con-
the anti-skid system. junction with pressure transmitted by the movement of
the brake pedals.

Anti-Skid Pushbutton-Indicator
Anti-Skid System Operational Test
This pushbutton-indicator labeled ARM is used to se-
lect/deselect the anti-skid system. It has a caption The anti-skid system has a built-in-test to verify system
named OFF. As a default condition, the anti-skid sys- operation. If performed on the ground with pressure
tem is "ON" (anti-skid system selected and pushbutton applied to the brakes, the test allows observation of the
caption unlit). When the pushbutton is released, the brake compression and release. If the anti-skid system
anti-skid system is disarmed and the OFF caption is il- is armed during taxiing, the test is inhibited at speeds
luminated yellow. above 17 kts, to prevent erroneous fault annunciation.

LH FWD, LH AFT, RH FWD and RH AFT Fault ANTI-SKID SYSTEM ACAWS MESSAGES
Lights
ACAWS messages, conditions, and crew action for a
These are four yellow fault lights located on two double specific message is listed in Section III of this manual.
light indicators and refer to the associated wheel anti- The following table lists the ACAWS messages and the
skid circuit. message urgency level.
When TEST pushbutton is pressed, the fault lights
come on for few seconds together with the dedicated CAUTION
ACAWS Caution messages. ANTISKID OFF
The anti-skid system failure condition is also an-
nounced by a dedicated ACAWS Caution messages “L L AFT ANTISKID FAIL
L FWD ANTISKID FAIL
AFT ANTISKID FAIL, R AFT ANTISKID FAIL, L FWD
ANTISKID FAIL and R FWD ANTISKID FAIL” on CM- R AFT ANTISKID FAIL
DU. R FWD ANTISKID FAIL

ADVISORY

ANTISKID IBIT

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 FAM.1C-27J-1

Figure 1-48 Emergency/parking brake handle and anti-skid control panel

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FAM.1C-27J-1

LANDING GEAR JACK EXTENSION JACK PRESS POWER Switch

SYSTEM The JACK PRESS POWER switch is a guarded toggle
switch with 2 positions labeled OFF and ON. When in
OFF position (guard down), the jack extension system
DESCRIPTION is inoperative. When the guard is raised and the switch
To facilitate aircraft loading and unloading, the attitude is set to ON, the MAIN and NOSE LANDING GEAR
of the aircraft on the ground can be adjusted with the switches are enabled to operate. As long as the JACK
landing gear jack extension system (Figure 1-49). This PRESS POWER switch is set to ON, the landing gear
system operates through the shock absorbers of nose control lever remains locked. JACK PRESS POWER
and main landing gears in order to raise the entire air- switch in OFF position causes landing gear to return to
craft or to obtain a nose-up attitude, as necessary. the normal position, if extended.
The nose and the main gear can be extended indepen-
dently and continuously. To lift the cargo platform, it is
MAIN and NOSE LANDING GEAR Switches
necessary to extend the jacks of the three landing
gears. For the nose-up attitude, only the nose gear These two guarded toggle switches control extension
jack shall be extended. and retraction of the landing gear jacks. The switch la-
The system is supplied by the hydraulic system 2, beled MLG labeled NLG controls the nose landing
whilst the electrical supply comes from 28 V dc BUS 1 gear jack extension. The switch controls the main land-
(PP1) through the (LDG GR) ATT VAR circuit breaker ing gear jacks extension.
and from 28 V dc EMER BUS (PP3) through the (LDG Each switch has three positions: UP, OFF and DN.
GR) IND circuit breaker. With the guard down, the switches are in OFF position.
The aircraft attitude is adjusted as follows (Figure 1- With the guard raised, the switches can be operated.
49): hydraulic pressure is supplied to the selected The UP position causes the relevant landing gear to
landing gear shock absorbers through an electrically extend. The OFF position retains the jack in the
operated flow selector ("up" control). A flow regulator achieved extension. The DN position (Down) causes
valve equalizes the flow to the left and right MLG jacks. landing gear to return to the normal position.
Extension operation is enabled only on ground by acti-
vation of two air/ground relays which close electrical
power circuit to flow selector. LG JACK EXTENSION INDICATIONS
The hydraulic fluid operates on pistons which are
mounted on the landing gear shock absorbers and Indications of landing gear jack extension condition are
cause the jacks to extend. The jacks are then held in provided both in the cargo compartment, on the LOAD
the established extension by two solenoid lock valves. MASTER PANEL and in the flight compartment, on the
Following a "down" command, these valves open and Doors Status Indicator Panel (Figure 1-50). Each panel
the jacks connect to the hydraulic return and then re- is fitted with three yellow indication lights labeled JACK
tract, thus restoring the normal aircraft attitude. PWR ON, LDG GEAR MAIN EXT and LDG GEAR
Two relief valves are fitted on the supply line to the NOSE EXT respectively. The JACK PWR ON indica-
nose and main gear shock absorbers. Their purpose is tion lights come on when the system operation is en-
to discharge the overpressure directly in the system 2 abled (JACK PRESS POWER switch set to ON). The
return. A pressure switch is mounted on the hydraulic LDG GEAR MAIN EXT and LDG GEAR NOSE EXT in-
pipe line of each jack to sense the hydraulic pressure. dication lights come on when hydraulic pressure is ap-
When the pressure comes below 500 psi, an electrical plied to the landing gear shock absorbers.
signal is provided to the PSEU for jack extension con-
trol and indication. When any gear jack is extended, a
LG JACK EXTENSION SYSTEM ACAWS
signal is supplied by the PSEU to the ACAWS for the MESSAGES
generation of Warning message “ON-GROUND ATTI-
TUDE” displayed on CMDU, if the aircraft is in take-off ACAWS messages, conditions, and crew action for a
configuration. specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
message urgency level.
LG JACK EXTENSION CONTROLS
The aircraft attitude is controlled by three switches la- WARNING
beled JACK PRESS POWER, MAIN and NOSE ON-GROUND ATTITUDE
LANDING GEAR. These are located in the cargo com-
partment near the paratroop door, on the LOAD MAS-
TER PANEL (Figure 1-50).

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 FAM.1C-27J-1

Figure 1-49 Landing gear jack extension system schematic diagram

1-125
FAM.1C-27J-1

Figure 1-50 Landing gear jack extension system controls and indicators

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 FAM.1C-27J-1

RAMP AND CARGO DOOR SYSTEM RAMP AND CARGO DOOR CONTROLS AND
INDICATORS
The controls and indicators of the ramp and cargo door
DESCRIPTION system are provided by the RAMP-CARGO control
panel, the door status indicator panel, the LOAD MAS-
The ramp and cargo doors are installed in the lower aft
TER PANEL (Figure 1-51). The ramp and cargo door
part of the fuselage. They permit loading and unload-
can be opened and closed in sequence from the flight
ing operations of the cargo compartment and, when in
compartment and separately from the cargo compart-
flight, airdrop operations.
ment.
The cargo door is hinged to the aircraft structure at two
points. It is actuated by a hydraulic actuator and locked
in the closed position by four hydraulically actuated RAMP-CARGO Control Panel
hooks installed on the structure of the fuselage and by
ten up-lock hooks installed on the cargo door itself. It is The RAMP-CARGO control panel is located on the left
held in the open position by a hook which is engaged row of the center console (Figure 1-51).
automatically and released hydraulically. It provides both pilot and copilot with the following con-
The ramp is actuated by two hydraulic actuators locat- trols and indicators:
ed one on each side of the fuselage structure. When
the ramp is closed, it is locked by ten hooks, five on MASTER switch
each side, which are actuated by four hydraulic actua-
tors located on both sides. The ramp can be opened at This guarded toggle switch has two positions labeled
five preselectable fixed positions or till it reaches the ON and OFF. The normal position is OFF (guard
ground (or other surfaces). down). When the guard is raised and the switch is set
When open at one of the fixed positions, the ramp is to ON, it closes the electrical circuit of the Ramp and
mechanically supported by two support bars located Cargo Door Hydraulic Power. This position is an-
one on each side, near the hydraulic actuators. nounced by a dedicated ACAWS Advisory message
The travel of the support bars determines the inclina- “RMP/CGO MASTER ON” on CMDU.
tion of the open ramp. It can be adjusted by manually
securing two sliders (one for each bar) along the bars,
Ramp-Cargo mode switch
at one of five stop holes.
When the ramp reaches the selected position, the slid- This control is a lever-locked toggle switch with 3 posi-
ers operate two microswitches that shut off the hydrau- tions labeled OPEN, OFF and CLOSE. This switch can
lic supply to the ramp actuators. When the ramp is operate provided the MASTER switch has been set to
opened to the ground, it is lowered by gravity, slowed ON.
down by the return circuit hydraulic fluid of the ramp The normal position of the mode selector switch is
actuators. When in flight, the ramp can be opened only OFF. A lever lock prevents inadvertent selection to ei-
if the horizontal opening position (airdrop position) is ther OPEN or CLOSE position. When set to OPEN, the
preselected. Ramp opening in flight is inhibited if any cargo door and the ramp are sequentially opened.
other opening position is preselected. When set to CLOSE, the ramp and cargo door are se-
Controls and indicators of ramp and cargo door are quentially closed.
provided both in the flight compartment and in the car-
go compartment (Figure 1-51). A warning circuit sup-
plies the RAMP-CARGO control panel, the door status DROP indicator
indicator panel, the LOAD MASTER panels and the
The DROP indicator is a green light identified by the la-
ACAWS, with signals related to the ramp and cargo
bel RAMP PRESET. The indicator is illuminated when
door conditions.
the ramp airdrop position is preselected.
The ramp and cargo door actuators are powered by
the hydraulic system 2. LOAD indicator

Electrical supply is from 28 V dc EMER BUS (PP3) via The LOAD indicator is a green light identified by the la-
the (RAMP/CARGO) CONTR circuit breaker. The bel RAMP PRESET.
warning circuit is powered by 28 V dc EMER BUS The indicator is illuminated when one of the fixed
(PP3) via the RAMP IND and CARGO IND circuit opening positions, other than the airdrop position, is
breakers. preselected.

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FAM.1C-27J-1

Figure 1-51 Ramp and cargo door controls and indicators

1-128
 FAM.1C-27J-1

READY indicator The controls and indicators provided by both the two
panels are:
The READY indicator is a green light identified by the
label AIR DROP PRESS. The indicator is illuminated
when the aircraft internal pressure has been reduced MASTER DOORS Switch
to the level required for the airdrop (see PRESSUR-
This guarded toggle switch has two positions labeled
IZATION SYSTEM paragraph).
ON and OFF. The normal position is OFF (guard
down). When the guard is raised and the switch is set
Door Status Indicator Panel to ON, it closes the electrical circuit of the Ramp and
Cargo Door Hydraulic Power (CARGO DOOR and
The door status indicator panel is located on the right RAMP DOOR switches are enabled). This position is
main instrument panel rightward of the CMDU No. 5 announced by a dedicated ACAWS Advisory message
and below the hydraulic oil quantity indicator (Figure 1- “RMP/CGO MASTER ON” on CMDU.
51).

It houses the following ramp and cargo door indicators: CARGO DOOR switch

This control is a guarded toggle switch with 3 positions

CARGO OPEN indicator labeled OPEN, OFF and CLOSE. It is spring-loaded to
the OFF position. This switch can be operated provid-
This green indicator comes on when the cargo door is ed the MASTER DOORS switch is set to ON and the
open and locked. This condition is also announced by guard is raised. When kept to OPEN, the cargo door
a dedicated ACAWS Advisory message “CGO OPEN” opens. When kept to CLOSE, the cargo door closes.
on CMDU

RAMP DOOR switch

CARGO UNLK indicator
This control is a guarded toggle switch with 3 positions
This yellow indicator comes on when the cargo door is labeled UP, OFF and DN. It is spring loaded to OFF po-
not closed and locked, and during the opening/closing sition. This switch can be operated provided the MAS-
sequence. This condition is also announced by a ded- TER DOORS switch is set to ON and the guard is
icated ACAWS Caution message “CGO UNLK” on raised. When kept to DN, the ramp opens. When kept
CMDU. to UP, the ramp closes.

RAMP DOWN indicator RAMP IN LOAD PRESET indicator

This green indicator comes on when the ramp is open. This green lamp comes on when one of the fixed ramp
This condition is also announced by a dedicated opening positions (except the airdrop position) has
ACAWS Advisory message “RAMP DOWN” been preselected.
on CMDU.

CARGO OPEN indicator

RAMP UNLK indicator
This green indicator comes on when the cargo door is
This yellow indicator comes on when the ramp is not open and locked. This condition is also announced by
closed and locked, and during the opening/closing se- a dedicated ACAWS Advisory message “CGO OPEN”
quence. This condition is also announced by a dedicat- on CMDU.
ed ACAWS Caution message “RAMP UNLK” on
CMDU.
CARGO UNLK indicator

LOAD MASTER Panel This yellow indicator comes on when the cargo door is
not closed and locked, and during the opening/closing
The cargo compartment is provided with panel located sequence. This condition is also announced by a ded-
near the left paratroop door, and is labeled LOAD icated ACAWS Caution message “CGO UNLK” on
MASTER PANEL. CMDU.

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FAM.1C-27J-1

RAMP DOWN indicator 8. Set the MASTER switch to OFF, then lower the
guard.
This green indicator comes on when the ramp is open.
This condition is also announced by a dedicated To close the ramp and cargo door from the flight com-
ACAWS Advisory message “RAMP DOWN” partment proceed as follows:
on CMDU. 1. Raise the guard of the MASTER switch, on the
RAMP-CARGO panel, and set the switch to ON.
RAMP UNLK indicator
2. Set the ramp-cargo mode switch of the RAMP-
This yellow indicator comes on when the ramp is not CARGO panel, to CLOSE.
closed and locked, and during the opening/closing se- 3. Check for the following sequence on the door sta-
quence. This condition is also announced by a dedicat- tus indicator panel:
ed ACAWS Caution message “RAMP UNLK” on
CMDU. a. the RAMP DOWN indicator goes off (if the
ramp was open), while the RAMP UNLK indi-
cator comes on,
RAMP AND CARGO DOOR OPERATION FROM b. the RAMP UNLK indicator goes off,
FLIGHT COMPARTMENT
c. the CARGO OPEN indicator goes off, while the
To open the ramp and cargo door from the flight com- CARGO UNLK indicator comes on,
partment proceed as follows:
d. the CARGO UNLK indicator goes off.
1. Set the mode selector of the PRESSURIZATION
control panel, to AIRDROP. 4. Set the ramp-cargo mode switch to OFF.

2. Check for DROP or LOAD indicator on the RAMP- 5. Set the MASTER switch to OFF, then lower the
CARGO panel, illuminated as required. guard.

3. Check for READY indicator on RAMP-CARGO

panel, illuminated. RAMP AND CARGO DOOR OPERATION FROM
CARGO COMPARTMENT
4. Raise the guard of the MASTER switch, on the
RAMP-CARGO panel, and set the switch to ON.
Ramp Opening Preselection
5. Set the ramp-cargo mode switch of the RAMP-
CARGO panel, to OPEN. The position of the ramp shall be preselected before
opening, by moving the sliders along the support bars
6. Check for the following sequence on the door sta- and securing them to one of the five stop holes, with a
tus indicator panel: proper pin (Figure 1-52).
a. the CARGO UNLK indicator comes on, The first hole starting from the bottom of the support
bars determines the ramp horizontal positioning (0°).
b. when the CARGO UNLK indicator goes off, the The second, third, fourth and fifth holes correspond re-
CARGO OPEN indicator comes on, spectively to ramp inclination of 1° 30', 3°, 12° and
c. the RAMP UNLK indicator comes on, 14° 45'.

d. when the RAMP UNLK indicator goes off, the To allow the ramp for touching the ground when open:
RAMP DOWN indicator comes on.
1. Set the sliders to the upper hole (14° 45').
NOTE To preselect ramp in-flight opening (airdrop position):
In-flight opening of the ramp is inhibited if 1. Set the sliders to the lower hole (0°).
the airdrop positioning is not preselected
(LOAD indicator illuminated and DROP
indicator extinguished). In this case, the Opening/Closing of Ramp and Cargo Door
RAMP UNLK and the RAMP DOWN indi-
To open the ramp and cargo door from the cargo com-
cators remain extinguished.
partment proceed as follows:

7. Set the ramp-cargo mode switch to OFF. 1. Make sure that the two sliders of the support bars
are in the required position.

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 FAM.1C-27J-1

Figure 1-52 Ramp selection

1-131
FAM.1C-27J-1

NOTE To close the ramp and cargo door from the cargo com-
partment proceed as follows:
When the airdrop opening is preselected,
the RAMP IN LOAD PRESET indicator is 1. Raise the guard of the MASTER DOORS switch,
not illuminated. located on the LOAD MASTER PANEL and set the
switch to ON.
2. Raise the guard of the MASTER DOORS switch, 2. Raise the guard of the RAMP DOOR switch, then
located on the LOAD MASTER PANEL and set the set and hold the switch to UP.
switch to ON.
3. Check for the following sequence on the control
3. Raise the guard of the CARGO DOOR switch then
panel:
set and hold the switch to OPEN.
a. the RAMP DOWN indicator goes off and the
4. Check for the following sequence on the control RAMP UNLK indicator comes on,
panel:
b. the RAMP UNLK indicator goes off.
a. the CARGO UNLK indicator comes on,
4. Release the RAMP DOOR switch and lower the
b. when the CARGO UNLK indicator goes off, the guard.
CARGO OPEN indicator comes on.
5. Raise the guard of the CARGO DOOR switch then
5. Release the CARGO DOOR switch and lower the set and hold the switch to CLOSE.
guard.
6. Check for the following sequence on the control
6. Raise the guard of the RAMP DOOR switch, then panel:
set and hold the switch to DN.
a. the CARGO OPEN indicator goes off and the
CARGO UNLK indicator comes on,
NOTE b. the CARGO UNLK indicator goes off.
• To allow the ramp for touching the 7. Release the CARGO DOOR switch and lower the
ground (or other surfaces), the RAMP guard.
DOOR switch shall be held on DN for
a few seconds sufficient to unlock the 8. Set the MASTER DOORS switch to OFF, then low-
ramp, then it must be released. er the guard.

• When the RAMP IN LOAD PRESET

indicator is illuminated (airdrop open- RAMP AND CARGO DOOR SYSTEM ACAWS
ing not preselected), the in-flight MESSAGES
opening of the ramp does not occur
ACAWS messages, conditions, and crew action for a
and the RAMP UNLK and RAMP
specific message is listed in Section III of this manual.
DOWN indicators remain off.
The following table lists the ACAWS messages and the
7. Check for the following sequence on the control message urgency level.
panel:
CAUTION
a. the RAMP UNLK indicator comes on,
CGO UNLK
b. when the RAMP UNLK indicator goes off, the
RAMP UNLK
RAMP DOWN indicator comes on.
ADVISORY
8. Release the RAMP DOOR switch and lower the
guard. CGO OPEN

9. Set the MASTER DOORS switch to OFF, then low- RAMP DOWN
er the guard. RMP/CGO MASTER ON

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 FAM.1C-27J-1

ENGINE BLEED AIR SYSTEM Before bleed air passes through the BASOV, part of it
is ducted to the Airframe De-icing System.
Downstream the BASOV, there is an overpressure
DESCRIPTION switch, which provides a signal to the SEDC, in order
to alert the flight crew and to automatically close both
The engine bleed air system (Figure 1-53) consists of PRSOVs and BASOVs, should duct pressure over-
high-pressure ducts, bleed air shut-off and regulation come the safety threshold of 91 ± 5 psig. The over-
valves, thermal and pressure protection switches, de- pressure switch resets at 79 ± 5 psig.
signed to provide pressurized air at the required pres- The high temperature engine bleed air then passes
sure and temperature to aircraft pneumatically through a precooler, which is a single-pass cross-flow
operated systems: type heat exchanger, regulating bleed air temperature
at 165 -10/+15 °C. External ram air is used as coolant
– engine starting system,
and the cooling air is modulated to the precooler by a
– engine anti-ice and oil cooler augmentation, ram air modulation valve, controlled by a pneumatic
thermostat installed onto the bleed air duct.
– air conditioning system., The engine starter bleed air supply duct, which leads
– pressurization system., to the starter control valve, is located downstream the
nacelle bleed components, in order to not affect the
– airframe de-icing system. starting performance by added system pressure loss-
es. The remaining components of the engine bleed air
Pressurized air can be supplied either by engines,
system are two overtemperature switches and an air
when they are running, or by the APU, or by an exter-
leak detection system.
nal pneumatic source, when the aircraft is on ground
The two overtemperature switches, electrically tied to-
and engines are not running. APU bleed source can
gether (redundance for safety purpose) are installed
also be selected in flight.
upstream the ECS Flow Control Valve (FCV). They are
The system is controlled and monitored by hardwired
set to 281.7 ± 6.7 °C safety threshold and send a signal
logic and through a Standard ECS Digital Controller
to the SEDC, in order to alert the flight crew and to au-
(SEDC).
tomatically close both PRSOVs and BASOVs, should
an overtemperature be detected by any of them. The
ENGINE BLEED AIR SYSTEM DESCRIPTION overtemperature switch resets at 257 ± 5.5 °C.
The air leak detection system is a continuous monitor-
Most of engine bleed air system components are locat- ing system, designed to detect bleed air leakages
ed in the engine nacelle. Engine bleed air is provided along the ducts, which could cause overtemperature
by the engine compressor Low Pressure (LP, 10th conditions to other systems or structural items close to
stage) and High Pressure (HP, 14th stage) stage ports. the leakage. The detection system is installed in two
When an engine is operating, 14th stage bleed air is di- zones:
rected to the engine oil cooler augmentation system,
– wing (wing leading edge and wing-to-fuselage fair-
and to the engine anti-ice valves for use as required.
ing),
Pressurized LP or HP bleed air is supplied to the air
conditioning, pressurization and engine starting sys- – fuselage (side-wall and underfloor area).
tems through the Bleed Air Shut-Off Valve (BASOV)
which switches on/off the relevant engine bleed Each zone is monitored by a single loop of sensing el-
source. HP engine bleed is used on ground and in ements, providing a signal to the control unit when a
flight whenever the engine is operating at low power part of element is heated up to its alarm temperature of
conditions (ground or flight idle) or when operating at 124 ± 8 °C, to alert the flight crew and to automatically
very cold ambient conditions and high altitude. close both PRSOVs and BASOVs.
LP engine bleed is used for all the other operating con- The air leak detection system is also provided with on-
ditions. A Pressure Regulating and Shut-Off Valve demand test that can be initiated by the flight crew.
(PRSOV) is installed on the 14th stage bleed air duct, Anyway the test can always be performed without im-
in order to regulate or shut-off the HP bleed airflow. pacting the engine bleed air system operation.
This valve, when in regulating mode, maintains bleed The monitoring features of both bleed overtemperature
air pressure at 75 ± 5 psig. A LP Non-Return valve is and air leakage events are also operative when APU
installed in the 10th stage bleed air duct to prevent re- bleed is in use in lieu of engine bleed source.
verse flow to the LP engine compressor stage when The APU and ground connection lines join together
the Engine Bleed Air System is operating through the and then connect to the main bleed line in the under-
HP bleed stage. floor area.

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FAM.1C-27J-1

Figure 1-53 Bleed air system

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 FAM.1C-27J-1

Both lines have a non-return valve to prevent reverse The ECS/BLEED control panel, located on the over-
flow or leakage. head console (Figure 1-54), provides the control and
Engine 1 (left) bleed control and indications are pow- monitoring of the Engine Bleed Air System.
ered by 28 V dc EMER BUS (PP3) via the (ENG 1 The panel is a shared unit with the air conditioning sys-
BLEED) HP PWR, HP CONTR BASOV and IND circuit tem and cockpit rack ventilation system.
breakers. APU bleed control and indications are pow- It provides all engine bleed air system indications ex-
ered by 28 V dc ESSEN BUS (PP4) via the APU cepting:
BLEED VLV circuit breaker.
– Overpressure, which is announced by ACAWS
Engine 2 (right) bleed control and indications are pow-
only (Caution message “BLEED OVERPRESS” on
ered by 28 V dc ESSEN BUS (PP4) via the (ENG 2
CMDU).
BLEED) HP PWR, HP CONTR BASOV and IND circuit
breakers. – Air leakage, which is announced by ACAWS only
The leak detection function is supplied by 115 V ac (Caution messages “WING BLD AIR LEAK and
BUS 1 (XP1) via the (AIR LEAK DETECTOR) PWR cir- FUSELAGE BLD AIR LEAK” on CMDU).
cuit breaker whereas the leak detection test function is
supplied by 28 V dc EMER BUS (PP3) via the (AIR
LEAK DETECTOR) TEST 1 circuit breaker and by 28 Engine 1 and Engine 2 Bleed Pushbutton-
V dc ESSEN BUS (PP4) via the LEAK DETECT TEST Indicators
2 circuit breaker. Two engine bleed pushbutton-indicators labeled
BLEED ENG 1 and BLEED ENG 2 provide manual
control of the relevant engine's BASOV and PRSOV.
ENGINE BLEED AIR SYSTEM CONTROL AND The pushbutton-indicator has two captions named
MONITORING FAULT and OFF.
When the engine throttle is positioned below FLT IDLE In normal operation, with the pushbutton pressed and
or when particular aircraft altitude/outside ambient the captions unlit, the associated BASOV and PRSOV
temperature combination is detected by the SEDC al- are in automatic control mode and ready to automati-
though Throttle is above FLT IDLE, the PRSOVs open cally close in case of overpressure, overheat, bleed air
in order to bleed air from the HP stage ports. In all the leakage or APU Bleed selection (this latter due to APU
other conditions, the PRSOVs are closed, allowing air Bleed priority logic).
bleeding from LP stage ports. The yellow FAULT caption illuminates when a dis-
The engine bleed air control system operates on the agreement between the actual BASOV position and
basis of the APU bleed priority logic, i.e. when the APU the selected command is detected. This event occurs
bleed and one engine (or both engines) bleed is (are) in case of valve failure or when valve automatically
selected ON and available as pneumatic sources (i.e.: shuts off due to overpressure, overheat or bleed air
APU ready-to-load and main engine running), then the leakage event or when related engine is not running
APU bleed automatically takes priority on engine and APU bleed is not in use.
bleed. The OFF selection of BLEED APU pushbutton The disagreement condition, due to BASOV failure
results in automatic transfer of air source function to (even in case of not closure of valve following over-
the available engine bleed (the associated engine BA- pressure, overheat or bleed air leakage event) is also
SOV automatically opens) and engine compressed air announced by a dedicated ACAWS Caution message
is provided to airframe de-icing, pressurization and air "L BLD FAULT" and "R BLD FAULT" on CMDU.
conditioning systems. Aircraft take-off can be per- When pushbutton is released, the yellow OFF caption
formed with engine bleed off (manual command by pi- illuminates and the associated Engine Bleed Air Sys-
lot) to maximize available engine power. tem is shut off (PRSOV and BASOV closed). On
In case of engine start by APU or by crossbleed from CMDU this selection is announced by a dedicated
the other engine, the ECS FCV automatically closes ACAWS Caution massage “BLD 1 OFF and BLD 2
during the start phase (to employ the pneumatic OFF”.
source for engine start operation only), whereas the
PRSOV and BASOV related to the starting engine
APU Bleed Pushbutton-Indicator
close during the start/acceleration phase (i.e.: roughly
10 seconds more than start phase). This pushbutton labeled BLEED APU provides manual
On ground, if APU is not available, air conditioning sys- control of the APU bleed servo-valve.
tem can be fed and engines can be started by means The pushbutton-indicator has two captions named
of external air source to be connected to the aircraft FAULT and ON. In normal operation with the pushbut-
ground connection. ton not pressed and the captions unlit, the APU bleed
servo-valve is closed.

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Figure 1-54 ECS/BLEED control panel

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 FAM.1C-27J-1

The yellow FAULT caption illuminates when a dis- The following table lists the ACAWS messages and the
agreement between the APU bleed servo-valve actual message urgency level.
position and the commanded position is detected. This
event occurs in case of servo-valve failure or when, CAUTION
with APU bleed in use, bleed servo-valve automatically APU BLD VLV FAIL
shuts off due to overheat or bleed air leakage event.
The APU bleed servo-valve failure condition is also an- BLD OVERHEAT
BLEED OVERPRESS
nounced by a dedicated ACAWS Caution message BLD 1 (2) OFF
“APU BLD VLV FAIL” on CMDU only if the APU is
“ready-to-load”. FUSELAGE BLD AIR LEAK
When the pushbutton is pressed (APU bleed request) L BLD FAULT
the green ON caption illuminates if the APU bleed air
is actually available (i.e.: APU “ready-to-load” and R BLD FAULT
bleed servo-valve is open). WING BLD AIR LEAK

ADVISORY
External Air Source Indicator
BLD LEAK DETECT IBIT
This device labeled EXT AIR is an illuminated rectan-
gular indicator with the DOOR OPEN legend. The leg-
end is illuminated yellow when the external air
connection access door is opened. AIR CONDITIONING SYSTEM

Bleed Air Overheat Indicator

DESCRIPTION
This indicator labeled BLEED OVHT turns on when the
The air conditioning system is designed to maintain air
bleed overheat condition is detected. In case of bleed
within the conditioned fuselage compartments at the
overtemperature, both BASOVs and PRSOVs are au-
required cleanliness, temperature and humidity, in or-
tomatically closed. If bleed overtemperature condition
der to guarantee comfortable environmental conditions
is detected while the APU bleed is operating the APU
to pilots and passengers during all phases of flight
bleed servo-valve is automatically closed. In both cas-
(Figure 1-55). During normal conditions, air is supplied
es the caption FAULT of associated bleed pushbutton
to the system by the engine compressor.
on ECS/BLEED control panel illuminates.
During take-off and landing the APU compressor shall
On CMDU this failure is announced by a dedicated
be used to supply air to the system.
ACAWS Caution massage “BLD OVERHEAT”.
In emergency conditions the APU compressor can be
used to supply air to the system.
BLEED LEAK TEST Pushbutton On ground operations, air can also be supplied by the
APU compressor or by an external air source.
This unlit pushbutton is to command engine bleed air Bleed air from the engine compressors flows through a
leakage detection system test. It can be initiated with Flow Control Valve (FCV), that controls the airflow to
or without bleed source. the Environmental Control Unit (ECU).
A dedicated ACAWS Advisory message “BLD LEAK Compressed air is then routed into the heat exchanger,
DETECT IBIT” is displayed on CMDU when the test is where it is cooled by ram ambient air through an air in-
in progress. take (ram air is then exhausted overboard).
Successful test results in the activation of both “WING On ground static condition, cooling air is ensured by a
BLD AIR LEAK” and “FUSELAGE BLD AIR LEAK”; un- fan, driven by the Air Cycle Machine (ACM) turbine.
successfull test results in non-activation of the failed The power generated by the turbine is used to me-
channel (wing or fuselage) ACAWS message. chanically drive the ram air cooling fan. Before reach-
ing the flight and cargo compartments the cooled air
passes through a water separator which controls hu-
ENGINE BLEED AIR SYSTEM ACAWS midity. Cooled airflow is then split to the flight and car-
MESSAGES go compartment lines in the adequate amount.
ACAWS messages, conditions, and crew action for a Air temperature on each line is trimmed to the request-
specific message is listed in Section III of this manual. ed value by means of a dedicated trim valve, using hot
air tapped downstream the FCV.

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FAM.1C-27J-1

Figure 1-55 Air conditioning system schematic diagram

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 FAM.1C-27J-1

A ram air emergency ventilation valve is provided to al- A priority valve is placed on the left cargo air distribu-
low cockpit and cargo ventilation in event of ECS loss. tion line to partially restrict air flow to the cargo com-
A priority valve, installed on one of the cargo compart- partment, allowing two different flow splittings of
ment line of the air conditioning distribution system, conditioned air to the flight and cargo compartments
partializes the flow to the cargo, thus increasing the when the aircraft is operated in extremely hot/cold en-
amount of conditioned air into the flight compartment vironment conditions. The priority valve is controlled
air distribution on pilot's demand, when the aircraft is through the PRIORITY pushbutton on the ECS/BLEED
operated in extremely cold/hot conditions and fast pull- control panel.
up/down are required. In case of ECS loss, cockpit and cargo ventilation is
The system is controlled and monitored by hardwired provided by opening the ram air emergency ventilation
logic, and through a Standard ECS Digital Controller valve through the RAM AIR EMER VENT switch
(SEDC). (guarded) on the ECS/BLEED control panel.

COMPRESSION CAUTION
Compressed air is delivered to the ECU by means of a
Flow Control Valve (FCV) and a flow mode selector When the air conditioning system is off,
valve. The FCV is a spring-loaded, normally closed, pressurization is lost.
pneumatically-actuated and dual schedule Venturi flow
control. The flow mode selector valve is an electro- The cockpit ventilation priority valve is supplied by 115
pneumatic solenoid-operated control valve fit onto the V ac BUS 2 (XP2) via the (TEMP CONT) CARGO FAN
FCV to provide, by means of the MODE pushbutton on circuit breaker, while the ram air emergency ventilation
ECS/BLEED control panel, the normal flow or high flow valve is supplied by 28 V dc EMER BUS (PP3A) via the
control modes of the ECS. CABIN RAM AIR VENT circuit breaker.
The PACK pushbutton on ECS/BLEED control panel is
normally pressed to enable the compression sub-sys-
tem operation. In case that ECU inlet air overtempera- COOLING
ture is detected by a dedicate turbine inlet thermal
switch, an overheat alert is provided on ECS/BLEED Air cooling is performed by the ECU which is located in
control panel (OVHT caption illuminates on PACK the right forward landing gear nacelle. It is composed
pushbutton) and on CMDU for generation of the of a simple cycle, two wheels Air Cycle Machine and a
“PACK OVERHEAT” ACAWS Caution message. Heat Exchanger.
The compression sub-system is supplied by 28 V dc The low limit temperature control valve plus turbine in-
BUS 2 (PP2A) via the (ECS PACK) CONTR PWR cir- let overtemperature switch for system control and
cuit breaker and by 28 V dc ESSEN BUS (PP4A) via safety are also installed on the ducts in the landing
the (ECS PACK) IND circuit breaker. gear nacelle. The pack outlet temperature sensor and
water separator are installed in the cargo underfloor.
The low limit temperature control valve controls the
AIR DISTRIBUTION ECU air discharge temperature above 0 °C, using hot
air tapped downstream the flow control valve.
The air distribution sub-system includes two main In normal operation, the SEDC monitors air tempera-
ducts, which supply the flight and cargo compartments. ture downstream the ECU through the pack outlet tem-
They are installed underneath the floor. perature sensor and lets the low limit temperature
Air from the air conditioning system is distributed in the control valve open to achieve the required tempera-
flight compartment through eight outlets: two adjust- ture. In case of failure the pack temperature limiter pro-
able outlets are located on each side of the main in- vides a pneumatic override to avoid overheating
strument panel, four are located under the main conditions.
instrument panel, two on each side, in the area of pi- The turbine inlet thermal switch is placed downstream
lot's and copilot's feet; two other adjustable outlets are the heat exchanger and upstream the turbine. When
located in the observer's area. One adjustable outlet is temperature exceeds 121.1 ± 8.3 °C the overtempera-
located in the toilet. ture switch causes the flow control valve to shut off and
The cargo main distribution ducts are installed above activate alerts (as already described in COMPRES-
the floor on both sides, running from the crew door and SION paragraph).
toilet area to the rear paratroop doors.
Several air outlets tap air from them, they are posi-
tioned at floor and ceiling level.

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The water separator is located in the cargo underfloor AIR CONDITIONING CONTROL AND
at the low limit temperature control valve mixing cham- MONITORING
ber outlet and eliminates liquid water from air coming
The ECS/BLEED control panel, located on the over-
from the air conditioning unit.
head console (Figure 1-54), provides for control and
Water extracted by the water separator is sprayed by
monitoring of the of the Air Conditioning System. The
means of water spray nozzle onto the heat exchanger
panel is a shared unit with the Engine Bleed Air Sys-
cold side to enhance system performance using the
tem and Cockpit Rack Ventilation System.
water latent heat of vaporization.

Pack Pushbutton-Indicator
TEMPERATURE CONTROL
This pushbutton labeled PACK allows to enable/dis-
Two independent temperature control sub-systems able pack operation. The pushbutton-indicator has two
operate to control the air temperature into the flight and captions named OFF and OVHT.
cargo compartments. Each zone is either controlled in The yellow OFF caption illuminates and the Air Condi-
AUTOMATIC or MANUAL mode. tioning System is shut off when pushbutton is re-
leased. In normal operation with the pushbutton
In AUTOMATIC mode the SEDC manages both zone pressed and the captions unlit, the air conditioning sys-
temperature control valves to achieve the desired tem- tem operates normally.
perature into the controlled aircraft area. The yellow OVHT caption illuminates when a ECU inlet
air overtemperature is detected. This failure condition
The zone temperature is controlled on the basis of the is also announced by a dedicated ACAWS Caution
following information: message “PACK OVERHEAT” on CMDU.
– Required Temperature (to be set by the relevant
temperature selector on ECS/BLEED control pan-
el). WARNING
– Actual Environment Temperature (monitored by
the relevant zone temperature sensor).
If ACAWS Caution message “PACK
– Air Flow temperature in the ducts (monitored by OVERHEAT” is displayed on CMDU,
the relevant supply duct temperature sensor). indicating that air to the air condition-
While in MANUAL mode, the temperature selectors ing system has been shut off, descend
are used to directly open/close their related zone tem- if possible, below 10000 ft; the aircraft
perature control valve. The manual mode of tempera- will progressively lose pressurization.
ture control is used in the event of automatic control If a descent is not possible put on ox-
mode total loss (ACAWS Caution message "ECS/BLD ygen masks.
CNTL FAULT" announced on CMDU), one zone auto-
matic control mode loss (occupants discomfort) or Flow MODE Pushbutton-Indicator
when crew deems manual mode necessary.
In the event of an automatic mode malfunction or im- This pushbutton labeled MODE permits to enable/dis-
proper operation in the manual mode possible over- able high flow mode of operation. The pushbutton-indi-
heating is avoided by pneumatic duct temperature lim- cator has a caption named HIGH FLOW.
iter, however duct COCKPIT and CARGO duct over- In normal operation with the pushbutton pressed and
heat alerts are provided on ECS/BLEED control panel the caption unlit, the normal flow control mode of ECS
and on CMDU (ACAWS Caution messages “COCKPIT is selected. When released, the green HIGH FLOW
DUCT OVERHEAT and CARGO DUCT OVERHEAT”). caption illuminates and the high flow control mode of
ECS is selected.
Circuitry of manual and automatic temperature control
functions are respectively supplied by 28 V dc EMER
Ram Air Emergency Ventilation Switch
BUS (PP3) via the (TEMP CONT) MAN MODE circuit
breaker and by 28 V dc BUS 2 (PP2) via the (TEMP This switch labeled RAM AIR EMER VENT allows to
CONT) AUTO MODE circuit breaker. open/close ram air emergency ventilation valve.
It has two positions: OPEN and CLOSE. The switch is
guarded in CLOSE position by a cover on a yellow,
black and white striped panel.

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 FAM.1C-27J-1

When the guard is raised and the switch is set to When released, the green MAN caption illuminates
OPEN the ram air emergency ventilation valve is com- and the temperature control system operates in manu-
manded open to allow cockpit and cargo ventilation in al mode.
case of ECS loss.
The position of ram air emergency ventilation valve is
announced by a dedicated ACAWS Advisory message WARNING
“RAM AIR EMER VENT OPEN” on CMDU.
If ACAWS Caution messages “COCK-
Temperature Control Priority PIT DUCT OVERHEAT and/or CARGO
Pushbutton-Indicator DUCT OVER HEAT” are displayed on
CMDU, decrease the cockpit/cargo
This pushbutton labeled PRIORITY provides manual
temperature using the related temper-
command of the cockpit priority function. The pushbut-
ature control rotary selector. If the
ton-indicator has a caption named FAULT and an indi-
message remains displayed, follow
cating arrow (towards the cockpit) identified as
the procedure indicated in Section III
" ". In normal operation with the pushbutton
AIR CONDITIONING SYSTEM FAIL-
pressed and the captions unlit, the cockpit priority
URE.
function is disabled (valve is open).
The yellow FAULT caption illuminates when a dis-
agreement between the actual position of priority valve Temperature Control Rotary Selectors
and the selected position is detected.
The caption briefly illuminates at pushbutton selection Two temperature control rotary selectors, one for each
too (i.e.: during transition phase of valve). controlled zone (COCKPIT / CARGO), are used to se-
When released, the air distribution priority is towards lect desired control temperature (in automatic mode)
the cockpit and the arrow illuminates green. or to directly drive the zone temperature control valve
(in manual mode).
The rotary selector (potentiometer type) allows varia-
NOTE tion over 270 angular degrees covering a temperature
range from COLD (corresponding to about 16 °C) to
• When fully open, the priority valve al- HOT (corresponding to about 32 °C).
lows the basic flow splitting of 40%
cockpit, 60% cargo.
AIR CONDITIONING SYSTEM ACAWS
• When fully closed, the priority valve MESSAGES
allows a flow splitting of (approxi-
mately) 60% cockpit, 40% cargo. ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
Temperature Control Mode message urgency level.
Pushbutton-Indicators
CAUTION
Two TEMP CTRL pushbutton-indicators, one for each
controlled zone (COCKPIT / CARGO), allow for selec- CARGO DUCT OVERHEAT
COCKPIT DUCT OVERHEAT
tion of automatic or manual mode of operation.
The pushbutton-indicator labeled AUTO has two cap- ECS/BLD CNTL FAULT
tions named OVHT and MAN.
PACK OVERHEAT
In normal operation with the pushbutton pressed and
the captions unlit, the temperature is automatically ADVISORY
controlled by SEDC.
RAM AIR EMER VENT OPEN
The yellow OVHT caption illuminates when overtem-
perature is detected in the associated compartment
distribution duct (92 ± 14 °C for cockpit ducts and 103
± 14 °C for cargo ducts).
This failure condition is also announced by a dedicated
ACAWS Caution messages “COCKPIT DUCT OVER-
HEAT and CARGO DUCT OVERHEAT” on CMDU.

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FAM.1C-27J-1

E/E EQUIPMENT COOLING VENTILATION ZONE

SYSTEM The hot air from the Extraction Zone is drawn by the Air
Extraction Fan located under the forward cabin floor.
Upstream of the fan a E/E Racks smoke detector sens-
DESCRIPTION es the presence of smoke inside the ducts in order to
activate a smoke alert. Refer to paragraph titled
The Electric and Electronic (E/E) Equipment Cooling EMERGENCY EQUIPMENT AND SYSTEMS for a
System provides ventilation of the electric and elec- complete description of the Smoke Detection system.
tronic equipment, to limit their internal operating tem- The Air Extraction Fan is supplied by 115/200 V ac 400
perature through extraction of cabin ambient air. Hz from BUS 1 (XP1) via the (AIR EXTRACTION) FAN
Ventilation by extraction is provided for the following PWR 1 circuit breaker and from BUS 2 (XP2) via the
main parts: (AIR EXTRACTION) FAN PWR 2 circuit breaker and
– Main Instrument Panel, works at a fixed nominal speed of 11400 rpm.
The Air Extraction Fan protection is ensured by the fol-
– Central Console, lowing features:
– Pilot and Copilot Lateral Consols, – Under-speed protection: during steady state oper-
– E/E Racks. ations, if the motor speed drops below 9200 rpm
± 500 rpm for a period of 10 seconds, the fan motor
The cooling system for the E/E equipment consists of is commanded to shut down.
a series of ducts running from the aircraft nose section
to the landing gear nacelle. – Locked rotor/two phases protection: if locked rotor
or loss of one phase is detected, the fan motor is
Air is drawn across or near the equipment by a fixed shut down.
speed Air Extraction Fan and directly discharged out- – Overheat protection: if the fan motor detected tem-
side the aircraft through the Overboard Ventilation perature exceeds 160 ± 5 °C, the fan motor is shut
Valve (OVBD Valve) or under the floor through the Un- down.
derfloor Ventilation Valve (UVV) according to the sys-
tem operation status. – Loss of 28 V dc power: if the 28 V dc power supply
is lost, the fan motor is shut down.
The E/E Equipment Cooling System layout is com- – No flow protection: if the fan cannot ensure an ad-
posed of three main zones: equate cooling due to a blocked duct or airflow
– Extraction Zone, through the fan drops to 20% of the nominal flow,
the fan motor is shut down.
– Ventilation Zone,
– Evacuation Zone. EVACUATION ZONE
Moreover, part of the air is bled at the Air Extraction The air is evacuated by one of following ways:
Fan outlet to provide ventilation to the batteries (Bat-
teries Ventilation Zone). – on ground, directly outside of the aircraft through
the OVBD Valve located under the floor on the fu-
selage sidewall,
EXTRACTION ZONE
– in flight, under the floor of the aircraft cabin through
The cabin ambient air is conducted behind the instru- the UVV. Nevertheless, air evacuation through the
ment panels across the equipment where it is drawn by OVBD Valve is used only in the event of fan failure
E/E Equipment Cooling System. or smoke procedure.
This hot air, extracted from the equipment zone (main
instrument panel, central console, pilot lateral console
and avionic rack), is conducted under the right side of BATTERIES VENTILATION ZONE
the flight deck compartment floor and mixed with air
The air bled at the fan outlet is provided to the batteries
extracted from the electrical rack, power shield and co-
in order to evacuate outside the aircraft the gaseous
pilot lateral console.
fumes produced by the batteries.
A check valve on the supply ducts prevents fumes en-
tering the air extraction ducts.

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 FAM.1C-27J-1

E/E EQUIPMENT COOLING CONTROL AND – TAKE-OFF: At take-off the WOW relay is ener-
MONITORING gized and status of the Power Levers is in the
"TAKE-OFF" position, then OVBD Valve is auto-
The section CKPT RACK VENT of the ECS/BLEED
matically driven to close and the UVV is opened in
control panel, located on the upper left side of the over-
order to start the aircraft pressurization.
head console (Figure 1-54), controls and monitors the
E/E Equipment Cooling System. It is provided with an – LANDING: At landing, after 10 seconds from the
EXHAUST MODE Pushbutton/Indicator and a guard- WOW relay consent and only if the Power Levers
ed OVBD VALVE switch. are not in the "TAKE-OFF" position, the OVBD
In flight, annunciator lighting on the section CKPT Valve is fully open and the UVV is closed.
RACK VENT is accompanied by message activation
on ACAWS and audio call to capture the flight crew at-
tention following abnormal system operation. EXHAUST MODE Pushbutton/Indicator
On ground operations, malfunctions are also an- This pushbutton labelled EXHAUST MODE has two
nounced by an electrical external horn device (noise steady positions: pushed and released.
level 110 db at 3.5 meters), installed in the nose gear Moreover, it is provided with two captions named
bay, to capture the attention of the crew working be- FAULT and OVBD. It is normally pressed (captions un-
yond the cockpit. lit) in order to command the Air Extraction Fan as well
The external horn is powered from 28 V dc ESSEN as to enable automatic opening/closing sequence of
BUS (PP4) via the (AIR EXTRACTION) AUR WARN OVBD Valve and UVV.
circuit breaker by using a 5 minutes pull-in time delay In case of Air Extraction Fan failure, the FAULT yellow
relay when: caption illuminates and a dedicated ACAWS Caution
a. AC power is not available (Air Extraction Fan is not message "E/E RACK VENT FAIL" is sent to the CM-
running, DC Avionics is powered without the bene- DU. Following fan failure or smoke condition (alerted
fit of the fan), through the E/E Racks smoke detector installed in the
duct upstream the Air Extraction Fan) occurred in
b. Air Extraction Fan failure (DC and AC Avionics is flight, the EXHAUST MODE pushbutton shall be re-
powered without the benefit of the fan), leased to switch off the Air Extraction Fan.
Then, OVBD Valve is driven to reach the Venturi posi-
c. Air Extraction Fan is switched off (such as in b).
tion and the UVV is closed (the OVBD VALVE switch
remains in AUTO mode). The FAULT yellow caption
System Operation turns off and the OVBD yellow caption illuminates; the
ACAWS Caution message "E/E RACK VENT FAIL"
In normal operating conditions, the OVBD VALVE disappears and the ACAWS Caution message "OVBD
switch is set to AUTO mode and the EXHAUST MODE EXHAUST SWITCH ON" appears on the CMDU.
pushbutton is pushed in, thus starting the Air Extrac- In this way, the air extraction or smoke evacuation is
tion Fan. This control configuration corresponds to dif- ensured by the cabin/exterior differential pressure, and
ferent valve position settings on ground or in flight the air is evacuated outside the aircraft through the
operations: OVBD valve (partially open).
– On ground: OVBD Valve fully open, UVV closed.
The ACAWS Caution message "E/E RACK VENT
– In flight: OVBD Valve fully closed, UVV open. FAIL", not associated to the illumination of FAULT cap-
tion on EXHAUST MODE pushbutton, also announces
The UVV and OVBD Valve control is hardwired using
a malfunction of UVV.
the consent of the WOW relay and according to the po-
sition of the Power Levers switches:
– STARTING: During engine starting on ground, the NOTE
Air Extraction Fan is automatically shut down, in
order to avoid discomfort to the aircraft occupants. During engines starting the Air Extraction
During this time the FAULT annunciator light is illu- Fan is automatically shut down and the
minated on the control panel. Once engine starting relevant FAULT light illuminates for a min-
phase is completed, the Air Extraction Fan auto- imum time of 20 seconds then returns to
matically restarts. the previous condition on the section
CKPT RACK VENT of the ECS/BLEED
control panel.

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FAM.1C-27J-1

Overboard Ventilation Valve Switch PRESSURIZATION SYSTEM

This switch labelled OVBD VALVE provides Overboard
Ventilation Valve manual control.
The switch is guarded on a yellow, black and white DESCRIPTION
striped panel and has three positions: FULL OPEN, The Pressurization System ensures a suitable level of
AUTO and FULL CLOSE. The guard prevents selec- pressurization of cockpit and cargo bay as well as a
tion of either FULL OPEN or FULL CLOSE from the satisfactory pressure rate of change. This is achieved
AUTO position. by controlling the amount of conditioned air which is
When set to AUTO, (normal position) and guarded discharged overboard by two electro-pneumatic out-
down the switch allows automatic operation of the flow valves. The system also provides the following
Overboard Ventilation Valve. functions:
When the guard is raised and the switch is set to FULL
OPEN the OVBD Valve is fully open. – airdrop depressurization,
– cabin pressurization schedule for medical evacua-
tion (MED EVAC),
NOTE
– rapid depressurization of the aircraft (DUMP func-
The FULL OPEN position shall be used tion),
only when cabin/exterior differential pres-
sure is equal or less than 2.042 in Hg – rapid closure of the outflow valves in case of air-
(1 psig). craft ditching (DITCH function).
The pressurization system is a dual-channel system
When the guard is raised and the switch is set to FULL
that mainly consists of two identical digital Cabin Pres-
CLOSE the Overboard Ventilation Valve is fully closed.
sure Controller (CPC) which automatically drive the
outflow valves (Figure 1-56). Each CPC electrically
drives its related outflow valve. During the system op-
NOTE eration, only one CPC is active at any moment, the oth-
Malfunctioning of the Overboard Ventila- er being in standby. The active CPC selection is
tion Valve is announced by a dedicated automatically accomplished as follows:
ACAWS Caution message "OVBD – at electrical power on, based on cabin pressure
VALVE FAULT" on CMDU. measured value (odd = CPC No.1; even = CPC
No. 2),

EQUIPMENT COOLING SYSTEM ACAWS – in case of active CPC failure, the other CPC be-
MESSAGES comes active.
ACAWS messages, conditions, and crew action for a The active/standby CPC selection may be also manu-
specific message is listed in Section III of this manual. ally performed by PRESSURIZATION control panel.
The following table lists the ACAWS messages and the Each CPC is provided with a sensor to measure cabin
message urgency level. pressure. Both CPC No. 1 and No. 2 receive input sig-
nals from engine throttles, WOW switches, doors
CAUTION closed switches, and the Distributed Air Data System.
E/E RACK VENT FAIL The Channel 1 is supplied by 28 V dc EMER BUS
(PP3) via the (CABIN PRESS) CHAN 1 circuit breaker,
OVBD VALVE FAULT the Channel 2 is supplied by 28 V dc ESSEN BUS
OVBD EXHAUST SWITCH ON
(PP4) via the CABIN PRESS CHAN 2 circuit breaker.
The outflow valves are located on the lower fuselage
skin, behind the undercarriage bay zone. They are
pneumatically slaved one to each other by means of
an interconnecting duct which ensure that both valves
are always in the same position.
The outflow valves incorporate safety relief for over-
pressure and negative pressure conditions. A jet pump
provides reference vacuum required for the outflow
valves operation. The jet pump is fed with air directly
tapped from the bleed air system.

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Figure 1-56 Pressurization system schematic diagram

1-145
FAM.1C-27J-1

Figure 1-57 Pressurization schedule

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 FAM.1C-27J-1

The ditching safety device of the outflow valves are AIRDROP Mode
powered by 28 V dc EMER BUS (PP3) via the (CABIN
PRESS) DITCH circuit breaker. When airdrop automatic mode is selected, the system
The pressurization system is provided with power-up, starts cabin depressurization at the selected cabin alti-
continuous and initiated built-in test facilities. The pow- tude rate of change (AUTO RATE switch on control
er-up built-in test is automatically initiated at the air- panel).
craft electrical power-on event or after a power supply When outflow valves command is max opening and
interruption (abnormal) longer than 200 msec. The test cabin to ambient differential pressure is below 0.407 IN
lasts maximum 2 seconds. The continuous built-in-test HG (0.2 psid) since more than 20 seconds, a READY
is performed in background mode (i.e.: while system is light illuminates on the RAMP-CARGO control panel.
normally operating). The initiated built-in-test is per-
formed on demand (by PRESSURIZATION control MANUAL Mode
panel device) for each system channel. It allows to
check the correct functioning of all system interfaces. This mode allows the manual control of the cabin alti-
tude rate of change by directly driving the outflow
valves through rocker switch on PRESSURIZATION
SYSTEM MODES OF OPERATION control panel. In manual mode, the cabin rate of
change is automatically limited to ± 2000 feet per
The Pressurization System can operate in the follow- minute (fpm).
ing modes, according to the setting on the PRESSUR- The manual mode is selectable at any time by flight
IZATION control panel. crew in event of pressurization system fault (due to
both Digital Air Data Computer loss) or deeming it nec-
AUTO Mode essary.

When this mode is selected, the active CPC automati-

cally operates as follows. DUMP Function
When the aircraft is on ground and energized, and the This function drives the outflow valves to their fully
air conditioning is functioning, the outflow valves are open position to quickly equalize the cabin to ambient
driven to the fully open position. To avoid cabin bump differential pressure.
at aircraft rotation, a pre-pressurization sequence is This function is independent from the CPCs.
initiated by advancing both power levers to take-off po-
sition. If any door or ramp is not correctly closed and
secured, the cabin pressurization will not start. DITCH Function
If the flight is aborted when the aircraft is below take-
This function drives the valves to full-close position be-
off altitude plus 3500 ft, landing elevation re-selection
fore the aircraft enters into water.
is not necessary.
This mode overrides the controllers. When ditch is se-
The landing elevation memorization shall be reset 45
lected two actuators quickly close the outflow valves.
seconds after landing, only if aircraft is still on ground
The aircraft must be depressurized before ditching.
(no reset in case of touch and go operation).
When the aircraft is in "flight" the cabin pressure is con-
trolled according to the theoretical pressurization
SYSTEM CONTROL AND MONITORING
schedule (Figure 1-57). To avoid a cabin bump at land-
ing, altitude cabin pressure is controlled at 300 ft below Control and monitoring functions of the pressurization
the selected landing elevation. After landing, with the system are provided by the PRESSURIZATION con-
engine throttles not in take-off position, the automatic trol panel located on the center console (Figure 1-58).
depressurization sequence is initiated to equalize cab- The panel consists of the following devices.
in to ambient differential pressure.
CABIN RATE OF CHANGE Display
MED EVAC Mode
This green seven-segment display, labeled RATE, pro-
This automatic mode can be selected in case of medi- vides a readout of the cabin altitude rate of change ei-
cal evacuation mission in order to maintain sea level ther in AUTO or MAN mode. This display is also
cabin altitude for flight up to 13200 ft (nominal). labeled FPM (feet per minute). It consists of five nu-
Figure 1-57 shows the pressurization schedule of the merical digits.
MED EVAC automatic mode. The rate of change indication ranges from -9999 fpm
up to 99999 fpm.

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FAM.1C-27J-1

Figure 1-58 Pressurization control panel

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 FAM.1C-27J-1

CABIN ALTITUDE Display When automatic mode is selected (mode selector

switch set to AUTO).
This green seven-segment display, labeled CABIN
ALT, provides a readout of the cabin altitude. This dis- – Set to NORM position, the cabin altitude rate of
play is also labeled FT (feet). It consists of five numer- change is limited to +700 / -400 fpm.
ical digits. The cabin altitude indication ranges from - – Set to FAST position, the cabin altitude rate of
2500 ft up to 30000 ft. When cabin altitude is greater change is limited to +700 / -2000 fpm allowing op-
than 30000 ft, the indication " _ " is shown on each dis- eration of the aircraft out of normal duties without
play digit. When cabin altitude exceeds 9700 ± 250 ft, negative relieves operation.
for flight below 28500 ft, and 10400 ± 250 ft, for flight When airdrop mode is selected (mode selector switch
above 28500 ft, a discrete signal is transmitted by CPC set to AIRDROP).
to ACAWS for the generation of the “CABIN ALTITUDE – Set to NORM position, the cabin starts to depres-
HI” Warning message on CMDU. surize at a cabin altitude rate of change of +500 /
-400 fpm.
DIFFERENTIAL PRESSURE display – Set to FAST position, the cabin starts to depressur-
ize at a cabin altitude rate of change of +700 / -400
This green seven-segment display, labeled DIF
fpm.
PRESS, provides a readout of the cabin-to-ambient
differential pressure. This display is also labeled IN HG
(inches of mercury). It consists of four numerical digits. TEST Switch
The differential pressure indication ranges from -2 IN
HG up to 16 IN HG. When cabin to ambient differential This 3-positions, spring centered, toggle switch allows
pressure exceeds 12.929 ± 0.204 IN NG (6.35 ± 0.1 the initiated-built-in-test of pressurization system to be
psig), a discrete signal is transmitted by CPC to launched. It is labeled CH1 and CH2.
ACAWS for the generation of the “DELTA PRESS HI” When momentarily set to CH1 or CH2, the test of the
Warning message on CMDU. relevant channel initiates, provided that the aircraft is
on ground and the engine throttles are not in take-off
position. Channel successful test results in activation
MANUAL RATE CTRL Toggle Switch of the ACAWS Warning messages “CABIN ALTITUDE
HI and DELTA PRESS HI”, READY advisory light on
This 3-positions, spring centered, toggle switch allows RAMP-CARGO control panel and the indication "8" on
to directly drive the outflow valves when the manual all display digits while test is in progress (9 ± 1 sec-
mode has been selected (mode selector switch set to ond). During the test a dedicated ACAWS Advisory
MAN). Selecting and holding it in the position labeled message “PRESS CHNL IBIT” is displayed on CMDU.
INC, the cabin rate of change increases, so depressur-
izing the cabin. Selecting and holding it in the position
labeled DEC, the cabin rate of change decreases, so DITCH Switch
pressurizing the cabin.
This function allows to drive the outflow valves in the
closed position (ditch mode). It is a guarded toggle
Mode Selector switch with 2 positions labeled OFF and ON. It is iden-
tified by yellow, black and white diagonal stripes on the
This 4-positions rotary selector switch allows the air- panel. When in OFF position (guard down), the system
crew to select the required pressurization schedule. operates according to the selected mode. When the
The four positions are labeled MAN (manual control), guard is raised and the switch is set to ON, a dedicated
AUTO (automatic control), MED EVAC (automatic ACAWS Advisory message “DITCH SW ON” is dis-
medical evacuation control) and AIR DROP (automatic played on CMDU.
controlled depressurization). The switch is pull-to-ro-
tate type between the position AUTO, MED EVAC and
AIR DROP. This device also allows failure reset at- LDG ALT Selector Switch
tempt and channel active/standby selection by se-
quentially switching AUTO-MAN-AUTO. This toggle switch, spring centered, allows to select
value of landing field altitude. Selecting and holding
the switch either to INC or DEC, the value shown on
AUTO RATE Switch LDG ALT display quickly increases or decreases. A
momentary selection of the switch results in an incre-
This 2-positions lever-locked toggle switch enables the ment/decrement of 50 ft. If the selection is not accom-
aircrew to select the cabin altitude rate of change. The plished the default values shown on the display is 0 ft.
two positions are labeled FAST and NORM.

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LANDING FIELD ALTITUDE Display Aircraft ice protection is provided by a pneumatic sys-
tem, or hot air system, and/or an electrical system
This green seven-segment display, labeled LDG ALT, adapted to critical areas.
provides a readout of the selected landing field alti-
tude. This display is also labeled FT (feet) and consists The zones that are pneumatically de-iced are:
of five numerical digits. The landing field altitude indi-
– outer wing leading edge,
cation ranges from -1500 ft up to 14000 ft.
– inner wing leading edge,
DEPR Switch – vertical stabilizer leading edge,
This function allows to quickly equalize cabin to ambi- – horizontal stabilizers leading edge.
ent pressure (dump mode). It is a guarded toggle
Air scoops for fuel tanks pressurization and venting are
switch with 2 positions labeled DUMP and NORM.
anti-iced by hot air.
It is identified by yellow, black and white diagonal
stripes on the panel.
The pneumatic supply is provided by air tapped from
When in NORM position (guard down), system oper-
the engine HP or LP bleed ports, depending on engine
ates according to the selected mode.
conditions, flight altitude and OAT.
The anti-iced zones by hot air are also:
PRESSURIZATION SYSTEM ACAWS
MESSAGES – nacelle inlet duct (lower, mid and upper),

ACAWS messages, conditions, and crew action for a – Inlet duct lip,
specific message is listed in Section III of this manual. – FOD duct,
The following table lists the ACAWS messages and the
message urgency level. – engine compressor inlet guide vanes,

WARNING – engine housing struts and torque-meter shroud.

CABIN ALTITUDE HI Hot air is supplied by air tapped from a dedicated en-
gine compressor 14th stage tapping point.
DELTA PRESS HI
The electrical-heated zones are:
CAUTION
– propellers, blades and spinner,
PRESS SYS FAIL

ADVISORY – pitot probes,

DITCH SW ON – total air temperature probes,

PRESS CHNL IBIT – AOA sensors,

PRESS CNTL PNL FAULT
PRESS SNGL CHNL FAULT – main windshields (anti-icing and demisting),
READY FOR AIRDROP – triangular windows and left sliding window (demist-
ing).
The electrical heating ice protection system is supplied
ANTI-ICING, DE-ICING AND through the AC and DC busbars.
The icing of the liquid being discharged from the toilet
DEMISTING SYSTEM discharge orifice fin is prevented by electrical resis-
tance and hot air tapped from the air conditioning line.
The ice condition detection is ensured by an electronic
DESCRIPTION ice detector and a visual ice detector.
The aircraft is provided with an anti-icing, de-icing and
demisting system. The anti-icing system prevents icing ELECTRONIC ICE DETECTOR
on critical areas of the aircraft. De-icing removes ice
deposits. The demisting system prevents condensa- The electronic ice detector provides a warning to the
tion on the windshields, triangular windows, and pilot pilot when the aircraft is being subjected to icing con-
sliding window of the flight compartment. ditions.

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 FAM.1C-27J-1

Electronic Ice Detector Probe TEST Pushbutton

The Electronic Ice Detector (EID) probe is mounted in The TEST pushbutton is located on section ICE DE-
the lower forward portion of the fuselage (Figure 1-59). TECTORS of the ICE PROTECTION control panel
The detector can detect an accumulation of ice 0.5 mm (Figure 1-59). It is a press-to-test pushbutton and
(0.0197 inches) in thickness. when pressed for at least 1 second the ice accretion on
When ice accretes on the electronic ice detector the probe is simulated with the subsequent alarms ac-
probe, it is detected by the system electronic control tivation and probe heating.
box. In this way, the following signals are provided to During the test “ICE DETECT IBIT” ACAWS advisory
the control panel and to the other systems: message is displayed on CMDU.
– ACAWS Caution message "ICE CONDITION" an-
nounced on CMDU. VISUAL ICE DETECTOR
– Auto-activation of ENGINE ICE PROT and PRO- A visual indicator of ice accretion is given by a probe
PELLER ICE PROT system, if relevant systems mounted on the left side near the sliding window, in
are set in AUTO mode. view of the pilot. The probe is affected by external air
– ACAWS Caution message "W&T DE-ICE OFF" and, when the aircraft is flying in ice conditions, on the
announced on CMDU, if wing and tail de-icing sys- leading edge of the probe ice forms deposits visible to
tem is set to OFF. the pilot.
The probe contains a heating element that melts the
– ACAWS Caution message "ENG ICE PROTECT accreted ice, allowing a fresh observation of the ice ac-
OFF" announced on CMDU, if engine ice protec- cretion.
tion system is set to OFF. The Visual Ice Detector is equipped with two lighting
– ACAWS Caution message "PROP 1 (2) A/I OFF" devices which, installed inside the rod back to the
announced on CMDU, if propeller ice protection translucent window, provide NVIS Green "A" light or in-
system is set to OFF. frared illumination to Normal or Covert operations re-
spectively. The translucent window is located on the
forward of the probe, in the pilot's direct field of view,
NOTE and is masked by the ice accretion:

The "ICE DETECTED" signal is main- a. light visible by the pilot means that no accreted ice
tained active, following a detection, for 60 has masked the window;
± 10 seconds while the heating time is
b. light not visible by the pilot means that accreted ice
less than 7 seconds.
has masked the window.
In absence of ice (in flight as well as on ground) the The visual ice detector probe heater and leds are sup-
EID can be tested through TEST press-to-test push- plied by 28 V dc BUS 1 (PP1) through the (AIR FOIL)
button located on ICE PROTECTION control panel HTR and LTG circuit breakers.
simulating ice formation on the probe.
The electronic ice detector is supplied by 28 V dc
EMER BUS (PP3) through the (ICE DETECTOR)
AIRFOIL Switch
PWR and CONTR circuit breakers. The AIRFOIL switch is located on section ICE DETEC-
TORS of the ICE PROTECTION control panel (Figure
1-60). It is a three-positions switch: HEATER, OFF and
ELECTR SENSOR Pushbutton-Indicator
LIGHT.
The ELECTR SENSOR pushbutton-indicator is locat- The HEATER position (momentary position with spring
ed on section ICE DETECTORS of the ICE PROTEC- return to OFF) energizes the heating resistance locat-
TION control panel on the overhead console (Figure 1- ed in the visual ice detector probe to remove ice forma-
59). The pushbutton-indicator is guarded and has a tions. When the switch is set to HEATER for 1 second,
caption named OFF. In normal operation with the a deicing cycle lasting 60 seconds is obtained.
pushbutton pressed and the caption unlit, the electron- The LIGHT position turns on the visual ice detector il-
ic ice detection system is supplied. lumination system.
The yellow OFF caption illuminates as soon as electri- In the OFF position, neither the heating resistance nor
cal power to EID is removed. When EID is not supplied the illumination lamp are energized.
a dedicated ACAWS Caution message “ICE DETECT
OFF” is displayed on CMDU.

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FAM.1C-27J-1

Figure 1-59 Electronic ice detection system

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 FAM.1C-27J-1

ENGINE AND NACELLE ICE PROTECTION Engine Anti-Ice Rotary Selector

SYSTEM
This selector, labeled ENGINE ICE PROT, is located
The engine and nacelle ice protection system prevents on the ICE PROTECTION control panel on the over-
the formation of ice on the engine air inlet lip, air inlet head console (Figure 1-60). The selector is a rotary
duct, torque-meter shaft, and the compressor air inlet switch with three positions: OFF, ON and AUTO.
housing. The nacelle ice protection system is designed When set to ON, the mission computer will command
to apply heat continuously to the engine air intake ar- engine anti-ice "on", regardless of whether or not ice is
eas susceptible to icing when icing conditions are en- detected, and generates an ACAWS Advisory mes-
countered. The nacelle ice protection system and the sage “ENG ICE PROTECT ON” announced on CMDU.
engine ice protection system are combined into one When set to OFF, the mission computer will command
functional system. Bleed air for the nacelle ice protec- engine anti-ice "off", regardless of whether or not ice is
tion system (Figure 1-61) is supplied from the engine detected. If ice condition is detected, the mission com-
compressor 14th stage independently of the bleed air puter generates an ACAWS Caution message “ENG
used for airframe ice protection and independently of ICE PROTECT OFF” announced on CMDU.
the bleed air used for the ECS. With the selector to AUTO position and ice not detect-
Hot anti-icing bleed air is routed from a dedicated ed the mission computer will command engine anti-ice
bleed port to the anti-ice valve by the anti-ice air man- "off". With the selector to AUTO position and ice de-
ifold, which is mounted to the engine case. tected the mission computer will command engine
Two identical engine/nacelle anti-icing valves, one for anti-ice "on"; when ice condition disappear mission
each powerplant are controlled by the relevant engine computer will latch engine anti-ice "on" until the EN-
NIU. A pressure switch, integral to the anti-ice valve GINE ICE PROT selector is set to OFF position.
chassis, reports the status of the valve to the FADECs.
The FADECs use the information to modify engine
schedules to compensate for the increased pressure PROPELLER ICE PROTECTION SYSTEM
and temperature at the compressor inlet. A pressure
switch further downstream of the anti-ice valve also The propeller ice protection system consists of heating
monitors the function of the nacelle anti-ice system. elements mounted on the propeller blades and spinner
that cycle on and off to prevent ice formation.
The propeller ice protection system prevents (anti-ice)
CAUTION or removes (de-ice) the formation of ice on the propel-
ler blades and spinner (Figure 1-62).
The propeller blade heating elements provide suffi-
Exceedance of 833 °C limit (“ENG 1 (2) cient heat to weaken the propeller boot/ice bond such
MGT HI” ACAWS caution message) may that ice removal is accomplished by a combination of
occur in flight with Engine Anti-icing ON at aerodynamic and centrifugal forces. A dual channel
high power setting. In case of occurrence, De-Icing Timer Unit (DITU) controls de-icing timing cy-
if conditions permit, manual adjust power cles and controls AC power application and timing for
to reduce MGT within limits. the propeller ice protection system heating elements
on the spinner and propeller blades. The DITU also
The NIU determines failure of the engine anti-icing monitors and tests the functionality of the subsystem
valve and a portion of the downstream ducting accord- and provides for fault annunciation.
ing to the valve position signal received from the valve The mission computer collects and analyzes inputs
pressure switch via the FADECs, MC and downstream from the FADECs (propeller rotation information), the
pressure switch. The NIU applies 28 V dc to the anti- PROPELLER ICE PROT selectors positions on the
icing valve solenoid to close or open the valve based ICE PROTECTION control panel (Figure 1-60), and
on MC commands to turn engine anti-ice on or off. The electronic ice detector to determine when ice protec-
MC commands engine anti-ice on or off based on EN- tion should be activated. When commanded to activate
GINE ICE PROT selector position on the ICE PRO- propeller ice protection by the mission computer, the
TECTION control panel (Figure 1-60), and electronic DITU computes the most efficient de-ice cycle time
ice detector input. based on the Total Air Temperature (TAT) input from
The NIU compares the anti-ice valve pressure switch the Digital Air Data System (DADS). In-flight, the for-
and valve position indications to the downstream pres- ward spinner surface temperature is maintained at
sure switch indication. If the NIU detects a valve failure 0 °C or greater to ensure no ice is formed at the front
in this way, the information is sent to the mission com- of the spinner. The propeller blades and aft spinner
puter, which generates an ACAWS Caution message surface (de-iced) is cycled on and off based on the
"ENG 1 or 2 A/I FAIL" announced on the CMDU. duty cycle times table function of the TAT inputs.

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FAM.1C-27J-1

Figure 1-60 Ice protection control panel

1-154
 FAM.1C-27J-1

Figure 1-61 Engine and nacelle ice protection system

1-155
FAM.1C-27J-1

On the ground, anti-ice (forward spinner surface) and When set to OFF and no ice detected, the mission
de-ice (propeller blades and aft spinner surface) oper- computer will command propeller de-ice "off".
ate in the default cycle (shortest heat cycle of 12 sec- When set to AUTO and ice not detected the mission
onds on and 78 seconds off) regardless of Total Air computer will command propeller de-ice "off".
Temperature (see duty cycle times table). When set to AUTO and ice detected the mission com-
puter will command propeller de-ice "on"; when the ice
DITU Duty Cycle Times table condition disappear the mission computer will latch
propeller de-ice "on" until the PROPELLER ICE PROT
In-Flight On Ground
Total Air
Cycle Time Cycle Time
selector is set to OFF position.
Temperature (°C)
(On/Off sec.) (On/Off sec.)
> +5 Off 12 / 78 WING AND TAIL DE-ICING SYSTEM
+5 to > -7 12 / 78 12 / 78
The outer wing, inner wing, horizontal stabilizers, and
-7 to > -12 45 / 80 12 / 78
vertical stabilizer leading edges are ice-protected by a
-12 to > -17 74 / 76 12 / 78 pneumatic de-icing system (Figure 1-63) consisting of
-17 to > -22 84 / 96 12 / 78 eleven de-icers, which are inflatable rubber boots, on
≤ -22 92 / 108 12 / 78 the outside of the surface. The de-icer surface re-
Failed 12 / 78 (Default) 12 / 78 moves ice accumulation mechanically by inflating rub-
ber boots which cover the surface to be protected.
Boots inflation under the accreted ice breaks the ice
If both temperature probes fail or TAT is not available
into particles and destroys the ice bond to the surface.
due to component or communication failure, the DITU
Aerodynamic forces remove the ice.
uses the default de-ice cycle time (12 seconds on and
On each wing four rubber de-icing boots are installed:
78 seconds off) and the “DITU DEGRADED” ACAWS
one inside and three outside the turboprop. Three oth-
Advisory message appears on the CMDU.
er boots are installed on the tail, one on each horizontal
When the DITU built-in test activities detects a fault,
stabilizer and one on the vertical stabilizer.
the active control line inside the DITU sends a mes-
Bleed air pressure from the high or low pressure ports
sage to the mission computer, which generates an
(10th or 14th compressor stage), depending on engine
ACAWS Caution message "PROP 1 or 2 A/I FAIL" an-
nounced on the CMDU. condition, flight altitude and OAT, is regulated and then
If one DITU channel lost the 1553 communication with distributed to the de-icers. Two pressure regulating
Mission Computer or the relative DC power supply, the and relief valves are provided to regulate air pressure;
"PROP DITU A FAIL or PROP DITU B FAIL" Advisory the pressure downstream of each valve is 18 +2.5 / -1
message appears on the CMDU. If both channels are psig.
failed the "PROP DITU FAIL" Caution message ap- A check valve provided immediately downstream each
pears on the CMDU. pressure regulating and relief valve, prevents reverse
DITU left channel is supplied by 28 V dc BUS 1 (PP1B) flow to bleed line and permits system operation with
via the (DE-ICING) PROP 1 circuit breaker. one bleed source inoperative. Pressure of the air in the
DITU right channel is supplied by 28 V dc BUS 2 distribution duct is monitored by a Low Pressure Warn-
(PP2A) via the (DE-ICING) PROP 2 circuit breaker. ing Switch (LPWS). The air, at the reduced pressure,
is supplied to the boots by five Dual Distributing Valves
(DDVs) controlled by the Dual Timer and System Mon-
Left and Right Propeller Anti-Ice Rotary itoring (DTSM), according to two operation cycles
Selectors (SLOW or FAST).
Jet pumps integral with DDVs create low pressure in-
Two selectors, labeled 1 and 2, are located on section
side the de-icer boots, when the system is not selected
PROPELLER ICE PROT of the ICE PROTECTION
and/or between two inflations, to flatten them against
control panel on the overhead console (Figure 1-60).
the leading edge.
Each selector is a rotary switch with three positions:
The DDVs are protected by an electrical heater to pre-
OFF, ON and AUTO.
vent water freezing inside their internal parts and ejec-
When set to ON, the mission computer will command
tor. The DDV is supplied by 28 V dc BUS 2 (PP2A) via
propeller de-ice "on", regardless of whether or not ice
the DDV HTR circuit breaker.
is detected.
The associated electrical circuitry is controlled by a
When set to OFF and ice detected, the mission com-
Thermal Switch and a relay. Water condensed in the
puter will command propeller de-ice "off" and gener-
duct is evacuated through three Automatic Drain
ates an ACAWS Caution message “PROP 1 or 2 A/I
Valves which permit water drainage when duct is not
OFF” announced on CMDU.
pressurized.

1-156
 FAM.1C-27J-1

Figure 1-62 Propeller ice protection system

1-157
FAM.1C-27J-1

Immediately upstream the pressure regulating and re- NOTE

lief valves, within each engine nacelle one de-ice
ground test port is provided for the connection of an ex- When the tail boots inflate and deflate in
ternal pneumatic source to feed the system during flight, a slight pitch change will be noticed.
ground test activities.
The DTSM (consisting of two timers and two indepen- The Dual Timer and System Monitoring is supplied by
dent de-icing system monitoring devices provided by 28 V dc BUS 1 (PP1B) via the (DE-ICING) WG/TAIL
two modules) actuates and controls each DDV through PWR and NORM CONTR circuit breakers and by 28 V
its NORMAL or ALTERNATE timer (depending on crew dc ESSEN BUS (PP4A) via the (DE-ICING) WG/TAIL
or system monitoring selection) according to the posi- ALTN - PWR and CONTR circuit breakers.
tion of MODE selector located on section WING AND
TAIL of the ICE PROTECTION control panel. Boot Mode Selector
Each DDV output signal remains "ON" sequentially This selector, labeled MODE, is located on section
and continuously during 5 seconds and stays "OFF" for WING AND TAIL of the ICE PROTECTION control
55 seconds (FAST mode) or 175 seconds (SLOW panel on the overhead console (Figure 1-60). The se-
mode). lector is a rotary switch with three positions: OFF,
A complete cycle takes 60 seconds on the fast cycle SLOW and FAST.
and 180 seconds on the slow cycle (Figure 1-64). The When set to SLOW, the slow cycle is selected (150-
operating cycle of the system is set for symmetrical in- seconds interval between one cycle and the next one).
flation of the boots with respect to the aircraft longitudi- When set to FAST, the fast cycle is selected (30-sec-
nal axis. onds interval between one cycle and the next one).
The inflation sequence starts with the inner wings When set to OFF, the boot de-icing cycles are dis-
boots (boots 4 and 5), it continues with the outer wings abled, but the DTSM is supplied, allowing the complete
boots (boots 3 and 6, 2 and 7, 1 and 8) and with the monitoring of the system. In this case the jet pumps in-
horizontal stabilizers boots (boots 9 and 11) and it fin- tegral with the DDVs create low pressure inside the de-
ishes with the vertical stabilizer boot (boot 10). icer boots to flatten them against the leading edge.
The inflation sequence of these three groups of boots If the selector is set to OFF and ice is detected, the Bus
is over within 30 seconds. During the next 150 sec- Adapter Unit (BAU) Type I generates an ACAWS Cau-
onds (SLOW) or 30 seconds (FAST), the system is not tion message “W&T DE-ICE OFF” announced on the
activated and the cycle is stopped. When a cycle is CMDU.
completed, another one automatically starts.
In case of NORMAL timer failure, system control is au-
tomatically switched to the ALTERNATE timer with no
Boot Timer Pushbutton-Indicator
change in the timer sequence. This pushbutton, labeled DE-ICE CTRL, is located on
At any time the Pilot decides to change the timer, the section WING AND TAIL of the ICE PROTECTION
previous timer sequence is finished first and then the control panel (Figure 1-60). The pushbutton has two
chosen timer is initiated continuously and sequentially. captions named FAULT and ALTERN.
In flight the ACAWS Caution message “W&T DE-ICE With the pushbutton not pressed (normal condition)
TIMER FAULT” is displayed only in case of NORMAL and the captions unlit, the NORMAL timer module in-
and ALTERNATE timers failure. side the DTSM controls and monitors the de-icing sys-
tem, while the ALTERNATE one is in stand-by
condition.
When the pushbutton is pressed, the green ALTERN
CAUTION caption illuminates and the ALTERNATE timer module
is manually forced to take up the system control and
monitoring.
• It is mandatory to fly with NORMAL
The yellow FAULT caption illuminates when a failure
TIMER operative (DE-ICE CTRL
on the ALTERNATE timer module is detected on
pushbutton released).
ground. On ground, this single failure is also an-
• Use of the Wing and Tail De-icing sys- nounced by a dedicated ACAWS Caution message
tem at OAT below -40 °C can lead to “W&T DE-ICE TIMER FAULT” on CMDU.
de-icing boots damages. If used for
operational reasons, notify for inspec-
tion/maintenance on landing.

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 FAM.1C-27J-1

Figure 1-63 Wing and tail de-icing system

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FAM.1C-27J-1

DUAL DISTRIBUTING VALVES BOOT REFERENCE SUPPLY TIME (SEC)

DDV 2 and DDV 3 BOOT 4 BOOT 5 5

DDV 2 and DDV 3 BOOT 3 BOOT 6 5

DDV 1 and DDV 4 BOOT 2 BOOT 7 5

DDV 1 and DDV 4 BOOT 1 BOOT 8 5

DDV 5 BOOT 9 BOOT 11 5

DDV 5 BOOT 10 5

TIMER PAUSE
{ FAST CYCLE 30 sec. (FAST)

SLOW CYCLE 150 sec. (SLOW)

Figure 1-64 Wing and tail de-icing - inflation cycles

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 FAM.1C-27J-1

Boot Normal Timer Indicator As soon as the test cycle stops, all de-icing system fail-
ures found are displayed. In other cases, (test OK) the
This indicator, labeled NORM, is located on section ACAWS messages are removed.
WING AND TAIL of the ICE PROTECTION control
panel (Figure 1-60). It is an illuminated rectangular in-
dicator with the legend FAULT. The legend is illuminat- WINDSHIELD ANTI-ICING SYSTEM
ed yellow when a failure on the NORMAL timer module
is detected on ground. Pilot and copilot windshields are both supplied with an
On ground, this single failure is also announced by a electric anti-icing system. A heating film element is em-
dedicated ACAWS Caution message “W&T DE-ICE bedded in the transparent material. The heating ele-
TIMER FAULT” on CMDU. ment, when supplied, warms up the transparent
material preventing or eliminating windshield icing of
NOTE external surfaces and fogging on internal surfaces.
Windshield temperature is controlled by two tempera-
In-flight, in case of NORMAL and ALTER- ture sensors (NORMAL and ALTERNATE) located into
NATE timers failure the following condi- each transparency. The temperature sensors provide
tions occur: a temperature-proportional signal to the relevant Wind-
- the NORM FAULT caution lamp illu- shield Heating Control Unit (WHCU), which processes
minates, this temperature signal and controls electrical power to
- the FAULT caution lamp on the DE- the heating film element in order to keep windshield
ICE CTRL pushbutton illuminates, temperature between 41 °C (106 °F) "ON" and 43 °C
- “W&T DE-ICE TIMER FAULT” Cau- (110 °F) "OFF". To reduce windshield thermal shock
tion message is provided to ACAWS. when the anti-icing system is turned on, the WHCU
has a warm-up function.
Boot Low Pressure Indicators After power-up, during 4.5 ± 0.5 minutes, electrical
power is applied progressively from 20% to 100% of
Four indicators, labeled SYS, LH WNG, RH WNG and the nominal value. After this period full nominal power
TAIL, are located on section WING AND TAIL of the is applied to the windshield heater.
ICE PROTECTION control panel (Figure 1-60). The temperature control is ensured by electronic cir-
Each of them has an illuminated rectangular indicator cuitry inside each controller. The input signal to the
with the legend LOW PR. WHCU is supplied by the NORMAL temperature sen-
The legend on the indicator SYS is illuminated yellow sor. When the windshield temperature reaches the val-
when a low pressure condition is detected by the ue of 43 °C the WHCU cuts out power supply
LPWS in the system distribution duct. automatically; when the temperature decreases to
The legends on the indicators LH WNG, RH WNG and 41 °C the WHCU restores the power supply.
TAIL are illuminated yellow when an incorrect relevant In case of failure of the NORMAL temperature sensor,
inflating/deflating session duration occurs. indicated by “L WSHLD TEMP SENS FAIL or R
Illumination of one or more of the LOW PR legend is WSHLD TEMP SENS FAIL” ACAWS Advisory mes-
announced by a dedicated ACAWS Caution message sage, the ALTERNATE temperature sensor automati-
“DE-ICE PRESS LO” on CMDU. cally provides a temperature signal to the WHCU in
order to avoid an electrical power removal from the
Boot Timer Test Pushbutton heating film element (Operative failure).
In case of the ALTERNATE sensor failure, indicated by
This unlit pushbutton, labeled TEST, is located on sec- “L (R) WSHLD TEMP SENS FAIL” Advisory message
tion WING AND TAIL of the ICE PROTECTION control on ACAWS, provided that NORMAL sensor is properly
panel (Figure 1-60). It allows the wing and tail de-icing functioning, the NORMAL sensor input is used by the
system test to be launched on ground or in flight. WHCU in order to avoid an electrical power removal
It is a press-to-test pushbutton and when pressed for from the heating film element (Operative failure).
more than 1 second the system can be tested if the If during two sensors normal operation, whichever of
MODE selector is set either to FAST or SLOW posi- the two (NORMAL or ALTERNATE) detects a temper-
tion. The test cycle consists in a FAST cycle verifying ature value of 52 °C, the WHCU removes electrical
the operative system functionality. When the test cycle power from the heating film element (Inoperative fail-
is in progress, the relevant timer FAULT lamp blinks, ure).
the ACAWS Advisory message “W&T DE-ICE CNTL
IBIT” and the ACAWS Caution messages “W&T DE-
ICE TIMER FAULT and DE-ICE PRESS LO” are dis-
played.

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Each WHCU, besides, removes the power supply from When pushbutton is released, the yellow OFF caption
the LH (RH) main windshield should any of the follow- illuminates and the associated windshield anti-icing
ing failures occur (Inoperative Faults): system becomes deenergized.
– NORMAL and ALTERNATE sensors in open or
short circuit status, Windshield Test Pushbutton
– absence of DC electrical power, This unlit press-to-test pushbutton, labeled TEST, is lo-
cated on section WINDOWS of the ICE PROTECTION
– heater film in open or short circuit,
control panel (Figure 1-60) and allows the windshield
– over-current state, anti-icing system test to be launched.
The test lasts 8 seconds and during this time an
– absence of AC electrical power, ACAWS Advisory message “WSHLD CNTL IBIT” is
– WHCU electronic internal failure. displayed on CMDU and on FAULT captions of the rel-
ative pushbuttons.
In this condition a fault indication is provided on ICE
PROTECTION control panel (FAULT caption illumi-
nates on relative WINDSHIELD ANTI-ICE pushbutton) SIDE WINDOWS DEMISTING SYSTEM
and on CMDU for generation of the ACAWS Caution
message. The windshield anti-icing system is supplied Side triangular windows and the left sliding window
as follows: clear view are provided with an electric system that
prevents condensation on the inside surfaces. A heat-
– LH windshield heating element by 200 V ac BUS 1 ing film element is embedded in the transparent mate-
(XP1) via the (ANTI-ICING) LH WINDSHIELD rial. When powered, it warms up the transparent
PWR phase A and phase C circuit breaker. material preventing misting.
A single system operated by one pushbutton controls
– RH windshield heating element by 200 V ac BUS 2
demisting of the three side windows.
(XP2) via the (ANTI-ICING) RH WINDSHIELD
When the system is energized by the WINDOWS DE-
PWR phase A and phase C circuit breaker.
MIST pushbutton in the flight compartment the heating
– LH windshield Heating Control Unit by 28 V dc film element in the window is powered, with a demist-
BUS 1 (PP1) via the (ANTI-ICING) LH WSHLD ing function on the inside surface. In each window the
FAULT IND circuit breaker. temperature control is ensured by thermal switch
placed on the same window.
– RH windshield Heating Control Unit by 28 V dc The thermal switch controls electrical power to the
BUS 2 (PP2) via the (ANTI-ICING) RH WSHLD heating film element in order to keep windows temper-
FAULT IND circuit breaker. ature between 24 °C ± 5.5 °C (75.2 °F ± 9.9 °F) (the
thermal switch is in closed state) and 35 °C ± 5.5 °C
Left and Right Windshield Anti-ice Pushbutton- (95 °F ± 9.9 °F) (the thermal switch is in open state).
Indicators The side windows demisting system is supplied as fol-
lows:
Two pushbutton-indicators, labeled LH and RH WIND-
SHIELD ANTI-ICE, are located on section WINDOWS – LH and RH triangular windows (side windows) by
of the ICE PROTECTION control panel (Figure 1-60). 200 V ac BUS 2 (XP2) via the (ANTI-ICING) SIDE
The pushbutton-indicator has two captions named WINDOWS phase A and phase B circuit breaker.
FAULT and OFF. – LH sliding window by 200 V ac BUS 1 (XP1) via the
In normal operation, with the pushbutton pressed and (ANTI-ICING) PILOT SLIDE WINDOW PWR
the captions unlit, the associated windshield heating phase A and phase B circuit breaker.
element is supplied through the WHCU.
The yellow FAULT caption illuminates when a relevant
WHCU removes the power supply following failures Side Windows Pushbutton-Indicator
detected in the NORMAL "AND" ALTERNATE sensors
or the heater film (open or short circuit) or a WHCU in- This pushbutton-indicator, labeled WINDOWS DE-
ternal failure or an electrical power loss occurs. MIST, is located on section WINDOWS of the ICE
This fault condition is also announced by a dedicated PROTECTION control panel (Figure 1-60).
ACAWS Caution message “L WSHLD A/I FAIL or R The pushbutton-indicator has a caption named OFF. In
WSHLD A/I FAIL” on CMDU. normal operation, with the pushbutton pressed and the
caption unlit, the three side windows heating elements
are supplied through the side windows relay.

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 FAM.1C-27J-1

When pushbutton is released, the yellow OFF caption AOA Heater Pushbutton-Indicators
illuminates and the side windows demisting system be-
comes deenergized. This condition is also announced Two pushbutton-indicators, labeled LH and RH, are lo-
by a dedicated ACAWS Caution message “SIDE DE- cated on section AOA of the ICE PROTECTION con-
MIST OFF” on CMDU. trol panel (Figure 1-60).
The pushbutton-indicator has two captions named
FAULT and OFF. In normal operation, with the push-
PITOT SENSORS AND AOA PROBES ICE button pressed and the captions unlit, the associated
PROTECTION SYSTEM heating element is supplied through the control relay.
The yellow FAULT caption illuminates when the rele-
Pitot tubes, TAT sensors and Angle of Attack (AOA) vant control logic detects a failure. When the pushbut-
probes are protected by an electrical heating system ton is released, the yellow OFF caption illuminates and
against ice formation, which could inhibit their opera- the associated AOA probes becomes deenergized.
tion or decrease their accuracy. The fault condition is announced by a dedicated
The system consists of a heating element installed as ACAWS Caution message “L AOA HEAT FAIL or R
an integral part of the left, right and standby pitot tubes, AOA HEAT FAIL” on CMDU. The off condition is an-
left and right TAT sensors, and left and right AOA nounced by a dedicated ACAWS Advisory message “L
probes. AOA HEAT OFF or R AOA HEAT OFF”.
The left pitot tube and left TAT sensor heating elements
are supplied by 115 V ac BUS 1 (XP1) via the (LH PI-
TOT HTR) PWR and TTS circuit breakers. ANTI-ICING, DE-ICING AND DEMISTING
The right pitot tube and right TAT sensor heating ele- SYSTEM ACAWS MESSAGES
ments are supplied by 115 V ac BUS 2 (XP2) via the
(RH PITOT HTR) PWR and TTS circuit breakers. ACAWS messages, conditions, and crew action for a
The standby pitot tube heating element is supplied by specific message is listed in Section III of this manual.
28 V dc ESSEN BUS (PP4A) via the (PITOT) STBY The following table lists the ACAWS messages and the
HTR - PWR circuit breakers. message urgency level.
The left AOA probe heating element is supplied by 115 CAUTION
V ac BUS 1 (XP1) through the (LH AOA HTR) VANE
and CASE circuit breakers, while the right AOA probe (Electronic Ice Detector)
heating element is supplied by 115 V ac BUS 2 (XP2) ICE CONDITION
through the (RH AOA HTR) VANE and CASE circuit ICE DETECT OFF
breakers.
(Engine and Nacelle Ice Protection System)

ENG 1 (2) A/I FAIL

Pitot Heater Pushbutton-Indicators ENG ICE PROTECT OFF
Three pushbutton-indicators, labeled LH, STBY and (Propeller Ice Protection System)
RH, are located on section PITOT of the ICE PRO-
PROP 1 (2) A/I FAIL
TECTION control panel (Figure 1-60). PROP 1 (2) A/I OFF
The pushbutton-indicator has two captions named PROP DITU FAIL
FAULT and OFF. In normal operation, with the push-
(Wing and Tail De-icing System)
button pressed and the captions unlit, the associated
heating element is supplied through the control relay. DE-ICE PRESS LO
The yellow FAULT caption illuminates when the rele-
W&T DE-ICE OFF
vant control logic detects a failure. When the pushbut- W&T DE-ICE TIMER FAULT
ton is released, the yellow OFF caption illuminates and
the associated pitot sensor becomes deenergized. (Windshield Anti-icing System)
The fault condition is announced by a dedicated L WSHLD A/I FAIL
ACAWS Caution message “L PITOT HEAT FAIL or R R WSHLD A/I FAIL
PITOT HEAT FAIL or S PITOT HEAT FAIL/OFF” on
(Side Windows Demisting System)
CMDU. The off condition is announced by a dedicated
ACAWS “ Caution message “L PITOT HEAT OFF or R SIDE DEMIST OFF
PITOT HEAT OFF”.
(Pitot Sensors and AOA Probes Ice Protection System)

L AOA HEAT FAIL

L PITOT HEAT FAIL
L PITOT HEAT OFF

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FAM.1C-27J-1

R AOA HEAT FAIL The water repellent liquid, when sprayed on the wind-
R PITOT HEAT FAIL shield, reduces the cohesion of rain drops to the sur-
R PITOT HEAT OFF
face of the glass, helping the wiper sweeping
S PITOT HEAT FAIL/OFF movement. Every time the pushbutton is pressed, the
time relay opens the valve for about 0.2 seconds, de-
ADVISORY
livering repellent liquid, which is then spread on the
(Electronic Ice Detector) whole windshield surface by the external air.
ICE DETECT IBIT

(Engine and Nacelle Ice Protection System)

CAUTION
ENG ICE PROTECT ON

(Propeller Ice Protection System)

It is not advisable to operate the rain re-
DITU DEGRADED pellent system in case of very light rain,
PROP 1 (2) A/I ON as a residual layer could be formed on the
PROP DITU A FAIL windshield causing optical distortions.
PROP DITU B FAIL Distortion effect is particularly noticeable
(Wing and Tail De-icing System) if water repellent liquid is sprayed on dry
windshield. Do not operate the system on
W&T DE-ICE CNTL IBIT the ground.
(Windshield Anti-icing System)
The system is electrically supplied by 28 V dc BUS 1
L WSHLD TEMP SENS FAIL (PP1A) via the PILOT RAIN RPLNT circuit breaker and
by 28 V dc BUS 2 (PP2A) via the COPILOT RAIN
R WSHLD TEMP SENS FAIL
RPLNT circuit breaker.
WSHLD CNTL IBIT

(AOA Probes Ice Protection System) Rain Repellent Pushbuttons

L AOA HEAT OFF The rain repellent spray is controlled by two buttons,
R AOA HEAT OFF labeled RAIN RPLNT, installed on the pilot and copilot
wiper control panel on the front overhead control panel
(Figure 1-65). The button on the pilot wiper control
panel controls the left windshield rain repellent system,
RAIN REMOVAL SYSTEM while the button on the copilot wiper control panel con-
trols the right windshield rain repellent system.
When a pushbutton is pressed, the relevant valve
DESCRIPTION opens, and allows an approximate 0.2 second spray.

The two windshields are provided with wipers and rain

repellent system to give pilot and copilot sufficient vis- Water Repellent Quantity Indicators
ibility even in case of rainy weather. Two water repellent quantity indicators are located un-
der each bottle, on each side of the flight compartment
close to the side windows. Each indicator consists of a
RAIN REPELLENT SYSTEM transparent cylinder provided with a float, allowing the
The rain repellent system increases visibility through water repellent quantity contained in each bottle to be
the windshield, especially during approach and landing checked.
maneuvers. This effect is obtained by spraying a wa-
ter-repellent liquid onto the windshields. The rain re-
pellent system consists of two separate systems, one WINDSHIELD WIPER SYSTEM
for the left windshield, and one for the right windshield. The windshield wiper system removes rain water to
Each system consists of a bottle containing 505 c.c. obtain an adequate zone of vision (60°) on the aircraft
(475 c.c. usable) of water repellent liquid, a quantity in- main windshields for all the intensities of rain likely to
dicator, an electrically operated valve, a time relay, a be encountered during taxi, take-off, landing at speed
nozzle and a control pushbutton. up to 203 KIAS.

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 FAM.1C-27J-1

This system is divided into two symmetrical and inde- The interior lights consist of flight compartment lights
pendent subsystems, each one being controlled by the and cargo compartment lights. The emergency lights
pilot and copilot rotary selector. This system consists of are described in paragraph EMERGENCY EQUIP-
a pilot and a copilot electrical windshield wiper sub- MENT AND SYSTEMS.
system, installed under the respective windshield.
Both are composed of a motor/gear-case assembly, a
drive arm assembly and a wiper blade assembly. EXTERIOR LIGHTING SYSTEM
The pilot subsystem is supplied by 28 V dc BUS 1
The exterior lighting system is compatible with use of
(PP1A) via the LH WIPER circuit breaker, while the co-
Generation III, Class B, Night Vision Imaging System
pilot subsystem is supplied by 28 V dc BUS 2 (PP2B)
(NVIS).
via the RH WIPER circuit breaker.
The exterior lights can operate in three different oper-
ational modes (Normal, Covert and NVIS Compatible).
Pilot And Copilot Wiper Rotary Selectors
The pilot and copilot windshield wipers are controlled Normal Mode
by two selectors, labeled PILOT WIPER and COPILOT
In this operational mode the exterior lights operate with
WIPER, installed on the pilot and copilot wiper control
normal light intensity (visible light) and dihedral angles
panel on the front overhead panel (Figure 1-65).
coverage.
The function of these selectors is to enable the pilot
and copilot to set the speed of the windshield wipers on
respective side of the aircraft main windshields. Covert Mode

The selector is a rotary switch with four positions: IN- In this operational mode the position, anti-collision and
TRMIT, OFF, SLOW and FAST which have the follow- formation lights provide appropriate I.R. light to stimu-
ing functions: late the NVG (Night Vision Goggles) allowing the iden-
tification of altitude and position of adjacent aircraft.
– INTRMIT: the wiper operates at intermittent sweep The landing, taxi and wing Inspection lights, in covert
(preset delay period of 7 ± 1 seconds between mode, provide I.R. light to illuminate the area interest-
each low speed sweep cycle), ed for enabling better NVG intensification. With the co-
vert mode selected all exterior lights remain invisible at
– OFF: the wiper does not operate,
naked eyes.
– SLOW: the wiper operates at slow sweep,
– FAST: the wiper operates at high sweep. NVIS Compatible (NVC) Mode
Moreover a "synchronized" operation is available. The In this operational mode only the position and the anti-
system operates in this mode only when the pilot and collision lights operate. Other exterior lights are auto-
copilot wiper selectors are set to the same position. matically switched off.
The two wiper gear-cases operate independently In NVC mode the anti-collision and position lights pro-
when the selectors are set in different positions or vide visible light filtered from I.R. components in order
when a fault condition exists. to not interfere with the operation.

Exterior Light Selector Mode Switch

LIGHTING SYSTEM This switch, labeled MODE, is located on the EXTER-
NAL LIGHT control panel on the front overhead control
panel (Figure 1-67).
DESCRIPTION The function of this switch is to enable the pilot to set
the Normal, NVC and Covert operational modes It is a
The lighting system consists of the exterior and interior three-positions switch: COVERT, NVC and NORM.
lights and their relevant controls. It is designed to sup- When the switch is set to COVERT position all exterior
port all the aircraft missions under all ambient lighting lights are set to covert mode.
conditions in peacetime as well as in wartime. When the switch is set to NVC position only the posi-
The exterior lights (Figure 1-66) consist of navigation tion (wing tips and tail) and the anti-collision lights are
and position lights, anti-collision lights, formation set to NVC mode.
lights, wing and engine scan lights and landing and taxi When the switch is set to NORM position all exterior
lights. lights are set in their normal operating mode.

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FAM.1C-27J-1

Figure 1-65 Wipers and rain repellent control panel

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 FAM.1C-27J-1

Exterior Light Mode Indicator With the lights ON (right POSITION switch in either
FLASH or STDY position) moving the left POSITION
This indicator is located on the EXTERNAL LIGHT switch to DIM position, the light intensity of normal
control panel on the front overhead control panel (Fig- wing tips and normal tail lights is reduced, while in the
ure 1-67). The indicator has two labels named CO- upper and lower fuselage lights only the weaken bulbs
VERT and NVC. are on. With the switch in BRT position, the wing and
The green COVERT label illuminates when the MODE tail lights are fully on while in the upper and lower fuse-
switch is set to COVERT. lage lights the most powerful bulbs are switched on.
The green NVC label illuminates when the MODE
switch is set to NVC. With the MODE selector switch in the NVC position:

In this operational mode with the right POSITION

POSITION LIGHTS switch in the STDY position, all normal position lights
The position lights (Figure 1-66) consist of a green light are de-energized while the NVC position (wing tips and
on the right wing tip, a red light on the left wing tip and tail) lights are powered.
a white light on the tail of the aircraft. These lights can When the FLASH position is selected the NVC position
operate in Normal, NVC and Covert operational mode. lights are flashing. Under this operational mode select-
In addition to the above lights, two white position lights ing the left POSITION switch in DIM position the light
are installed one on the center top of the fuselage and intensity of NVC position lights is reduced.
the other on the underside fuselage center. These
lights can operate only in Normal mode. With the MODE selector switch in the COVERT posi-
In Normal mode all position lights can be operated in tion:
two dimming levels (BRT and DIM) but only the wing
tips and tail position lights can be flashing. In this operational mode with the right POSITION
The dimming and flashing modes are also provided in switch in the STDY or FLASH position, all normal and
NVC operation for the position lights operative under NVC wing tips, tail and fuselage position lights are de-
this operational mode (wing tips and tail). energized while a 28 V dc voltage is applied to I.R. di-
The system is supplied by 28 V dc BUS 2 (PP2A) ode of position (wing tips and tail) lights.
through the (LIGHTING) POSITION - WG/TAIL and
FUS circuit breakers.
ANTI-COLLISION LIGHTS

Position Switches Two strobe anti-collision lights are installed on the air-
craft, one on the top of the vertical fin and the other on
These two switches, labeled POSITION, are located the center belly of the fuselage (Figure 1-66).
on the EXTERNAL LIGHT control panel on the front Each anti-collision light operates in three operational
overhead control panel (Figure 1-67). modes (Normal, NVC and Covert). Each strobe anti-
The left POSITION switch has two positions, BRT and collision light is equipped with:
DIM, and controls the brightness level of the lights in
Normal or NVC mode. – A flash tube covered by an aviation red tempered
The right POSITION switch has three positions: glass lens, which provides red illumination for Nor-
FLASH, STDY and OFF. It enables the pilot to set the mal mode operation.
operating mode of the position lights to either steady or – A flash tube covered by white tempered glass in-
flashing operation. frared filter which provides white illumination for
With the right POSITION switch in the OFF position, all NVIS operation when NVC mode operation are re-
position lights are off. quired.

With the MODE selector switch in the NORM position: – An I.R. diode strobe array powered at 28 V dc that
provides flashing infrared lighting for Covert mode
In this operational mode all normal position lights are operation.
steadily powered by selecting the right POSITION
Both red and white strobe anti-collision lights are pow-
switch in the STDY position.
ered by 115/200 V ac BUS 2 (XP2) through the
When the FLASH position is selected the three normal
(LIGHTING) ANTICOL - TOP and BOT circuit break-
position lights on the wing tips and on the tail are flash-
ers.
ing, while the upper and lower fuselage lights are
steady.

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FAM.1C-27J-1

Figure 1-66 Exterior lights identification

1-168
 FAM.1C-27J-1

Figure 1-67 Exterior lights control panel

1-169
FAM.1C-27J-1

Anti-Collision Switch WING AND ENGINE SCAN LIGHTS

This switch, labeled ANTICOL, is located on the EX- Illumination of critical areas such as wing leading edg-
TERNAL LIGHT control panel on the front overhead es and engines air intake during flight in ice conditions
control panel (Figure 1-67). It has two positions (ON is allowed by two dual mode (Normal/Covert) lights in-
and OFF) used to switches on (ON) and switches off stalled one on the left and the other on the right side of
(OFF) the anti-collision lights. the fuselage. The lights provides visible lighting during
With the MODE selector switch set to NORM, the top Normal operation and infrared illumination during Co-
and bottom red anti-collision lights come on selecting vert operation. The system is powered by 28 V dc BUS
the ANTICOL switch to the ON position. 1 (PP1B) through the (LIGHTING) WING INSPEC cir-
When the MODE selector switch is selected to the cuit breaker.
NVC position, the red anti-collision lights are switched
off while the white portion of the anti-collision lights
comes on. Wing Inspection Switches
Moving the MODE selector switch to the COVERT po- These two switches, labeled WING INSPEC LH and
sition the white and red flash tubes of both anti-colli- RH, are located on the EXTERNAL LIGHT control pan-
sion lights are switched off and 28 V dc are provided to el on the front overhead control panel (Figure 1-67).
the I.R. light emitter diodes. Each switch has two positions (ON and OFF) and con-
trols the switch-on and switch-off of wing and engine
scan light.
FORMATION LIGHTS With the MODE selector switch in the NORM position,
Thirteen dual mode lights provide green visible light in the left and right wing and engine scanning lights come
Normal operational mode or I.R. emission in Covert on as soon as the LH and/or RH switches are set to the
operational mode. ON position.
Three of the these formation lights are located on the When the MODE selector switch is selected to the CO-
upper surface of the left wing, three of them are on the VERT position, the incandescent (visible) lamps are
upper surface of the right wing, two are located on the de-energized and the I.R. light emitter diodes are sup-
center upper fuselage and five are on the rear upper plied.
fuselage (Figure 1-66). Two dimming levels are provid- The selection of NVC position on MODE selector
ed for Normal operational mode only. switch results in the de-energization of the wing and
The system is powered by 28 V dc BUS 2 (PP2A) engine scan lights.
through the (LIGHTING) FORM circuit breaker.
LANDING AND TAXI LIGHTS
Formation Switch
The aircraft is equipped with two dual mode fixed land-
This switch, labeled FORM, is located on the EXTER- ing lights (NORMAL/COVERT) and two dual mode taxi
NAL LIGHT control panel on the front overhead control lights (NORMAL/COVERT). The landing lights are in-
panel (Figure 1-67). It has three positions: ON, DIM stalled on the left wing leading edge and the right wing
and OFF. It enables the pilot to control the formation leading edge respectively. Both taxi lights are located
lights as well as to activate the dimming function. on the nose landing gear strut. These lights are con-
With the MODE selector switch set to NORM, the for- trolled by three switches installed on the landing and
mation lights are supplied, at full brightness level, as taxi lights control panel (Figure 1-67).
soon as the FORM switch is set to the ON position. The left landing light is supplied by 28 V dc BUS 1
Moving the FORM switch to DIM the light intensity of (PP1) through the (LIGHTING) LH LAND circuit break-
formation lights is reduced. er, while the right landing light is supplied by 28 V dc
When the MODE selector switch is selected to the CO- BUS 2 (PP2) through the (LIGHTING) RH LAND circuit
VERT position, with the FORM switch to ON or DIM, breaker.
the green visible lamp of each formation light is de-en- The taxi lights are supplied by 28 V dc BUS 2 (PP2)
ergized while a 28 V dc voltage is applied to all I.R. through the (LIGHTING) TAXI circuit breaker and by 28
light emitter diodes of the formation lights. V dc BUS 1 (PP1) through the (LIGHTING) TAXI LAND
The selection of NVC position on MODE selector circuit breaker.
switch results in the de-energization of the formation
lights.

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 FAM.1C-27J-1

Landing Light Switches Primary lights consist of:

These two switches, labeled LANDING LIGHTS LH – PANELS INTEGRAL LIGHTING. All control panels
and RH, are located on the landing and taxi lights con- of the flight compartment have their legends illumi-
trol panel on the central main instrument panel be- nated by edge-lit panels that provide NVIS green il-
tween CMDU No. 3 and 4 and below the LG control lumination.
panel (Figure 1-67).
– INSTRUMENTS INTEGRAL LIGHTING. All instru-
They are two-position (ON and OFF) toggle switches
ments are illuminated with integral NVIS green
and control the illumination of the landing lights.
lighting.
With the MODE selector switch set to NORM position,
the left and right landing lights come on selecting the – ELECTRO-OPTICAL DISPLAYS. The display
LH and RH switches to the ON position. brightness of CMDUs, SAMUs, and CNRP can be
When the MODE selector switch is selected to the CO- controlled either remotely or locally. The display
VERT position, the halogen lamps are de-energized brightness of CNI-MUs (ICDU) is controlled only
and the I.R. light emitter diodes are supplied. The se- through a local dimming control.
lection of NVC mode on MODE selector switch results
in the de-energization of the landing lights. – ANNUNCIATORS. Three types of annunciators
are located on the flight compartment panels: NVIS
red (warnings), NVIS yellow (cautions) and NVIS
Taxi Light Switch green (advisories).
This switch, labeled TAXI LIGHT, is located on the – DIGITAL READOUTS. The digital readouts consist
landing and taxi lights control panel on the central main of 7-segment displays of incandescent lamp type.
instrument panel (Figure 1-67).
It is a two-position (ON and OFF) toggle switch that Secondary lights consist of:
controls the illumination of the two taxi lights. – DOME LIGHTS. Two dome lights are located be-
With the MODE selector switch set to NORM position, hind the pilot and copilot seats, in upper position,
both taxi lights come on selecting the TAXI LIGHT to provide general illumination into the flight com-
switch to the ON position if the landing gear control le- partment. They can emit either normal white or
ver is in the DOWN position. NVIS green light through the two Flight Station
When the MODE selector switch is selected to the CO- Dimmer Units (FSDU’s).
VERT position, the halogen lamps are de-energized
and the I.R. light emitter diodes are supplied. The se- – FLOOD LIGHTS. 10 flood lights provide back-up il-
lection of NVC mode on MODE selector switch results lumination of the flight compartment panels and
in the de-energization of the taxi lights. consoles. They emit NVIS green light.
The flood lights are supplied by 28 V dc EMER
BUS (PP3A) through the (LIGHTING) FLOOD - PI-
INTERIOR LIGHTING SYSTEM LOT and COPILOT circuit breakers.

The Interior Lighting System ensures adequate illumi- – CHART HOLDERS LIGHT. The pilot and copilot
nation of flight and cargo compartment under all ambi- chart holders can be illuminated with either normal
ent lighting conditions. This system also supports white or NVIS green light. Control and dimming of
NVIS. the chart holder lights is obtained through a built-in
potentiometer.
The interior lighting system consists of: The pilot and copilot chart holders lights are sup-
plied by 28 V dc ESSEN BUS (PP4A) through the
– flight compartment lighting system, (LIGHTING) REFUEL FLOOD PNL circuit breaker.
– cargo compartment lighting system. – UTILITY LIGHTS. Two utility lights are hooked on
The flight and cargo compartments are also fitted with the left and right side of the flight deck. Each light
emergency lighting fixtures (refer to para. EMERGEN- is fitted with an adjustable screen which permits to
CY SYSTEMS). obtain either a diffused or a narrow NVIS white
light beam. A coiled cord allows free movement of
the lights when removed from the support. Control
Flight Compartment Lighting System and dimming of the utility lights is obtained through
a built-in potentiometer.
The flight compartment lighting system includes prima-
The pilot and copilot utility lights are supplied by 28
ry and secondary lights (Figure 1-68).
V dc ESSEN BUS (PP4A) through the (LIGHTING)
WANDER circuit breaker.

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FAM.1C-27J-1

The flight compartment is divided into two lighting Trimming for lighting items can be operated if the air-
zones whose lighting can be separately controlled craft is on ground during maintenance operation; trim-
through the PILOT LIGHTING control panel and the ming for lighting items connected to panel bus 1553B
COPILOT LIGHTING control panel (Figure 1-68). is also available during flight.

They are:
Cargo Compartment Lighting System
– PILOT ZONE (left upper side console, pilot side of
main instrument panel, steering panel, left lower The cargo compartment lighting system includes pri-
side console, CMDU No. 1, 2 and 3, pilot SAMU mary and secondary lights (Figure 1-69).
and CNI-MU (ICDU)).
Primary lights consist of:
– COPILOT ZONE (overhead, copilot side of main
instrument panel, right upper side console, central – PANELS INTEGRAL LIGHTING. All control panels
console, right lower side console, CMDU No. 4 and of the cargo compartment have their legends illu-
5, copilot SAMU, CNI-MU (ICDU) and CNRP, main minated by edge-lighted panels that provide NVIS
circuit breaker panels). green illumination.

Three lighting control modes for the flight compartment – ANNUNCIATORS. Two types of annunciators are
are available: located on the cargo compartment panels: NVIS
yellow (cautions) and NVIS green (advisories).
– NVIS mode. All NVIS compatible lighting, annunci-
ators and digital displays are available for required Secondary lights consist of:
dimming action within NVIS illumination levels. – DOME AND FLOOR LIGHTS. 16 dome lights pro-
– NORM mode. All lighted items are available for vide general illumination to the cargo compart-
dimming at normal mode level. ment, the entrance area and the toilette. 10 floor
lights are located in the cargo compartment at the
– TSTORM mode. All lighted items of the flight com- floor level. These lights provide either normal white
partment are set to maximum luminous intensity or NVIS green illumination.
(thunderstorm mode level). The cargo compartment general lighting is sup-
plied by 200/115 V ac BUS 2 (XP2) through the
Lighting of instruments and panels not connected to
(LIGHTING) DOME/FLOOR circuit breaker.
Panel Bus 1553B as well as secondary lights of flight
compartment is supplied and dimmed by two identical – LOADING LIGHTS. Two lights are mounted on a
FSDUs. swivel base and provide normal white illumination.
The FSDU 1 is supplied by 200/115 V ac BUS 1 (XP1) They are provided with a molded coiled cable
and BUS 2 (XP2) through respectively (LIGHTING) which extends approximately 1.5 meters and may
FSDU 1 PANELS and (LIGHTING) FSDU 1 FLT/CAR- be pulled out of the base.
GO circuit breakers. The loading lights are supplied by 28 V dc HOT
The FSDU 2 is supplied by 200/115 V ac BUS 1 (XP1) APU BAT BUS (PP6) through the (LIGHTING)
and BUS 2 (XP2) through respectively (LIGHTING) LOAD circuit breaker.
FSDU 2 FLT/CARGO and (LIGHTING) FSDU 2 PWR
circuit breakers. Three lighting modes are available for the cargo com-
partment:
Lighting of annunciators and digital readouts not con- – NVIS mode. All NVIS compatible lights are avail-
nected to Panel Bus 1553B is supplied and dimmed by able for required dimming action within NVIS illu-
two identical Annunciator Dimmer Units (ADU). mination levels.
The ADU 1 is supplied by 28 V dc EMER BUS (PP3A)
through the (LIGHTING) ADVSY DIM 1 - PWR and – NORM mode. All lighted items are available for
GREEN circuit breakers. dimming at normal mode level.
The ADU 2 is supplied by 28 V dc ESSEN BUS (PP4A) – OFF position. All lighted items of cargo compart-
through the (LIGHTING) ADVSY DIM 2 - PWR and ment are switched off except annunciators which
GREEN circuit breakers. are set to maximum luminous intensity (thunder-
storm mode level).
Lighting of items connected to Panel Bus 1553B is
controlled by internal dimmer via command received
over panel bus 1553B (Figure 1-70).

1-172
 FAM.1C-27J-1

Figure 1-68 Flight compartment lighting system

1-173
FAM.1C-27J-1

The cargo compartment internal lighting can be con- When set to the position labeled DIM, dimming of all
trolled through the PILOT LIGHTING control panel lo- green annunciators and digital readouts is controlled
cated in the flight compartment and the CARGO through the PANEL and CTR CONS control knobs.
LIGHTING control panel located in the cargo compart- Red and yellow annunciators are dimmed to a fixed
ment. Primary lights not connected to Panel Bus level, which is equivalent to the NVIS setting.
1553B as well as secondary lights of cargo compart-
ment are supplied and dimmed by Cargo Dimmer Unit
(CDU). The CDU is supplied by 200/115 V ac BUS 1 DISPLAY MASTER Control Knob
(XP1) through the (LIGHTING) CARGO DIMMING The DISPLAY MASTER control knob allows remote
UNIT circuit breaker. Lighting of items connected to dimming of electro-optical displays in pilot zone (pilot's
Panel Bus 1553B is controlled by internal dimmer via SAMU, CNRP, CMDU No. 1, 2 and 3).
command received over panel bus 1553B.
Refuel/defuel bay illumination during ground operation
is provided by a flood light which comes on by opening SIDE AND INST FLOOD Control Knob
the bay access door (in the aft part of the right main
The SIDE AND INST FLOOD control knob allows
landing gear fairing).
brightness adjustment of flood lighting on pilot side.
When the aircraft is configurated in Passengers Trans-
When the OFF position is selected, the flood lighting is
port Configuration, six additional dedicated DOME
extinguished.
lights are provided, located on the ceiling RH/LH head-
ers of the VIP module in the cargo. For further discus-
sion, refer to paragraph titled PASSENGERS SIDE AND INST PANEL Control Knob
TRANSPORT CONFIGURATION.
The SIDE AND INST PANEL control knob allows ad-
justment of side and instrument panels integral lights
PILOT LIGHTING CONTROL PANEL on pilot zone. It also adjusts brightness of all digital
readouts and green annunciators on pilot zone, provid-
The PILOT LIGHTING control panel is located on the ed the ANNUN switch has been set to DIM.
left side of the central console (Figure 1-68). When the OFF position is selected, the side and instru-
The PILOT LIGHTING control panel is supplied by 28 ment panels lighting is extinguished and the all annun-
V dc BUS 1 (PP1B) through the (LIGHTING) FLT STA ciators and digital readouts of the pilot zone are set to
DIM 1 circuit breaker. the maximum brightness level allowed by the selected
lighting mode (NVIS or NORM).
It provides the following controls:

MODE Switch DOME Control Knob

The DOME control knob allows adjustment of dome
The MODE toggle switch has three positions labeled
lighting into the flight compartment. When set to OFF,
NVIS, NORM and TSTORM. These positions allow for
the dome lights are extinguished.
selection of NVIS, NORM or TSTORM mode for the
flight compartment lighting, both in the pilot and copilot
lighting zones.
COPILOT LIGHTING CONTROL PANEL
The COPILOT LIGHTING control panel is located on
CARGO MASTER Switch
the right side of the central console (Figure 1-68).
The CARGO MASTER toggle switch has three posi- The COPILOT LIGHTING control panel is supplied by
tions labeled NVIS, NORM and OFF. These positions 28 V dc BUS 2 (PP2A) through the (LIGHTING) FLT
allow for selection of NVIS, NORM or OFF mode for STA DIM 2 circuit breaker.
the cargo compartment lighting.
It provides the following controls:

ANNUN Switch
BRKR Control Knob
The ANNUN switch is a two-position toggle switch.
When set to the position labeled BRT, the brightness The BRKR control knob allows the main and overhead
level of all annunciators and digital readouts in both pi- circuit breakers panels lighting to be adjusted. When
lot and copilot lighting zones is set to the maximum lev- set to OFF, the lighting of circuit breakers panels is ex-
el allowed by the selected lighting mode (NVIS or tinguished.
NORM).

1-174
 FAM.1C-27J-1

Figure 1-69 Cargo compartment lighting system

1-175
FAM.1C-27J-1

Figure 1-70 Interior lighting system schematic diagram

1-176
 FAM.1C-27J-1

OVERHEAD FLOOD Control Knob It also adjusts brightness of all digital readouts and
green annunciators on copilot zone, provided the AN-
The OVERHEAD FLOOD control knob allows bright- NUN switch of the PILOT LIGHTING control panel has
ness adjustment of flood light illuminating overhead been set to DIM.
panel. When the OFF position is selected, the flood When the OFF position is selected, the side and instru-
lighting is extinguished. ment panels lighting is extinguished and all the annun-
ciators and digital readouts of the copilot zone are set
OVERHEAD PANEL Control Knob to the maximum brightness level allowed by the select-
ed lighting mode (NVIS or NORM).
The OVERHEAD PANEL control knob allows adjust-
ment of overhead panel integral lighting. It also adjusts
brightness of all digital readouts and green annuncia- DISPLAY MASTER Control Knob
tors on overhead panel, provided the ANNUN switch of The DISPLAY MASTER control knob allows the elec-
the PILOT LIGHTING control panel has been set to tro-optical displays in copilot zone (copilot's SAMU,
DIM. and CMDU No. 4 and 5) to be dimmed remotely.

CTR CONS Control Knob

CARGO LIGHTING CONTROL PANEL
The CTR CONS control knob allows the integral lights
of panels and keypads on the central console to be ad- The CARGO LIGHTING control panel is used to con-
justed. It also adjusts brightness of all digital readouts trol the cargo compartment lighting system.
and green annunciators on the central console, provid- The CARGO LIGHTING control panel is supplied by
ed the ANNUN switch of the PILOT LIGHTING control 28 V dc BUS 1 (PP1B) through the (LIGHTING) CAR-
panel has been set to DIM. GO DIM circuit breaker.
It is located near the cargo compartment entrance door
(Figure 1-69) and provides the following controls:
TEST Switch (Momentary)
The TEST momentary switch allows a test of the an- POWER DOME Switch
nunciators and digital displays of the flight compart-
ment to be performed. It is a three-positions toggle The POWER DOME two-position toggle switch allows
switch, spring loaded to the center null position. all dome lights in the cargo compartment to be pow-
When set to the position labeled LAMP, all annuncia- ered.
tors in the flight compartment illuminate.
When set to the position labeled DISP, each digit of the POWER PANEL Switch
7-segment digital displays in the flight compartment
shows number 8. The POWER PANEL two-position toggle switch allows
All annunciators and digital displays are set to the max- all panels lighting in the cargo compartment to be pow-
imum brightness level allowed by the selected lighting ered.
mode (NVIS or NORM).
The test of the annunciators and 7-segment displays is
POWER FLOOR Switch
supplied by 28 V dc EMER BUS (PP3A) and ESSEN
BUS (PP4A) through respectively (LIGHTING) TEST The POWER FLOOR two-position toggle switch allows
PILOT and TEST COPILOT circuit breakers. all floor lights in the cargo compartment to be powered.

SIDE AND INST FLOOD Control Knob DIMMING DOME Control Knob
The SIDE AND INST FLOOD control knob allows The DIMMIMG DOME control knob allows brightness
brightness of flood lighting on copilot side to be adjust- of all dome lights in the cargo compartment to be ad-
ed. When the OFF position is selected, the flood light- justed.
ing is extinguished.

DIMMING PANEL Control Knob

SIDE AND INST PANEL Control Knob
The DIMMIMG PANEL control knob allows brightness
The SIDE AND INST PANEL control knob allows the of all panels lighting in the cargo compartment to be
side and instrument panels integral lights on copilot adjusted.
zone to be adjusted.

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FAM.1C-27J-1

DIMMING FLOOR Control Knob The oxygen system consists of two independent cir-
cuits, one supplying oxygen to the crew and one sup-
The DIMMIMG FLOOR control knob allows brightness plying cabin oxygen outlets to the passengers (Figure
of all floor lights in the cargo compartment to be adjust- 1-71). In particular cases the circuits can be intercon-
ed. nected. The oxygen supply duration is shown in Figure
1-72. Within the aircraft are also installed five bottles of
ENTRANCE Momentary Pushbutton gaseous oxygen, three of which can be used by the
crew members (one for each member) while the re-
This momentary pushbutton permits to activate the maining two are in the cargo/passengers compart-
normal white lighting of the dome lights close to the en- ment. These bottles can be used in case of emergency
trance door and in the flight compartment. A time delay when the aircraft oxygen system is damaged or other-
relay automatically switches off the lights after two min- wise not usable. Full provisions for other two additional
utes. portable bottles are provided in the toilet compartment
forward bulkhead.
The crew members oxygen circuit, installed with every
LOAD MASTER PANEL aircraft configuration, is fed by a 10 liters liquid oxygen
The LOAD MASTER PANEL (Figure 1-69) houses two converter corresponding to a capacity of 8600 liters in
toggle switches labeled LOAD LIGHTS, which allow NTPD conditions; the oxygen when reaching the gas-
the control of the two loading lights. Each switch has eous status is delivered through three diluted-demand
two positions labeled ON and OFF that correspond to oxygen regulators to the two pilots and to the observer
the on/off condition of the relevant loading light. masks. The crew liquid oxygen converter is provided
with a quantity transmitter which continuously sends
oxygen quantity signal to an indicator, located at pilot
LIGHTING SYSTEM ACAWS MESSAGES station, which in turn provides the same quantity signal
to a repeater indicator at copilot station.
ACAWS messages, conditions, and crew action for a The passengers circuit feeding converters are installed
specific message is listed in Section III of this manual. for particular aircraft configuration such as for aero-
The following table lists the ACAWS messages and the medical, evacuation, troop and paratroop transport.
message urgency level. The circuit consists of two liquid oxygen converters
identical to the crew member oxygen converter, paral-
ADVISORY
lel connected, one control panel for passengers oxy-
ANN DIM 1 (2) FAIL gen supply, a heat exchanger one continuous flow
oxygen regulator and 47 outlets, one of which is in the
CGO DIM U FAIL
CGO LIGHT PNL FAIL toilet and the remaining 46 in the cargo/passengers
CGO LIGHT PNL FAULT compartment in three parallel rows.
Two oxygen quantity indicators, identical to the pilot's
CP LIGHT CNTL PNL FAIL
CP LIGHT PNL FAULT oxygen quantity indicator, located on the right upper
side console, indicate the oxygen quantity available in
FLT ST DIM 1 (2) FAIL each passenger converter. The quick-don masks and
P LIGHT CNTL PNL FAIL smoke goggles are installed at each flight crew posi-
P LIGHT CNTL PNL FAULT tion. The disposable type passengers masks are
placed in proper special pockets located in the inner
lining of the fuselage. They are provided with a special
quick-connector for attachment to the distribution
LIQUID OXYGEN SYSTEM points in the cargo/passengers compartment.

DESCRIPTION CREW OXYGEN REGULATORS

The oxygen system supplies Crew Members and Pas- There are three identical regulators labeled OXYGEN
sengers with an air-oxygen mixture or pure oxygen at REGULATOR PRESSURE DEMAND. The regulators
a pressure acceptable to the human body in case of are located as follows: the pilot's below the left main in-
aircraft depressurization and/or emission of smoke strument panel lower side, the copilot's below the right
and noxious gases, and/or whenever it is deemed nec- main instrument panel lower side, the observer's on
essary by the Pilot. the electrical rack (Figure 1-73).

1-178
 FAM.1C-27J-1

Figure 1-71 Oxygen system

1-179
FAM.1C-27J-1

2 FLIGHT CREW MEMBERS OXYGEN DURATION (HOURS)

COCKPIT PRESSURE DILUTER LEVER GAGE QUANTITY (LITRES)

ALTITUDE (FEET) (POSITION) 10 8 6 4 2
100% 4.15 3.32 2.49 1.66 0.83
S.L.
NORMAL 13.86 11.08 8.31 5.54 2.77
100% 5.05 4.04 3.03 2.02 1.01
5000
NORMAL 19.33 15.47 11.06 7.73 3.87
100% 6.21 4.97 3.73 2.49 1.24
10000
NORMAL 23.25 18.60 13.95 9.30 4.65
100% 7.75 6.20 4.65 3.10 1.55
15000
NORMAL 23.75 19 14.25 9.50 4.75
100% 9.78 7.82 5.87 3.91 1.95
20000
NORMAL 20.91 16.73 12.55 8.36 4.18
100% 12.55 10.04 7.53 5.02 2.51
25000
NORMAL 17.14 13.71 10.28 6.85 3.43
100% 14.78 11.82 8.87 5.91 2.95
30000
NORMAL 14.78 11.82 8.87 5.91 2.95

3 FLIGHT CREW MEMBERS OXYGEN DURATION (HOURS)

COCKPIT PRESSURE DILUTER LEVER GAGE QUANTITY (LITRES)

ALTITUDE (FEET) (POSITION) 10 8 6 4 2
100% 2.87 2.30 1.70 1.15 0.57
S.L.
NORMAL 9.58 7.66 5.75 3.83 1.92
100% 3.50 2.80 2.10 1.40 0.70
5000
NORMAL 13.37 10.70 8.02 5.35 2.67
100% 4.30 3.44 2.58 1.72 0.86
10000
NORMAL 16.09 12.87 9.65 6.43 3.22
100% 5.36 4.29 3.22 2.14 1.07
15000
NORMAL 16.43 13.15 9.86 6.57 3.29
100% 6.77 5.41 4.06 2.71 1.35
20000
NORMAL 14.47 11.57 8.68 5.79 2.89
100% 8.68 6.94 5.21 3.47 1.74
25000
NORMAL 11.86 9.49 7.11 4.74 2.37
100% 10.22 8.18 6.13 4.09 2.04
30000
NORMAL 10.22 8.18 6.13 4.09 2.04

1 PASSENGER (*) OXYGEN DURATION (HOURS)

COCKPIT PRESSURE PAX OUTLETS GAGE QUANTITY (LITRES)

ALTITUDE (FEET) (POSITION) 10x2 8x2 6x2 4x2 2x2
LO 348.38 278.70 209.02 139.35 69,67
10000
HI 30.48 24.39 18.29 12.19 6,09
LO 348.38 278.70 209.09 139.35 69,67
15000
HI 30.48 24.39 18.29 12.19 6,09
LO 121.93 97.55 73.16 48.77 24,38
20000
HI 30.48 24.39 18.29 12.19 6,09
LO 84.09 67.27 50.45 33.63 16,82
25000
HI 30.48 24.39 18.29 12.19 6,09
LO 67.74 54.19 40.64 27.09 13,55
30000
HI 30.48 24.39 18.29 12.19 6,09

(*) The values of this table shall be divided by the number of passengers
C27J - FM - S1 - 092

Figure 1-72 Oxygen duration table

1-180
 FAM.1C-27J-1

They are demand type, and their function is to regulate Emergency Pressure Control
the oxygen-air mixture in relation to cabin altitude.
Gaseous oxygen delivered from the converter unit is Emergency oxygen is controlled by a red lever with
supplied to the three regulators at a nominal pressure three positions: EMERGENCY, NORMAL and TEST
of 4.82 bar (70 psig). MASK. The lever is spring-loaded from the TEST
The three regulators reduce and maintain the pressure MASK position to the center NORMAL position.
of the oxygen at a value of 37 to 45 psig, mix it with the During normal operation, the lever is placed in the
air and deliver it to the masks. Each oxygen regulator NORMAL position. In emergency situations, the lever
includes one flow indicator, a pressure gauge, an air is placed to EMERGENCY, which cuts out the regula-
supply test port, a vacuum test port, the oxygen supply tor air dilution and distributes 100% pressurized oxy-
control, the air dilution control and the emergency gen to the mask. Placing and holding the lever at TEST
pressure control. The regulator front panel is integrally MASK position, the tube becomes sealed from the reg-
lighted (green NVIS). ulator to the mask, so a free flow of slightly pressurized
oxygen to the mask can be tested.

Flow Indicator
WARNING
Oxygen flow monitoring is provided through a small
window, labeled FLOW, which includes a blinker show-
ing black (normal position) and then white (inhalation
When the emergency pressure control
cycle) alternating indication at every breathing cycle.
lever is set to EMERGENCY or to TEST
MASK, it is essential that the mask is
Pressure Gauge placed firmly against the face and that
it won’t be removed. Prolonged use of
This is an analogue pressure gauge which shows the pressurized oxygen with an inade-
pressure, with a 0-500 psig scale, of the gaseous oxy- quately sealed mask leads to rapid de-
gen reaching the regulator. pletion of the oxygen in the system.

NOTE SYSTEM OPERATION

Pressure indication is not affected by the For normal operation of the system, the oxygen supply
operation of the regulator. lever is set to the ON position and the air dilution con-
trol lever is positioned to NORMAL OXYGEN.
The scale displays a range of pressure values from 0 The emergency pressure control lever is used for short
to 500 psig. emergency periods of time or to pressure check the
oxygen mask operation and fit. Each crew member will
test his oxygen mask communication and regulator
Oxygen Supply Control with mask on, fitted, and connected to the oxygen sup-
Oxygen supply is controlled by a short green supply le- ply hose (refer to Section II of this manual).
ver labeled SUPPLY. The lever has two positions: ON
and OFF.
When the lever is set to the ON position, oxygen flow PASSENGER OXYGEN CONTROL PANEL
is allowed through the regulator. The passenger oxygen control panel labeled PAS-
When the lever is set to the OFF position, oxygen flow SENGER OXYGEN is located on the right lower side
is blocked. The lever is normally set to ON. console (Figure 1-73). It controls the flow of gaseous
oxygen, from the passengers' oxygen system convert-
Air Dilution Control ers to the passengers' automatic regulator and/or to
the crew oxygen system. Oxygen flow to the cargo/
Oxygen purity is controlled by a short white air dilution passengers compartment and toilet outlets is con-
control lever. The lever has two positions: 100% OXY- trolled by the automatic regulator. An automatic valve
GEN and NORMAL OXYGEN. opens when the cabin altitude exceeds the value of
When the lever is set to the 100% OXYGEN position, 13000 ± 500 feet, allowing oxygen to flow to passen-
pure oxygen is supplied. gers' circuit. In case of failure of the automatic valve,
When set to the NORMAL OXYGEN position, the oxy- oxygen flow to the passengers circuit can be obtained
gen is mixed with ambient air. by setting the MANUAL TURN ON lever to ON.
The front panel is integrally lighted (green NVIS).

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Figure 1-73 Oxygen system panels and indicators

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 FAM.1C-27J-1

Pressure Indicator • Endurance in hours for the passen-

gers is obtained for one unit only both
This is a pressure gauge which shows the pressure, in in HI and LO position (HI/LO selection
psig, of the gaseous oxygen reaching the regulator. is carried out on passenger oxygen
outlets). To obtain the real endurance,
divide the values obtained by the
NOTE number of passengers. Values for LO
Pressure indication is not affected by the selection are obtained dividing oxy-
operation of the regulator. gen quantity of two converters (17200
liters in NTPD conditions) by a value
fixed in accordance with MIL-D-
The scale displays a range of pressure values from 0
19326H for each different cabin alti-
to 500 psig.
tude.
Values for HI selection are obtained
Passenger Oxygen Manual Control dividing oxygen quantity of two con-
verter by the value of 480 lph (8 lpm x
Manual passenger oxygen flow can be selected by the 60 min = 480 lph, where 8 lpm is the
copilot through a short lever labeled MANUAL TURN maximum value of oxygen flow given
ON on the control panel. The lever has two positions: by the oxygen passenger outlets).
ON and OFF.
This lever is normally set to OFF position; in this posi-
tion oxygen flow is controlled by the automatic valve PASSENGER OXYGEN ON Advisory Light
that opens at a cabin altitude of 13000 ± 500 ft.
The passenger oxygen flow is monitored through an
If the automatic valve is damaged, the manual control
annunciator light (green NVIS).
valve can be opened by setting the MANUAL TURN
Any time oxygen flows through the automatic passen-
ON lever to ON.
gers' regulator, the light turns on. It is supplied by the
28 V dc EMER BUS (PP3).
Passenger/Crew Crossfeed Supply Control
Passenger-to-crew and crew-to-passenger crossfeed OXYGEN QUANTITY INDICATING SYSTEM
valve control is provided on the control panel. A short
two-position (ON / OFF) lever, labeled PASS-CREW The crew converter is provided with a transmitter
CROSS FEED, provides crossfeed control. which sends to the quantity indicator (pilot station) a
In the ON position, the crew and passenger oxygen cir- signal proportional to the quantity of the liquid oxygen
cuits are linked, so that it is possible for the passengers contained in the converter itself; the indicator process-
usage of the crew's circuit and vice versa. es this signal and provides a visual indication of the ox-
When placed to the OFF position, the two circuits re- ygen quantity and a "low" quantity visual indication.
main separate from each other. Furthermore it transmits this information to the repeat-
er indicator. Both passengers liquid oxygen converters
are equipped with level transmitters too.
NOTE The signals of the two transmitters are fed to two indi-
cators. The indicators and the repeater indicator are in-
• Endurance in hours for the crew (Fig- tegrally lighted (green NVIS).
ure 1-72) is obtained dividing oxygen
quantity of a converter (8600 liters in
NTPD conditions) by a value fixed in Pilot's Oxygen Quantity Indicator
accordance with MIL-D-19326H for This indicator labeled LITERS LIQUID OXYGEN is lo-
each different cabin altitude with cated on the left main instrument panel (Figure 1-73).
100% OXYGEN and NORMAL OXY- It permits the monitoring of the oxygen quantity con-
GEN position (this value is obtained tained in the crew oxygen converter. The indicator
multiplying oxygen flow rate request- scale displays a range of quantity values from 0 to 10
ed for the number of crew member liters in increments of 2 liters.
and for a corrective factor). The val- Between 0 and 2 the scale is divided with an additional
ues obtained are not for any specific scale marker representing 1 liter.
flight activities.

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FAM.1C-27J-1

The indicator includes also an annunciator caution NOTE

light (yellow NVIS), labeled LOW, which illuminates
when the oxygen quantity in the converter is less than The ACAWS Caution message “OXY LO
1 ± 0.1 liter. QTY” is the same for both the crew and
At the same time a dedicated ACAWS Caution mes- passengers converters.
sage “OXY LO QTY” is displayed on CMDU.
The quantity indication function is supplied by 115/200
V ac BUS 1 (XP1) via the OXY QTY IND circuit break- PASSENGER OXYGEN OUTLETS
er, whereas the LOW annunciator is supplied by 28 There are 47 outlets, one of which in the toilet and 46
V dc EMER BUS (PP3B) via the OXY QTY LOW PIL/ in the cargo compartment. Each outlet is protected by
COPIL circuit breaker. a small movable cover and can be rotated to two posi-
The indicator is provided with a window, where the tions, HI and LO.
OFF flag appears when the AC power supply is not The HI position allows the highest rate of flow and is
present at equipment power input. used for critical situations demanding heavy oxygen
consumption. The LO position regulates a lower flow of
Copilot's Oxygen Quantity Indication Repeater oxygen for normal operations.

This indicator labeled LITERS LIQUID OXYGEN is lo-

cated on the right main instrument panel (Figure 1-73). QUICK-DON OXYGEN MASKS
It repeats the information of the pilot's quantity indica- Quick donning oxygen masks are installed at each
tor. It is also provided with the LOW caution light (yel- flight crew position to allow the flight crew to respond
low NVIS) and with the OFF flag. expeditiously to an emergency such as sudden de-
The quantity indication function is supplied by 115/200 pressurization. Each unit consists of a quick-don sus-
V ac BUS 1 (XP1) via the OXY QTY IND circuit break- pension device and oxygen mask.
er, whereas the LOW annunciator is supplied by 28 The mask suspension device provides automatic
V dc EMER BUS (PP3B) via the OXY QTY LOW PIL/ switching from the headset boom microphone to the
COPIL circuit breaker. mask mounted microphone when the suspension is
unfolded. The oxygen hose connectors contains an in-
Passengers Oxygen Quantity Indicators ternal disconnect warning device to alert the wearer in
the event that the oxygen hose is not properly connect-
Two indicators labeled CONV 1 and CONV 2 are locat- ed. The mask assembly allows for donning with one
ed on the PAX OXY QTY panel on the right upper side hand, in the event of loss of cabin pressure and/or
console (Figure 1-73). whenever it is deemed necessary. In the event of cabin
They indicate the liquid oxygen quantity (in liters) con- smoke, the anti-smoke goggles are worn with the
tained in the respective converters of the passengers quick-don mask assembly.
system. The indicators scale displays a range of quan-
tity values from 0 to 10 liters in increments of 2 liters.
Between 0 and 2 the scale is divided with an additional SMOKE GOGGLES
scale marker representing 1 liter. The indicators are The anti-smoke goggles assembly consists of a lens,
also provided with LOW caution light (yellow NVIS), frame, and headstrap. The frame and headstrap are
which illuminates when the oxygen quantity in the rel- made of silicone rubber. Anti-smoke goggles are pro-
ative converter is less than 1 ± 0.1 liter. At the same vided with the quick-don mask assembly to offer pro-
time a dedicated ACAWS Caution message “OXY LO tection to the wearer in the event of cabin smoke.
QTY” is displayed on CMDU. In case of an AC electric When smoke is first observed, the wearer dons the
supply lack an OFF flag appears. anti-smoke goggles and opens the mask vent valve.
The quantity indication function is supplied by 115/200 The mask vent valve bleeds oxygen from the mask to
V ac BUS 1 (XP1) via the OXY QTY IND circuit break- vent the anti-smoke goggles of any smoke.
er, whereas the LOW annunciator is supplied by 28
V dc ESSEN BUS (PP4B) via the (OXY LOW QTY
PAX) LH and RH circuit breakers. PASSENGERS' OXYGEN MASKS

When a dummy converter is installed in place of a pas- The passengers' oxygen masks are placed in special
senger oxygen converter, the relevant indicator pointer pockets located in the inner lining of the fuselage. The
goes to 0 liters and a procedure requires to trip out and masks are of the disposable type and they are provid-
clips the associated circuit breaker to prevent nuisance ed with a special quick-connector for attachment to the
activation of LOW quantity annunciation. cargo/passengers compartment.

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PORTABLE OXYGEN BOTTLES The alarm signals from detectors are used by ACAWS
and SMOKE DETECTION control panel for generation
Refer to paragraph EMERGENCY EQUIPMENT AND of warning indications for the crew.
SYSTEMS in this section. Depending on the aircraft affected zone, in case of
smoke detection the CMDU will show the following
ACAWS Warning messages:
OXYGEN CONSUMPTION
– CGO SMK (when any cargo smoke detectors is ac-
The Figure 1-72 can be used to calculate the oxygen tivated)
consumption/duration for any crew/passengers config-
uration. – LAVATORY SMK
– E/E RACK SMK
OXYGEN SYSTEM ACAWS MESSAGES
ACAWS messages, conditions, and crew action for a SMOKE DETECTION Panel
specific message is listed in Section III of this manual. The SMOKE DETECTION panel is located on the
The following table lists the ACAWS messages and the overhead console of the flight compartment. It pro-
message urgency level. vides the crew with system controls and indications
(Figure 1-74). The guarded pushbutton labeled CAR-
CAUTION
GO DECTR enables the crew to deselect the smoke
OXY LO QTY detectors in the cargo compartment.
When the guard is raised and the pushbutton is re-
leased, the OFF caption illuminates yellow and the
smoke detectors in the cargo compartment are dis-
EMERGENCY EQUIPMENT AND abled.
SYSTEMS Ten red annunciators are located within an icon repre-
senting the aircraft. The annunciator labeled "R" is as-
sociated to the smoke detector located in the E/E
equipment rack cooling duct, the annunciator labeled
GENERAL
"L" is associated to the lavatory smoke detector, the
The aircraft is provided with emergency equipment annunciators "1" thru "8" are associated to the cargo
and systems located in flight and cargo compartments, compartment detectors. The annunciators come on
to reduce injuries to personnel and damage to aircraft when smoke is detected in the relevant zone or when
to a minimum in case of fire, or incidents, or failures. the TEST pushbutton is pressed.
The TEST pushbutton permits, when pressed, a test
input to be delivered to the smoke detectors, which in
SMOKE DETECTION SYSTEM turn cause the ten annunciators and the ACAWS mes-
sages to come on.
The smoke detection system consists of up to ten If a failure is detected, the annunciator relevant to the
smoke detectors which are connected in hardwired failed detector does not illuminate and the associated
logic to a control panel. ACAWS Warning message does not activate.
Up to eight smoke detectors can be located in the car- During the test on ACAWS Advisory message “SMK
go compartment and one detector is located in the lav- DETECT IBIT” is displayed on CMDU.
atory. One detector is located in the electric/electronic
(E/E) equipment cooling duct, upstream the air extrac-
tion fan, to detect smoke generated by the E/E equip-
NOTE
ment in the racks.
The smoke detection system is supplied from 28 V dc The cargo smoke detectors are not tested
EMER BUS (PP3B) via the (SMOKE DETECT) E/E when the OFF caption of the CARGO
RACK, LAVATORY and CARGO - LH circuit breakers DECTR pushbutton is illuminated (cargo
and from ESSEN BUS (PP4B) via the (SMOKE DE- detectors not active).
TECT) CARGO - RH circuit breaker.
If the smoke concentration level remains above the set
threshold, a smoke alarm signal is activated and re-
mains active as long as smoke concentration is above
the reset threshold.

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FAM.1C-27J-1

Figure 1-74 Emergency equipment controls and indicators

1-186
 FAM.1C-27J-1

SMOKE DETECTION SYSTEM ACAWS To use the extinguishers:

MESSAGES
1. Hold each extinguisher in a vertical position about
ACAWS messages, conditions, and crew action for a eight feet from fire.
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the 2. Remove pull-ring pin and aim nozzle at base of
message urgency level. fire.
3. Squeeze lever and sweep agent across base of
WARNING
fire.
CGO SMK

E/E RACK SMK WARNING

LAVATORY SMK

ADVISORY Although Halon 1211 vapor has a low

SMK DETECT IBIT toxicity, its decomposition products
can be hazardous.
On decomposition, Halon 1211 has a
PORTABLE OXYGEN BOTTLES sharp, acrid odor, even in concentra-
tions of only a few parts per million.
The aircraft is provided with five portable oxygen bot- The odor provides a warning for the
tles. Three bottles are located in the flight compart- agent and at the same time creates a
ment, while two bottles are located in the cargo/ noxious irritating atmosphere for
passengers compartment near the ramp. those who are in the hazard area dur-
Full provisions for other two additional portable oxygen ing and following a fire. Leave and/or
bottles are provided in the toilet compartment forward ventilate area after fighting a fire.
bulkhead. Each bottle is charged with 2 liters of oxygen
at 2150 psig.
The portable oxygen bottles are equipped with a fill BAIL OUT INDICATION SYSTEM
port for replenishment, a supply cock for the mask, a
pressure gauge, a pressure reducer, a pressure de- This system provides a bail out acoustic warning dur-
mand breathing regulator, and an on-off control knob. ing emergency, by means of two warning horns locat-
Three oxygen delivery modes are available: 100% ox- ed in the cargo compartment.
ygen, air diluted oxygen, and emergency. A oxygen se- The acoustic warning is controlled through the BAIL
lector knob permits the user to select the desired OUT selector switch (Figure 1-74), located on the two
delivery mode. When either 100% or air diluted modes AERIAL DELIVERY control panels in the flight com-
are selected, the oxygen is supplied on user's demand. partment, one on the center console for the pilot, and
When the emergency mode is selected, the oxygen is the other on the right console for the copilot. The
supplied with a slight positive pressure which assures switch is identified by yellow, black and white diagonal
no inward leakage into the mask. stripes. The control is a guarded toggle switch with two
Automatic pressure breathing and automatic dilution positions labeled ON and OFF.
are function of altitude. A flow indicator provides a The normal position is OFF (guard down). When the
white visual indication through a clear plastic window guard is raised and the switch is set to ON, the bail out
whenever an oxygen flow on demand is present. warning horns are activated.
The system is supplied by 28 V dc EMER BUS (PP3)
through the BAIL OUT circuit breaker.
PORTABLE FIRE EXTINGUISHER
The aircraft is equipped with three portable fire extin- AXES
guishers: one of them is located in the flight compart-
ment while two extinguishers are located in the cargo Two axes are stowed in the cargo compartment near
compartment (one near the entrance door and the oth- the portable fire extinguishers. The purpose of the
er above the left paratroop door). axes is to enable opening of additional emergency ex-
The three portable bottles contain Halon 1211 and are its in the fuselage, in specifically designated areas be-
provided with a handle for single-handed usage. hind the paratroops doors.

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EMERGENCY EXITS Emergency Exit Door (toilet)

In addition to the entrance door, the paratroop doors, The emergency exit door is hinged on the lower side
and the ramp and cargo door, four supplemental emer- and opens inward (Figure 1-76). The emergency exit
gency exits exist in the aircraft. door pip-pins can be removed allowing complete door
Three of the exits are located on the aircraft ceiling removal.
(one in the flight compartment and two in the cargo Door opening from outside is accomplished by a
compartment) while the fourth exit is on the right bulk- spring-loaded, flush mounted, PRESS and PULL han-
head, near the toilet. dle.
The pilot's and copilot's sliding windows in the flight Pressing the button directly above the handle spring
compartment can also be used as emergency exits. ejects the hinged handle outward. Completing its rota-
tion downwards unlocks the door bolts and opens the
door.
NOTE An inner knob pressed and rotated clockwise to the
locked (LKD) position prevents opening the emergen-
All aircraft door and hatches can be cy door from outside during parking operations.
opened from both sides after the locking When the knob is rotated counterclockwise to the un-
pins have been removed. All exits can be locked (UNLKD) position, movement of the outer lever
used in emergency for both internal evac- permits the door to open. Before flight, this knob must
uation and outside rescue operations. be in the UNLKD position.
The pilot's and copilot's windows can only The door can be opened from the inside by a handle
be opened from the inside. located on the upper part of the door.
The handle is normally kept locked by a safety pin. Af-
Overhead Escape Hatches ter the safety pin is removed, the door bolts are un-
locked by pulling the handle completely downwards.
There are three overhead escape hatches (Figure 1- Reverse the opening procedures to close the door
75), hinged on one side, which can be opened inward. from both the outside and the inside.
The hinged joint consists of two pip-pins (quick release
pins) that can be removed in order to allow for com-
plete removal of the hatch. Sliding Windows
Hatch opening or closing is controlled by a handle lo- The sliding windows are located in the flight compart-
cated in the center of the hatch. ment, one left of the pilot and the other right of the co-
Normally the handle is kept flush with the door by down pilot (Figure 1-77).
lock buttons (two for the external handle) that spring- The locking levers are located on the aft side of each
load the handles. The handles are rotated counter- window. To lock the window, rotate the lever upward.
clockwise to open from the inside and the opposite To slide the window open, rotate the locking lever
from outside. In the center of the side opposite the downward, and slide the window out and aft.
hinge there is a drilled bracket affixed to the aircraft
structure by a pip-pin. In case of emergency the window can be removed:
This mounting constitutes a safety element against ac-
cidental hatch opening. 1. Unlock the window.
2. Pull the ring connector on the upper aft part of each
window.
WARNING 3. Release the roller from the track.

When opening the overhead hatches Chopping Locations (Break-in Areas)

from the inside, the hatches are merely
Two chopping locations are provided on the left and
supported by both hinges. Personnel
right rear section of the fuselage, behind the paratroop
opening the hatch should take care
doors.
not to be struck in the head by the
These two areas are defined by dotted lines painted on
hatch as it drops.
the inside and outside fuselage.
Each area is approximately 3 x 3 ft (0.9 x 0.9 m).

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 FAM.1C-27J-1

Figure 1-75 Emergency escape hatches

1-189
FAM.1C-27J-1

Figure 1-76 Side emergency exit door

1-190
 FAM.1C-27J-1

Figure 1-77 Pilot’s sliding window

1-191
FAM.1C-27J-1

EMERGENCY LIGHTING SYSTEM ENTRANCE TO AIRCRAFT

The emergency lighting system is independent of the
main lighting system. It consists of seven portable exit
lights and four fixed exit sign emergency lights. GENERAL
When the aircraft is configurated in Passengers Trans- The aircraft is accessible by a crew entrance door, two
port Configuration, two additional exit sign emergency paratroop doors, or through the ramp and cargo door
lights and an emergency escape path light are provid- (see paragraph RAMP AND CARGO DOOR).
ed, located inside the VIP and ESCORT modules in
the cargo. For further discussion, refer to paragraph ti-
tled PASSENGER TRANSPORT CONFIGURATION. CREW ENTRANCE DOOR
When the aircraft is configurated in Passengers Trans-
port Configuration, an additional exit sign emergency The crew entrance door (Figure 1-78) is located on the
lights and an emergency escape path light are provid- left side of the aircraft forward fuselage. It is hinged at
ed, located inside the ESCORT modules in the cargo. the lower side and opens outward.
For further discussion, refer to paragraph titled PAS- The door incorporates a stairway to allow access into
SENGER TRANSPORT CONFIGURATION. the aircraft. The external access control consists of a
The emergency lighting system is controlled by a flush mounted handle.
switch labeled EMER EXIT, installed on the front over- The door is unlocked and opened by pushing in on the
head control panel (Figure 1-74). bottom of the inner handle and pulling the outer handle
This toggle switch has three positions labelled ON, out and downwards. Returning the handle to the nor-
ARM, and DISARM. ARM is the normal position in mal position locks the door. The internal control lever,
flight: all emergency lights are supplied but extin- when lowered, causes the door to close, and, when
guished. Should the electrical supply fail, the emergen- raised, causes the door to unlock.
cy lights will immediately go on. ON position causes all The locking or unlocking condition of the door is indi-
the emergency lights to come on. When the DISARM cated by mechanical lock indicators. The door unlock-
position is selected, the emergency lights are extin- ing condition is indicated by the access doors warning
guished and not supplied. The switch can be locked in system through annunciator lights and ACAWS mes-
either of the three positions. sages.
The emergency lights are supplied by 28 V dc ESSEN
BUS (PP4) through the (LIGHTING) EMERG EXIT cir-
cuit breaker. PARATROOP DOORS
The two paratroop doors (Figure 1-79) are located on
Emergency Portable Lights the left and right sides of the fuselage, aft of the landing
gear fairings. They are plug-type doors, inward open-
Seven NVIS-compatible emergency portable lights are ing and sliding overhead. The doors are provided with
installed close to the crew entrance door, the left and external and internal locking handles, and an internal
right paratroop doors, the toilet compartment emer- latching lever located in the lower/forward side of the
gency exit door, the flight compartment hatch, and the doors.
two cargo compartment hatches, in order to indicate
their location. To open a paratroop door from the inside, do the fol-
Each light is equipped with a PULL handle, which al- lowing procedure:
lows the lamp to be removed from its support and to be
used as a portable lamp. 1. Raise and turn the control handle.
When stowed, the lights are supplied by 28 V dc ES- 2. Pull inward the upper side of the door.
SEN BUS (PP4). When the lights are removed, they
are supplied by internal 28 V dc nickel-cadmium bat- 3. Lift the lower movement mechanism lever.
teries.
4. Raise the door using the lower handle.
When opened, the door is automatically engaged and
EXIT Sign Emergency Lights
latched such to prevent it from sliding down.
Four emergency lights labeled EXIT are installed close
to the emergency exits. They illuminate when the air-
craft power supply is not available or when the EMER
EXIT switch is set to ON. The exit sign emergency light
are equipped with internal 6 V dc batteries.

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 FAM.1C-27J-1

Figure 1-78 Crew entrance door

1-193
FAM.1C-27J-1

Figure 1-79 Paratroop doors

1-194
 FAM.1C-27J-1

To close a paratroop door from the inside, do the fol- SEATS

lowing procedure:
1. Disengage the stowed door unlocking handle lo- The pilot and copilot seats (Figure 1-81) are mechani-
cated on the forward side of the door opening. cally adjustable along vertical, horizontal and lateral
axis to allow the crew to reach the correct position (for
2. Pull down the door.
this purpose a design eye locator is installed on the
3. Lower the latching lever. central windscreen frame).

4. Push the upper side of the door until the door is Pilot and copilot's seats recline from the normal flight
completely held against the seal surface. position (10° from vertical) up to 35°, and include lum-
5. Rotate the locking handle. bar support, lap and shoulder restraints with inertia
reels, and adjustable armrests and headrest.
The doors can be locked/unlocked either with the inter- The pilot and copilot's seats can be adjusted 254 mm
nal or external locking handles; they can be latched/ horizontally, 127 mm vertically, and 147 mm laterally.
unlatched from the inside only. The tracks along which
the doors slide are provided with pivoting segments The observer seat (Figure 1-82) is normally stowed be-
that can be unlocked, thus allowing the doors to drop side the electrical rack of the flight compartment. The
on the floor by rotating on the lower roller, to achieve observer seat incorporates five points restraint system
an emergency opening. The paratroop doors are also with inertia reels, shoulder straps, adjustable and
equipped with a door raising winch. stowable armrests, seat pan cushion, back cushion,
stowable table and document stowage.
A side handle permits the observer seat opening and
ACCESS DOORS WARNING SYSTEM closing. The observer seat can be adjusted 102 mm
horizontally, and 49 mm vertically, and can be reclined
Entrance door and left and right paratroop doors have
from 10° up to 31° from the vertical.
a warning system which provides the crew with indica-
tion of door unlocked (Figure 1-80).
The warning function is accomplished by using mi-
croswitches installed on the doors locking mechanism.
Each door is connected to three yellow annunciator SAFETY AND RESCUE EQUIPMENT
lights located respectively in the flight compartment
(on the door status indicator panel), and in the cargo The aircraft is provided with the following equipment to
compartment (on the LOAD MASTER PANEL and on ensure the safety and survival of crew and passen-
the door itself). The annunciator lights installed on gers:
each door are of press-to-test type. The annunciator
lights are labeled DOOR UNLOCKED. When a door is – Three life vest, respectively stowed near the pilot,
not closed and locked, the relevant annunciator lights copilot and observer seats.
illuminate and the appropriate ACAWS Caution mes- – Four escape ropes, located near the overhead es-
sage is displayed on CMDU “CREW DOOR UNLK, or cape hatches and the toilet emergency exit.
L PARA DOOR UNLK, or R PARA DOOR UNLK”.
The system is supplied by 28 V dc EMER BUS (PP3) – A first aid kit, stowed in a bag located in the flight
through the DOORS IND circuit breaker. compartment. The bag is marked with a red cross.
The kit can be inspected without removal from the
stowage.
ENTRANCE TO AIRCRAFT ACAWS MESSAGES – Two 25-men liferafts stored in two compartments
ACAWS messages, conditions, and crew action for a built in each top wing-to-fuselage fairing.
specific message is listed in Section III of this manual. A flush-type hinged door covers each compart-
The following table lists the ACAWS messages and the ment. The liferafts are provided with an emergency
message urgency level. pack and survival kit to allow the survival of the
persons in event of ditching. The survival kit is lo-
CAUTION cated near the raft.
CREW DOOR UNLK Two tee handles labeled LIFERAFT, located one in
the flight compartment and the other in the cargo
L PARA DOOR UNLK compartment, permit to unlock the compartment
R PARA DOOR UNLK doors and automatically inflate the liferafts from in-
side the aircraft.

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FAM.1C-27J-1

Figure 1-80 Doors unlocked indications

1-196
 FAM.1C-27J-1

Figure 1-81 Pilot’s and Copilot’s seats

1-197
FAM.1C-27J-1

Figure 1-82 Observer’s seat

1-198
 FAM.1C-27J-1

– One 10-men liferafts stored on cargo door. The lift- PROVISION AND SYSTEM FOR
raft is structurally similar the 25-men one; the only
differences are the dimensions. CONFIGURATION CONVERSION
The liftraft is provided with an emergency pack and
survival kit to allow the survival of the persons in DESCRIPTION
event of ditching. The survival kit of the is located
near the raft. The structural and system provisions incorporated in
the basic aircraft configuration allow the aircraft to sat-
isfy the operational envelope. Additional structural pro-
visions allow onboard storage of equipment for other
COMFORT EQUIPMENT configurations not in use, permitting an aircraft config-
uration change when away from base. For further and
more detailed information on the equipment used, re-
In order to ensure comfort to the crew as well as to the fer to “Cargo Loading and Offloading Manual -9”.
passengers, the following equipment are installed on
the aircraft:
PASSENGERS TRANSPORT CONFIGURATION
– A toilet, located in the cargo compartment, acces-
sible through a foldable door. The toilet compart- The aircraft in passenger transport configuration can
ment consists of a lavatory and water reservoir (2.9 carry a maximum number of 24 passengers, arranged
gallons/11 liters), an urinal, an electrical flushing in a VIP module, two ESCORT modules and a service
WC with removable waste tank, a drinkable water module (Figure 1-83).
reservoir (5.8 gallons/22 liters) with a pedal con-
trolled tap, a paper cup dispenser container, a toilet VIP Module
paper holder, a paper towel holder, and a waste
container. The VIP module is a palletized seat system designed
to provide seating for 6 passengers. The VIP module
– A hot cup 0.22 gal (0.85 liters) for beverage heat- is powered by the 28 V dc BUS 2 (PP2D) through the
ing is installed in the toilet compartment. The cup (PASSENGER COMPT) PAX FRNT circuit breaker
is an electrically operated, thermostatically con- and controlled by the PAX Control Panel.
trolled unit which, when filled with a beverage such The module comprises:
as tea or coffee, will maintain the beverage at a
– Six civil airline business class comfort seats, ar-
steady temperature for the desired period of time.
ranged in 2 rows, 3 abreast (double seat unit on
The hot cup is supplied by 115/200 V ac BUS 1
RH side and single seat unit on LH side). The seats
(XP1) via the HOT CUP circuit breaker and it is
are placed afterward and forward facing to the a/c.
controlled by the HOT CUP switch.
Each seat is equipped with two points safety belt
– A thermal insulation screen is installed at frame 34 and life vest stowed inward hinged armcap bay
and is intended to ensure a thermal insulation from only for the external seats of the RH side.
the fuselage rear area of the cargo compartment. – A dedicated pallet, 463L compatible and internally
The screen is made up of two lateral panels fixed modified to allow location of the electrical system,
to the structure by velcro fasteners, a curtain fixed is equipped with four (4) longitudinal seat tracks
to a folding metal frame and two anchoring devices spaced to allow installation of single/double seat/
with cables. To allow access to the rear part of the table adapter plates and partitions rods adapter
fuselage when the cargo door is closed, the bottom plate, a carpet spread on the top of pallet, illuminat-
hinge of the screen has three removable hinge ed emergency escape pathway and a dedicated
pins. wiring.
– Four sliding curtains for the flight compartment’s – A single/double tables mechanically foldable type,
upper windows. are arranged between single/double seats rows
– Two sun visors at pilot's and copilot's disposal. and equipped whit buttons for mechanical motion,
attendant call button and two single life vest on the
single/double table cabinet.
– Adapters plate for each single/double seats unit
and each single/double foldable tables unit to allow
interfacing seats on seat track.

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FAM.1C-27J-1

– Adapter plate for rod groups to allow interfacing SERVICE Module

partitions on seat track.
The Service Module is located on the ramp and con-
– Additional platform introduced for to make uniform sists of a lavatory and wardrobe. The SERVICE mod-
the floor surface between seats adapters plate and ule is powered by the 28 V dc BUS 2 (PP2) through the
tables adapters plate. VIP SERVICE MODULE circuit breaker and controlled
– A fwd partition arranged in fwd pallet area by the PAX Control Panel.
equipped with internal no-smoking/fasten-seat- The module consists of the following main parts:
belts (NSFSB) lighting signs and an EXIT lighting – A dedicated pallet, 463L compatible, modified on
sign. A control panel on the external LH side parti- the top surface to permit lateral wedges fastening
tion for to activate illumination dome is present al- and allow horizontal installation of Lavatory and
so. Wardrobe. Beside a central wedge with minor an-
– An aft partition arranged in aft pallet area equipped gle and a step is provided to approach on the Lav-
with internal and external NSFSB lighting signs, atory and Wardrobe flat.
LH/RH box with Paassengers Service Unit (PSU)
– A dedicated lavatory is installed on the pallet right
and independent oxygen system for external side
side and equipped with: re-circulating toilet flush-
to service passengers belonging to the first row of
ing type with removable tank, autonomous fresh
forward escort module.
and waste tank, wash basin and faucet, trash con-
– A LH/RH header bars placed on the ceiling module tainer with fire automatic extinguisher, mirror, pa-
and equipped with dome lights, reading lights, box per dispenser, smoke detector, mirror light, ceiling
with PSU and independent oxygen system. dome light service panel with razor outlet, atten-
– Additional panels for header bars are designed to dant call button and return to seat, toilet occupied
close the whole ceiling area together with existing sign on the aft wall, water piping and relative equip-
VIP header bars. ment, toilet floor covering, air extraction fan, ECS
system and emergency Portable Emergency Oxy-
gen Bottle with outlets and masks for two passen-
ESCORT Modules gers with relevant stowage provisions.
Each of the two ESCORT modules (Aft and Fwd) is a Two anti-rattle systems, used to avoid module
palletized system designed to provide seating of 9 translation, are stored on lavatory aft side with suit-
passengers, for a total of 18 passengers. able provisions and installed, on the ramp and on
The ESCORT modules are powered by the 28 V dc the pallet after loading operation.
BUS 2 (PP2D) through the (PASSENGER COMPT)
– A dedicated wardrobe installed on the pallet left
PAX CTR and PAX REAR circuit breakers and con-
side and utilized as stowage compartment is real-
trolled by the PAX Control Panel.
ized by:
Each of two modules comprise: • two different volume compartments to accom-
– A dedicated pallet, 463L compatible, and internally modate rows of coat hangers with doors fur-
modified to allow location of the electrical system, nished by safety latches and dome light
is equipped with four longitudinal seat tracks activated/controlled by door latch micro switch;
spaced to allow installation of single and double • three volume compartment for miscellaneous
seat adapter plate, a carpet spread on the top of hand bags items with doors furnished by safety
pallet, illuminated emergency escape pathway and latches and dome light activated/controlled by
a dedicated wiring. door latch micro switch.
– Nine civil airline economy class seats, arranged in
3 rows, 3 abreast (double seat unit on RH side and Sidewall Panels
single seat unit on LH side). Each seat is equipped The Sidewall Panels, installed along cargo compart-
with safety belt, life vest pouch, rear meal table, ment in correspondence to VIP/Escort Modules using
baggage bar and PSU with independent oxygen the existing provisions on the a/c. They consists of
system provided on the backrest of the seat. The sidewall rigid lining, installed between STA 10 to STA
first seats row only, for the Fwd Escort module, is 26, that are designed to assure quick installation/re-
equipped with a in arm table. The last seat row moval and are provided with window shades and cut
only, for the Aft Escort Module, is not provided with outs to allow electrical/ECS interface points and a clear
rear meal table. visibility to emergency light sign and accessibility to the
life raft/paratroop doors handles.

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 FAM.1C-27J-1

Figure 1-83 Passengers transport configuration

1-201
FAM.1C-27J-1

A dumping system is provided between panels and in- on the LVTRY SMK DECTR warning light of the PAX
terface point to reduce panels vibration. A dedicated control panel and the ACAWS message “LAVATORY
door panel is realized on the sidewall panel near para- SMK” to come on if a failure is detected, the annuncia-
troop doors, both LH and RH, allowing accessibility tor relevant to the detector does not illuminate and the
and operability to load master panel (LH side) and associated ACAWS warning message does not acti-
emergency portable light (RH side). vate. During the test on ACAWS advisory message
“SMK DETECT IBIT” is displyed on CMDU.
PAX Control Panel
The PAX control panel is located in the flight compart- TROOP TRANSPORT CONFIGURATION
ment, in the center console (Figure 1-83) and provides The aircraft, in the troop transport configuration can
the following controls: carry a maximum number of 46 troops, according to
the limitation described in Section V of this manual.
FASTEN SEAT BELTS pushbutton-indicator

The green caption ON illuminates when the FASTEN Troop Seats

SEAT BELTS pushbutton-indicator is pressed. Light foldable seats (single and double seat type) can
Pressing the FASTEN SEAT BELTS pushbutton-indi- be installed to accomodate 46 people inside the cargo
cator causes the illumination of the fasten seat belts compartment. The seats are arranged in three rows:
signs in the VIP and ESCORT modules and the RE- two rows at the sides of cargo compartment, having 17
TURN TO SEAT signs in the SERVICE module. seating position each (3 on the ramp side) and one
along the longitudinal axis of the aircraft having 12
NO SMOKING pushbutton-indicator seating position. The lateral seats are secured to the
sides of the cargo compartment by means of special
The green caption ON illuminates when the NO support and connecting rods whereas their legs are
SMOKING pushbutton-indicator is pressed. secured by means of fastening studs and quick-re-
Pressing the NO SMOKING pushbutton-indicator lease devices to the cargo compartment and ramp
causes the illumination of the no smoking signs in the floor. All seat are double type except the last three
VIP and ESCORT modules. which are single. When not in use , these seats can be
folded against the sidewalls and not removed so that
the aircraft can be used in different configurations.
CALL OUT annunciator light
The center row seats are secured to the aircraft remov-
The green CALL OUT annunciator light is divided in able structure by means of stanchions (installed be-
two section labeled VIP and LVTRY, when illuminates tween the cargo floor and ceiling), beams and
indicates the request of assistance from the VIP mod- stanchion coupling rods and , when not used, can be
ule and/or lavatory area. removed and stowed onboard in a dedicated bay on
the cargo door without causing any limitation to the op-
erational configuration capability. All seats are double
EMER OXY MASK switch type, like those fitted in side rows.
All seats are equipped with safety belts and pockets for
The EMER OXY MASK momentary switch (spring-
the stowage of emergency life-vests.
loaded to neutral position) is guarded and allows to re-
lease the oxygen masks in the VIP and ESCORT mod-
ules, when the switch is momentary set to ON position.
PARATROOP AIRDROP CONFIGURATION
In the paratroop airdrop configuration the aircraft can
LVTRY SMK DECTR warning light
accomplish air transport missions accommodating up
The LVTRY SMK DECTR warning light has a red SMK to 34 paratroopers according to the limitations de-
caption which illuminates when smoke is detected in scribed in Section V of this manual.
the lavatory area or when the TEST button is pressed. The 34 seats are located along the two cargo compart-
met side rows. All the seats used in this configuration
are the same already described for the troop transport
TEST pushbutton configuration.
The TEST pushbutton permits, when pressed, a test
input to be delivered to the lavatory smoke detector,
which in turn cause the illumination of the SMK caption

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 FAM.1C-27J-1

Paratroop Jump Platforms AIRDROP CONTROL AND MONITORING

SYSTEM
Two metal jump platform, covered on the walking area
with non-skid material, are used to ensure the correct The airdrop control and monitoring system comprises
jump position of the parachutists during the jumping two AERIAL DELIVERY control panels mounted in the
operations through the paratroop doors. The jump plat- flight compartment, a Fwd Load Master control panel
forms are provided with a spring device on the upwind and five airdrop indication panels mounted in the cargo
side and a latch device on rear wind to lock they to the compartment.
door frame. Suitable attaching points on the cargo
compartment floor allow fitting of the platforms when AERIAL DELIVERY Control Panels
the doors are closed, and to make them ready for use
when the doors are opened; Jump platforms are There are two AERIAL DELIVERY control panels in
stowed, folded, on board by means of suitable sup- the flight compartment, one for the pilot located on the
ports on the inner wall of the cargo door. center console, and the other for the copilot located on
the right console (Figure 1-84). The following controls
are located on each AERIAL DELIVERY control panel:
Static Line Anchor Cables
Anchor cables are used to connect the parachute static
CHUTE pushbutton-indicator
lines to the aircraft and for their recovery. They are fitted
to the aircraft structure at frame 7 and at frame 34, one The press-to-actuate type pushbutton-indicator la-
on each side of cargo compartment. beled CHUTE is guarded and has a green outline
Each cable is equipped with a turnbuckle sliding sleeves square caption.
and stops. The cables can be stowed on board in two The green caption illuminates when the CHUTE
drums, one each side of the fuselage and fitted to the LIGHT ENABLE pushbutton-indicator on the Fwd Load
rear walls of the aircraft between frames 31 and 32. Master control panel is pressed by Load Master at the
end of the operational checkout.
Static Line Retrieval System Pressing the pushbutton with the cargo door and ramp
in the airdrop position and green outline square cap-
The Retrieval System normally is used to retrieve para- tion lit, electrically energizes the extraction/drogue
chute lines into the aircraft after deployment. In the parachute release (pendulum hook).
event of on emergency where a parachute line has not
released, the paratrooper can be brought back into the
aircraft by this system. The Retrieval System consists LAPES pushbutton-indicator (inoperative)
of two sets of the electric winch assembly, remote con-
trol pendant assembly and control box.
Fwd Load Master Control Panel
Each winch operates independently on relative static
line anchor cable. When not in use the Retrieval winch- The Fwd Load Master control panel is located beside
es may be stowed on their operating position without the CARGO LIGHTING control panel near the cargo
restricting the dimensions of the loading area. compartment crew entrance door (Figure 1-84) and
provides the following controls:
Hung-Up Parachutist Recovery Assembly
LAMP TEST pushbutton
The Hung-Up Parachutist Recovery Assembly (HU-
PRA) is designed to enable the recovering of static The LAMP TEST momentary pushbutton allows a test
lines and bags in the cargo compartment through para- of the CHUTE LIGHT ENABLE pushbutton-indicator.
troop door, or an eventual hung up parachutist, re- When pressed the green outline square caption illumi-
mained attached to the static line. nates.
Two HUPRA are provided and can be installed in front
of each paratroop door, they can operate independent-
ly on relative static line anchor cable. CHUTE LIGHT ENABLE pushbutton-indicator

The press-to-actuate type pushbutton-indicator la-

beled CHUTE LIGHT ENABLE is guarded and has a
green outline square caption. When the pushbutton is
pressed, the CHUTE LIGHT ENABLE green caption
and CHUTE green caption on both AERIAL DELIV-
ERY control panels illuminate, providing a control logic
readiness for system and visual consensus in cockpit.

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FAM.1C-27J-1

Figure 1-84 AERIAL DELIVERY control panels and airdrop signaling system (sh. 1/2)

1-204
 FAM.1C-27J-1

Figure 1-84 AERIAL DELIVERY control panels and airdrop signaling system (sh. 2/2)

1-205
FAM.1C-27J-1

Paratroop and Load Airdrop Signaling System CARGO AIRDROP CONFIGURATION

The paratroop and load airdrop signaling system (Fig- The aircraft can accomplish cargo airdrop missions us-
ure 1-84) consists of five airdrop indication panels, ing two different methods:
each consisting of a CAUTION (NVIS red) light and a – Gravity airdrop, for standardized loads on A22 type
JUMP (NVIS green) light, located in the cargo com- containers having a maximum weight of 1000 Kg
partment, one at each paratroop door, one at the crew (2204 lbs) each, up to a maximum of 6 containers.
entrance door, and two on left and right sides of the fu-
– Extraction airdrop (high altitude), for standardized
selage, behind the ramp. The lights are controlled from
loads on 88” wide standard modular platforms 12 ft
each AERIAL DELIVERY control panel by two lighted
lenght, up to a maximum gross weight of 9000 Kg
pushbuttons labeled CAUTION and JUMP.
(19842 lbs).
When the CAUTION pushbutton is pressed, the push-
button and cargo compartment CAUTION lights illumi-
nate red; when the JUMP pushbutton is pressed, the Gravity Airdrop
pushbutton and cargo compartment JUMP lights illu-
minate green and the CAUTION pushbutton and lights Using the gravity airdrop method, the cargo is free
are extinguished. Control logic inhibits the JUMP push- from its restraining lanyards (during the flight phases
button from activating jump signals unless the CAU- immediately preceding the airdrop) and leaves the air-
TION pushbutton has been pressed and is illuminated. craft only due to the effect of its weight component
The CAUTION and JUMP lights can be tested (TEST) along the longitudinal axis of the aircraft.
or dimmed (DIM) by a two-position toggle switch la- With this method, it is possible to carry out single or
beled JUMP-CAUTION LIGHTS located on the LOAD multiple airdrops, simultaneously or in sequence. Dur-
MASTER panel near the left paratroop door. ing simultaneous airdrops all loads leave the aircraft
The system is powered by 28 V dc EMER BUS (PP3) together, though no connection exists between them.
via the JUMP DROP circuit breaker. During sequential airdrops, loads leave the aircraft
separately at preset intervals.
Loads are released, according to the type of load, by
CARGO TRANSPORT CONFIGURATION means of shears which are fitted to the shear cables
and connected to a release parachute or to a cable
In the cargo transport configuration, the aircraft can ac- from the static line retrieval winch; loads may also be
complish the following tasks: released using the cargo handling system. When loads
– Transport of vehicles and/or supplies loaded di- are released by means of the release parachute, the
rectly on the floor of the cargo compartment and on parachute is installed on a pendulum arm and is re-
the ramp. leased by a pilot's control. When the winch, or the car-
go handling system is used, the Load Master controls
– Transport of packaged supplies on standard 463L the load release under the authorization of the pilot.
pallets on the following types:
a. up to three 108” x 88”, Extraction Airdrop (High Altitude)
b. up to five 54” x 88”.
When using the extraction system for airdrop opera-
In the first instance, supplies or vehicles are secured in tions, an extraction parachute, aided by a pendulum
the cargo compartment by tie-down devices connected hook, releases the restraining lanyards and extracts
to rings on the floor. the load from the aircraft. This technique allows air-
In the second instance, palletized cargo is secured to dropping of several platforms, either in a continuous
the cargo compartment by the dual rail Cargo Handling sequence or singly.
System (CHS). In the continuous sequence, the first load that leaves
It is also possible to transport miscellaneous contain- the aircraft operates the extraction parachute of the
ers using cargo handling system rollers for cargo han- next load.
dling inside the cargo compartment and the rings on In the single mode, each load leaves the aircraft by
the floor to secure the equipment. The landing gear means of its extraction parachute, fitted to the pendu-
jack extension system, together with the lowering posi- lum hook.
tion of the ramp and auxiliary ground loading ramps,
facilitates loading and off-loading operations.
For maximum payload limitations see Section V of this
manual.

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 FAM.1C-27J-1

Parachute Release System MEDICAL EVACUATION CONFIGURATION

The parachute release system (Figure 1-85) allows de- The aircraft, in the medical configuration, can carry a
ployment of the extraction parachute when the ramp is maximum number of 36 injured people on litters plus 6
open to the airdrop position. slightly injured people and/or medical assistance per-
The following explains the system components: sonnel sitting on light seats. The litters are arranged in
1. An electrically operated hook fitted to a pendulum three longitudinal rows, two of which are on sides of
arm, mounted overhead at the aft end of the cargo the cargo compartment and the third is along the cen-
compartment, which is used to fasten the para- ter. Each row comprises three groups of three of four
chute. On left side of the hook there are three pins frame litters. The light seats are arranged near the
which allow checking of the current hook closed ramp, three per side. They are single seats like those
position. use in the troop transport configuration.

2. An electrical release control in normal operation,

consisting of two guarded pushbutton-indicator la-
beled CHUTE, are located on the pilot and copilot DIGITAL AUTOPILOT/FLIGHT
Aerial Delivery control panel.
DIRECTOR (DA/FD) SYSTEM
3. A mechanical release control, in emergency oper-
ation, provides a back-up to the electrical release
control. Mechanical manual release is actuated by GENERAL
a handle located on the toilet compartment exter-
nal bulkhead. The DA/FD system implements a three-axis self-mon-
itored autopilot and a two-axis flight director to auto-
4. A hook cocking control, consisting of a handle in- matically control the aircraft in flight when selected.
stalled on the same support of the hook. Any desired bank angle and pitch angle, either sepa-
The parachute release system is powered by 28 V dc rately or together, within control range limits, can be
EMER BUS (PP3A) via the (PILOT) CHUTE REL and automatically maintained.
(COPILOT) CHUTE REL circuit breakers. Smooth surface control movements are produced by
signals that are proportional to displacement and rate
of displacement from references in roll, pitch, and yaw
CARGO HANDLING SYSTEM axis. Automatic turn coordination is provided to ensure
the execution of commanded turn maneuvers without
The system comprises two longitudinal restraining slipping, skidding, or loss of aircraft altitude. On-air-
rails, divided into 10 sections, and four rows of convey- craft sensors provide signals proportional to the air-
ors divided into 20 segments and four sections (11, 12, craft state and external environment, and provide
13 and 14). The rail sections are fitted to both sides of servo feedback status.
the cargo compartment and ramp floor. The conveyors
are fitted to the floor by means of pip pins and are ar-
ranged in four rows; two rows at LBL and RBL 325, and SYSTEM DESCRIPTION
two rows at LBL and RBL 832. Conveyors allow load
handling on pallets or on platforms and help to distrib- The DA/FD system consists of two Automatic Flight
ute the cargo weight on the floor. Control Processors (AFCPs) and associated servos
For airdrop of reduced size cargoes (e.g. A22 contain- and controls to allow interface to the flight control sys-
ers), the outer conveyors row are relocate near the air- tem. Some of the functionalities of the system, such as
craft centreline. Lateral and vertical securing of the monitoring and the status display, are accom-
platforms and pallets is ensured by restraining rails plished through the Mission Computer and the CM-
which have a special cross section, while detent latch- DUs. The Flight Directors for each AFCP are
es and detent hooks, fitted on the rails, provide longi- automatically synchronized to the same modes (lateral
tudinal restrain. and vertical). At any given time, one side (pilot or copi-
Two control units, one on left rail and the other on the lot) is in control, providing source data (airspeed, alti-
right rail, allow mechanical operation of the detent tude, CDI selection, etc.) to both the pilot and copilot
latch locking and unlocking mechanism. AFCP.
The flight director on the non-controlling side continues
to compute guidance and send steering commands to
the applicable Primary Flight Display (PFD).

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FAM.1C-27J-1

Figure 1-85 Parachute release system

1-208
 FAM.1C-27J-1

Selection of the side in control may be performed man- In the event of a failed AFCP, the Mission Computer
ually via the PFD menu of the Single Avionics Manage- will, at engagement, select the operational AFCP to
ment Unit (SAMU) or automatically by engagement of the yaw damper. If the AFCP in control of the yaw
either autopilot. When an autopilot is engaged, the damper fails, the yaw damper will disengage. The crew
side in control is always the one associated with the can select the other AFCP for yaw damper control by
engaged autopilot. reselecting the YD switch.
Control of the DA/FD is provided by the DA/FD control
panel, the Reference Set/Warning panels, Heading
Course select panels, and control wheel switches. CONTROLS, INDICATORS AND DISPLAYS
The AFCP is the main processor for the DA/FD. It con- Control, system status and display of DA/FD system is
tains the software and hardware necessary to convert provided by the following:
pilot control panel inputs, aircraft parameters, analog
inputs and MIL-STD-1553B data into servo and steer-
ing commands to accurately, safely and reliably fly the DA/FD Control Panel
aircraft.
The DA/FD control panel (Figure 1-86) provides the
manual interface between the crew and the autopilot.
The DA/FD system is powered as follows:
The DA/FD control panel provides selection of autopi-
lot engagement and disengagement, yaw damper
AFCP 1 is powered by:
function, navigation modes, vertical modes, and
– 115/200 V ac BUS 1 (XP1) via the DA/FD 1 MON- course deviation indication and source selection.
ITOR circuit breaker,
– 28 V dc BUS 1 (PP1A) via the (DA/FD) PROCES- CDI SOURCE selector
SOR 1 circuit breakers
Selects the flight director Navigation Source for the
AFCP 2 is powered by: Course Deviation Indication (CDI) display on the HSI
– 115/200 V ac BUS 2 (XP2) via the DA/FD 2 MON- when in a Navigation Mode. This allows the VOR 1,
ITOR circuit breaker VOR 2, INAV, TACAN 1 and TACAN 2 frequencies to
be selected and provided to the AFCP for the flight di-
– 28 V dc BUS 2 (PP2B) via the (DA/FD) PROCES- rector to capture. The frequencies and the flight plan
SOR 2 circuit breakers are set using the CNI-MU (ICDU). The frequency
source for the Navigation pointers is selected via the
DA/FD Servo Relays is powered by:
SAMU.
– 28 V dc BUS 1 (PP1A) via the (DA/FD) SERVO -
DA circuit breaker. NAV
The DA/FD system does not have an on-off switch.
Selection arms the lateral Navigation Mode (Nav Sys-
When DC power is applied to the aircraft, and circuit
tems, VOR, Localizer, TACAN) of the flight director and
breakers are closed, the AFCPs are powered.
illuminates the ON caption. If the HDG pushbutton was
The flight directors are also active upon activation of
selected prior to NAV, the flight director remains in
aircraft power and with the selection of any mode other
HDG mode until the aircraft enters the lateral course
than Autopilot basic mode (i.e. Pitch Attitude and
capture zone, at which time the HDG pushbutton dis-
Heading Hold mode or Pitch and Roll Attitude Hold
engages and the flight director commands capture and
mode) or Yaw Damper. The flight directors are opera-
track of the selected NAV course.
tional with or without the autopilot engaged.
NAV CAPT will be displayed in the upper left corner
The elevator trim, through the Electronic Control Unit
(DA/FD lateral modes) on the corresponding PFD of
(ECU), provides the autopilot trim capability when the
the side in which the pushbutton was depressed on the
autopilot is engaged.
DA/FD control panel. NAV ARM will display first until a
In addition, a separate yaw damper function can be se-
capture of the frequency of the navigation source se-
lected without engaging the Autopilot to reduce aircraft
lected (i.e. VOR, etc) occurs.
Dutch Roll effects and to assist in coordinated turns.
When engaged, the yaw damper operates through ei-
ther AFCP No. 1 or AFCP No. 2. The Mission Comput- HDG
ers alternate AFCP in control of the yaw damper with
each engagement. Selects Heading select mode and generates a com-
mand to track the heading marker on the HSI and illu-
minates the ON caption.

1-209
FAM.1C-27J-1

When engaged HDG will be displayed in the upper left Both side PFDs will display YAW DAMP in the upper
corner (DA/FD lateral modes) of the corresponding left corner (Autopilot messages/status).
PFD of the side in which the pushbutton was de- The Yaw Damper function is automatically selected
pressed on the DA/FD control panel. whenever any autopilot is selected and is automatical-
ly deselected following any autopilot disengagement.
APPR
AP2
Selection arms the Approach mode of the flight direc-
tor, allows the AFCP to generate steering to track the Engages and disengages the copilot side autopilot and
glideslope as well as the localizer beam, and illumi- illuminates the “4“ caption when in control of the auto-
nates the ON caption. If the HDG pushbutton was se- pilot. Once pressed the AFCP sends the message to
lected prior to APPR, the flight director remains in HDG the panel and the PFDs, which display AP2> in the up-
mode until the aircraft enters the localizer capture per left corner.
zone, at which time the HDG pushbutton disengages
and the flight director commands capture and track of
VS
the localizer beam.
LOC ARM will be displayed in the upper left corner Engages and disengages the Vertical Speed hold
(DA/FD lateral modes) and GS ARM in the upper right mode and illuminates the ON caption when engaged.
corner (DA/FD vertical modes) on the corresponding VS will be displayed in the upper right corner (DA/FD
PFD of the side in which the pushbutton was pressed vertical modes) of the PFDs.
on the DA/FD control panel. Once the signals have This mode provides pitch commands to hold the se-
been captured (ILS) LOC ARM and GS ARM will extin- lected vertical speed reference set on DA/FD control
guish and LOC CAPT and GS CAPT will be displayed. panel. The initial vertical speed reference value is the
Once capture has occurred, HDG mode cannot be en- aircraft vertical speed present when Vertical Speed
gaged until APPR is manually disengaged or Go- mode is selected.
Around engagement occurs.

IAS
BACK
Engages and disengages the Indicated Airspeed
Mode selection arms the Back localizer approach mode and commands the aircraft to maintain the air-
mode to use the ILS back localizer for lateral guidance speed (SPD) as selected on the Reference Set/Warn-
and illuminates the ON caption. BACK ARM will be dis- ing panel and illuminates the ON caption when
played in the upper left corner (DA/FD lateral modes) engaged.
of the corresponding PFD of the side in which the Airspeed is maintained by varying the pitch attitude of
pushbutton was pressed on the DA/FD control panel. the aircraft. The initial speed is the current aircraft
Once the signal has been captured (ILS) BACK ARM speed when IAS mode is selected. Airspeed adjust-
will extinguish and BACK CAPT will be displayed, and ment can be made using the SPD reference select
attempting to select any Flight Director mode other knob on the Reference Set/Warning panel.
than HDG or Go-Around will be ignored. IAS will be displayed in the upper right corner (DA/FD
vertical modes) of the PFDs.
AP1
ALT
Engages and disengages the pilot side autopilot and il-
luminates the ”3“ caption when in control of the auto- Engages and disengages the Altitude hold mode at the
pilot. Once pressed the AFCP sends the message to altitude existing at the time of engagement and illumi-
the panel and the PFDs, which display <AP1 in the up- nates the ON caption when engaged. The ALT hold
per left corner. ON caption will also come on after initiation of the alti-
tude capture/round-out when the DA/FD is in Altitude
YD Select (ALTITUDE) mode, indicating acquisition of the
selected altitude has begun. The Altitude Select mode
Selects Yaw Damper from AFCP No. 1 when available, is always armed.
otherwise it will select AFCP No. 2 and illuminates the ALT HOLD will be displayed in the upper right corner
ON caption when engaged. (DA/FD vertical modes) of the PFDs.

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 FAM.1C-27J-1

VERTICAL SPEED display Altitude reference MIN B/MIN R pushbutton

In VS Mode, displays the selected vertical speed refer- Allows selection of the altitude parameter to be pre-
ence. Negative values are preceded with a minus sign sented on the ALT REF display and thus enables mod-
(-). Range is between +3500 fpm and –3500 fpm ification of that parameter via the Altitude Reference
rounded to the nearest 100 fpm. If VS mode is not se- Select Knob. As the default, the pushbutton is unlit and
lected, display is blank. Altitude Reference is presented.
From this condition, pressing the pushbutton once will
result in illumination of the caption MIN B and presen-
Vertical speed select knob
tation of the barometric minimums on the ALT REF dis-
Provides the pilot interface to select desired vertical play. This altitude is also displayed on the PFDs below
speed reference value in VS mode. When VS mode is the MIN label and as a cyan line on the altitude scale.
first activated, the VERTICAL SPEED display will Pressing the pushbutton a second time results in illu-
show the current aircraft vertical speed. The pilots can mination of the caption MIN R and the presentation of
then use the knob to increase or decrease the com- the radar minimums on the ALT REF display. This alti-
manded vertical speed in increments of 100 fpm. tude is also displayed on the PFDs below the radar al-
Pressing the knob has no effect on display or system titude AGL box.
operation. Pressing a third time returns to the default mode
(pushbutton extinguished and the Altitude Reference
displayed in the ALT REF display).
Reference Set/Warning Panel When in MIN B or MIN R mode, if no inputs are made
using the Altitude Reference Select Knob for 10 sec-
The Reference Set/Warning panels (Figure 1-86) pro-
onds, the pushbutton returns to the default mode.
vides the manual interface to set reference values for
selected aircraft parameters.
SPD display
ALT REF display Displays the Indicated Airspeed reference value se-
lected by the pilot through the IAS reference select
Normally displays the selected/armed desired Altitude
knob. When the IAS mode is initially selected by press-
Reference (MIN B and MIN R captions unlit). This alti-
ing the IAS pushbutton on DA/FD control panel, the air-
tude is also displayed on the PFDs above the altitude
craft current speed is displayed in knots. This speed is
scale in cyan.
also displayed on the PFDs above the airspeed scale
According to the pilot selection on the altitude refer-
and as a cyan indexed bug on the airspeed scale.
ence MIN B/MIN R pushbutton it alternatively displays
the Barometric Altitude Minimum (MIN B caption lit) or
Radar Altitude Minimum (MIN R caption lit), and cy- IAS reference select knob
cling back to the default selected/armed desired Alti-
tude Reference display. Allows the pilots to set the Indicated Airspeed in incre-
ments of 1 knot. The range is from 30 knots to 350
knots. This value will be synchronized with the actual
Altitude reference select knob indicated airspeed if IAS mode is selected on the DA/
FD control panel.
Enables selection of the desired altitude or baro/radar
Pushing the knob will extinguish the desired speed
minimum reference depending on the selection on the
bug of the corresponding PFD airspeed scale (i.e. pilot
altitude reference MIN B/MIN R pushbutton.
side Reference Set/Warning panel corresponds with
When the ALT REF display is in the default state
the pilot’s PFD).
(showing Altitude Reference), pressing the knob re-
sults in synchronizing the display to the current aircraft
altitude (to the nearest 100 feet). BARO SET display
When the ALT REF display is in the MIN B mode,
pressing the knob results in clearing the barometric Displays the selected barometric reference in the units
minimum reference from the display and the PFD. requested by the SAMU. The baro setting is displayed
When the ALT REF display is in the MIN R mode, on the corresponding PFD as well (i.e. pilot side Refer-
pressing the knob has no effect. ence Set/Warning panel corresponds with the pilot’s
PFD).

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FAM.1C-27J-1

Barometric reference select knob When a pilot's side autopilot is engaged the center por-
tion of the climb/dive marker symbol is displayed as a
Enables selection of the desired barometric setting. diamond rather than the circle, which is displayed
When the knob is pushed, the display will show the when the autopilot is not engaged. When the onside
standard sea level Barometric setting in In Hg or milli- data sources are providing data for flight director com-
bars, depending upon the SAMU selection. When the putations, the “active” Flight Director symbology on the
value is changed, the altitude value is affected on the PFD is displayed with solid amber graphics.
corresponding PFD in order to display corrected baro- When the offside data sources are providing data for
metric altitude (i.e. pilot side Reference Set/Warning flight director computations, the “stand-by” Flight Di-
panel corresponds with the pilot’s PFD). rector symbology appears as dashed amber graphics.
For further discussion, refer to paragraph titled CMDU
MASTER WARNING PRIMARY FLIGHT DISPLAY (PFD).

Displays Master Warning annunciation. Refer to para-

graph titled ADVISORY, CAUTION AND WARNING DA/FD Mode Annunciation
SYSTEM (ACAWS). DA/FD mode annunciations are displayed on the Pi-
lot's and Copilot's PFD above FPDI to provide indica-
MASTER CAUTION tions of the current DA/FD modes messages/status.
Refer to subparagraph titled Flight Path Director Indi-
Displays Master Caution annunciation. Refer to para- cator within paragraph titled CMDU PRIMARY FLIGHT
graph titled ADVISORY, CAUTION AND WARNING DISPLAY (PFD).
SYSTEM (ACAWS).
Heading/Course Select Panel
SAMU Controls (Figure 1-95)
Two Heading/Course select panels (Figure 1-86), one
The SAMUs provide pilot control of the data sources for the Pilot and one for the Copilot are located on the
used by the AFCPs. The SAMU menu containing the center console. Each panel has a HEADING and
selections is accessed by pressing PFD hard-key. COURSE selector knob. Rotating the COURSE knob
The third soft-key on the left of the PFD menu can be to the desired course sets the HSI course arrow. The
used to select FD 1 (pilot) sources, FD 2 (copilot) course arrow on Pilot's and Copilot's HSI is set inde-
sources, or to select the Flight Director OFF on the pendently. Rotating either HEADING knob moves both
PFD. If an autopilot is engaged, the selection automat- pilot and copilot HSI heading bugs simultaneously.
ically changes to reflect the Flight Director associated Only one heading can be set for both HSI's.
with the engaged autopilot (FD 1 for AFCP No. 1 and Pressing the COURSE knob synchronizes the course
FD 2 for AFCP No. 2). The selection cannot be pointer bar to the current aircraft course.
changed by the pilots when the autopilot is engaged. Pressing the HEADING knob synchronizes the head-
ing marker to the current aircraft heading.
Primary Flight Displays (CMDU)
Normal and Standby Pitch Trim Position
Each AFCP provides an independent two-axis attitude Indicator
steering command. The AFCP interfaces with the
CMDU PFD via the mission computers and the Right This pitch trim position indicator, labeled NORMAL, is
and Left Avionics (A&B) 1553B Display Buses. The located on the combined trim indicator (TRIMS) (Fig-
AFCP No. 1 provides steering signals to the pilot PFD, ure 1-86) on the left forward area of the center console.
and the AFCP No. 2 provides steering signals to the Only the pitch trim position indicator is referenced for
copilot PFD. Steering cues are represented on the dis- the autoflight control system. The indicator dial face is
plays as the Flight Path Director Indicator (FPDI) guid- calibrated from the neutral position 0, to -11.25° (up)
ance display for flight path, aircraft pitch and roll, and and +7.5° (down) in 5-degree increments of pitch trim.
flight director information (Figure 1-118). The sector on the scale covering the range -2.5° (up)
To use flight director guidance information in manual thru +4.3° (down) is coloured green identifying the nor-
flight, the climb/dive marker shall be maneuvered so mal take-off range. The scale section between -2.5°
that the command ball is centered in the circular por- and -6.5° is indicated by a dashed green line identify-
tion of the climb/dive marker symbol. In this way the ing the tactical take-off range (-6.5° ÷ +4.3°). The tape
command ball serves as a “fly to” command. scale outside the pitch trim limits is identified by red
The autopilot automatically keeps the command ball and white stripes. ACAWS provides a take-off configu-
centered in the climb/dive marker symbol. ration alert if trim is not set in the take-off trim range.

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 FAM.1C-27J-1

Figure 1-86 DA/FD system controls, indicators and displays (sh. 1/2)

1-213
FAM.1C-27J-1

Figure 1-86 DA/FD system controls, indicators and displays (sh. 2/2)

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 FAM.1C-27J-1

Control Wheel Switches Placing the Normal/Emergency Pitch Trim switch in the
EMER position or the PITCH STBY switch in either
The pilot and copilot control wheels (Figure 1-86) have NOSE UP or NOSE DN position will automatically dis-
switches that affect the DA/FD system. engage the autopilot.

A/P disengage button

BASIC AIRCRAFT CONTROL
Momentarily depression of either pilot or copilot A/P
disengage button causes a complete autopilot discon- The aerodynamic stability designed into the aircraft is
nection. augmented by the autopilot to provide full stabilization
of aircraft attitude whenever the autopilot is engaged.
The autopilot damps out pitch and roll perturbations of
Go-Around button the aircraft to provide a stable flight path.
It supplies rate damping in all axes to smooth out the
When momentarily pressed, this button will disengage dynamic effects of Dutch Roll, and short period oscilla-
any engaged lateral capture and/or vertical FD modes, tions. Initial engagement of the autopilot before any
and any engaged autopilot. The pilot and copilot PFD flight director mode is engaged is the autopilot most
will display a GO ARND annunciation in the upper right basic operational state, i.e. Pitch Attitude and Heading
corner (DA/FD vertical modes). Hold mode or Pitch Attitude and Bank Hold mode
The flight director then provides a 7.5 degree pitch-up based on the aircraft flight conditions at the time of au-
steering command, synchronizes heading select to the topilot engagement.
lubber line of the flight director in control and engages A proportional attitude command, based on the syn-
HDG select Flight Director mode. Selection of another chronized attitude, is combined with the inner loop at-
flight director vertical mode, disengagement of HDG titude and attitude rate to generate the servo command
select, or a second activation of the go-around button to hold/adjust attitude.
will disengage the go-around mode.

Touch Control Steering (TCS) button AUTOMATIC FLIGHT CONTROL MODE

DETERMINATION AND ENGAGE LOGIC
When the TCS button is pressed and held, it activates
The AFCP mode determination and engage logic func-
Touch Control Steering mode and de-clutches the ele-
tion coordinates the conditions and requirements for
vator and aileron autopilot servomotors. This allows
engagement and disengagement of the autopilot and
manual pitch and roll maneuvering but continues to
the various flight director modes. Mode status is pro-
monitor the position of the aircraft and all the captured
vided by the AFCP to the Mission Computer for display
flight director modes, other than vertical modes.
on the PFD's.
When the TCS button is released, if the autopilot en-
The most basic (or default) autopilot mode and steer-
gagement conditions are satisfied, the autopilot servo-
ing commands are entered via the DA/FD control pan-
motors will re-engage and assume the new attitude.
el and the controls on either control wheel. The flight
director modes are entered via the DA/FD control pan-
Normal pitch trim switch el. The Reference Set/Warning panel allows entering
specific reference value parameters used primarily in
The pitch trim switch controls the Elevator pitch trim support of the Flight Director modes.
when the autopilot is not engaged. When the autopilot The pilot and copilot control wheel switches provide an
is engaged, automatic pitch trim command is provided additional way to switch some of the most important
by the AFCP to the ECU. If either yoke elevator trim DA/FD modes.
switch is activated while in the autopilot mode, the au-
topilot automatically disengages.
Autopilot Engage Logic
Normal/Emergency Pitch Trim Switch Switches on the DA/FD control panel are used to en-
gage the autopilot. The autopilot servomotors clutches
The Normal/Emergency Pitch Trim (PITCH MODE) will not engage, even if the switch is held in the engage
switch (Figure 1-86) is located on the FCS 2 control position, until the autopilot and the required interface
panel on the aft center console. The Normal/Emergen- systems have reached a fully operable condition (i.e.,
cy Pitch Trim switch must be in the NORM position to servo loops are synchronized).
allow autopilot engagement.

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FAM.1C-27J-1

The following conditions are required to engage, and – Initiation of Go-Around mode.
maintain engagement of the autopilot:
– Detection of failure by DA/FD BIT or servo monitor-
– Autopilot disconnect button on either control wheel ing logic.
is not pressed.
– Degradation (validity loss) in signals required from
– Go-around button on either control wheel is not interfacing systems, including the loss of commu-
pressed. nication with the mission computer on the left and
right avionics data bus.
– No engage related DA/FD BIT or servo monitoring
failures are present. – Flight crew inputs at either the control wheel or rud-
der pedals overpower the autopilot servo authority
– Elevator trim switches are off.
to the point that the DA/FD servo monitoring func-
– Normal/Emergency Pitch Trim (PITCH MODE) tion disconnects the autopilot.
switch on the FCS 2 control panel is in the NORM – Bank angle greater than 38 degrees (other than
position. when TCS is active).
– DADS QC (dynamic pressure) data is received. The following conditions are monitored by the Mission
– Electrical power is available to servo clutches. Computers for generating an automatic autopilot dis-
engagement command on the left and right avionics
– Flap angle position is valid. data bus:
– Flap Asymmetry is valid. – Reported failures in the primary flight control sys-
tem.
– EGI reference is valid.
– Activation of manual air speed selected on the
– DA/FD control panel, P/CP Reference Set/Warn-
FCS control panel.
ing panels and P/CP Heading/Course select pan-
els are all valid. – Actuation of autopilot engagement button on either
control wheel.
– No stall condition Special Alert is active.
– Disengagement via autopilot engage switch on the
– Normal G load is not exceeded.
DA/FD control panel.
– No BIU failure present or Avionics System in BIU
– Stall condition detected (i.e., 1.05 VS) with autopi-
backup mode (as a minimum, single MC mode op-
lot engaged.
erational).
– Avionics control system reverts to BIU backup
When either AP1 or AP2 pushbutton on the DA/FD
mode (i.e., dual MC failure).
Control panel is activated and the engagement condi-
tions are satisfied, the selected AFCP will provide a – Aircraft under autopilot control has exceeded nor-
signal to engage the clutches of the servos. mal G load factor (i.e., Nz < 0.3 or Nz > 1.7).

Autopilot Disengagement DA/FD MODES OF OPERATION

The autopilot will disengage as a result of the following
The DA/FD modes are used to provide flight guidance
conditions:
and control to maintain selected aircraft attitude, navi-
– Loss of AC or DC electrical power to the AFCP. gation, and flight performance. The flight director
modes are determined via pushbuttons on the DA/FD
– Actuation of autopilot disconnect button on either control panel.
control wheel. When the autopilot on the same side (either pilot or co-
– Disengagement via either AP1 or AP2 pushbutton pilot) has been engaged the corresponding Flight Di-
on the DA/FD control panel. rector has the control.

– Loss of normal Pitch Trim or Normal/Emergency

Pitch Trim switch on the FCS 2 control panel set Flight Director
other than NORM position. The flight directors can be used to setup guidance
– Actuation of pitch trim switch when autopilot is en- cues to external reference sources based on the mode
gaged. selections set through the DA/FD control panel.

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 FAM.1C-27J-1

Both flight directors are always synchronized to the VS or IAS mode can be engaged at the same time AL-
same modes and compute flight guidance for display TITUDE mode is enabled and will automatically disen-
on the respective PFDs. The reference sources (e.g., gage when entering the ALTITUDE capture round-out
altimeter, CDI source, INU, etc.) used to compute this maneuver. The pitch command control then switches
guidance are dependent on the side (pilot or copilot) in to the Altitude (ALT) Hold mode.
control. If the pilot side is in control, the pilot selected When in the APPR mode, the ALTITUDE mode may be
sources are used by both flight directors to compute enabled until glideslope capture occurs, then the ALTI-
guidance. In this case, the copilot flight director is dis- TUDE mode will disengage and be locked out.
played on the PFD using the offside “stand-by” symbol-
ogy (dashed amber graphics). Similarly, if the copilot
HEADING SELECT (HDG) MODE
side is in control, the copilot selected sources are used
by both flight directors and the pilot PFD symbology in- The HDG pushbutton engages the Heading Select
dicates that the offside (copilot) sources are in control. (HDG) mode and generates a command to turn the air-
The Flight Director modes selected on the DA/FD Con- craft and track the heading marker and illuminates the
trol Panel are listed and described below: ON caption. The HDG mode is compatible with both
NAV and APPR modes; however, when the NAV mode
ALTITUDE (ALT) HOLD MODE or APPR mode is selected and enters its capture
phase, the HDG mode is automatically disengaged. If
The ALT pushbutton engages the Altitude (ALT) Hold already in the NAV or BACK mode, selecting HDG will
mode at the altitude existing at the time of engagement disengage the present mode and initiate transition to
and illuminates the ON caption. the HDG mode. Once capture has occurred in APPR
The ALT hold ON caption will also illuminate after initi- mode, HDG can not be engaged until APPR is manu-
ation of the altitude capture/round-out when the DA/FD ally disengaged or Go-Around engagement occurs.
is under the control of Altitude Select (ALTITUDE)
mode; indicating acquisition of the selected altitude
NAVIGATION (NAV) MODE
has begun. When the APPR pushbutton is selected
and a glideslope capture occurs, the ALT hold ON cap- The NAV pushbutton arms the Lateral Navigation
tion goes off. If either the VS or IAS pushbutton is (NAV) mode (NAV systems, VOR, localizer, and
pressed when the ALT mode is engaged, the mode will TACAN) of the flight director and illuminates the ON
automatically disengage and the DA/FD will transfer to caption. If the HDG switch was selected prior to NAV
the selected mode. selection, the flight director remains in HDG mode until
In Flight Director only mode, deviation of more than the aircraft enters the lateral course capture zone, at
1000 feet from the selected altitude deselects the alti- which time the HDG pushbutton disengages and the
tude hold function. A pitch up compensation, based on flight director commands capture of course and track.
roll attitude, is processed by the mission computer and Selecting HDG mode when the NAV mode is selected
used to prevent altitude loss during a turn. Flap com- will disengage the NAV mode. If NAV mode is engaged
pensation, based on flap position rates, is processed and APPR pushbutton is pressed, the NAV pushbutton
by the mission computer and used to prevent altitude will disengage and the APPR mode arms.
gain during flap transition. In the NAV mode, VOR, TACAN, or CNI-MS roll com-
mands are generated to capture and track a VOR or
ALTITUDE SELECT (ALTITUDE) MODE TACAN radial. During the capture phase, the com-
mand is based on course error and VOR or TACAN de-
The Altitude Select (ALTITUDE) mode is always viation. The capture point is determined based on
armed. Once an altitude is selected and is displayed in deviation, course error, and deviation rate. When over
the ALT REF display on the Reference Set/Warning the navigation aid, the current selected course is held
panel, the aircraft must be in the proper pitch configu- until exiting the zone of confusion directly over the nav-
ration. igation aid antenna.
This can be done in Flight Director only mode by man-
ually putting the aircraft in a pitch up or pitch down at- If NAV fails to engage, perform a DIRECT TO, to the
titude to correspond with the new altitude reference. desired waypoint while NAV ARM is active. Refer to
With the autopilot coupled with Altitude Select mode, ENROUTE FLIGHT PLANNING FUNCTIONS under
TCS button can be used to put the aircraft in a pitch up paragraph titled FLIGHT MANAGEMENT SYSTEM
or pitch down attitude. Altitude capture criteria is used and CNI-MU DIR/INTC pages (refer to the FAM.1C-
to initiate the altitude capture roundout. 27J-1A manual).

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FAM.1C-27J-1

APPROACH (APPR) MODE Once the flight director has engaged and captured in
the BACK mode, attempting to select any FD mode
The APPR pushbutton arms the Approach (APPR) other than HDG or Go-Around will be ignored by the
mode, allowing the AFCP to generate steering signals mode logic within the controlling AFCP. To deselect the
to track the localizer and glideslope beam and illumi- BACK mode requires that the BACK pushbutton on the
nates the ON caption. If the NAV mode was previously DA/FD control panel be pressed again.
engaged, actuation of the APPR pushbutton will auto-
matically disengage the NAV mode.
The flight director remains in localizer capture mode VERTICAL SPEED (VS) HOLD/ADJUST MODE
until the aircraft is within the glideslope capture zone,
The VS pushbutton engages the Vertical Speed (VS)
at which time the AFCP commands glideslope capture
Hold mode and illuminates the ON caption. At the
and track, as well as localizer track.
same time, the VERTICAL SPEED display on the DA/
If the HDG pushbutton was selected prior to APPR, the
FD control panel is activated and set to the vertical
flight director remains in HDG mode until the aircraft
speed existing at the time of engagement (rounded to
enters the localizer capture zone, at which time the
the nearest 100 fpm).
HDG pushbutton disengages and the flight director
When engaged the autopilot controls pitch attitude to
commands capture and track of the ILS. Once the
maintain the vertical speed at the time of engagement.
flight director has engaged and captured in the APPR
To change the current vertical speed or initiate a climb
mode, attempting to select any FD mode other than
or dive from level flight, the commanded vertical speed
Go-Around will be ignored by the mode logic within the
can be adjusted by the pilots in increments of 100 fpm
controlling AFCP. To deselect the APPR mode re-
using the Vertical Speed select knob on the DA/FD
quires that the APPR pushbutton on the DA/FD control
control panel. The autopilot will initiate a pitch manuev-
panel be pressed again. In the APPR mode, Instru-
er to capture the commanded vertical speed. The VS
ment Landing System (ILS) roll commands are gener-
mode is compatible with Altitude Select (ALTITUDE)
ated to capture and track the ILS beam. During the
mode, but will automatically disengage upon entering
capture phase, the command is based on course error
the altitude capture round-out phase of Altitude Select
and ILS deviation. The capture point is determined
mode. When VS mode is not engaged, the VERTICAL
based on deviation, course error, and deviation rate.
SPEED display is extinguished. A vertical speed error
In the APPR mode glideslope commands are generat-
command, based on a synchronized vertical speed (al-
ed to capture and track the glideslope beam. During
titude rate), is generated to hold vertical speed.
capture phase, the command is based on the differ-
ence between a pre-determined flight path angle and
pseudo flight path angle (true airspeed/altitude, gives INDICATED AIRSPEED (IAS) MODE
pseudo flight path angle). The capture point is deter-
mined based on glideslope deviation and cannot occur The IAS pushbutton, when pressed, places the flight
unless localizer capture has already occurred. director in the Indicated Airspeed (IAS) mode and illu-
While the flight director is in the APPR mode, engaged minates the ON caution. The flight director commands
and captured, pressing either the HDG or NAV select the aircraft to maintain the indicated airspeed selected
pushbuttons will be ignored. on the Reference Set/Warning Panel and will maintain
the speed by varying the pitch attitude of the aircraft.
This mode also is compatible with the Altitude Select
BACKCOURSE (BACK) MODE (ALTITUDE) mode, but will automatically disengage
upon entering the altitude capture round-out phase of
Backcourse is a non-precision supplementary ap-
Altitude Select mode. Upon initial engagement of the
proach mode used when attempting to land the aircraft
IAS mode, the reference airspeed (SPD) will be syn-
180 degrees out of the normal approach pattern to a
chronized to the current indicated airspeed to prevent
runway. The BACK pushbutton actuation causes the
transients. Subsequent adjustments to that command-
ON caption to illuminate when this approach mode is
ed airspeed can be made using the SPD reference se-
armed, allowing the AFCP AFCP to generate steering
lect knob on the Reference Set/Warning panel. A pitch
signals to track the ILS localizer beam.
command is generated to hold indicated airspeed. The
Any previously engaged HDG or NAV mode is auto-
SPD hold/adjust command is based on the difference
matically disengaged when the BACK mode is select-
between the selected indicated airspeed and the actu-
ed. The flight director performs localizer capture mode
al indicated airspeed.
only and glideslope capture is inhibited.

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 FAM.1C-27J-1

Autopilot Modes TOUCH CONTROL STEERING (TCS)

These are the most basic modes of the autopilot func-
tion whereby either pilot enables the autopilot function NOTE
to control the relative flight path of the aircraft. When operating the TCS function, the Pi-
Input settings are primarily from the Reference Set/ lot flying is required to monitor the aircraft
Warning panels, DA/FD control panel, Heading/ attitude upon release of TCS button in or-
Course select panels and control wheels. Listed and der to verify the positive re-engagement
described below are the selectable autopilot modes via of Autopilot in basic mode and holding the
the DA/FD control panel and the control wheel button new selected attitude.
for the Touch Control Steering.

Touch Control Steering (TCS) During Autopilot Only

YAW DAMPER Mode
The Yaw Damper is a part of the autopilot function that When an autopilot is engaged TCS allows either pilot
can be independently selected without engaging an to manually control the aircraft without disengaging the
autopilot. The Yaw Damper (YD) mode is used to active autopilot. The TCS button (Figure 1-86) on ei-
dampen the dutch roll and control side slip effects. The ther control wheel must be pressed to initiate TCS
YD mode is selected by pressing the YD pushbutton of manual control. When the TCS button is pressed with
the DA/FD control panel. The MCs alternate the selec- an autopilot engaged, the elevator and aileron autopi-
tion of which AFCP is in control of the Yaw Damper lot servomotors are de-clutched, but the active autopi-
function. If either AFCP fails to engage, the MC will an- lot remain engaged for continuous monitoring. The
nunciate this as a failure of that LRU. rudder servomotor will remain engaged in order to
Pressing the YD pushbutton again will now route the compensate for yaw movement.
request to the other AFCP. Both pilot and copilot PFD The TCS annunciation appears in the upper right hand
will display a YAW DAMP annunciation in the upper left portion of the pilot and copilot PFD whenever the TCS
corner regardless which AFCP has engaged. button is pressed and the autopilot is de-clutched. The
pilot in control can now manually fly the aircraft in pitch
AUTOPILOT MODES and roll. While the TCS button is pressed, the autopilot
continuously synchronizes the pitch and roll referenc-
With no flight director mode engaged, selecting an au- es to the current aircraft pitch and roll attitudes.
topilot will result in it engaging in one of two default au- The aircraft may be flown outside of the autopilot en-
topilot only modes based on the aircraft flight gagement limits without the autopilot disengaging, pro-
conditions at the time of autopilot engagement. If the vided the TCS button is pressed. If the engagement
aircraft is in level flight conditions (i.e., bank angle is criteria are met, the autopilot will re-clutch the servos,
less than 6 degrees), the autopilot will default into establishing pitch attitude hold with either heading hold
Heading Hold mode, if bank angle is equal to or greater or roll attitude hold based on these new pitch and roll
than 6 degrees, Roll Attitude Hold mode is selected. references set upon release from a TCS maneuver.
For the basic autopilot only modes, either <AP1 or
AP2> annunciation depending on which autopilot has
Touch Control Steering (TCS) During Autopilot / Flight
been selected will be displayed in the upper left corner
Director Coupled Modes
the PFD.
Any selected Flight Director mode will be removed
AUTO PITCH TRIM CONTROL when the TCS button is pressed. The annunciations
for the previous Flight Director mode will be removed
Automatic elevator trim information is provided by and the TCS annunciation will appear in the upper right
the AFCP based on FCS 2 Control Panel selections hand corner of the pilot and copilot PFD.
and made available to the Electronic Control Unit (Q- Once released, the autopilot will re-engage just as if it
Feel, RTLU, Trim). The trim operation is fully moni- was an initial engagement, but with the following two
tored for runaway trim, no trim, and opposite trim. exceptions:
The Electronic Control Unit has its own monitoring so
there is redundant monitoring for any elevator trim fail- 1. In the Approach mode, once the Glideslope has
ure. Any failure in the trim monitoring will cause the au- transitioned from armed (GS ARM) to captured
topilot to disengage. The elevator trim is used to (GS CAPT), the TCS request is ignored by the en-
remove forces on the elevator controls and is active gaged autopilot;
any time the autopilot is engaged.

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2. In the Navigation (NAV) mode, TCS can be used to REFERENCE SET/WARNING PANEL
update the aircraft attitude if the control state is still
armed (NAV ARM displayed on PFD). If the control The status of the Reference Set/Warning panels is pro-
has already transitioned to captured, pressing the vided by the AFCPs. Air data for Minimums (ALT REF),
TCS button will result in the existing coupled NAV Indicated Airspeed (SPD), and the Barometric Setting
mode being removed. (BARO SET) are supplied to the panel via the Mission
Computer, which receives the data from the Air Data
The TCS function is inhibited when no autopilot is en- Computer and the Embedded Global Position/Inertial
gaged. Navigation (EGI). The MC controls the MASTER CAU-
TION and MASTER WARNING lights.
Autopilot/Flight Director Coupling
ACAWS SPECIAL ALERTS
The autopilot function has the capability to be coupled
with any existing flight director mode. This is accom- The DA/FD system monitors system status and fault
plished automatically via the AFCP mode logic and is conditions. ACAWS Special Alerts are displayed on the
dependent upon whether or not flight director modes PFD and system status is reflected on the DA/FD con-
are selected before or after autopilot engagement. trol panel and Reference Set/Warning panel.
When an autopilot is engaged with no flight director
mode active, the autopilot will revert to a basic autopi-
lot only mode. If a pitch or roll flight director mode is MISSION COMPUTER STATUS
subsequently selected, then the engaged autopilot will
Each AFCP is independently responsible for reporting
automatically couple to the selected pitch/roll flight di-
the AFCP status to the MC. Annunciation messages
rector mode when the flight director mode becomes
are then displayed on the PFDs.
active, provided that the autopilot engagement criteria
are met. The autopilot function can also be engaged
and coupled to a flight director mode that has been DA/FD SYSTEM ACAWS MESSAGES
previously captured. In this case the magnitude of the
flight director steering error is evaluated by the en- ACAWS messages, conditions, and crew action for a
gaged AFCP. Autopilot coupling will occur if the steer- specific message is listed in Section III of this manual.
ing errors are within tolerances (5 degrees FD pitch The following table lists the ACAWS messages and the
command, 20 degrees of FD roll command), causing message urgency level.
the autopilot to automatically steer the aircraft to satis- SPECIAL ALERT
fy the flight director steering commands.
If steering errors are greater than the coupling toler- 1000 TO GO
300
ances in the pitch or roll axis, the autopilot remains in
its basic mode in the axis out of tolerance until the tol- AUTOPILOT (Voice only)
erances fall within coupling limits. CHECK ALTITUDE
CAUTION
System Status Indication Display
AUTOPILOT SVO DISABLED
The Autopilot system status is displayed through the CP AUTOPILOT FAIL
relevant symbologies and ACAWS messages on the
CMDU, and through indications on Reference Set/ P AUTOPILOT FAIL
Warning panel and DA/FD control panel. ADVISORY

CP AUTOPILOT UNAVAIL
DA/FD CONTROL PANEL CP DA/FD CTL PNL FAIL
CP DA/FD CTL PNL FAULT
The status of the DA/FD control panel is provided by CP HDG/CRS PNL FAIL
CP HDG/CRS PNL FAULT
the AFCPs. Each AFCP, through the mission comput- CP REF SET PNL FAIL
er, controls its respective engage/disengage pushbut- CP REF SET PNL FAULT
ton on DA/FD control panel. The AFCPs also control NAV MODE DISENGAGE
the ON captions for each of the modes when selected.
The CDI SOURCE selectors select the navigation P AUTOPILOT UNAVAIL
P DA/FD CTL PNL FAIL
source for the HSI Course Deviation Indicator on the P DA/FD CTL PNL FAULT
PFD via the respective AFCP. P HDG/CRS PNL FAIL
P HDG/CRS PNL FAULT

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P REF SET PNL FAIL Several systems exist only as software resident in the
P REF SET PNL FAULT MCs. The MCs control the information exchange with
the avionics systems via MIL-STD-1553B data buses.
The aircraft employs nine separate, dual channel, MIL-
STD-1553B serial data buses to collect and distribute
AVIONICS SYSTEMS information to the various subsystems. A Bus Control-
ler (BC) controls each data bus. The BCs serve as in-
tegrating processors in that they transmit information
GENERAL to/from the other devices on the bus that are either
The following avionics equipment controls provide ac- Backup Bus Controllers (BBC) or Remote Terminals
cess to all the Communication systems, Navigation (RT). The BCs request information from the RTs.
systems, and Displays in the aircraft: The RTs, upon receiving a command from the BC,
transmit the desired information to the BC. The BBCs
– Two Communication / Navigation / Identification - act as remote terminals until a BC fails to operate. If
Management Unit (Integrated Control Display Unit) that happens, the BBC assumes control of the data
CNI-MU (ICDU) bus and performs the same function.
The MCs function as the BCs and BBCs for the Avion-
– Communication / Navigation / Radio Panel
ics, Panel, and Display Buses, and the Interprocessor
(CNRP)
Communications (IPC) Bus. The Communication /
– Two Single Avionics Management Unit (SAMU) Navigation / Identification - System Processors (CNI-
SPs) serve as the BCs and BBCs for the Comm / Nav
– Five Color Multipurpose Display Units (CMDU) Buses.
– Remote Radio Set Control (RRSC) Mission computer No. 1 serves as the BC on four bus-
es (left Avionics, Panel, and Display Buses and the
Refer to Figure 1-87 for equipment locations. IPC Bus) and BBC on the other three (right Avionics,
Panel, and Display Buses).
Mission computer No. 2 is the BC on three buses (right
AVIONICS ARCHITECTURE Avionics, Panel, and Display Buses) and BBC on the
other four (left Avionics, Panel, and Display Buses, and
Refer to Figure 1-88 for an overall view of the aircraft
IPC Bus). If one MC fails, the other MC assumes con-
avionics architecture.
trol of all seven buses with minor loss of system inte-
gration performance.
ANTENNA LOCATIONS CNI-SP No. 1 and No. 2 act as the BCs and BBCs for
the left and right Comm/Nav Buses. The mission com-
The locations of all antennas on the aircraft are shown puters perform only as RTs on the Comm/Nav Buses.
in Figure 1-89. If both MCs fail, the BIUs assume the BC functions for
the buses they are connected to. In this role, the BIUs
perform the MC flight critical functions to ensure
enough capability is maintained to get the aircraft
SYSTEM INTEGRATION AND home safely.
The IPC Bus is used to transfer information between
DISPLAY the primary components of the MCS, the two MCs, and
the two BIUs.
There are a number of subsystems that are intention-
GENERAL ally not integrated with the rest of the aircraft to provide
The Mission Computer System (MCS) performs the a backup capability in the event of a catastrophic loss
avionics systems integration function. System integra- of the bus structure. Examples of these include the
tion provides central data processing for the digital avi- combined Standby Flight Instrument and the RRSC
onics suite, and allows the crew to selectively access, panel.
control, and display a diverse amount of aircraft data. The aircraft has a number of sensors that are not digi-
The primary components of the MCS are two Mission tal. Signals from these devices are detected by four
Computers (MCs), two Bus Interface Units (BIUs), the types of interfaces devices that process the data, con-
Interprocessor Communications (IPC) 1553 data bus, vert it to a digital form, and make it available on the Mil-
and the five Bus Adapter Units (BAUs). Std MIL-STD-1553B data buses.
Integration of the avionics systems is achieved through
software rather than hardware.

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FAM.1C-27J-1

Figure 1-87 Equipment locations, CMDUs, CNI-MUs (ICDU), SAMUs, CNRP and RRSC

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 FAM.1C-27J-1

These interface devices are the two BIUs, the Type I Operational Mission Computer Software
Bus Adapter Unit (BAU I), the two Type II BAUs (BAU
II), and the two Type III BAUs (BAU III). During normal operations on the ground and in flight,
the Operational Flight Program (OFP) software pro-
The primary displays and controls for the MCS are the gram controls mission computer functions. For ground
five CMDUs, one CNRP, and two SAMUs. The CMDUs maintenance, the mission computer can be used to
generate their own symbology and drive signals based control aircraft maintenance functions using the Oper-
on control signals and data received from the MC. Dis- ational Maintenance Program (OMP).
played information is derived from aircraft systems, in- The OFP is the main software that controls the activi-
strumentation, and sensors. The SAMUs and CNRP ties of the mission computer for aircraft flight opera-
display alphanumeric text in the form of menus used to tions. Fault data is recorded as a fault log stored in the
control operation of the avionics systems. mission computer. The fault log is accessible in flight
and can be displayed on a CMDU and can be manipu-
lated via the SAMU. The OFP is automatically loaded
MISSION COMPUTERS and executed when the mission computer is powered
up and mission computer BIT and Cyclical Redundan-
The mission computers manage overall control of the cy Check (CRC) check is successfully completed. The
aircraft systems and displays, store operational and OFP controls mission computer functions until the end
maintenance data, and are the primary information in- of the mission. The OFP controls the mission computer
tegration equipment for the avionics suite. and other aircraft systems using resident software rou-
The mission computer manages the central process- tines and Mission Data Files (MDF) peculiar to the in-
ing function symmetrically for the left (pilot) and right dividual systems. The OFP can be updated by
(copilot) side of the aircraft. uploading new versions of the software via the PMA.
The mission computer functions as the BC for the MIL-
STD-1553B Avionics, Panel, and Display Buses by
continuously directing command and response activity Resident Mission Computer Software
and by frequent verification of communications paths The resident mission computer software OFP software
with the equipment on each data bus. performs the following functions:
The software required to control the data processing
tasks of the mission computer is stored in nonvolatile – Monitor aircraft systems for faults, advise the crew
memory of the control and processing servers. when faults occur, and record data related to the
At power-up, the software is downloaded into volatile faults,
Dynamic Random Access Memory (DRAM) for pro- – Provide alerts to inform the crew when the aircraft
cessing operations. Some resident software performs is approaching or deviating from a pre-selected al-
functions normally requiring a Line Replaceable Unit titude,
(LRU) and several resident programs are designated
subsystems. – Provide steering commands to maintain the mis-
Other software programs, data files, and lookup tables sion profile.
containing mission specific information are loaded into
During flight, the Fault Detection System (FDS) soft-
the MC from a Portable Maintenance Aid (PMA).
ware monitors aircraft systems for faults. At power-up,
Each MC operates from AC and DC power.
the FDS collects and evaluates BIT information. When
– Mission Computer No. 1 Main is powered by 115/ a fault occurs, the FDS generates a fault code used to
200 V ac BUS 1 (XP1) via the (MC 1) MAIN circuit initiate crew Advisory, Caution, or Warning messages
breaker. for display on the CMDU. If the fault is classified as a
Caution or Warning, the appropriate light on the Refer-
– Mission Computer No. 2 Main is powered by 115/ ence Set Warning panel is illuminated.
200 V ac BUS 2 (XP2) via the (MC 2) MAIN circuit The FDS is comprised of software diagnostic routines.
breaker. The FDS diagnostics are active during flight and main-
– Mission Computer No. 1 Backup is powered by 28 tenance procedures. During flight, the BIT status of in-
V dc EMER BUS (PP3) via the (MC 1) BACKUP dividual aircraft systems is monitored for faults at least
circuit breaker. once per second.
The altitude alerting software uses inputs from the air-
– Mission Computer No. 2 Backup is powered by 28 craft systems as criteria for generating alerts in the
V dc ESSEN BUS (PP4) via the (MC 2) BACKUP form of an audio message and visual alerts on the
circuit breaker. CMDU to inform the crew that the aircraft is approach-
ing or deviating from a preset altitude.

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FAM.1C-27J-1

Figure 1-88 Avionics architecture (sh. 1/2)

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 FAM.1C-27J-1

Figure 1-88 Avionics architecture (sh. 2/2)

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FAM.1C-27J-1

Figure 1-89 Antenna locations

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 FAM.1C-27J-1

BUS INTERFACE AND BUS ADAPTER UNITS Bus Adapter Units

The BIUs and BAUs provide MIL-STD-1553B data in- Three BAU types function as RTs controlled by the
terfaces between the mission computers and non-MIL- MIL-STD-1553B data bus BC. The BAUs provide con-
STD-1553B aircraft equipment and control panels, and sole lighting control, signal routing, and monitoring of
act as the data acquisition hardware for the FDS. various non-MIL-STD-1553B devices such as relays,
valves, and indicators, and communications with
ARINC-429 components in the aircraft. The BAUs
Bus Interface Units monitor control panel switch positions, test points, and
Two BIUs are used in the avionics suite. During dual, reports to the mission computer via the MIL-STD-
and single mission computer mode operation, the two 1553B buses. The BAUs also act as a data acquisition
BIUs are software configured as data acquisition units interface to provide BIT failure data to the FDS.
for selected non-MIL-STD-1553B systems. The BIUs
converts serial data, discrete and analog voltages, and TYPE I BAU DESCRIPTION
aircraft synchro transmitter signals into digital equiva-
lents. The Type I BAU (BAU I) provides the drive current for
The digitized signals are then sent to the mission com- console panel edge lighting and annunciator lamps,
puter via the IPC bus for processing. Commands and and monitor discrete inputs representing the open or
data from the mission computer are converted from the ground state of non-MIL-STD-1553B control panel
MIL-STD-1553B format to analog voltages and dis- switches. The BAU I is a RT controlled by commands
crete outputs, and serial data in RS-232C and ARINC received from the mission computer or BIU BC.
429 formats by the BIU before being transmitted. The BAU I is connected to the left Panel Bus.
BIU also acts as the data acquisition interface to pro- The BAU I discrete input logic monitors 64 channels of
vide BIT failure data to the FDS. The BIUs do not inter- discrete inputs representing the open or ground state
face with the left and right Comm/Nav data buses. of non-MIL-STD-1553B control panel switches. The
The BIUs also functions as RTs on the IPC MIL-STD- discrete inputs come from the momentary open/clo-
1553B bus and as BBCs for the MIL-STD-1553B bus- sure of pushbutton switches and the individual posi-
es to which they are connected. If both mission com- tions of rotary switches, three position toggle switches,
puters fail, the BIU resident software reconfigures the and other switches of multiple, fixed contact positions.
BIUs to take joint control of the Avionics, Display, and
Panel Buses, and manage flight-critical tasks. The power supply uses the 28 V dc EMER BUS (PP3)
(via the BAU I circuit breaker) input power to develop
The MIL-STD-1553B interface module provides four and regulate BAU I operating voltages.
individual interfaces for the Avionics, Panel, Display,
and IPC MIL-STD-1553B Buses. The interfaces can Type I BAU Functions:
be programmed by the central processor for RT or BC
operation. – Provides lighting for a variety of avionics cockpit
In either configuration, BIU No. 1 communicates only panels.
with the left Avionics, Panel, Display, and IPC Buses. – Provides Regulated Power Supply (RPS) built-in
BIU No. 2 communicates only with the right Avionics, test (BIT) initiation and monitoring.
Panel, Display, and IPC Buses.
– Monitors Emergency Locator Transmitter (ELT)
Each BIU operates from AC and DC power. switch status.

– BIU No. 1 Main is powered by 115/200 V ac BUS 1 – Monitors the Environmental Control Subsystem
(XP1) via the (BIU # 1) MAIN circuit breaker. (ECS) status.

– BIU No. 2 Main is powered by 115/200 V ac BUS 2 – Monitors the state of the anti-skid controller.
(XP2) via the (BIU # 2) MAIN circuit breaker. – Monitors the state of anti-ice and de-ice sub-
– BIU No. 1 Backup is powered by 28 V dc EMER system.
BUS (PP3) via the (BIU # 1) BACKUP circuit – Monitors relays and switches in the throttle quad-
breaker. rant.
– BIU No. 2 Backup is powered by 28 V dc ESSEN
BUS (PP4) via the (BIU # 2) BACKUP circuit
breaker.

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TYPE II BAU DESCRIPTION – Air conditioning subsystem.

The Type II BAUs (BAU II) are controlled by com- – Bleed leak detection.
mands received from the BC of the MIL-STD-1553B
– Bleed air status.
bus to which it is connected:
– Ramp and doors.
• BAU II No. 1 - left Avionics Bus,
– Flight control surface positions.
• BAU II No. 2 - right Avionics Bus.
– Navigation/communication radio power/antenna
As a RT, the BAU II is not affected by the mission com- select control.
puter mode of operation. The BAU II has its own pro-
cessor, RAM, and memory. A BAU II receives up to 16 – Electronic Control Unit (ECU) status and air data.
channels of analog inputs. The analog signals are dig-
itized by an Analog to Digital (A/D) converter. The dig-
Type II BAU No. 2 Functions
itized signals are processed and transmitted to the
mission computer.
Provides outputs for lighting and control, and inputs for
The BAU II output signals are classified as analog and
monitoring and control of:
discrete. Analog outputs primarily provide the excita-
tion voltage to the LVDTs and potentiometers used to – Electrical subsystem.
monitor the position of the aircraft's flight control sur-
faces. The discrete outputs drive relays that control – Hydraulic system.
functions such as antenna selections, and various – Engine and nacelle.
valves and relays.
– Copilot AOA and pitot heaters.
A BAU II operates from DC power. Input power con-
– Standby pitot heater.
sists of two separate 28 V dc power and return signals.
One set of 28 V dc power and return signals is used for – Bleed leak detection.
control power, and the remaining set of 28 V dc power
and return signals is used for power to the discrete and – Bleed air status.
analog output interfaces. – Ramp and doors.
– BAU II No. 1 Control is powered by 28 V dc EMER – Flight control surface positions.
BUS (PP3) via the (BAU II # 1) PWR circuit break-
er. – Cockpit Voice Recorder (CVR) BIT.

– BAU II No. 2 Control is powered by 28 V dc ESSEN – Nav-IFF.

BUS (PP4) via the (BAU II # 2) PWR circuit break- – Emergency locator transmitter (ELT).
er.
– 3-axis accelerometer.
– BAU II No. 1 Auxiliary is powered by 28 V dc
EMER BUS (PP3) via the (BAU II # 1) AUX circuit
breaker. TYPE III BAU DESCRIPTION

– BAU II No. 2 Auxiliary is powered by 28 V dc ES- The Type III BAUs (BAU III) are controlled by com-
SEN BUS (PP4) via the (BAU II # 2) AUX circuit mands received from the BC of the MIL-STD-1553B
breaker. bus to which it is connected:
• BAU III No. 1 - left Avionics Bus,
Type II BAU No. 1 Functions
• BAU II No. 2 - right Avionics Bus.
Provides outputs for relay control, and inputs for mon- As a RT, the BAU III is not affected by the mission com-
itoring of: puter mode of operation. The BAU III has its own pro-
– Electrical subsystem. cessor, RAM, and memory. The BAU III serves as an
interface between the MIL-STD-1553B based avionics
– Hydraulic subsystem. architecture and the various ARINC-429 based con-
trollers within the aircraft.
– Engine and nacelle.
– Pilot AOA and pitot heaters.

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 FAM.1C-27J-1

Each BAU III has programmable ARINC-429 trans- – Engine fire, and overheat detection and extin-
ceiver memory mapped to a specific MIL-STD-1553B guishing subsystem.
sub-address accessible to the MC. The MC transmits
– APU fire detection and extinguishing subsystem.
a series of initialization messages to the BAU III which
instruct it how to configure each ARINC-429 port. All – Smoke detection subsystem.
data conversions between the 20-bit MIL-STD-1553B
and 32-bit ARINC protocols are performed within the – Landing gear position and status.
BAU III. – Lift dumper.

Each BAU III operates from AC and DC power. – APU status.

– BAU III No. 1 Main is powered by 115/200 V ac

BUS 1 (XP1) via the (BAU III # 1) MAIN circuit MIL-STD-1553B DATA BUS
breaker.
The MIL-STD-1553B data bus is a bi-directional com-
– BAU III No. 2 Main is powered by 115/200 V ac munication path using the MIL-STD-1553B, serial data
BUS 2 (XP2) via the (BAU III # 2) MAIN circuit transmission protocol. Each MIL-STD-1553B bus has
breaker. two channels, designated channel A and channel B. All
– BAU III No. 1 Backup is powered by 28 V dc EMER units connected to the MIL-STD-1553B buses are con-
BUS (PP3) via the (BAU III # 1) BACKUP circuit nected to both channels and either channel may be
breaker. used for communications. This redundant configura-
tion provides a backup bus so there is no degradation
– BAU III No. 2 Backup is powered by 28 V dc ES- in system performance should single channel fail.
SEN BUS (PP4) via the (BAU III # 2) BACKUP cir- Each bus has a left section, controlled by mission com-
cuit breaker. puter No. 1, and a right section, controlled by mission
computer No. 2. Data transfer over the MIL-STD-
1553B buses is managed by one of the units on the
Type III BAU No. 1 Functions
bus that is designated as the BC.
Provides output data ARINC-429 based controllers, re-
ceives data from ARINC-429 controllers, and monitor- Bus Controllers
ing inputs of:
The BC determines which channel of a bus to use for
– Electrical subsystem. communications. The avionic systems architecture is
– Fuel subsystem. divided into left and right sections, with MIL-STD-
1553B buses serving each section. Generally, the left
– Engine fire, and overheat detection and extin- section of each bus serves equipment located on the
guishing subsystem. left (pilot) side of the aircraft, and the right section
serves equipment located on the right (copilot) side of
– APU fire detection and extinguishing subsystem.
the aircraft. The BC issues commands that control the
– Smoke detection subsystem. operations of equipment attached to the MIL-STD-
1553B bus. The BC also provides data processing and
– Landing gear position and status. data storage for the systems on the bus. The mission
– Lift dumper. computers are the primary BC for the Avionics, Dis-
play, and Panel MIL-STD-1553B Buses.
– Pitch trim. Mission computer No. 1 is the BC for the left Avionics,
Panel and Display Buses. Mission computer No. 2 is
the BC for the right Avionics, Panel, and Display Bus-
Type III BAU No. 2 Functions
es. In the event either mission computer fails, the other
mission computer automatically reconfigures as the
Provides output data ARINC-429 based controllers, re-
BC and takes control of both left and right buses. This
ceives data from ARINC-429 controllers, and monitors
ensures no degradation of data processing when a
inputs of:
mission computer fails.
– Electrical subsystem. When both mission computers fail, the BIUs assume
joint control of the MIL-STD-1553B Avionics, Panel,
– Fuel subsystem. and Display Buses. BIU No.1 becomes the BC for the
left buses, and BIU No. 2 becomes the BC for the right
buses.

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The IPC MIL-STD-1553B bus is used to transfer data Communication / Navigation / Identification -
between the four primary components of the MCS; the Management Unit (Integrated Control Display
two mission computers, and the two BIUs. Under nor- Unit) CNI-MU (ICDU)
mal circumstances, mission computer No. 1 is the BC The CNI-MUs (ICDU) are used to control the following
for the IPC bus, mission computer No. 2 is the BBC, mission computer functions:
and the BIUs are RTs. If mission computer No. 1 fails,
mission computer No. 2 reconfigures to become the – Communication operation,
BC on the IPC bus. If both mission computers fail, BIU
– Navigation operation,
No.1 assumes the IPC bus BC functions.
The BCs for the left and right Comm/Nav MIL-STD- – Soft panel operation,
1553B buses are the CNI-SPs. The mission computers
are RTs on the Comm/Nav buses. The BIUs do not – V Speeds,
communicate with the Comm/Nav buses. – IFF Transponder operation,
– Performance data,
Remote Terminals
– Tactical plot operation.
A remote terminal provides data acquisition for the BC,
and some data storage for the systems on the bus. Refer to paragraph titled COMMUNICATION / NAVI-
Both mission computers function only as a RT on the GATION / IDENTIFICATION - MANAGAMENT UNIT
Comm/Nav Bus. (INTEGRATED COTROL DISPLAY UNIT) for a com-
As a RT, the mission computer performs some data plete description of the CNI-MU (ICDU).
processing and data storage as directed by the BC,
and provides the interface between the Comm/Nav
Communication / Navigation / Radio Panel
Bus and systems on the other MIL-STD-1553B buses. (CNRP)
The CNRP is used to tune communication and naviga-
CONTROLS INDICATORS AND DISPLAYS tion radios. Refer to paragraph titled COMMUNICA-
TION / NAVIGATION / RADIO PANEL for a complete
description of the CNRP.
Single Avionics Management Unit (SAMU)
The SAMUs allow the pilot and copilot to select a vari-
Portable Maintenance Aid (PMA)
ety of information to be displayed on the CMDUs. The
SAMU also allows selection of the source of informa- The PMA is used to update mission computer, BIU,
tion to be displayed, and the specific CMDU to be CMDU, and CNI-SP software or data. The PMA must
used. The SAMUs also control certain aircraft sys- be connected to the MIL-STD-1553B bus on which the
tems. Refer to paragraph titled SINGLE AVIONICS target LRU is located to perform updating tasks under
MANAGEMENT UNIT for a complete description of the the control of operator keyboard commands.
SAMU.
Target LRU for
PMA connection
Color Multipurpose Display Units (CMDU) software load

MC 1, MC 2 IPC Bus
There are five identical CMDUs located in the instru-
ment panel. These displays are capable of displaying BIU 1, BIU 2 IPC Bus
a wide range of information, including the Horizontal
Situation Indicator (HSI), the Attitude Director Indicator CMDU 1, 2 and 3 Left Display Bus
(ADI), radar, engine status, and ACAWS. CMDU 4, 5 Right Display Bus
The CMDUs are controlled via the pilot and copilot SA-
MUs. There is no hardwiring of data to a particular dis- CNI-SP 1 Left CNI Bus
play. Any CMDU has the capability to display any
CNI-SP 2 Right CNI Bus
selected data. Refer to paragraph titled COLOR MUL-
TIPURPOSE DISPLAY UNIT for a complete descrip-
tion of the CMDU.

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 FAM.1C-27J-1

Dual Slot - Data Transfer System (DS-DTS) The hardware modules are initialized to a known state
and the Power-On Self-Test checksum is checked.
Mission planning data may be loaded into the aircraft Failure of this test causes the internal CPU to halt all
avionics system by means of the DS-DTS. Mission execution.
planning information is extracted from the mission
planning system onto a Personal Computer Memory After a successful power-up, the BIUs await initializa-
Card International Association (PCMCIA) card, which tion data from the mission computers, e.g., the specific
is then inserted into the DS-DTS. configuration of inputs/outputs and whether they are
The CNI-MU (ICDU) provides the means for selecting the primary or secondary BIU. The BIUs require this
and loading all or part of the mission planning data data before entry into mission computer normal mode
from the PCMCIA card. or backup mode.
Maintenance data, including trend, fault, ACAWS, con- Each mission computer maintains a database describ-
sumables, aircraft documentation, and Nacelle Inter- ing what displays are selected, e.g., what page is
face Unit (NIU) data, is automatically stored by the DS- shown on each SAMU, CNRP, etc.
DTS onto another PCMCIA card. The mission computers communicate via the IPC bus
to ensure that the database in each computer contains
the latest information on all database parameters. The
MISSION COMPUTER SYSTEM (MCS) database is maintained in each mission computer
INTEGRATION FUNCTIONS
Non-Volatile RAM (NOVRAM).
The MCS provides the control and communication On power-up the mission computers determine which
necessary to integrate the avionics subsystems. The database was last updated, i.e., contains the most up-
mission computers are the primary components used to-date information. The most recent database is then
to control the flow of information on the data buses. used by both mission computers to drive their displays
The BIUs provide limited backup control of the buses if to the configuration that existed just prior to system
both mission computers fail. The BIUs and BAUs are power-down.
primarily used to interface non-MIL-STD-1553B sys-
tems with the bus architecture system.
MCS CONFIGURATION STATE
When power is applied to the mission computer, the
While the aircraft is operating, information concerning
Boot Utility Routines (BUR) resident in the mission
self-test, internal operation and external communica-
computer Non Volatile Memory (NVM) takes control of
tions is continually examined. The mission computer
the mission computer and loads the operating pro-
operating mode is configured by the operating system
gram, Application Specific Data (ASD) tables and
software according to the BIT status of the mission
GCAS software into the RAM of both central proces-
computer and its associated BIU. If a failure is detected
sors.
in one mission computer or its associated BIU, and
subsequent internal verification criteria are satisfied for
After the operating program is loaded, the mission
a fatal error, data bus management may undergo con-
computer performs a self test. After the internal BIT is
trolled reconfiguration from dual mission computer
complete (without faults), the software configures mis-
mode to either single mission computer mode or BIU
sion computer No. 1 as the BC for the left MIL-STD-
backup mode.
1553B buses and mission computer No. 2 as the BC
The transition between the different modes is driven by
for the right MIL-STD-1553B buses. The OFP will read
changes in the health of the system components. If
discretes set to represent aircraft tail number and use
during dual mission computer mode either mission
the ASD tables to configure the software to support
computer loses communication on any of its buses, it
customer unique functions. BIU No. 1 is associated
shuts itself down, and the system enters the single
with mission computer No. 1 and the left hand buses,
mission computer mode of operation.
and BIU No. 2 is associated with mission computer No.
2 and the right hand buses.
After mission computer configuration is complete, the
BIT status of all electronic LRUs connected to the MIL- NOTE
STD-1553B buses is determined. The BIT status of Once the system enters the BIU backup
each non-MIL-STD-1553B LRU monitored is also de- mode, it cannot revert to the dual or single
termined. mission computer modes unless the mis-
Each BIU performs BIT on its own hardware. When sion computers and BIUs are all powered
faults are detected they are reported to the mission off and then powered on simultaneously.
computers and the BIU enters fault shut down mode.

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Once BIU No. 1 enters BIU backup mode, it starts Reference Set / Warning Panel
transmitting synchronization messages on the IPC
bus. Baroset pressure is available on the Reference Set/
Warning panel (Figure 1-86). The BIU sends a default
setting of 29.92 In.Hg. or 1013 millibars to the DADS.
Dual Mission Computer Mode The crew should then reset the altimeter setting as re-
quired for the area barometric pressure. Use the
The dual mission computer mode (also referred to as
standby altimeter as the primary altitude reference un-
the normal mode) configuration is mission computer
til resetting the altimeters as required for current con-
No. 1 controlling the left data buses and mission com-
ditions. The ALT REF and SPD digital readouts on the
puter No. 2 controlling the right data buses. In the dual
Reference Set/Warning panel are blanked out in BIU
mission computer mode the BIUs monitor the health of
backup mode. The MASTER WARNING and MASTER
the mission computers and the other BIU.
CAUTION lights are supported.
They serve as a RT on the MIL-STD-1553B buses, and
act as a data acquisition and control systems for all Displays
hardwired inputs to the BIUs such as discrete inputs,
analog inputs, synchro-to-digital inputs, discrete out- CMDU No. 1 and 5 display a limited PFD format. Radar
put, and RS 232 and ARINC 429 signals. altitude, navigation information, and climb-dive marker
If a failure is detected data bus management is recon- are not available.
figured to one of the failure modes. The extent of fail- CMDU No. 2 and 4 will display a limited engine instru-
ure is the basis for determining the operating mode in ment format. NIU data (oil pressure and temperature)
which to reconfigure the mission computer. is not available. ACAWS format is fully supported, but
a limited set of ACAWS messages is available. The
CMDU formats cannot be changed or moved in BIU
Single Mission Computer Mode backup mode.
If either mission computer has a fatal failure or loss of Indications available on the PFD displays are:
communications on both channels A and B of at least
one data bus, the mission computer will shut down. – Altitude,
When a Mission Computer shuts down, the remaining
– Baroset pressure,
Mission Computer will take over all buses.
– Calibrated airspeed,

BIU BACKUP MODE – Compass heading (magnetic),

If further failures occur in the remaining mission com- – Vertical speed

puter and communications is lost on individual data – Attitude (pitch and roll).
buses, the remaining mission computer continues to
operate in a degraded state without the information on Indications available on the Engine Status/ACAWS
the lost data buses rather than be configured to oper- (ESA) displays are:
ate in a quiescent state. The single mission computer
– Beta indicator,
goes down only when it loses communication on both
Avionics or both Display buses. – Horsepower (unfiltered),
The BIUs act as backup bus controllers in the event
both mission computers become disabled. BIU backup – NG,
mode provides the functions necessary to fly the air- – NP,
craft and to make a safe landing.
The following aircraft functions remain when the BIU – MGT,
backup mode is active:
– Limited set of ACAWS messages. Refer to para-
graph titled BIU BACKUP MODE ENABLED
ACAWS MESSAGES in this section.
WARNING

When in the BIU backup mode, do not

reset the BIUs.

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CNI-MS and Associated Comm/Navigation Stall warning and stick shaker do not operate in BIU
Equipment backup mode.
The CNI system continues to operate in BIU backup
mode, but does not communicate directly with the Pressurization / Environmental Control System
BIUs. CNI-SPs continue to control EGIs, ADF, (ECS)
TACANs, VHF navigation radios, V/UHF and HF com-
Automatic pressurization and ECS control is not func-
munication radios, and CNI-MUs (ICDU).
tional in BIU backup mode. Manual control must be
Most navigation functions are supported in the BIU
used.
backup mode. The CNI-MU (ICDU) will display ADF
bearing, TACAN bearing, VOR bearing, and TACAN/
DME, and allows for frequency change and function Engine Operations
selection for navigation equipment.
The CNI-MU (ICDU) will also support INAV solutions Engine operations are fully functional, except propeller
and all normal INAV displays. Functions not available synchrophase is disarmed and autofeather is armed.
through the CNI-MUs (ICDU) are VOR course devia- Oil cooler flaps are extended to full open. Steep de-
tion, glideslope and localizer deviation, and marker scent mode and LSGI are not available. The propeller
beacon indication. The EGIs function in BIU backup deice timer defaults to spinner anti-ice and blade deice
mode and provide information to the BIUs for display ON while in flight and is turned OFF automatically on
of attitude and heading. the ground. BETA lights indications are lost.
MC INDEX mode is not available in BIU backup mode. The propeller deice timer unit may be turned off by pull-
The ICS, PA, and radio communication systems retain ing the deice timer unit circuit breakers. Displayed
all settings and states set prior to going into BIU back- horsepower values are not filtered in BIU backup
up mode. Control wheel press-to-transmit switches op- mode. As a result, displayed HP values may briefly ex-
erate for the radios and ICS. Pilot and Copilot ICS ceed normal limits. The HP values should be averaged
control panels function normally in BIU backup mode. to approximate the values normally displayed.
The SAMUs and CNRP are inoperative in BIU backup Engine fire detection systems are functional.
mode. COMM and NAV radio control is still available Engine anti-ice is automatically set to ON.
through the CNI-MU (ICDU) or RRSC.
Recorders
IFF The Cockpit Voice Recorder (CVR) and Digital Flight
The IFF operates normally on the modes selected prior Data Recorder (DFDR) continue to function in BIU
to entering BIU backup mode. The IFF will not transmit backup mode. The DFDR records a limited set of pa-
altitude data, rendering Mode C inoperative. IFF set- rameters.
tings cannot be changed while in BIU backup mode.
Combined Standby Flight Instrument
Lighting Control Panel The standby flight instrument will continue to function
The lighting control panel is not functional in BIU back- normally. The BIUs do not monitor the system for fail-
up mode. The lighting is frozen to the settings made ures.
prior to entering BIU backup mode.
Air Data Computers
Stall Warning and Stick Shaker The ADCs continue to operate in BIU backup mode to
provide data to the PFDs. The offside ADC cannot be
selected because the SAMU is not functional in BIU
WARNING backup mode.

APU
Maintain adequate margin above pub-
lished stall speeds. As a guide, do not APU operation using the APU control panel functions
slow below reference approach speed. normally in BIU backup mode, but APU FIRE is the
Stalls without an operational stick only APU ACAWS supported.
shaker may result in high roll off bank
angles and excessive altitude loss.

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Emergency Locator Transmitter (ELT) BIU BACKUP MODE ENABLED ACAWS

MESSAGES
The ELT will function in BIU backup mode.
A list of ACAWS messages enabled in BIU Backup
Mode is found in Section III.
Fuel Measurement
The fuel measurement system continues to operate in
BIU backup mode. Aircraft acceleration data continues SYSTEM INTEGRATION AND DISPLAY ACAWS
MESSAGES
to be sent to the fuel system to stabilize fuel quantity
indications. ACAWS messages, conditions, and crew action for a
Fuel quantity is not available on the CMDU, but can be specific message is listed in Section III of this manual.
read on the overhead panel. Fuel ACAWS are not The following table lists the ACAWS messages and the
functional. message urgency level.

CAUTION
Fire Suppression
BIU #1 FAIL
The engine and APU fire suppression systems are BIU #2 FAIL
BIU BACKUP MODE
functional in BIU backup mode.
IPC DATA BUS FAIL

Smoke Detection L AV DATA BUS FAIL

L DSPLY DATA BUS FAIL
The smoke detection system is functional in BIU back- L PNL DATA BUS FAIL
up mode. MC 1 (2) FAIL

R AV DATA BUS FAIL

Electrical R DSPLY DATA BUS FAIL
R PNL DATA BUS FAIL
No electrical system ACAWS are functional in BIU
backup mode. Indications are still available on the pan- ADVISORY
els. BAU I #1 FAIL
BAU II #1 FAIL
BAU II #2 FAIL
Hydraulics BAU III #1 FAIL
BAU III #2 FAIL
No hydraulic systems ACAWS are functional in BIU
BIU #1 DEGRADED
backup mode. Indications are still available on the pan- BIU #2 DEGRADED
els.
MC 1 (2) FAULT
MC 1 (2) OVERHEAT
Landing Gear
Landing gear ACAWS and handle light are functional
in BIU backup mode.

Brakes
Antiskid brakes ACAWS is not functional in BIU back-
up mode. Antiskid fault lights on the antiskid control
panel should be monitored by the pilots to determine
system status. If necessary, landing performance must
be adjusted for antiskid OFF.

ACAWS
A limited number of ACAWS messages are processed
in BIU backup mode. ACAWS messages are displayed
on CMDU No. 2 and 4. The FAULT LOG page is not
available.

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COMMUNICATION / NAVIGATION / The DADS provides air data to the CNI-MS via the left
and right Display Buses through the mission computer.
IDENTIFICATION - MANAGEMENT Steering data generated by the CNI-MS is passed to
SYSTEM (CNI-MS) the DA/FD via the Left and Right Avionics Buses
through the mission computer.

DESCRIPTION
CNI-MU (ICDU) FUNCTIONS
The CNI-MS is an integrated hardware and software
package that performs communication, navigation, The primary flight crew interface with the CNI-MS are
and other aircraft system management functions. The the two CNI-MUs (ICDU). Each CNI-MU (ICDU) dis-
system consists of two CNI-MUs (ICDU) and two Com- plays the data they are commanded to display, and
munication / Navigation / Identification - System Pro- pass along key press information. The communication
cessors (CNI-SPs). The CNRP is an additional flight radio management function provides CNI-MS control
station control and display unit that has capability to for the VHF/UHF, and HF communication radios
perform many of the same functions as the CNI-MUs through the CNI-MUs (ICDU). The navigation radio
(ICDU), including communication and navigation radio management function provides CNI-MS control of the
frequency selection and display of radio configuration. TACAN, VOR, and LF-ADF navigation radios via the
CNI-MUs (ICDU). The CNI-MU (ICDU) is also used to
The CNI-MS interfaces with all CNI devices on the Left control the IFF transponder, to select CARP, SAR, and
and Right Comm/Nav Buses and provides: Rendezvous functions. The CNRP may also be used
to tune communication and navigation radios.
– Mode and tuning control for all communication ra-
dio equipment,
NAVIGATION FUNCTION MANAGEMENT
– Mode and tuning control for all navigation radio
equipment, The CNI-MS provides automatic Integrated Navigation
(INAV) solutions using inputs from the DADS, two
– Integrated and independent navigation solutions EGIs, two VORs, and two TACANs.
using the EGI equipment, Two separate navigation solutions are calculated and
– World navigation database management. maintained by the CNI-SPs, INAV 1 for CNI-SP 1 and
INAV 2 for CNI-SP 2. The CNI-MS navigation solutions
selected by the pilots via the SAMUs contain position,
CNI-SP FUNCTIONS velocity, and heading data used to generate lateral
guidance and roll steering information. The selected
The CNI-SPs provide electrical interfaces, interface pilot and copilot navigation solutions provide the infor-
control, flight management processing, and MIL-STD- mation for their respective PFDs. All of the available
1553B multiplex data bus control for the CNI-MS. For navigation solutions may be displayed on the CNI-MUs
redundancy, each CNI-SP has full functionality and (ICDU). Additional CNI-MS management functions in-
calculates its own navigation solutions independently, clude computation of INS/radio position, VOR/TACAN
comparing its solutions with the other CNI-SP. pairing and auto-tuning selection, NAVAID Figure of
Either CNI-SP can perform all CNI functions alone, Merit (FOM) calculation, validity of solution, and prep-
should the other CNI-SP fail. aration of data for output to the mission computer.
The mission computers provide the CNI-SPs with nec-
essary inputs and send CNI-SP outputs to other air-
craft devices requiring CNI-SP information. For some FLIGHT MANAGEMENT
mission computer directed functions, the mission com-
The CNI-MS provides the capability to plan and exe-
puters communicate with the CNI-MUs (ICDU) directly
cute flight plans worldwide. The CNI-MS sends flight
as remote terminal to remote terminal devices. In
plan data to the mission computer. The flight plan is an
these situations, the flight crew controls mission com-
ordered sequence of waypoints plus five possible his-
puter functions via the CNI-MUs (ICDU), with the CNI-
tory waypoints for two flight plans: RTE 1 and RTE 2.
SPs only echoing CNI-MU (ICDU) keystroke informa-
The flight plan is created by the flight crew via the CNI-
tion back to the mission computers.
MU (ICDU) by manual point by point entry, by transfer-
These functions are controlled via the CNI-MU (ICDU)
ring alternate flight plan waypoints into the active flight
Mission Computer Index (MC INDX) pages (refer to
plan, or by retrieving a stored flight plan from the
the FAM.1C-27J-1A manual).
STORED ROUTE LIST and transferring that data into
a flight plan.

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An alternate flight plan may also be entered, retrieved, CNI-SP OPERATING MODES
or stored within the CNI-MS.
Once a flight plan has been activated, special edits The CNI-SPs perform all CNI-MS bus controller, mon-
may be made, various attributes may be added to way- itor, and synchronization functions for the left and right
points, and a variety of functions performed via the Comm/Nav 1553B buses. The Comm/Nav Buses in-
CNI-MS. A number of menus accessed by hard-keys terface the CNI-SPs with the mission computers and
on the CNI-MU (ICDU) are used to perform flight man- the communications and navigation equipment.
agement functions. During normal (Dual mode) operations, each CNI-SP
These include: acts as the bus controller (BC) for the on-side (left for
CNI-SP 1 and right for CNI-SP 2) Comm/Nav Bus and
INDX (Index operations), Backup Bus Controller (BBC) for the off-side bus (right
for CNI-SP 1 and left for CNI-SP 2). In dual mode, each
LEGS (Waypoint and legs operations),
CNI-SP communicates with the other CNI-SP to estab-
TOLD (Take-off and landing operations), lish and maintain primary navigation and guidance
control, data redundancy, and synchronization be-
DIR/INTC (Direct/Intercept operations), tween the two computed navigation solutions.
MARK (Mark operations), Either CNI-SP is capable of controlling the left and right
Comm/Nav Buses. When a single CNI-SP is opera-
MC INDX (Mission computer index operations), tional (Single mode), it assumes control of both Comm/
Nav Buses. When the second CNI-SP becomes oper-
MSN (Mission control operations).
ational, each confirms that the other CNI-SPs OFP
Refer to paragraph titled FLIGHT MANAGEMENT software, navigation database, and mission databases
SYSTEM for a complete description of the FMS. are identical before transitioning to dual mode.
Normal operational and maintenance procedures
should preclude the occurrence of any mismatches be-
NON-VOLATILE MEMORY MANAGEMENT tween the CNI-SPs OFP, or navigation/mission data-
bases. However unlikely, the CNI-SPs do check these
When electrical power is removed from the CNI-MS,
conditions. When the CNI-SPs determine that a differ-
the following information is stored in Non-Volatile
ence exists between the two CNI-SPs OFP software,
Memory (NVM):
the first CNI-SP that becomes operational remains ac-
– Flight plan definitions, tive and annunciates the OFP miscompare (active sin-
gle mode operation). The other CNI-SP transitions to a
– Alternate flight plan definition, quiescent state where no system control functions are
– Magnetic variation data, performed (inactive single mode operation). When the
CNI-SPs determine that a difference exists between
– Ships navigation position (master CNI-SP INAV the navigation or mission databases, the CNI-SPs wait
solution), (independent mode operation) until the operator cor-
rects the difference.
– Take-Off/Landing Data (TOLD),
The operator can initiate a transfer of the navigation
– The source data for calculation of TOLD, and mission databases to allow dual operations (refer
to the FAM.1C-27J-1A manual, DATA TRANSFER
– Custom waypoints, page within the CNI-MU INDX pages).
– Stored routes, Or the operator can power one of the CNI-SPs off (sin-
gle mode operation).
– Inhibited Navaids,
The CNI-SPs operates in one of three redundancy
– Mark point data,
modes, dual, independent, or single.
– Communication radio preset list, In dual mode, both CNI-SPs are operating in a normal
manner, are communicating, and are synchronized.
– Navigation radio data, In independent mode, both CNI-SPs are operating in a
– Ballistic data segments. normal manner and are communicating, but they are
not synchronized.
When electrical power is restored to the CNI-SP, and The single mode consists of two sub modes, active sin-
valid data exists in NVM, the CNI-SP uses the data pa- gle and inactive single. In active single mode, the CNI-
rameters to initialize the CNI-SP. SP is operating in a normal manner and controls the
CNI-MS.

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In inactive single mode, the CNI-SP is quietly idling in If, during dual mode operation, a BC detects no re-
a self-imposed state of functional isolation. sponses and the BBC detects no messages on a
Dual mode is the normal CNI-SP operating mode. The Comm/Nav Bus, the BC relinquishes control of the
CNI-SPs, attain dual mode when both CNI-SPs are op- bus, the BBC assumes control, and further bus control
erating properly, are communicating with each other, hand-off is inhibited. (The BBC becomes BC and en-
and are synchronized. ters the active single mode, and the BC enters the in-
active single mode).
To achieve dual mode operations, the following criteria
must be met: CNI-MS equipment is powered by DC Bus 1 and DC
Bus 2.
a. The navigation databases are identical or both
navigation databases are invalid, – CNI-SP 1 by 28 V dc BUS 1 (PP1A) via the CNI-SP
1 circuit breaker.
b. The mission databases are identical, and,
– CNI-SP 2 by 28 V dc BUS 2 (PP2B) via the CNI-SP
c. Both CNI-SPs are periodically exchanging contin- 2 circuit breaker.
uous cross-load data.
The continuous cross-load data consists of: – Pilot CNI-MU (ICDU) by 28 V dc BUS 1 (PP1A) via
the CNI-MU 1 circuit breaker.
• navigation radio synchronization data,
– Copilot CNI-MU (ICDU) by 28 V dc BUS 2 (PP2B)
• flight plan synchronization data, via the CNI-MU 2 circuit breaker.
• navigation database synchronization data,
• present position validity, CONTROLS, INDICATORS, AND DISPLAYS
• lateral guidance engaged,
Communication / Navigation / Identification -
• master CNI-SP flag, Management Unit (Integrated Control Display
• sequence flight plan data, Unit) CNI-MU (ICDU)

• CNI-MU (ICDU) page identifiers. The CNI-MU (ICDU) provides the primary flight crew
interface for control of the integrated on-board avion-
The independent mode is actually a transitional state ics. Displays CNI information and FMS messages. Re-
that exists when both CNI-SPs are operating properly, fer to paragraph titled COMMUNICATION /
but a mismatch in navigation or mission database data NAVIGATION / IDENTIFICATION - MANAGAMENT
exists. The operator is required to take some action to UNIT (INTEGRATED CONTROL DISPLAY UNIT) for a
allow CNI-SP selection of dual or single mode opera- complete description of the CNI-MU (ICDU).
tion. In independent mode, the CNI-SPs periodically
crosschecks data.
Single mode is the default mode initially set when the Communication / Navigation Radio Panel
CNI-SP is powered on. Single mode is also set when a
(CNRP)
CNI-SP assumes control of the offside Comm/Nav The CNRP provides additional control of communica-
Bus. In active single mode, the CNI-SP supports all tion and navigation radios and provides an alternate
CNI-MS operations including maintenance of Comm/ display of communication and navigation radio config-
Nav Bus redundancy. In inactive single mode, the CNI- uration. Refer to paragraph titled COMMUNICATION /
SP does not communicate with, control, or monitor any NAVIGATION / RADIO PANEL for a complete descrip-
external devices. At power-up, a CNI-SP begins oper- tion of the CNRP.
ating in the active single mode to determine whether it
can, and should, assume control of the Comm/Nav
Bus. When the CNI-SP detects no activity by the other Single Avionics Management Unit (SAMU)
CNI-SP, it assumes control of the left and right Comm/ The SAMU controls CMDU display formats, navigation
Nav Buses. When a CNI-SP detects activity by the oth- sensor source selection, course deviation sensor se-
er CNI-SP, it verifies the other CNI-SP has the same lection, and bearing pointer source selection. Refer to
OFP version. When the OFPs compare, the CNI-SP paragraph titled SINGLE AVIONICS MANAGEMENT
assumes control of the onside Comm/Nav Bus and UNIT for a complete description of the SAMU.
backup control of the offside bus. When the OFPs do
not compare, the last CNI-SP to power up enters the
inactive single mode.

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Color Multipurpose Display Unit (CMDU) When a menu has more than one page, the top right
corner provides an indicator showing which page is
The CMDUs provide, PFD, NAV-Radar display, Engine currently displayed. For instance, “2/3” would indicate
Status/ACAWS display, and ACAWS OVERFLOW dis- that page 2 of a 3 page menu is being displayed.
play for CNI and FMS messages. Refer to paragraph
titled COLOR MULTIPURPOSE DISPLAY UNIT for a The scratch pad, which is the bottom line of the display,
complete description of the CMDU. is to display CNI-MU (ICDU) CAUTION and ADVISO-
RY messages, the delete function, data entry, and data
transfer using the soft-keys.
CNI-MS ACAWS MESSAGES Display of CAUTION messages is first priority followed
ACAWS messages, conditions, and crew action for a by ADVISORY messages, the delete function, and
specific message is listed in Section III of this manual. then an entry via the keyboard or soft-keys. The alpha-
The following table lists the ACAWS messages and the numeric keys are used to enter characters into the
message urgency level. scratch pad. Alphanumeric keys do not make entries
into other lines of the CNI-MU (ICDU). Messages ap-
ADVISORY pear right justified on the scratch pad and data appears
CNI SP 1 (2) FAIL left justified.

If the scratch pad contains a message, the message

must be cleared with the CLR (clear) key before any al-
COMMUNICATION/NAVIGATION/ phanumeric entries can be used with the soft-keys.
Any alphanumeric entry made while a message is dis-
IDENTIFICATION - MANAGEMENT played is placed in the scratch pad in accordance with
UNIT (INTEGRATED CONTROL the priorities described above.
The soft-keys are used to select various functions for
DISPLAY UNIT) CNI-MU (ICDU) data associated with that soft-key. Soft-keys are asso-
ciated with two lines of text/data fields.

DESCRIPTION Functions may include, but are not limited to:

Two identical CNI-MUs (ICDU) (Figure 1-90) control – Data Entry – Data from the scratch pad is placed
the integrated on-board avionics. The CNI-MUs into the data field(s) associated with the soft-key.
(ICDU) provide the primary operator interface via an Dashes represent optional data entry and shaded
alphanumeric keyboard, hard-keys (mode select), soft- boxes represent required data entry.
keys (line select), annunciator(s), and a flat panel dis-
play. The two, CNI-MUs (ICDU) are redundant to each – Data Download – When a data field is associated
other, and both CNI-MUs (ICDU) can communicate with a line select, selection when the scratch pad is
with either CNI-SP via a selection on the SYSTEM empty typically results in the data in the data field
CONTROL page within the INDX pages. being placed into the scratch pad.
The pilots may operate any CNI-MU (ICDU) at any
– Page Branching – Typically, when a data field as-
time, call up different pages on the CNI-MUs (ICDU)
sociated with a soft-key is in the form of a "page
without affecting what appears on the other, and over-
name" preceded by "<" or succeeded by ">", selec-
ride the default operation. Synchronization of data be-
tion results in a branch to the "page name" menu.
tween the CNI-MUs (ICDU) is handled by the CNI-
SPs. The systems are interconnected to allow access – Function Execution – If a data field associated with
and control of nearly all flight plan management pa- a soft-key contains a function name, its availability,
rameters, as long as one CNI-SP and one CNI-MU is indicated by the font. Large font indicates that
(ICDU) are available. the function is available, but not active; large high-
The top line of the CNI-MU (ICDU) display is reserved lighted font indicates that the function is active and
for the menu page title. The top left corner of each small font indicates that the function is not currently
menu page display is reserved for an indicator of which available. Selection when available results in that
CNI-SP is supplying the CNI-MU (ICDU) display data, function being performed. Selection when active
“1” indicates CNI-SP No. 1 and “2” indicates CNI-SP returns the function to its available but inactive
No. 2. state. Selection when not available results in no
This indicator is always displayed in a small font. The action.
CNI-MU (ICDU) source is selected from the SYSTEM
CONTROL page within the INDX pages.

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 FAM.1C-27J-1

– Mode Switch – A soft-key may also serve to control When an alphanumeric entry resides in the scratch
a mode switch. A switch may have any number of pad, characters are cleared (from right toward left) for
possible positions. The associated data field for as long as the CLR key is pressed.
the switch lists the positions, in order (i.e., OFF/
SLOW/FAST/, etc.) and pressing the associated
soft-key increments the switch selections from left DEL Key
to right. The switches generally operate in a circu- When there is no message in the scratch pad and the
lar fashion, so that when the last switch position is DEL key is pressed, *DELETE* appears in the scratch
active, the next depression of the soft-key, results pad. *DELETE* can then be used to delete items on
in the first switch position being selected. Typically, the CNI-MU (ICDU) pages by, using the soft-keys.
the active switch mode is displayed in highlighted Items deleted by this method are replaced by default
large font. Switch positions are generally separat- values or entry prompts. When the DEL key is pressed,
ed by slashes. any items in the scratch pad are pushed down into the
– Momentary Switch – A soft-key may serve to con- stack for later use. Once *DELETE* is used with a soft-
trol a mode by providing a momentary switch. Mo- key, the scratch pad is blank, or the first item in the
mentary switches always have two possible states. stack is displayed. If an event causing a message oc-
Pressing the soft-key and holding it down causes a curs while *DELETE* is displayed, the *DELETE* is
change in state. Typically, this is indicated by a stacked and the message is displayed.
change from large font to large highlighted font. Pressing the DEL key when a message or data is dis-
When the soft-key is released, the switch returns to played in the scratch pad is non-operational.
its original state.
– Toggle Switch – A soft-key may serve to toggle be- EXEC Hard-Key
tween two options. EXEC hard-key illuminates to allow the crew to confirm
any changes to the lateral or vertical profile of the mis-
sion plan. Pressing the EXEC hard-key when the light
CONTROLS illuminated results in execution of the modification.

BRT Rocker Switch

Annunciator Lights
The BRT rocker switch is used to adjust the display
The annunciator lights alert the crew to CNI-MU
lighting intensity relative to the value set by the PILOT
(ICDU) status.
LIGHTING and COPILOT LIGHTING control panels.
DSPY – illuminates whenever the control information
being displayed is NOT controlling the aircraft in accor-
Soft-Keys (Line Select) dance with the following conditions (apply to both in
the air and on the ground):
The soft-keys provide various, functionality for data as-
sociated with a particular soft-key. Functions include • When displaying active flight plan pages other
data entry via the scratch pad, data download, page than page two,
branching, function execution, mode switch, and mo-
mentary switch. • When displaying a stored flight plan page,
• When displaying any of the review pages for
Alphanumeric Keyboard SIDs and STARs,

The alphanumeric keyboard is used to enter data into • When defining the intercept waypoint on the
the scratch pad: 39 keys provide A through Z, 0 active leg.
through 9, decimal point, minus, and a slash. MSG – illuminates whenever a CNI-MU (ICDU)
scratch pad message has not been cleared.
CLR Key FAIL – illuminates anytime the CNI-MU (ICDU) is not
receiving data from the CNI-MS; may indicate a failure
When a message is present in the scratch pad, press- of the CNI-MU (ICDU).
ing the CLR key deletes the message. When an alpha-
OFST – illuminates anytime an offset has been en-
numeric entry resides in the scratch pad, one
tered on the PROGRESS 2/3 page. The indicator is ex-
character is cleared from the scratch pad (from right to-
tinguished when the offset has been cleared.
ward left) for each depression.

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FAM.1C-27J-1

Whenever an offset is automatically removed, the DIR/INTC Hard-Key

OFFSET CANCEL scratch pad message is displayed.
The DIR/INTC pages provide a means of flying direct
to, or intercepting a course to any waypoint. Pressing
PREV PAGE / NEXT PAGE Hard-Keys the DIR/INTC hard-key displays the DIR/INTC pages.
Refer to the FAM.1C-27J-1A manual for a complete
Pressing the PREV PAGE hard-key displays the previ-
description of the CNI-MU (ICDU) DIR/INTC pages.
ous data/menu page, if available.
Pressing the NEXT PAGE hard-key displays the next
data/menu page, if available. TOLD Hard-Key
The TOLD pages allow access to the take-off and land-
HARD-KEYS (MODE SELECT) ing data initialization and data page. Pressing the
TOLD hard-key displays the TOLD INIT 1/3 page.
Refer to the FAM.1C-27J-1A manual for a complete
COMM TUNE Hard-Key description of the CNI-MU (ICDU) Performance Data
The COMM TUNE pages allow access and control of pages.
the communication radios. Pressing the COMM TUNE
hard-key displays the COMM TUNE pages. Refer to INDX Hard-Key
the FAM.1C-27J-1A manual for a complete description
of the CNI-MU (ICDU) Communication Control pages. The INDEX pages provide access to a variety of pages
that are otherwise not easily accessible. The operator
may select from POWER UP, PERF WT, PERF CLB,
NAV TUNE Hard-Key PERF CRZ, PERF DES, ZEROIZE, ROUTE, RT LIST,
The NAV TUNE pages allow access and control of the DEP/ARR, DATA XFR and PROGRESS pages on the
navigation radios. Pressing the NAV TUNE hard-key INDEX 1/2 page.
displays the NAV TUNE pages. Refer to the FAM.1C- The INDEX 2/2 accesses NAV INHIBIT, FIX, FROM/
27J-1A manual for a complete description of the CNI- TO, MARK LIST, CURSOR TGT, INS 1 ALIGN, NAV
MU (ICDU) Navigation Control pages. DATA, CUSTOM DATA, SYS CONTROL, TIMERS,
CNI CONFIG, and INS 2 ALIGN pages. Pressing the
INDX hard-key displays the INDEX 1/2 page. Refer to
IFF Hard-Key the FAM.1C-27J-1A manual for a complete description
of the CNI-MU (ICDU) Index Controls pages.
The IFF page provides access to the IFF control func-
tions. Pressing the IFF hard-key displays the IFF page.
Refer to the FAM.1C-27J-1A manual for a complete MC INDX Hard-Key
description of the CNI-MU IFF Control pages.
Certain mission computer functions are accessed us-
ing the MC INDEX pages. Pressing the MC INDX hard-
NAV CTRL Hard-Key key displays the MC INDEX page. Refer to the
FAM.1C-27J-1A manual for a complete description of
The NAV CTRL pages provide access and control of
the CNI-MU (ICDU) Mission Computer Index pages.
the integrated navigation (INAV) equipment. Pressing
the NAV CTRL hard-key displays the INAV CTRL
SOLN 1/3 page. Refer to the FAM.1C-27J-1A manual LEGS Hard-Key
for a complete description of the CNI-MU (ICDU) Nav-
igation Control pages. The route and legs function, provide the crew with de-
tailed information about each leg in the flight plan.
They also access detailed route planning and progress
MSN Hard-Key monitoring functions. Pressing the LEGS hard-key dis-
plays the LEGS pages. Refer to the FAM.1C-27J-1A
The MISSIONS page allows for selection of ROUTE.
manual for a complete description of the CNI-MU
Pressing the MSN hard-key displays the MISSIONS
(ICDU) Legs Control pages.
page. Refer to the FAM.1C-27J-1A manual for a com-
plete description of the CNI-MU (ICDU) Mission Con-
trol pages.

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 FAM.1C-27J-1

Figure 1-90 CNI-MU (ICDU) panel

1-241
FAM.1C-27J-1

MARK Hard-Key The preset frequency is displayed on the line along

with the preset number with the two numbers separat-
The mark function records information about the air- ed by a slash, (e.g., VU2 10/125.300). Selecting the
craft present ship's solution position and time. This in- soft-key a second time recalls the previous frequency.
formation may be used for in-flight or downloaded for The COMM 2/2 page is used to arm or disarm Selec-
ground processing. Pressing the MARK hard-key dis- tive Call (SELCAL) status of either HF radio as select-
plays the MARK pages and creates the mark point. ed via the CNI-MU (ICDU).
Refer to the FAM.1C-27J-1A manual for a complete The CNRP is also capable of using the CNI-MS data-
description of the CNI-MU (ICDU) Mark Controls pag- base to tune navigation radios.
es. To tune the database, the identifier of the navigation
aid is entered into either copilot or pilot CNI-MU (ICDU)
scratch pad and the CNRP soft-key corresponding to
CNI-MU (ICDU) ACAWS MESSAGES the desired navigation radio is depressed. The data-
ACAWS messages, conditions, and crew action for a base identifier is not accessible if entered via the
specific message is listed in Section III of this manual. CNRP scratch pad.
The following table lists the ACAWS messages and the TACAN channels are capable of using X or Y code suf-
message urgency level. fixes. Entry of any two or three digit valid TACAN chan-
nel assumes X code, and the X is displayed after the
ADVISORY channel number on the display. Y code channels may
CNI MSG be tuned by typing any valid Y code channel followed
by a decimal in the CNRP scratch pad and then de-
CP CNI MU FAIL pressing the appropriate soft-key for TACAN 1 or 2.
P CNI MU FAIL The Y is then displayed after the channel number.
CNRP is powered by 28 V dc BUS 1 (PP1B) via the
CNRP circuit breaker.

COMMUNICATION / NAVIGATION /
CONTROLS
RADIO PANEL (CNRP)
COMM Hard-Key (Figure 1-92)
DESCRIPTION Pressing the COMM hard-key displays the communi-
cation radio configuration COMM 1/2 menu. This menu
The CNRP (Figure 1-91) provides the pilots an alter-
is used to tune the V/UHF 1 and 2 and HF 1 and 2 com-
nate way to tune the communications and navigation
munication radios. The menu also provides the capa-
radios and set IFF Mode 3 code and perform the
bility to set IFF Mode 3 code.
IDENT function. Power for individual communication
Pressing the COMM hard-key again toggle to the
and navigation radios is controlled by the CNI-MU
COMM 2/2 menu, used to arm or disarm SELCAL op-
(ICDU). If a radio is turned off, OFF appears adjacent
eration of the HF 1 and 2 radios.
to the radio abbreviation. If a valid frequency is entered
Refer to paragraph titled V/UHF COMM RADIO, HF
into a radio displaying the OFF indication, the radio is
COMM RADIO, or IDENTIFICATION (IFF) TRAN-
turned on and tuned to the selected frequency. When
SPONDER for a complete description of the COMM
appropriate, the message FAIL or CANT TUNE is dis-
menu and associated
played on the same line as the radio abbreviation
when a fault or failure has been detected. V/UHF com-
munication and VHF navigation frequencies can be NAV Hard-Key (Figure 1-93)
entered without decimals. They are left justified in the
scratch pad and the decimal is automatically entered Pressing the NAV hard-key displays the navigation ra-
after the third digit when selected to a V/UHF commu- dio configuration NAV menu. This menu is used to tune
nication, or VOR navigation radio. the VOR 1 and 2, TAC 1 and 2, and ADF 1 navigation
The COMM 1/2 page is capable of entering any of 40 radios. The menu also provides the capability to set
preset frequencies stored in the CNI-MS. Adjacent to IFF Mode 3 code.
each radio acronym is a soft-key that is used to enter Refer to paragraph titled VHF/ILS/MB, TACTICAL AIR
the selected frequency from the scratch pad. Selection NAVIGATION, V/UHF-DF, or IDENTIFICATION (IFF)
is made by entering the preset number in the scratch TRANSPONDER for a complete description of the
pad and pressing the soft-key adjacent to the radio to NAV menu.
be tuned.

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 FAM.1C-27J-1

NOTE An INVALID FREQUENCY alert appears right justified

for entries that are not in the proper format. Messages
Whenever a frequency is entered via must be cleared with the CLR key before any further
CNRP for a V/UHF1, HF1, VOR1, scratch pad operation can occur.
TACAN1, ADF and then a new frequency
is entered for the same system via CNI-
MU (ICDU), the CNRP will not accept the CLR Key
first entered frequency if re-dialed. Either
The numeric key pad provides a CLR key which when
press twice the relevant CNRP soft-key or
pressed clears the scratch pad. An alert message
use the CNI-MU (ICDU) to re-enter the
must be cleared with the CLR key before any further
value.
scratch pad operation can occur.
Pressing the CLR key once removes scratch pad mes-
IDENT Hard-Key sages, one per depression from the highest priority to
the lowest, and then the last character entry on the
Pressing the IDENT hard-key commands the tran- scratch pad. Continued depression of the CLR key re-
sponder to NORMAL (transmit) mode if the unit is in moves entries from right toward left at a rate of 10
the STANDBY mode. It will command the transponder characters per second after the CLR key has been
to IDENT mode for 20 seconds if the unit is in the NOR- held down for one second.
MAL mode causing the aircraft's symbol on any local
air traffic control operator's screen to be highlighted.
Scratch Pad Priority
Soft Keys The CNRP can access any of three scratch
pads (CNRP, copilot CNI-MU (ICDU) and pilot CNI-MU
The CNRP soft-keys are used to tune the selected (ICDU)). When a soft-key for a communication or nav-
Communication or Navigation radios via the CNRP or igation radio is depressed, the CNRP searches the
either CNI-MU (ICDU) scratch pad. COMM preset scratch pads for valid frequency or channel data.
channel numbers or frequencies, and NAV frequen- A priority system has been established to examine for
cies/channels entered in the CNRP or either CNI-MU valid data, starting with the CNRP scratch pad, then
(ICDU) scratch pad are tuned by pressing the soft-key the copilot CNI-MU (ICDU) scratch pad, and finally the
from the appropriate COMM or NAV menu. pilot CNI-MU (ICDU) scratch pad.
After a communication frequency or preset channel, or If no valid data is found in any of the three scratch
navigation frequency/channel has been changed, the pads, the CNRP selects the previous frequency or
previous communication frequency or navigation fre- channel that was tuned to the radio. If invalid data is in
quency/channel is stored in memory. If the CNRP and either scratch pad, an alert is generated for the CNRP.
both CNI-MU (ICDU) scratch pads are empty, pressing
the soft-key toggles between the previous and current
frequency/channel. Lighting Control Rocker Switch
Transponder Mode 3 code is set by entering desired
The lighting control rocker switch adjusts display light-
code in the CNRP or either, CNI-MU (ICDU) scratch
ing intensity relative to the value set by the PILOT
pad and pressing the soft-key. This can be accom-
LIGHTING and COPILOT LIGHTING control panels.
plished from either the COMM or NAV menu.

Numeric Key pad CNRP ACAWS MESSAGES

The numeric key pad is used to enter COMM radio fre- ACAWS messages, conditions, and crew action for a
quencies or preset channels, NAV radio frequencies/ specific message is listed in Section III of this manual.
channels, or Transponder Mode 3 codes into the The following table lists the ACAWS messages and the
CNRP scratch pad. message urgency level.
A standard 12 key telephone type key pad with ten
CAUTION
numbers (0 through 9), a decimal key in the lower left
corner, and a CLR (clear) key in the lower right corner CNRP TEMP HI
allows entry or deletion of data in the CNRP scratch
ADVISORY
pad. The bottom line of the display is designated the
scratch pad. It is normally not shown. CNRP FAIL
As entries are made via the numeric key pad, they ap- CNRP FAULT
pear left justified in normal video.

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FAM.1C-27J-1

Figure 1-91 CNRP

1-244
 FAM.1C-27J-1

Pressing the COMM hard-key brings up the COMM 1/2 menu. Pressing the COMM hard-key a second time
brings up the COMM 2/2 menu.

Soft-key Display Description

L1 VU1 <status> Selection with a valid frequency entered in the scratch pad sends the
tuning request for the V/UHF No. 1 to the CNI-MS.
<status> indicates either that the radio is OFF, in MANUAL (VU1 only),
or the frequency which it is currently tuned.
L2 VU2 <status> Selection with a valid frequency entered in the scratch pad sends the
tuning request for the V/UHF No. 2 to the CNI-MS. <status> indicates
either that the radio is OFF or the frequency which it is currently tuned.
L3 NOT USED
L4 VU ANT SEL Branches to the ANTENNA SELECT submenu.
R1 H1 <status> Selection with a valid frequency entered in the scratch pad sends the
tuning request for the HF No. 1 to the CNI-MS. <status> indicates
either that the radio is OFF or the frequency which it is currently tuned.
R2 H2 <status> Selection with a valid frequency entered in the scratch pad sends the
tuning request for the HF No. 2 to the CNI-MS. <status> indicates
either that the radio is OFF or the frequency which it is currently tuned.
R3 NOT USED
R4 3C Displays current transponder MODE 3 code and IFF status. Enters and
displays a new code via the scratch pad.

Figure 1-92 CNRP COMM menu (sh. 1/3)

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FAM.1C-27J-1

Pressing the COMM hard-key brings up the COMM 1/2 menu. Pressing the COMM hard-key a second time
brings up the COMM 2/2 menu.

Soft-key Display Description

L1 H1 SELCAL Displays current HF No. 1 SELCAL state DISARM, ARM, or LINK adja-
cent to the legend and the current four character SELCAL address
below the legend.
Selection of the adjacent soft-key changes the SELCAL state and tog-
gles between DISARM and ARM.
L2 H2 SELCAL Displays current HF No. 2 SELCAL state DISARM, ARM, or LINK adja-
cent to the legend and the current four character SELCAL address
below the legend.
Selection of the adjacent soft-key changes the SELCAL state and tog-
gles between DISARM and ARM.
L3-L4 NOT USED
R1-R3 NOT USED
R4 3C Displays current transponder MODE 3 code and IFF status. Enters and
displays a new code via the scratch pad.

Figure 1-92 CNRP COMM menu (sh. 2/3)

1-246
 FAM.1C-27J-1

Pressing the VU ANT SEL soft-key from the COMM menu brings up the ANTENNA SELECT submenu. Upon
aircraft power-up, system defaults to automatic selection, TOP when weight on wheels or BOT when weight
off wheels.

Soft-key Display Description

L1 VU1 Indicates currently selected V/UHF No. 1 antenna (either by automatic

default or by manual selection) by highlighting either TOP or BOT.
Selection of adjacent soft-key provides manual antenna selection and
toggle between TOP and BOT.
L2 VU2 Indicates currently selected V/UHF No. 2 antenna (either by automatic
default or by manual selection) by highlighting either TOP or BOT.
Selection of adjacent soft-key provides manual antenna selection and
toggle between TOP and BOT.
L3-L4 NOT USED
R1-R4 NOT USED

Figure 1-92 CNRP COMM menu (sh. 3/3)

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FAM.1C-27J-1

Pressing the NAV hard-key brings up the navigation radio configuration NAV menu.

Soft-key Display Description

L1 VOR1 Displays current VOR No. 1 frequency and database identifier.

Frequency can be modified via the scratch pad. If scratch pad is empty,
results in tuning previous frequency.
L2 VOR2 Displays current VOR No. 2 frequency and database identifier.
Frequency can be modified via the scratch pad. If scratch pad is empty,
results in tuning previous frequency.
L3 TAC1 Displays current TACAN No. 1 frequency and database identifier or
channel number.
Frequency can be modified via the scratch pad. If scratch pad is empty,
results in tuning previous frequency.
L4 TAC2 Displays current TACAN No. 2 frequency and database identifier or
channel number.
Frequency can be modified via the scratch pad. If scratch pad is empty,
results in tuning previous frequency.
R1 ADF1 Displays current ADF No. 1 frequency and database identifier.
Frequency can be modified via the scratch pad. If scratch pad is empty,
results in tuning previous frequency.
R2-R3 NOT USED
R4 3C Displays current transponder MODE 3 code and IFF status. Enters and
displays a new code via the scratch pad.

Figure 1-93 CNRP NAV menu

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 FAM.1C-27J-1

SINGLE AVIONICS MANAGEMENT CONTROLS

UNIT (SAMU)
Soft-Keys
The soft-keys are used to select and/or execute asso-
DESCRIPTION
ciated function, data, or control option displayed on the
The SAMUs (Figure 1-94) provide the pilot and copilot adjacent line.
with an input unit to manage the displays and other avi-
onics equipment. The SAMUs are primarily used to se-
lect information to be displayed on specific CMDUs. Hard-Keys
The SAMU also allows for selection of processing op- The hard-keys select the menu for presentation on the
tions for some systems such as, Navigation, Radar display screen. See HARD-KEYS AND DISPLAYS
and Ground Collision Avoidance System (GCAS). paragraph.
There are two SAMUs located in the center console,
one each for the pilot and copilot. The format and op-
eration of each SAMU are identical and independent; UP/DN Rocker Switch
therefore, the SAMUs can be used to perform different
The UP/DN rocker switch selects up or down functions
operations at the same time.
on applicable menus.
The SAMUs are configured as remote terminals (RT)
on the Left and Right Panel Buses.
SAMU 1 (pilot) is connected to the Left Panel Bus and Lighting Control Rocker Switch
is normally controlled by Mission Computer No. 1.
SAMU 2 (copilot) is connected to the Right Panel Bus The lighting control rocker switch adjusts display light-
and is normally controlled by Mission Computer No. 2. ing intensity relative to the value set by the PILOT
Data is transferred between the mission computers via LIGHTING and COPILOT LIGHTING control panels.
the Inter-Processor Control (IPC) bus.
Mission Computer No. 1 sends appropriate display
commands to CMDUs No. 1, 2, and 3 via the Left Dis- HARD-KEYS AND DISPLAYS
play Bus. Mission Computer No. 2 sends commands
to CMDUs No. 4 and 5 via the Right Display Bus. PFD Hard-Key (Figure 1-95)

SAMU power is provided by DC Bus 1 and DC Bus 2. Selection displays the PFD menu, which is used to se-
lect options for the PFD.
– SAMU 1 (pilot) is powered by 28 V dc BUS 1 Pressing the PFD hard-key when any menu other than
(PP1B) via the SAMU 1 circuit breaker. PILOT/COPILOT PFD is displayed brings up the on-
– SAMU 2 (copilot) is powered by 28 V dc BUS 2 side PFD menu. Pressing the PFD hard-key when a
(PP2A) via the SAMU 2 circuit breaker. PFD menu is displayed toggles between PILOT PFD
and COPILOT PFD. Refer to paragraph titled CMDU
The SAMUs provide the pilots with a means to monitor, PRIMARY FLIGHT DISPLAY (PFD) for a complete de-
select the status, and direct the source information to scription of the PFD menu.
the displays via the mission computers.
A caret ( < or > ) next to a legend or menu item indi-
cates that another page appears if the adjacent soft- NAV Hard-Key (Figure 1-96)
key is pressed. Selection displays the NAV RADAR menu, which is
When pressed, a new page of information appears on used to select options for the NAV-radar display.
the same display and replaces the current page. Pressing the NAV hard-key brings up the NAV RADAR
Generally, to select or deselect an option listed on any menu. Refer to paragraph titled LOW POWERED
of the SAMU menus the pilot or copilot presses the COLOR RADAR (LPCR) for a complete description of
soft-key next to the option. A highlighted legend indi- the NAV-radar (NAV) menu and associated sub-
cates the option that has been selected. When more menu(s).
than one option is available on a line, repeatedly
pressing the adjacent soft-key toggles the selection
sequentially through the available options and PTRS (Pointers) Hard-Key (Figure 1-97)
highlights the selected option. Selections can be made
from either SAMU. In case both SAMUs are trying to Selection displays the NAV SELECT menu, which is
change the same display, the last selection made from used to select the source for bearing pointers dis-
either SAMU holds until it is changed. played on the CMDUs.

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FAM.1C-27J-1

Pressing the PTRS hard-key when any menu other MISC Hard-Key (Figure 1-102)
than PILOT/COPILOT NAV SELECT is displayed
brings up the onside NAV SELECT menu. Pressing the The MISC menu provides access to lighting trim for
PTRS hard-key when a NAV SELECT menu is dis- 1553B based controls and displays, general systems
played toggles between PILOT NAV SELECT and CO- fault data, EGI control and maintenance page controls.
PILOT NAV SELECT. Pressing the MISC hard-key brings up the MISCELLA-
Refer to paragraph titled NAVIGATION SYSTEMS for NEOUS menu. Pressing the EGI soft-key branches to
a complete description of the Pointers (PTRS) menu the EGI submenu.
and associated submenu(s). Refer to paragraph titled EMBEDDED GLOBAL
POSITIONING / INERTIAL NAVIGATION SYSTEM
(EGI) for a complete description of the EGI submenu.
MAP Hard-Key (Not used)
1553 LIGHTING TRIM Submenu
ACAWS Hard-Key (Figure 1-98)
The lighting trim for those aircraft control panels whose
Selection displays the ACAWS menu, which is used to brightness is controlled via MIL-STD-1553B data bus
display and manipulate lists of warnings, cautions, ad- is performed with the 1553 LIGHTING TRIM submenu.
visories, and the fault log. Pressing the ACAWS hard- The submenu is used in conjunction with a series of
key brings up the ACAWS menu. Refer to paragraph ti- CMDU lighting trim formats which list the various chan-
tled ADVISORY, CAUTION AND WARNING SYSTEM nels of the control panels that can be adjusted (for ex-
for a complete description of the ACAWS menu. ample the edge lighting and annunciator lights are two
different channels on most panels).
DISP Hard-Key (Figure 1-99) Lighting trim is considered a maintenance action. How-
ever, the SAMU menu and CMDU display will be avail-
Selection displays the DISPLAY menu, which is used able in flight.
to select locations of display formats on the 5 CMDUs. Pressing the 1553 LTG TRIM soft-key from the MIS-
Pressing the DISP hard-key brings up the DISPLAY CELLANEOUS menu brings up the 1553 LIGHTING
menu. TRIM submenu. From this submenu the following op-
Refer to paragraph titled COLOR MULTIPURPOSE tions are available:
DISPLAY UNIT (CMDU) for a complete description of
the Displays (DISP) menu and associated submenu.
INCREASE

ENG Hard-Key (Figure 1-100) Pressing the soft-key highlights the INCREASE legend
while the soft-key is depressed and causes the trim
Selection displays the ENGINES menu, which is used value for the selected lighting channel to increase in-
to select engine diagnostics, oil cooler flaps operation, crementally by 1%.
backup controls for engine ice protection, and allow for Continual depression of the soft-key for more than one
selection of engine auto shutdown between ON and second causes the trim value to increase at a rate of
OFF. Pressing the ENG hard-key brings up the EN- 10 increments per second.
GINES menu.
Refer to paragraph titled ENGINES for a complete de-
XXX%
scription of the Engine (ENG) menu and associated
submenu(s). Displays numeric percentage of trim level.

GCAS Hard-Key (Figure 1-101) DECREASE

Selection displays the GCAS/STALL menu, which is Pressing the soft-key highlights the DECREASE leg-
used to select functions for the Ground Collision Avoid- end while the soft-key is depressed and causes the
ance System (GCAS) and Stall Warning System. trim value for the selected lighting channel to decrease
Pressing the GCAS hard-key brings up the GCAS/ incrementally by 1%.
STALL menu. Refer to paragraph titled GROUND Continual depression of the soft-key for more than one
COLLISION AVOIDANCE SYSTEM (GCAS) for a second causes the trim value to decrease at a rate of
complete description of the GCAS menu. 10 increments per second.
Refer to paragraph titled STALL WARNING SYSTEM
for a complete description of the STALL menu.

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 FAM.1C-27J-1

RESET CLEAR

Pressing the soft-key highlights the RESET legend Selection when aircraft is on the ground will result in
while the soft-key is depressed and causes the trim the ONE MESSAGE and ALL MESSAGES selections
value for the selected lighting channel to change to a to appear on the display. There will be no response if
preset value. CLEAR is selected while aircraft is in flight.
Pressing the soft-key a second time returns the trim
value to the previous adjusted value.
ONE MESSAGE

CMDU 2/4/OFF Displayed when CLEAR is selected while aircraft is on

the ground. Selection of ONE MESSAGE will delete
Pressing the soft-key toggles the selection for INTERI- the currently highlighted maintenance message on the
OR LIGHTING TRIM format display between CMDU 2, CMDU. The UP/DN rocker switch on the front panel of
4, and OFF. Default selection is OFF. the SAMU allow the pilots to scroll through and select
The existing display for selected CMDU (2 or 4) is the messages while the MAINTENANCE Submenu is
overridden by the INTERIOR LIGHTING TRIM format. displayed.
When the selection is toggled OFF or 1553 LIGHTING
TRIM submenu is removed, the selected CMDU will
ALL MESSAGES
return to its selected display.
Displayed when CLEAR is selected while aircraft is on
PREV PAGE the ground. Selection of ALL MESSAGES will result in
the VERIFY message being displayed below.
Pressing the soft-key causes the previous INTERIOR
LIGHTING TRIM page to appear on the selected CMDU.
VERIFY

NEXT PAGE Displayed when ALL MESSAGES is selected. Selec-

tion of VERIFY will delete all maintenance messages
Pressing the soft-key causes the next INTERIOR from the CMDU Maintenance Display.
LIGHTING TRIM page to appear on the selected CMDU.

SAMU ACAWS MESSAGES

MAINTENANCE Submenu
ACAWS messages, conditions, and crew action for a
The MAINTENANCE submenu allows the pilots to specific message is listed in Section III of this manual.
control and manage the Maintenance Display on the The following table lists the ACAWS messages and the
CMDU. message urgency level.
The pilots can use the submenu to sort the mainte-
nance messages on the CMDU either by aircraft sys- CAUTION
tem or time stamp and remove either a single selected
CP SAMU TEMP HI
message or all the messages.
Pressing the MAINTENANCE soft-key from the MIS- P SAMU TEMP HI
CELLANEOUS menu brings up MAINTENANCE sub-
ADVISORY
menu.
CP SAMU FAIL
From this submenu the following options are available: CP SAMU FAULT

P SAMU FAIL
P SAMU FAULT
SYS/TIME ORDER

Selection toggles between SYS and TIME. Controls

how the maintenance message list on the CMDU will
be sorted. SYS will sort by the aircraft system and
TIME will sort by the time stamp (or when the message
was created).

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Figure 1-94 SAMU panel

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 FAM.1C-27J-1

Pressing the PFD hard-key when any menu other than PILOT/COPILOT PFD is displayed brings up the
onside PFD menu. Pressing the PFD hard-key when a PFD menu is displayed, toggles between PILOT PFD
and COPILOT PFD.

Soft-key Display Description

L1 BARO IN/MB Selection changes the unit that barometric pressure is displayed in
(inches) or (millibars).
L2 MAG/TRUE/GRID Selection changes the compass reference of the PFD between mag-
netic, true, and grid.
L3 FD1/OFF/FD2 Selects the flight director in charge (FD1 or FD2) and switches the
symbology OFF on the selected PFD. Defaulted ON if onside autopilot
is engaged.
L4 FPA Selects the flight path angle (FPA) to be displayed on the selected
PFD. When highlighting is ON, the value of the FPA is displayed on the
PFD and can be changed by pressing the UP/DN rocker switch. Selec-
tion is synchronized with both sides.
R1 ATT REF INU 1/2 Selects either inertial navigation unit (INU) 1 or 2 as the source for
flight path/attitude reference and heading data displayed on the PFD.
R2 INAV 1/2 Selects either integrated navigation (INAV) solution 1 or 2 as the
source for aircraft location information on the CMDUs.
R3 ADC 1/2 Selects either central air data computer (CADC) 1 or 2 as the source
for airspeed and altitude data information displayed on the PFD.
R4 RAD ALT 1/2 Selects either radar altimeter (RAD ALT) 1 or 2 as the source for radar
altitude data on the CMDUs.
NOTE
Selection affects both Pilot and Copilot data
sources.

Figure 1-95 SAMU Primary Flight Display (PFD) menu

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Pressing the NAV hard-key brings up the onside NAV RADAR menu.

Soft-key Display Description

L1 FULL/PART Selection toggles between full channel and partial channel radar dis-
play for the selected side (Pilot or Copilot). CMDU numbers (1, 2, 3, 4,
or 5) currently showing the applicable channel are displayed after the
FULL and PART channel name.
L2 CENTER/OFFSET Selection toggles the location of the aircraft displayed origin. CENTER
locates the aircraft display in the horizontal center approximately half-
way from the top of the display. OFFSET locates the aircraft display
near the bottom of the display.
L3 MAG/TRUE/GRID Selection toggles the compass rose reference for the NAV-radar dis-
play between magnetic, true or grid selections.
L4 HDG/TRK/N Selection toggles the reference for the lubber line on the NAV-radar
display. If HDG is selected, the top of the display is orientated to the
aircraft heading. When TRK is selected, the top of the display is orien-
tated to the aircraft track. If N is selected, the top of the display is ori-
ented to north.
R1 RANGE XXX > Branches to FULL or PART NAV RANGE submenu.
(XXX = range currently
selected)
R2 OVERLAYS > Branches to FULL or PART NAV OVERLAYS submenu.
R3-R4 NOT USED

Figure 1-96 SAMU NAV-radar (NAV) menu (sh. 1/3)

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 FAM.1C-27J-1

Pressing the RANGE soft-key from the NAV RADAR menu brings up the FULL or PART NAV RANGE sub-
menu. The number of the CMDU displaying the FULL or PART channel radar is listed immediately after the
FULL or PART legend.

Soft-key Display Description

L1 1.5 (0.3) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 1.5 nautical miles (NM)
with range rings spaced at 0.3 NM.
L2 3 (0.6) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 3 NM with range rings
spaced at 0.6 NM.
L3 5 (1) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 5 NM with range rings
spaced at 1 NM.
L4 10 (2) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 10 NM with range rings
spaced at 2 NM.
R1 20 (4) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 20 NM with range rings
spaced at 4 NM.
R2 40 (8) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 40 NM with range rings
spaced at 8 NM.
R3 80 (16) Selection configures the NAV-radar display for the selected channel
(FULL or PART) to have a total display range of 80 NM with range rings
spaced at 16 NM.
R4 160 (32)/320 (64) Selection toggles to configure the NAV-radar display for the selected
channel (FULL or PART) to have a total display range of 160 NM with
range rings spaced at 32 NM, or 320 NM with range rings spaced at 64
NM.

Figure 1-96 SAMU NAV-radar (NAV) menu (sh. 2/3)

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FAM.1C-27J-1

Pressing the OVERLAYS soft-key from the NAV RADAR menu brings up the FULL or PART NAV OVERLAYS
submenu. The number of the CMDU displaying the FULL or PART channel radar is listed immediately after
the FULL or PART legend.

Soft-key Display Description

L1 NAV AIDS Selection adds position overlays of ground based navigation aids to
the NAV-radar display.
L2 TAC PLOT Selection adds tactical plot symbology to the NAV-radar display - sym-
bology consists of threat Identifier, location and radius entered in the
CNI-MU (ICDU).
L3 FLT PLAN Selection adds the flight plan overlay to the NAV-radar display.
L4 WPT IDS Selection overlays alphanumeric IDs on all waypoints, and overlays
courses to the current and next waypoints on the NAV-radar display.
R1 AIRPORTS Selection adds alphanumeric IDs and/or symbols for airports within the
display range to the NAV-radar display.
R2 NOT USED
R3 TCAS Selection enables the TCAS symbology overlay on the NAV-radar dis-
play.
R4 CLEAR ALL Selection deselects all of the overlays.

Figure 1-96 SAMU NAV-radar (NAV) menu (sh. 3/3)

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 FAM.1C-27J-1

Pressing the PTRS hard-key when any menu other than PILOT/COPILOT NAV SELECT is displayed brings
up the onside NAV SELECT menu. Pressing the PTRS hard-key when a NAV SELECT menu is displayed,
toggles between PILOT NAV SELECT and COPILOT NAV SELECT.

Soft-key Display Description

L1 < PNTR 1 Selected navigation source is displayed. Branches to PILOT/COPILOT

POINTER 1 submenu.
L2 < PNTR 2 Selected navigation source is displayed. Branches to PILOT/COPILOT
POINTER 2 submenu.
L3-L4 NOT USED
R1-R4 NOT USED

Figure 1-97 SAMU pointers (PTRS) menu (sh. 1/3)

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FAM.1C-27J-1

Pressing the PNTR 1 soft-key from the PILOT/COPILOT NAV SELECT menu brings up the PILOT/COPILOT
POINTER 1 submenu.

Soft-key Display Description

L1 VOR 1 Selects VOR 1 as the source for pilot pointer No. 1.

L2 TAC 1 Selects TACAN 1 as the source for pilot pointer No. 1.
L3 INAV 1 Selects INAV 1 as the source for pilot pointer No. 1.
L4 ADF 1 Selects ADF 1 as the source for pilot pointer No. 1.
R1 VOR 2 Selects VOR 2 as the source for pilot pointer No. 1.
R2 TAC 2 Selects TACAN 2 as the source for pilot pointer No. 1.
R3 INAV 2 Selects INAV 2 as the source for pilot pointer No. 1.
R4 NOT USED

Figure 1-97 SAMU pointers (PTRS) menu (sh. 2/3)

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Pressing the PNTR 2 soft-key from the PILOT/COPILOT NAV SELECT menu brings up the PILOT/COPILOT
POINTER 2 submenu.

Soft-key Display Description

L1 VOR 1 Selects VOR 1 as the source for pilot pointer No. 2.

L2 TAC 1 Selects TACAN 1 as the source for pilot pointer No. 2.
L3 INAV 1 Selects INAV 1 as the source for pilot pointer No. 2.
L4 ADF 1 Selects ADF 1 as the source for pilot pointer No. 2.
R1 VOR 2 Selects VOR 2 as the source for pilot pointer No. 2.
R2 TAC 2 Selects TACAN 2 as the source for pilot pointer No. 2.
R3 INAV 2 Selects INAV 2 as the source for pilot pointer No. 2.
R4 NOT USED

Figure 1-97 SAMU pointers (PTRS) menu (sh. 3/3)

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FAM.1C-27J-1

Pressing the ACAWS hard-key brings up the ACAWS menu.

Soft-key Display Description

L1 OVERFLOW Enables the SAMU UP/DN rocker switch to scroll up and down one
ACAWS OVERFLOW page at a time.
L2 FAULT LOG Enables the SAMU UP/DN rocker switch to scroll up and down one
FAULT LOG page at a time.
L3 STORE Selection displays the STORE menu items on the right side of the
SAMU display (items 5, 6, 7, and 8).
L4 RECALL Selection returns all stored messages to the Engine/ACAWS and/or
overflow displays on the CMDUs.
R1 ONE CAUTION Selection stores one caution message.
R2 ONE ADVISORY Selection stores one advisory message.
R3 ALL CAUTIONS Selection stores all caution messages.
R4 ALL ADVISORIES Selection stores all advisory messages.

Figure 1-98 SAMU ACAWS menu

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 FAM.1C-27J-1

Pressing the DISP hard-key brings up the DISPLAY menu.

Soft-key Display Description

L1 < CMDU 1 Branches to CMDU 1 submenu.

L2 < CMDU 2 Branches to CMDU 2 submenu.
L3 < CMDU 3 Branches to CMDU 3 submenu.
L4 NOT USED
R1 CMDU 4 > Branches to CMDU 4 submenu.
R2 CMDU 5 > Branches to CMDU 5 submenu.
R3-R4 NOT USED

Figure 1-99 SAMU display (DISP) menu (sh. 1/2)

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FAM.1C-27J-1

Pressing the CMDU soft-key from the PILOT DISPLAY COPILOT menu brings up the CMDU submenu.
Menu items available for selection depends on the particular CMDU display selected and the reversionary fail-
ure modes. Only menu items available for selection will be displayed.

Soft-key Display Description

L1 PFD Selection places the Primary Flight Display format on the selected
CMDU.
L2 NAV RADAR Selection places the NAV-Radar Display format on the selected
CMDU.
L3-L4 NOT USED
R1 ESA Selection places the Engine System and ACAWS Display format on
the selected CMDU.
R2 ACAWS OVERFLOW Selection places the ACAWS Overflow Display format on the selected
CMDU.
R3 FAULT LOG Selection places the Fault Log Display format on the selected CMDU.
R4 MAINTENANCE Selection places the Maintenance format on the selected CMDU.

Figure 1-99 SAMU display (DISP) menu (sh. 2/2)

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 FAM.1C-27J-1

Pressing the ENG hard-key brings up the ENGINES menu.

Soft-key Display Description

L1 < ENG DIAGNOSTICS Branches to ENG DIAGNOSTICS submenu.

L2 < ENG/NAC ICE PROT Branches to ENG/NAC ICE PROT submenu for soft panel override
control of Engine/Nacelle Ice Protection system.
L3 < OIL COOLER FLAPS Branches to OIL COOLER FLAPS submenu.
L4 AUTO SHUTDOWN Selection toggles the Engine Auto Shutdown between ON and OFF.
R1-R4 NOT USED

Figure 1-100 SAMU engine (ENG) menu (sh. 1/8)

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FAM.1C-27J-1

Pressing the ENG DIAGNOSTICS soft-key from the ENGINES menu brings up the ENG DIAGNOSTICS sub-
menu.

Soft-key Display Description

L1 < ENGINE DATA Branches to ENGINE DATA submenu.

L2 < FADEC CAL Branches to FADEC CAL submenu.
L3 < NIU RESET Branches to NIU RESET submenu.
L4 < PROP OVRSPD GVNR Branches to Propeller Overspeed Governor (PROP OVRSPD
GVNR) submenu.
R1 NOT USED
R2 EMS EVENT RECORD Selection commands the NIU to record the Engine Monitoring Sys-
tem event data. EMS EVENT RECORD legend remains highlighted
as long as soft-key is depressed.
R3 ENG DATA DOWNLOAD Selection commands the NIU to download engine data to the main-
tenance PCMCIA card in the Dual Slotted Data Transfer Unit.
R4 NOT USED

Figure 1-100 SAMU engine (ENG) menu (sh. 2/8)

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 FAM.1C-27J-1

Pressing the ENGINE DATA soft-key from the ENG DIAGNOSTICS submenu brings up the ENGINE DATA
submenu.

Soft-key Display Description

L1-L2 Display Engine 1 and 2, Power Lever (PLA) in degrees and Propeller
Pitch Angle (BETA) in degrees.
L3-L4 NOT USED
R1-R2 Display Engine 1 and 2, FADEC In Control (FIC) (A or B).
The FADEC in control will be highlighted.
R3 NOT USED
R4 ENG DIAGNOSTICS > Branches back to ENG DIAGNOSTICS submenu.

Figure 1-100 SAMU engine (ENG) menu (sh. 3/8)

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FAM.1C-27J-1

Pressing the FADEC CAL soft-key from the ENG DIAGNOSTICS submenu brings up the FADEC CAL sub-
menu.
Both of the FADEC on each engine will be calibrated, with the appropriate calibration values transmitted from
the controlling FADEC to the standby FADEC via the Cross Channel Data Link. There are two FADEC calibra-
tion procedure, static and dynamic. The static calibration is initiated by pressing the FADEC CAL line select
key and accomplishes the following:
1. Calibration of the Beta Feedback Transducer in the Propeller Control Unit.
2. Adjustement of the Torque Meter gain and bias terms in the FADEC.
3. Calibration of the Power Lever Angle (PLA) resolver in the throttle quadrant.
Following the successful completion of the static calibration, the FADEC will set the "Dynamic Blade Angle
Calibration Request" discrete to the Mission Computer.
The dynamic calibration is accomplished with the engine running at Low Speed Ground Idle (LSGI) by press-
ing the FADEC CAL soft-key. This causes the MC to set the FADEC calibrate discrete. The Calibration Status
Line will be blank unless the MC is receiving one of the calibration modes, depending on which one is active
as determined by the enabling bit.
The SAMU UP/DN rocker switch will be enabled to increment and decrement function required during calibra-
tion test.

Soft-key Display Description

L1 ENGINE 1 Selects Engine 1 FADECs for calibration test.

L2 ENGINE 2 Selects Engine 2 FADECs for calibration test.
L3 Calibration Status Line - display.
L4 NOT USED
R1 FADEC CAL Depressing the soft-key will initiate the FADEC calibration test on the
selected engine by causing the MC to set the FADEC calibrate discrete
and highlight the FADEC CAL legend until the FADEC has run its cali-
bration in the first test mode.
Whenever the FADEC CAL soft-key is depressed during the course of
the FADEC CAL tests, the legend will highlight while the calibration test
is in progress and return to normal video when calibration has com-
pleted
R2-R3 NOT USED
R4 ENG DIAGNOSTICS > Branches back to ENG DIAGNOSTICS submenu.

Figure 1-100 SAMU engine (ENG) menu (sh. 4/8)

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 FAM.1C-27J-1

Pressing the NIU RESET soft-key from the ENG DIAGNOSTICS submenu brings up the NIU RESET sub-
menu.

Soft-key Display Description

L1 ENGINE 1 Resets the NIU for engine 1. ENGINE 1 legend will remain highlighted
as long as the soft-key is depressed.
L2 ENGINE 2 Resets the NIU for engine 2. ENGINE 2 legend will remain highlighted
as long as the soft-key is depressed.
L3-L4 NOT USED
R1-R3 NOT USED
R4 ENG DIAGNOSTICS > Branches back to ENG DIAGNOSTICS submenu.

Figure 1-100 SAMU engine (ENG) menu (sh. 5/8)

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FAM.1C-27J-1

Pressing the PROP OVRSPD GVNR soft-key from the ENG DIAGNOSTICS submenu brings up the PROP
OVRSPD GVNR submenu.
Detected faults during a test will be presented as ACAWS messages. IN TEST message will be displayed and
legend will be highlighted while test is in progress. Test can not be manually turned off once the test is in
progress. The test request will be discontinued if the SAMU is commanded to leave the Propeller Overspeed
Governor Test submenu before the Test In Progress message has been received from the FADEC. The test
will NOT be discontinued if the SAMU is commanded to leave the Propeller Overspeed Governor Test sub-
menu while the Test In Progress message is active.

Soft-key Display Description

L1 ENGINE 1 Selection initiates the Propeller Overspeed Governor Test.

L2 ENGINE 2 Selection initiates the Propeller Overspeed Governor Test.
L3-L4 NOT USED
R1-R3 NOT USED
R4 ENG DIAGNOSTICS > Branches back to ENG DIAGNOSTICS submenu.

Figure 1-100 SAMU engine (ENG) menu (sh. 6/8)

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 FAM.1C-27J-1

Pressing the ENG/NAC ICE PROT soft-key from the ENGINES menu brings up the ENG/NAC ICE PROT
submenu.
Selected options will be highlighted.
Default selection is NORM.

Soft-key Display Description

L1 NORM/OVERRIDE Selection toggles between normal control (via the switch on the Ice
Protection Panel) or override (SAMU control) of the engine and nacelle
ice protection.
L2 OFF In override mode, selection turns engine and nacelle ice protection
OFF.
L3 ON In override mode, selection turns engine and nacelle ice protection ON.
L4 AUTO In override mode, selection sets engine and nacelle ice protection to
automatic mode.
R1-R4 NOT USED

Figure 1-100 SAMU engine (ENG) menu (sh. 7/8)

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FAM.1C-27J-1

Pressing the OIL COOLER FLAPS soft-key from the ENGINES menu brings up the OIL COOLER FLAPS
submenu.
Selected options will be highlighted.

Soft-key Display Description

L1 XXX% Engine 1 Oil Cooler Flap Position display, in percentage of full open.
L2 AUTO/MAN Selection toggles between automatic and manual control of engine 1
oil cooler flap position. Selection of MAN causes the menu item OPEN
and CLOSE to appear.
L3 OPEN Drives the selected engine flaps open, incrementing by 1, until the key
is released, or the flaps reach full open.
L4 CLOSE Drives the selected engine flaps closed, decrementing by 1, until the
key is released, or the flaps reach full closed.
R1 XXX% Engine 2 Oil Cooler Flap Position display, in percentage of full open.
R2 AUTO/MAN Selection toggles between automatic and manual control of engine 2
oil cooler flap position. Selection of MAN causes the menu item OPEN
and CLOSE to appear.
R3-R4 NOT USED

Figure 1-100 SAMU engine (ENG) menu (sh. 8/8)

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 FAM.1C-27J-1

Pressing the GCAS hard-key brings up the GCAS menu (left side) and STALL menu (right side).

Soft-key Display Description

L1 NORMAL/TACTICAL Selection toggles between NORMAL and TACTICAL mission mode.

Default selection is NORMAL.
L2 GS INHIBIT Inhibits the presentation of the GLIDESLOPE message.
L3 FLAP INHIBIT Inhibits the aural and visual presentations of the “TOO LOW FLAPS”
message.
L4 ON/OFF Selection toggles the GCAS between ON and OFF.
Default selection is ON.
R1 STALL WARN Selection toggles the Stall Warning System between ON and OFF.
Default selection is ON.
R2 STALL TEST Initiate the Stall Warning System test.
R3-R4 NOT USED
DATA BLOCK SECTION Provides display of Angle of Attack (AOA) in degrees, Side Slip Angle
(BETA) in degrees, Flap Position (FLAPS) in percent of full down, and
Thrust Coefficient (TC) always displays 0.00.
NOTE
All values are those used by the Stall Warning
System. They should not be used to deter-
mine aircraft configuration.

Figure 1-101 SAMU GCAS and STALL menu

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FAM.1C-27J-1

Pressing the MISC hard-key brings up the MISCELLANEOUS menu.

Soft-key Display Description

L1 < 1553 LTG TRIM Branches to 1553 LTG TRIM submenu.

L2 GEN SYS FAULT DNLD Highlights the GEN SYS FAULT DNLD legend and download fault data
drom ARINC 429 General Systems Controllers to the Maintenance
Data Cartridge of the DSDTS. When the download is complete, the
legend highlighting will be removed.
L3 GEN SYS FAULT CLR Highlights the GEN SYS FAULT CLR legend and presents VERIFY
message on next line.
L4 VERIFY Highlights the VERIFY legend and commands the General Systems
Controllers to clear their fault registers. When faults have cleared,
VERIFY legend will be removed, and GEN SYS FAULT CLR legend
will return to normal video.
R1 EGI > Branches to EGI submenu.
R2 MAINTENANCE > Branches to MAINTENANCE submenu.
R3-R4 NOT USED

Figure 1-102 SAMU miscellaneous (MISC) menu (sh. 1/4)

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 FAM.1C-27J-1

Pressing the 1553 LTG TRIM soft-key from the MISCELLANEOUS menu brings up the 1553 LIGHTING TRIM
submenu.
SAMU UP/DN rocker switch is enebled to scroll up or down through the CMDU INTERIOR LIGHTING TRIM
format panel options.

Soft-key Display Description

L1 INCREASE Selection increases the trimming value for the selected lighting chan-
nel by 1 percent for each press.
L2 XXX% Displays the trim value for the currently selected lighting channel.
L3 DECREASE Selection decreases the trimming value for the selected lighting chan-
nel by 1 percent for each press.
L4 RESET Selection resets the trim value for the selected lighting channel to the
factory preset.
R1 CMDU 2/4/OFF Selection toggles the 1553 Lighting Trim CMDU format to CMDU 2,
CMDU 4, or OFF.
R2 NOT USED
R3 PREV PAGE Selection displays the previous page of lighting channels and trim val-
ues on the CMDU selected with the CMDU 2/4/OFF control.
R4 NEXT PAGE Selection displays the next page of lighting channels and trim values
on the CMDU selected with the CMDU 2/4/OFF control.

Figure 1-102 SAMU miscellaneous (MISC) menu (sh. 2/4)

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FAM.1C-27J-1

Pressing the EGI soft-key from the MISCELLANEOUS menu brings up the EGI submenu. This submenu
allows the pilot's to cycle power to the EGI in an attempt to clear faults or recover a failed EGI.

Soft-key Display Description

L1 EGI 1 Highlights the EGI 1 legend, toggles the selection between ON and
OFF, and presents VERIFY message on next line.
L2 VERIFY Highlights the VERIFY legend while the soft-key is depressed and
commands the EGI 1 to the highlighted ON/OFF condition. When the
EGI 1 has responded to the ON or OFF command, the legend will
return to normal video.
L3-L4 NOT USED
R1 EGI 2 Highlights the EGI 2 legend, toggles the selection between ON and
OFF, and presents VERIFY message on next line.
R2 VERIFY Highlights the VERIFY legend while the soft-key is depressed and
commands the EGI 2 to the highlighted ON/OFF condition. When the
EGI 2 has responded to the ON or OFF command, the legend will
return to normal video.
R3-R4 NOT USED

Figure 1-102 SAMU miscellaneous (MISC) menu (sh. 3/4)

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 FAM.1C-27J-1

Pressing the MAINTENANCE soft-key from the MISCELLANEOUS menu brings up the MAINTENANCE sub-
menu.

Soft-key Display Description

L1 SYS/TIME ORDER Selection sort the maintenance messages in “System” or “Time” order.
L2 CLEAR Selection displays CLEAR menu items on the right side of the SAMU
display (items 5 and 6).
L3-L4 NOT USED
R1 ONE MESSAGE Selection clear one maintenance message (not available in flight).
R2 ALL MESSAGES Selection clear all maintenance messages (not available in flight).
R3 VERIFY Highlights the VERIFY legend and commands the Ground Based Data
System to clear all maintenance messages.
R4 NOT USED

Figure 1-102 SAMU miscellaneous (MISC) menu (sh. 4/4)

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FAM.1C-27J-1

COLOR MULTIPURPOSE DISPLAY NAV-Radar Format

UNIT (CMDU) The NAV-radar display is available on any of the five
CMDUs (subject to reversionary display limitations)
and is based on data received from the CNI-SP via the
DESCRIPTION mission computers. The NAV-radar format provides a
two-dimensional view of the horizontal plane and is the
There are five CMDUs located on the flight station primary indicator of the navigation flight plan.
main instrument panel (Figure 1-87). The CMDUs dis- The flight plan is shown as a series of lines connecting
play a variety of aircraft system data using video, the waypoints and the NAV-radar display information
graphics, and text. includes desired course, desired heading, and estimat-
CMDU No. 1 and 5 are always set to display the PFD. ed time enroute. The format also displays radar video
CMDU No. 3 is automatically set to display Engine Sta- for the LPCR modes.
tus/ACAWS format provided that no CMDU has an Refer to paragraph titled LOW POWER COLOR RA-
ESA displayed and a warning message(s) or new cau- DAR (LPCR) for a complete description of the NAV-ra-
tion(s) is active. Both pilots are able to select any of the dar format.
two remaining CMDUs for other display formats. When NAV-radar is selected for display on a CMDU,
CMDU No. 2 is for use by the pilot and CMDU No. 4 is video data from the radar is routed through the mission
for use by the copilot. Any display format can be pre- computer to the CMDU, which merges the video with
sented on any of the CMDUs within configuration lim- locally generated graphics for display.
its. The two SAMUs, via the mission computers
provide the means for calling up the different CMDU
display formats. Engine and ACAWS Formats
The primary data from the aircraft engines is displayed
The CMDUs receive power from the DC Bus 1, DC Bus
in both digital and analog (dial) formats on the Engine
2, DC Essential Bus, and DC Emergency Bus.
Status/ACAWS display format.
– CMDU No. 1 and No. 2 are powered by 28 V dc The digital gauges provide exact values while the ana-
EMER BUS (PP3B) via the (CMDU) 1 and 2 circuit log (dial) gauges provide trend data and allow quick
breakers. cross engine comparisons. ACAWS messages are
also displayed on this format. Refer to paragraph titled
– CMDU No. 3 is powered by 28 V dc BUS 1 (PP1B) ENGINE for a complete description of the Engine Sta-
via the (CMDU) 3 circuit breaker. tus/ACAWS display. ACAWS OVERFLOW display and
– CMDU No. 4 is powered by 28 V dc BUS 2 (PP2A) FAULT LOG display can also be selected.
via the (CMDU) 4 circuit breaker. Refer to paragraph titled ADVISORY, CAUTION AND
WARNING SYSTEM (ACAWS) for a complete descrip-
– CMDU No. 5 is powered by 28 V dc ESSEN BUS tion of the ACAWS display formats.
(PP4A) via the (CMDU) 5 circuit breaker.

SAMU CONTROLS
DISPLAY FORMATS
The pilot and copilot SAMU is used to select the de-
The display formats for all five CMDUs can be con- sired CMDU position and display format. The available
trolled from either SAMU independently. This feature display formats are dependent upon the particular
allows either pilot to control the display format for any CMDU display selected and the reversionary failure
of the five CMDUs and display various combinations of modes.
allowable information.

SAMU Display (DISP) Selection

PFD Format
Pressing the DISP hard-key on the SAMU brings up
The PFD format is available for the pilot on CMDU No. the DISPLAY menu (Figure 1-99). From this menu a
1, 2, and 3 and for the copilot on CMDU No. 4 and 5. desired CMDU can be selected for display format se-
CMDU No. 1 and CMDU No. 5 are reserved for the pi- lection. Press the soft-key for desired CMDU. This
lot and copilot PFD format. brings up the selected CMDU submenu.
Refer to paragraph titled CMDU PRIMARY FLIGHT Menu items available for selection depend on the par-
DISPLAY (PFD) for a complete description of the PFD ticular CMDU display selected and the reversionary
format. failure modes. Only menu items available for selection
will be displayed.

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 FAM.1C-27J-1

Figure 1-103 CMDU and control wheel

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FAM.1C-27J-1

PFD The DISPLAY MASTER control knob on the PILOTS

LIGHTING control panel controls CMDUs No.1, 2 and
Pressing the soft-key brings up the PFD format on the 3. The DISPLAY MASTER control knob on the COPI-
selected CMDU. LOTS LIGHTING control panel controls CMDU No.4
and 5.
NAV RADAR

Pressing the soft-key selects the NAV RADAR to be CMDU Lighting Control Rocker Switch
displayed on the selected CMDU. The lighting control rocker switch on each CMDU (Fig-
ure 1-103) adjusts display intensity relative to the value
DIG MAP (Not used) set by the lighting control panels. The switch also ad-
justs the display-viewing angle.
To adjust the viewing angle, press and hold for about
ESA 10 seconds the "+" side of the lighting control rocker
switch until the viewing angle menu appears on the
Pressing the soft-key selects Engine Status/ACAWS
CMDU screen and a VIEWING ANGLE label pops-up
display on the selected CMDU.
in yellow at the center of the display followed by the
current angle value (30.0 units).
ACAWS OVERFLOW The "-" and "+" keys are then be used to adjust viewing
angle setting. The viewing angle scale range is be-
Pressing the soft-key selects ACAWS OVERFLOW tween 4.0 and 49.0 units.
display on the selected CMDU. The viewing angle adjustment menu will be removed
from the display approximately 10 seconds after the
FAULT LOG last press of the "-" and "+" keys.
At the avionic power up, the CMDU Viewing Angle is
Pressing the soft-key selects FAULT LOG display on set at the default value (30.0 units) independently on
the selected CMDU. the last viewing angle selection.

MAINTENANCE CONTROL WHEEL SWITCHES (Figure 1-103)

Pressing the soft-key displays MAINTENANCE page The pilot and copilot control wheels each contain two
on the selected CMDU. switches that affect the CMDU display format.

LIGHTING Stop Watch Switch

The stop watch control is a three-position spring-load-
Lighting Control Panels ed-to-center switch:
All CMDUs power up in NVIS lighting mode and then – The position labelled STOP WATCH - is a start,
default to the lighting mode as set on the PILOT stop, and reset function for the stopwatch, which is
LIGHTING and COPILOT LIGHTING control panels presented on the PFD and NAV-radar formats.
(Figure 1-68).
The lighting mode defaults to the lighting mode select- – Center position is off.
ed by the MODE switch on the PILOT LIGHTING con- – The third position is spare.
trol panel.
In the NVIS position, the NVIS mode is selected for the
CMDUs. In the NORM position, the normal lighting Cursor Control and Ground Enable/Update Slew
mode is selected. Button
When TSTORM switch in the TSTORM position, the Refer to paragraph titled COMMON CURSOR for a
CMDU is set to maximum normal mode brightness. If complete description of this switch.
no valid MODE switch information is available at pow-
er-up, the CMDUs will remain in NVIS mode.
The lighting intensity of the CMDUs is determined by CMDU ACAWS MESSAGES
setting the DISPLAY MASTER rotary controls and can
be further adjusted using the lighting control rocker ACAWS messages, conditions, and crew action for a
switch on each CMDU. specific message is listed in Section III of this manual.

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The following table lists the ACAWS messages and the Refer to Paragraph titled TAKE-OFF ENABLED
message urgency level. ACAWS MESSAGES for a list of take-off enabled
ACAWS messages.
ADVISORY

CMDU 1 FAIL
CMDU 2 FAIL ALERT LEVELS
CMDU 3 FAIL
CMDU 4 FAIL There are four levels of ACAWS messages:
CMDU 5 FAIL
CMDU 1 RESTART
CMDU 2 RESTART
CMDU 3 RESTART Special Alerts
CMDU 4 RESTART
CMDU 5 RESTART Special Alerts are given for a flight critical condition that
CMDU 1 TEMP HI must be corrected to preclude loss or damage of the
CMDU 2 TEMP HI aircraft.
CMDU 3 TEMP HI
CMDU 4 TEMP HI Special Alerts can also be non-critical messages given
CMDU 5 TEMP HI to reduce crew workload. Special Alerts can be voice
CMDU 1 VIDEO LOST messages or unique tones, and/or visual messages
CMDU 2 VIDEO LOST
CMDU 3 VIDEO LOST provided on the CMDU PFD.
CMDU 4 VIDEO LOST Refer to paragraph titled CMDU PFD for a description
CMDU 5 VIDEO LOST and list of all ACAWS Special Alerts.

Warnings
ADVISORY, CAUTION AND Warnings are given for an emergency operational or
WARNING SYSTEM (ACAWS) aircraft system condition that requires immediate cor-
rective or compensatory crew action to prevent per-
sonal injury or loss of life.
GENERAL Warning messages are listed starting at the top of the
ESA display ACAWS list. Warning messages are dis-
The ACAWS monitors, reports, and records, system played until their conditions have been corrected.
events that require flight crew intervention or acknowl- Warning messages are displayed in reverse color
edgment. Refer to Section III for a complete list of (black letters on a red background) until 10 seconds af-
ACAWS messages, condition, and crew action. ter the flight crew acknowledges the message by
ACAWS presents alphanumeric messages on the En- pressing the MASTER WARNING switch light, then
gine Status/ACAWS (ESA) display, ACAWS list (Figure they are displayed in RED letters.
1-104) and when necessary on the ACAWS OVER- Warning messages cannot be removed and must be
FLOW display (Figure 1-105). Some ACAWS messag- displayed to the crew whenever they are active. If the
es are accompanied by aural tones and/or voice number of warning messages exceeds the capacity of
messages. the ESA display ACAWS list, they overflow to the
ACAWS WARNINGS and CAUTIONS also illuminate ACAWS OVERFLOW display.
the MASTER WARNING and MASTER CAUTION
switch lights on the pilot and copilot Reference Set/
Warning panels (Figure 1-86). In the event of a dual Cautions
mission computer failure, the BIUs serve as a backup.
A subset containing the most critical ACAWS messag- Cautions are given for an abnormal operational or air-
es is processed in backup mode. The BAUs also sup- craft system condition that requires corrective or com-
port ACAWS processing. Selected ACAWS events are pensatory crew action to prevent damage to aircraft
also recorded on the DFDR. equipment.
A key feature of ACAWS is that redundant, unneces- Caution messages are listed below Warning messag-
sary, or distracting alerts are inhibited. During certain es on the ESA display ACAWS list or ACAWS OVER-
well defined phases of take-off, the display, aural alert FLOW display.
and/or MASTER CAUTION switch light is inhibited for Caution messages are displayed until either the condi-
most ADVISORY messages and selected CAUTION tion is corrected, or until the message is sent to the
messages. As soon as the inhibit period is over, the STORED MESSAGES part of the FAULT LOG.
message is displayed, the aural alert is presented, and
the MASTER CAUTION switch light is illuminated for
each alert that was inhibited.

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Figure 1-104 Engine status and ACAWS (ESA) display

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 FAM.1C-27J-1

Figure 1-105 ACAWS OVERFLOW page

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FAM.1C-27J-1

Caution messages are displayed in reverse color Control Wheel Aural Annunciator HUSH Button
(black letters on a yellow background) until 10 seconds
after the flight crew acknowledges the message by A HUSH button (Figure 1-103) is provided on each
pressing the MASTER CAUTION switch light, then control wheel that can be used to cancel some
they are displayed in YELLOW letters. When the con- ACAWS aural alerts. When either HUSH button is de-
dition is corrected, the message is removed. pressed, the aural tone or voice message associated
with the alert is canceled.
In some cases, as with most GCAS messages, press-
Advisories ing the HUSH button also cancels the visual compo-
nent of the alert. The HUSH buttons only cancel
Advisories are given for an operational or aircraft sys-
Special Alert aural messages. Aural tones associated
tem condition that may require crew action.
with Warnings, Cautions, and Advisories cannot be
Advisory messages are listed below any Warning and/
canceled with this switch.
or Caution messages on the ESA display ACAWS list
or ACAWS OVERFLOW display. For the first 10 sec-
onds, Advisories are shown in reverse color (black let- SAMU CONTROLS
ters on a white background), then they are displayed in
WHITE letters. Advisory messages are displayed on The SAMUs allow for selection of ESA display or
the ESA display ACAWS list or ACAWS OVERFLOW ACAWS OVERFLOW display at desired CMDU loca-
display until either the condition no longer exists or the tion and also allows for store/recall of Cautions and
message is sent to the STORED MESSAGES part of Advisories to/from the FAULT LOG pages.
the FAULT LOG. When the condition is corrected, the
message is removed.
SAMU Display (DISP) Selection
Pressing the DISP hard-key on the SAMU brings up
ACAWS CONTROLS the DISPLAY menu (Figure 1-99). From this menu a
desired CMDU can be selected for displaying ACAWS
MASTER WARNING and MASTER CAUTION displays. Press the soft-key for desired CMDU. This
Switch Lights brings up the selected CMDU submenu.
Menu items available for selection depend on the par-
MASTER WARNING and MASTER CAUTION switch ticular CMDU display selected and the reversionary
lights located on the pilot and copilot Reference Set/ failure modes. Only menu items available for selection
Warning Panels annunciate with all Cautions and will be displayed.
Warnings. Distinct aural tones are provided by the ICS,
and text messages are displayed on the ESA display
ACAWS list and when necessary on the ACAWS ESA
OVERFLOW display. Advisories have a different aural
Pressing the soft-key selects ESA display for the se-
tone, and also provide a text message displayed on
lected CMDU.
the ESA display ACAWS list. The pilot or copilot is able
to acknowledge any Caution or Warning message dis-
played by pressing the appropriate MASTER WARN- ACAWS OVERFLOW
ING or MASTER CAUTION switch light.
Pressing the switch light eliminates the aural signal Pressing the soft-key selects ACAWS OVERFLOW
and extinguishes the light, but the associated text mes- display for the selected CMDU.
sage remains displayed.
FAULT LOG
Flight Deck Speakers Pressing the soft-key selects FAULT LOG display for
Flight deck speakers are used to present alert tone the selected CMDU.
and/or voice message alerts to the flight crew. There
are two speakers located in the flight station overhead,
SAMU ACAWS Selection
one each above the pilot and copilot.
The speakers receive ACAWS audio tones/messages Pressing the ACAWS hard-key on the SAMU brings up
from the ICS Central Switching Unit (CSU) and broad- the ACAWS menu (Figure 1-98). Selected options will
cast them to the flight crew. The ACAWS audio infor- be highlighted.
mation is also broadcast to all ICS stations via the ICS Default selection is no items selected.
headsets.

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OVERFLOW Pressing ONE ADVISORY soft-key a second time

sends the highlighted advisory to the FAULT LOG
Pressing the soft-key enables the UP/DN rocker switch page.
to scroll up and down one ACAWS OVERFLOW page
at a time.
ALL CAUTIONS

FAULT LOG Pressing the soft-key highlights all Cautions on exist-

ing ESA and OVERFLOW pages. Pressing ALL CAU-
Pressing the soft-key enables the UP/DN rocker switch TIONS soft-key a second time sends all cautions to the
to scroll up and down one FAULT LOG page at a time. FAULT LOG page.

STORE ALL ADVISORIES

Pressing the soft-key brings up the Store Selection op- Pressing the soft-key highlights all Advisories on exist-
tions on the right side of the menu. Pressing the ing ESA and OVERFLOW pages. Pressing ALL ADVI-
STORE soft-key again highlights, with cyan back- SORIES soft-key a second time sends all advisories to
ground, the top ACAWS CAUTION message dis- the FAULT LOG page.
played on the selected ESA display ACAWS list.
The UP/DN rocker switch will scroll up and down one
ACAWS message at a time through the CAUTIONS DISPLAYS
and then the ADVISORIES.
If there are additional ACAWS OVERFLOW page(s) Using the SAMU, either pilot is able to assign any of
and ACAWS OVERFLOW is selected for display on a the ACAWS displays to CMDU No. 2, 3, or 4. Usually
CMDU, the highlight will scroll down to the top ACAWS the ESA display will be located at CMDU No. 3.
message on the ACAWS OVERFLOW display from
the bottom message on the ESA display ACAWS list. ESA Display (Figure 1-104)
The highlighted ACAWS message can then be moved
to the STORED MESSAGES part of the FAULT LOG The ESA display ACAWS list is displayed to the right
by pressing the ONE MESSAGE soft-key. The next of the Engine instruments displays. A line with the title
message in the list then becomes highlighted. Press- "ACAWS" is at the top. Below the ACAWS title, there is
ing the STORE soft-key again will remove the Store one column of thirty-one lines for ACAWS information.
Selection options from the right side of the menu. This allows 31 one-line ACAWS messages to be dis-
played.
WARNING messages are listed first starting at the top,
RECALL
followed by any CAUTION and then by any ADVISO-
Pressing the soft-key returns all stored ACAWS mes- RY messages. The most recent message of each
sages to the ESA display ACAWS list and ACAWS class is listed first, followed by any remaining messag-
OVERFLOW display. es of that level, in reverse order of occurrence.
The bottom line is reserved for information about the
type and number of ACAWS OVERFLOW and FAULT
ONE CAUTION LOG STORED MESSAGES.
The majority of ACAWS message can be one line.
Pressing the soft-key highlights the first ACAWS cau-
However, some messages may be two lines in length
tion on the existing displayed ESA or OVERFLOW
to make them informative and interpretable. The sec-
page. The SAMU UP/DN rocker switch is used to scroll
ond line of any two-line message is indented four char-
up or down one Caution message at a time.
acters.
Pressing ONE CAUTION soft-key a second time
If the addition of a new message exceeds the capacity
sends the highlighted caution to the FAULT LOG page.
of the ESA display ACAWS list, then the excess, older
messages are moved (pushed) to the ACAWS OVER-
ONE ADVISORY FLOW page.

Pressing the soft-key highlights the first ACAWS advi-

sory on the existing displayed ESA or OVERFLOW ACAWS OVERFLOW Page (Figure 1-105)
page. The SAMU UP/DN rocker switch is used to scroll
The ACAWS OVERFLOW display is used to display
up or down one Advisory message at a time.
ACAWS messages that do not fit on the ESA display
ACAWS list.

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FAM.1C-27J-1

ACAWS messages appear in two columns on this GLIDESLOPE Special Alert

page. The top center has the title "ACAWS OVER- ICE CONDITION Caution
ICE DETECT OFF Caution
FLOW" followed by a dashed line and then two col- LAVATORY SMK Warning
umns of 41 lines to display up to 82 ACAWS LIFT DUMPER Special Alert
messages. MAINTAIN CLIMB X.X TCAS Special Alert
MAINTAIN DESCENT X.X TCAS Special Alert
If there is not enough room on the ACAWS OVER- MC 1 FAIL Caution
FLOW page to list all of the overflow messages, they MC 2 FAIL Caution
are displayed on a second page. MINIMUMS Special Alert
NAC 1 OVERHEAT Caution
Messages are moved as necessary from the bottom of NAC 2 OVERHEAT Caution
the second column on the first page to the first column ON-GROUND ATTITUDE Warning
of the second page. Space is provided to accommo- PARK BRAKE Warning
PITCH DISCONNECT Warning
date nine overflow pages. PULL UP Special Alert
Either the pilot or copilot may select the ACAWS SINK RATE Special Alert
OVERFLOW display and the CMDU on which it is to be STALL Special Alert
SWS FAIL Caution
displayed using the respective SAMU. TERRAIN Special Alert
If a new WARNING or CAUTION message must be TOO LOW FLAPS Special Alert
displayed on the ACAWS OVERFLOW page, and the TOO LOW GEAR Special Alert
TOO LOW TERRAIN Special Alert
page is not already displayed, it is automatically dis- TRIM Special Alert
played on CMDU No. 4. WINDSHEAR Special Alert
The ACAWS OVERFLOW page may not be replaced
by another display format if any WARNING messages
are currently displayed.
COMMUNICATION SYSTEMS
FAULT LOG Display (Figure 1-106)
The FAULT LOG display is intended to provide the GENERAL
flight crew with a list of cascaded messages and
The communication systems provide radio equipment
STORED MESSAGES.
for air-to-air (aircraft) and air-to-ground (ship/shore)
Only text messages appear on the FAULT LOG dis-
communications, and intercommunication equipment
play. An event recovery causes the associated mes-
for crew station to crew station (onboard) communica-
sage to be erased from the FAULT LOG.
tions. The primary interface between the flight crew
A cascaded message is generally a list of subsystems
and the aircraft radios and navigation devices is the
that may be inoperative or degraded as a result of a
Communication, Navigation, and Identification Man-
RPS, BAU, BIU, 1553B bus, or other system failure.
agement System (CNI-MS). The system consists of
two CNI-MUs (ICDU) and two CNI-SPs.
A CNRP also performs many of the same functions as
TAKE-OFF ENABLED ACAWS MESSAGES
the CNI-MU (ICDU), including communication and
The following is a list of ACAWS messages enabled navigation radio frequency selection and display of ra-
during the Take-off phase of flight: dio configuration. The communication equipment con-
sists of the following:
Message Criticality
– Two combined Very High Frequency / Ultra High
ALTITUDE Special Alert Frequency (VHF/UHF) multi-band radios.
APU FIRE Warning
AUTOFEATHER Warning – Two High Frequency (HF) radios.
BANK ANGLE Special Alert
CGO SMK Warning – Interphone Communication System (ICS) with a
DON'T SINK Special Alert separate backup ICS capability.
E/E RACK SMK Warning
ENG 1 FAIL Special Alert – Public Address (PA) system.
ENG 1 FIRE Warning
ENG 1 FLAMEOUT Caution
ENG 1 MGT HI Warning
ENG 2 FAIL Special Alert
ENG 2 FIRE Warning
ENG 2 FLAMEOUT Caution
ENG 2 MGT HI Warning
ENG ICE PROTECT ON Advisory
FLAPS Special Alert
GCAS FAIL Advisory

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 FAM.1C-27J-1

Figure 1-106 ACAWS FAULT LOG display

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FAM.1C-27J-1

INTERPHONE COMMUNICATION ICS Central Switching Unit (CSU)

SYSTEM (ICS) The CSU provides the central processing functions for
the entire communication system. The CSU is respon-
sible for audio and discrete input/output signals, HIU/
DESCRIPTION MHIU serial bus interfaces, and the 1553B data bus in-
terfaces. Audio, analog, and discrete signals are con-
The ICS provides voice communication between all verted to digital information for amplification, mixing,
crewmembers. In addition, the ICS receives audio sig- and control. The resultant information is then recon-
nals from the various radio receivers for distribution to verted for use by the external equipment (radios and
all crewmembers, and provides microphone connec- public address system) or sent to the HIU/MHIU on the
tion from flight station crew members to the radio trans- digital bus.
mitters. ACAWS audio alerts are also distributed by the
ICS. The alert signals are amplified and mixed with
communications audio selected at the flight crew sta- ICS Control Panel
tions in order to be heard above other audio. An ICS control panel (Figure 1-107) is installed at the
The ICS provides an emergency backup communica- pilot, copilot, observer (center console), forward cargo
tion function that allows the pilot and copilot to receive (forward loadmaster), and aft cargo (aft loadmaster)
and transmit over the V/UHF-1 radio. stations.
The isolated network of three Modified Headset Inter- The control panel contains a function selector switch,
face Unit's (MHIUs) interface with the V/UHF-1 radio a transmit selector switch, a master volume control, a
through Remote Radio Set Control (RRSC) are the pri- VOX sensitivity control, a PA gain control, an INT/RA-
mary components of the backup mode radio system. In DIO select switch, and 11 push-pull monitor (mixer)
the event of ICS or 1553B data bus failure, the MHIUs switches with volume control knob (twist knob).
provides backup intercommunication capability be-
tween the Pilot, Copilot and Forward Loadmaster ICS
stations. Function select switch

The four-position function select switch enables the

crewmember to select microphone configuration:
ICS COMPONENTS AND CONTROLS
– CALL – Provides audio from the selected station to
The ICS components include one Central Switching be heard at all stations, regardless of individual
Unit (CSU), five ICS control panels, three ICS Monitor panel configuration.
panels, two Headset Interface Units (HIU), three Mod-
ified Headset Interface Unit (MHIU), five crew station – INT – Allows normal ICS interphone communica-
headsets, radio/interphone switches on the pilot and tion. Requires operator to use the INT/RADIO
copilot control wheels, and a microphone switch on the press-to-talk (PTT) select switch in INT, or the IN-
pilot nose wheel steering control wheel. TPH position on the pilots control wheel radio/inter-
phone switch.
The ICS components receive power from the DC Bus
– VOX – Allows voice level activated ICS communica-
1, DC Emergency Bus, and DC Essential Bus.
tion. Requires VOX SENS preset. No PTT needed.
– CSU is powered by 28 V dc ESSEN BUS (PP4B) – HOT MIC – Allows constant open ICS communica-
via the ICS-CSU circuit breaker. tion. No PTT needed.
– Pilot MHIU is powered by 28 V dc EMER BUS
(PP3A) via the MHIU PILOT circuit breaker. NOTE
– Copilot MHIU is powered by 28 V dc ESSEN BUS • HOT MIC and VOX are for ICS only.
(PP4B) via the MHIU COPILOT circuit breaker. PTT switch is required for radio trans-
mission.
– FWD Cargo MHIU is powered by 28 V dc ESSEN
BUS (PP4B) via the MHIU LH FWD CARGO circuit • If a “pulsing type” low level interfer-
breaker. ence in headset occurs, when ICS
CONTROL panel (aft cargo) is oper-
– Observer and Cargo HIU are powered by 28 V dc
ating in HOT MIC or VOX, reduce
EMER BUS (PP3A) via HIU OBSER CARGO cir-
VOX SENS setting to medium value.
cuit breaker.
If the interference is still present, se-
lect INT mode.

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 FAM.1C-27J-1

Transmit select switch Pushing the control into the silence position silences
the control. VU3 is not supported.
The transmit selector switch allows the crew members
to select from several different transmitting systems.
The Mission Computer is programmed to enable each PA GAIN control
ICS Control Panel to provide selection of radio trans-
The PA gain control is used to control the broadcast
missions.
volume level of the Public Address system.
Only the flight station pilot, copilot and observer sta-
Rotating the control clockwise increases the PA broad-
tions allow radio transmission. The remaining ICS con-
cast volume, rotating the control counterclockwise de-
trol panels are not programmed for radio transmission.
creases the PA system volume.
The crew member can transmit/receive on the follow-
ing communication systems when the selector switch
is in the associated position: INT/RADIO select switch
– INT – Selects interphone for broadcast. A three-position switch which allows selection of either
INT or RADIO. Both the INT and RADIO positions of
– PA – Selects public address system for station
the switch are spring-loaded to the center (off) posi-
broadcast.
tion. When the switch is held in the INT position, trans-
– VU1 – Selects V/UHF-1 for transmit. mits over the intercom system to all other crew
stations. When the switch is held in the RADIO posi-
– VU2 – Selects V/UHF-2 for transmit.
tion, transmits through the radio selected on the trans-
– VU3 – Not supprted. mit select switch.

– H1 – Selects HF-1 for transmit.

ICS Monitor Panel
– H2 – Selects HF-2 for transmit.
An ICS Monitor panel (Figure 1-107) is installed next to
each of the flight station ICS control panels. The mon-
VOL control itor panel contains 10 push-pull monitor controls.
Master volume control for all monitored systems. Ro- The monitor controls allow the operator to monitor nav-
tating the control results in all monitored system vol- igational systems that have audio signals.
ume levels being manipulated simultaneously. A particular communication/navigation signal is audi-
When the control is rotated clockwise, the volume of ble whenever the associated monitor control is pulled
audio signals that are monitored is increased. out and volume is adjusted. The ICS Monitor panel
When the control is rotated counterclockwise, the au- provides interconnection with the VOR - 1, VOR - 2,
dio signal volume is decreased. The volume of any in- TACAN - 1, TACAN - 2, ADF - 1 and BCN (Marker Bea-
dividual signal is controlled by rotating the respective con receiver).
volume control when it is pulled out.
Headset Interface Unit (HIU)
VOX SENS control There are two HIUs installed in the aircraft. One for the
The VOX sensitivity control is used to set the threshold flight station observer (electrical rack) and the other for
of the voice activated microphone on the headsets. the aft loadmaster (aft loadmaster). The observer HIU
Rotating the control clockwise increases the volume has an interface to the external ICS connector located
required to overcome the threshold. Rotating the con- in the nose wheel well.
trol counterclockwise decreases the volume required
to overcome the threshold. VOX sensitivity is for the Modified Headset Interface Unit (MHIU)
ICS function only (if the VOX interphone mode is se-
lected) and not functional for radio transmissions. Three MHIUs (Figure 1-107) labelled BACKUP ICS,
are installed in the aircraft. Two are installed in the
flight station for pilot and copilot and one for forward
Push-Pull monitor controls cargo (forward loadmaster).
The MHIU provide a backup ICS (for both radio and in-
The 11 push-pull monitor controls are used to control
terphone communication) in case of CSU or Comm/
the selection and volume of the individual systems
Nav 1553B bus failure. The forward cargo (forward
available. Pulling the VOX/HM, INT, PA, VU1, VU2,
loadmaster) MHIU has an interface to the ICS connec-
VU3, H1 or H2 monitor control out and rotating it ad-
tor at the external refueling station.
justs the volume level of the control selected.

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FAM.1C-27J-1

Figure 1-107 ICS control and indicators (sh. 1/2)

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 FAM.1C-27J-1

Figure 1-107 ICS control and indicators (sh. 2/2)

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FAM.1C-27J-1

Transmission selector switch The following table lists the ACAWS messages and the
message urgency level.
Selects backup mode of operation. Switch locks in
NORM position for normal ICS operation. Spring load- CAUTION
ed INT position for intercom function. BACKUP posi- ICS FAIL
tion activates backup ICS mode of communication.
ADVISORY
AFT CGO HIU FAIL
VOLUME control AFT CGO ICS CNTL FAIL
AFT CGO ICS CNTL FAULT
Provides backup mode volume control for radio (RAD) CP HIU FAIL
and intercom (INT) operation. CP ICS CNTL PNL FAIL
CP ICS CNTL PNL FAULT
CP ICS MON PNL FAIL
Headset Microphone CP ICS MON PNL FAULT
FWD CGO HIU FAIL
Headset microphones are located at each intercom- FWD CGO ICS CNTL FAIL
munication station for reception and transmission over FWD CGO ICS CNTL FAULT
the channels covered at the individual stations.
OBS HIU FAIL
Each set consists of two earphones mounted on a OBS ICS CNTL PNL FAIL
headband; a boom-type microphone attached to a OBS ICS CNTL PNL FAULT
bracket on one earphone, and a cable assembly. The OBS ICS MON PNL FAIL
OBS ICS MON PNL FAULT
connector from the headset assembly connects to the
headset interface unit. P HIU FAIL
P ICS CNTL PNL FAIL
P ICS CNTL PNL FAULT
P ICS MON PNL FAIL
Control Wheel Radio/Interphone switch P ICS MON PNL FAULT
There is a three-position radio/interphone switch on
both the pilot and copilot control wheels (Figure 1-
103). Each switch has an INTPH position (rearward),
off position (center), and RADIO position (forward). PUBLIC ADDRESS (PA) SYSTEM
Both the INTPH and RADIO positions of the switch are
spring-loaded to the center off position.
When the switch is held in the INTPH position, the pilot DESCRIPTION
(or copilot) can transmit over the intercom system to all
The PA system provides one-way communication with
other crew stations.
the cargo area through five loudspeakers located in
When the switch is held in the RADIO position, the pilot
the cargo compartment. The system is controlled from
(or copilot) can transmit through the radio selected on
any one of the three ICS control panels located in the
the ICS control panel transmit select switch.
flight station, or the two ICS control panels in the cargo
compartment.
Control Wheel Aural Annunciator HUSH Button Audio is supplied to the PA system through an ICS
headset microphone connected to a HIU or MHIU and
The pilot and copilot control wheels (Figure 1-103)
passed to the CSU for processing.
each have an aural warning HUSH button which is
The signal is then transferred to the PA power amplifier
used to cancel the aural portion of an ACAWS alert.
in the forward cargo compartment overhead equip-
ment rack for audio amplification and distribution to the
Steering Control Handle PTT Button cargo compartment loudspeakers.
The cockpit area also receives PA broadcasts directly
The steering control handle has a Press-To-Transmit
from the CSU which provide ACAWS tones and spe-
(PTT) button, which allows the pilot to transmit through
cial alert messages. Two speakers are installed one di-
the radio selected on the ICS control panel transmit se-
rectly over the pilot and one over the copilot.
lect switch.
The PA Amplifier is powered by 115/200 V ac BUS 2
(XP2) via the PUBLIC ADDRESS circuit breaker.
ICS ACAWS MESSAGES
ACAWS messages, conditions, and crew action for a PA CONTROLS
specific message is listed in Section III of this manual.
The ICS control panel controls the PA system.

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ICS Control Panel (Figure 1-107) There are two LCUs installed in the aircraft, one dedi-
cated to each V/UHF radio. The LCU converts the R/T
The PA system is selected for operation by placing the serial data stream representing the operating frequen-
transmit select switch on ICS control panel to PA posi- cy to nine PIN diode discretes that control antenna tun-
tion. PA GAIN, VOL, and sensitivity levels are also ad- ing. The LCUs are installed on the right hand cargo
justable from the ICS control panel. compartment near their respective antennas, one near
The operator must press and hold the INT/RADIO se- the leading edge of the wing, and one near the main
lect switch in the RADIO position and speak into the landing gear. There are two V/UHF antenna switches
microphone; the pilots can also use the RADIO posi- installed in the aircraft. A single pole switch is dedicat-
tion on the control wheel radio/interphone switch. ed to the V/UHF No. 1 radio, and a single pole switch
Refer to paragraph titled INTERPHONE COMMUNI- serves the V/UHF No. 2 radio. The antenna switches
CATION SYSTEM (ICS) for further discussion of the route the RF line and the nine PIN diode tuning dis-
ICS control panel. The pilots can monitor the PA sys- cretes. The LCUs and antenna switches are installed
tem output by using the PA push-pull monitor control on the right hand cargo compartment wall near their re-
on the ICS control panel. spective antennas, one near the leading edge of the
wing, and one near the main landing gear.
The V/UHF systems receive power from the DC Bus 2
PA ACAWS MESSAGES
and DC Emergency Bus.
ACAWS messages, conditions, and crew action for a
– V/UHF 1 R/T and RRSC are powered by 28 V dc
specific message is listed in Section III of this manual.
EMER BUS (PP3A) via the (VHF/UHF 1) RCVR
The following table lists the ACAWS messages and the
XMTR circuit breaker.
message urgency level.
– V/UHF 1 Logic Converter Unit is powered by 28 V
ADVISORY
dc EMER BUS (PP3A) via the (VHF/UHF 1) LOG-
PA FAIL IC C. UNIT circuit breaker.
– V/UHF 1 Antenna Switch is powered by 28 V dc
EMER BUS (PP3A) via the (VHF/UHF 1) ANT
V/UHF COMMUNICATION RADIO CHG OVER circuit breaker.
– V/UHF 2 R/T is powered by 28 V dc BUS 2 (PP2A)
via the (VHF/UHF 2) RCVR XMTR circuit breaker.
DESCRIPTION
– V/UHF 2 Logic Converter Unit is powered by 28 V
There are two combined Very High Frequency/Ultra
dc BUS 2 (PP2A) via the (VHF/UHF 2) LOGIC C.
High Frequency (V/UHF) multi-band radios installed in
UNIT circuit breaker.
the aircraft. They provide two-way AM and FM commu-
nications for Line-Of-Sight (LOS) communications. – V/UHF 2 Antenna Switch is powered by 28 V dc
The V/UHF radios operate in the following frequencies BUS 2 (PP2A) via the (VHF/UHF 2) ANT CHG
and modes: OVER circuit breaker.
The VHF voice communication between the aircraft
Frequency MHz Modes Application and Air Traffic Control are improved by a FM noise im-
30.000 - 87.975 FM Tactical/Close Air Support munity function.
FM noise immunity function consists of a High Pass fil-
108.000 - 117.975 AM (Rx only) Aeronautical Radio Navigation
ter with an associated Transfer Relay switch on each
118.000 - 135.975 AM ATC, 8.33 KHz spacing V/UHF Radio.
136.000 - 155.975 AM, FM Civil Fixed and Mobile The High Pass filter is designed to have a frequency
response from 118 to 400 and 960 to 1220 MHz and
156.000 - 173.975 FM Maritime and Land Mobile
isolate the 30 to 118 Band which includes the Tactical
225.000 - 339.975 AM, FM UHF Military, HAVE QUICK II Band (30 to 88 MHz). A Transfer Relay switch is in-
stalled on each V/UHF system in line between the V/
Each V/UHF radio system consists of an R/T, Logic UHF radio and the High Pass filter.
Control Unit (LCU), antenna switch, Low Pass filters, A Transfer Relay switch is used to bypass the High
and top and bottom mounted frequency agile anten- Pass filter between the radio and the antenna, when
nas. The V/UHF transceivers are located one in the the radio is operating in the Tactical Band frequency
RH forward cargo avionics rack (V/UHF No. 1) and one range of 30 to 88 MHz, allowing the radio to operate in
in the aft cargo compartment overhead rack (V/UHF this frequency range.
No. 2).

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The V/UHF Radio has capability for HAVE QUICK II COMM 1/2 Menu (Figure 1-92)
operation. When the radio is operated in this mode, the
transceiver performs a pre-determined set of frequen- Pressing the COMM hard-key brings up the communi-
cy agility patterns while synchronized with another air- cation radio configuration COMM 1/2 menu. V or U is
craft or ground station radio performing the same highlighted to display the current operating frequency
frequency-hopping pattern. band.
– NORMAL mode – When the V/UHF radio is in the
Normal mode, the CNRP will display the preset or
NOTE channel number, tuned frequency, and UHF mod-
ulation mode beside each VUn legend as applica-
When the aircraft is in the proximity of a
ble. If a valid frequency or preset is entered in the
strong RF signal source, such as a com-
CNRP scratch pad, selection of the VU1, VU2 key
mercial radio or TV station whose broad-
will cause a normal TUNE REQUEST to be sent to
cast frequency or harmonic of the
the CNI-MS.
broadcast frequency can mix with the V/
UHF receivers intermediate frequency of – MANUAL mode – When the V/UHF No. 1 radio is
21.4 MHz, this can cause inter modula- being controlled by the RRSC, the CNRP will dis-
tion that will be superimposed on the se- play MANUAL besides the VU1 legend. The VU1
lected V/UHF frequency. Under this legend will be displayed but will have no affect if
conditions, the commercial broadcast will soft-key VU1 is pressed. CNRP operation of VU2
be heard over the V/UHF receiver via the continues independent of VU1 operating under
intercom until the aircraft is out of range of MANUAL control.
the broadcast station or the V/UHF comm
frequency is changed. – MARITIME mode – When the V/UHFn radio is in
the Maritime mode, the CNRP will display the
channel number and tuned frequency beside each
V/UHF CONTROLS VUn legend as applicable. The Maritime mode in-
dicator (MM) will be displayed in the modulation
Either CNI-MU (ICDU) or the CNRP (Figure 1-91) con- mode field. The V in each legend is highlighted.
trols tuning of the V/UHF radios. A Remote Radio Set Selection of the VU1 or VU2 soft-key without data
Control (RRSC) (Figure 1-108) provides backup man- in the CNRP scratch pad has no affect. If a valid
ual control of the V/UHF No. 1 radio in case of failure Maritime frequency or Maritime channel is entered
of the CNI-MS or Comm/Nav 1553B buses. in the CNRP scratch pad, selection of the VU1 or
The crew sets up for V/UHF voice communication by VU2 soft-key will cause a Maritime TUNE RE-
selecting a radio and volume on his ICS control panel QUEST to be sent to the CNI-MS.
(Figure 1-107) and entering a frequency and mode into
that radio via the CNI-MU (ICDU) or the CNRP.
VU1
Controls on the MHIU allow selection and operation of
the backup ICS (Figure 1-107). Refer to paragraph ti- Displays current V/UHF No. 1 operating frequency and
tled INTERPHONE COMMUNICATION SYSTEM operating mode.
(ICS) for a complete description and use of the ICS Current preset channel or frequency can be modified
controls. via the scratch pad and pressing the soft-key.
If the scratch pad is empty, pressing the soft-key re-
CNI-MU (ICDU) Controls sults in tuning the previous selected frequency.

(Refer to the FAM.1C-27J-1A manual)

VU2

CNRP Controls Displays current V/UHF No. 2 operating frequency and

operating mode.
The CNRP is used to reduce the workload associated Current preset channel or frequency can be modified
with the CNI-MU (ICDU) by providing an alternate via the scratch pad and pressing the soft-key.
means to turn “ON” and tune radios and IDENT the IFF If the scratch pad is empty, pressing the soft-key re-
Transponder. sults in tuning the previous selected frequency.

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 FAM.1C-27J-1

< VU ANT SEL CHAN FREQ/NET/TIME display

Pressing the soft-key branches to the ANTENNA SE-

LECT submenu. NOTE
When a frequency of XXX.015 is tuned on
ANTENNA SELECT Submenu V/UHF No. 1 via the CNI-MU (ICDU) or
Pressing the < VU ANT SEL soft-key from the COMM CNRP, the RRSC will display the frequen-
menu brings up the ANTENNA SELECT submenu. cy as XXX.010. In this case, the display
Upon aircraft power up, system defaults to automatic on the CNI-MU (ICDU) or CNRP is cor-
antenna selection, TOP when weight on wheels, BOT rect.
when weight off wheels. Default or selected option will
be highlighted. LCD displays the current operating frequency, preset
channel number, net, time and mode. During BIT oper-
ation, displays the mode and BIT results.
VU1

Pressing the soft-key toggles between TOP and BOT

to provide manual antenna selection for V/UHF No. 1 NOTE
radio. To select the ancillary modes, the ancil-
lary pushbutton is used to position the
VU2 cursor under the desired mode, and the
pointer pushbutton is used to select or de-
Pressing the soft-key toggles between TOP and BOT select that mode.
to provide manual antenna selection for V/UHF No. 2
radio. – TIME – SINCGARS BASE/NET TIME is displayed
as DD HH:MM. Not supported.

ANTENNA SWITCHES – GPS – Enables reception of time from a GPS re-

ceiver.
There are two V/UHF antenna switches installed in the
aircraft. – AM/FM – AM/FM modulation selection in bands
A single pole switch is dedicated to the V/UHF No. 1 136 to 156 MHz (upper frequency rounded) and
radio, and a double pole switch serves the V/UHF 225 to 400 MHz (upper frequency rounded).
No. 2 radio, and provides for third V/UHF radio growth. – H/L – SINCGARS Hopset (range 1-25) or Lockout
The antenna switches allow for selection between the (range 1-8). Display represents range selected.
top and bottom antennas. The antenna switches are Not supported.
installed on the right hand cargo compartment wall
near their respective antennas, one near the leading – SND/RCV – Send (SND) or Receive (RCV) modes
edge of the wing, and one near the main landing gear. used for over-the-air transfers between radios on
the same frequency when the LOAD/OFST push-
button is pressed.
Remote Radio Set Control (RRSC)
– LE – SINCGARS Late Entry (LE) mode allows a
A RRSC provides backup manual control of the V/UHF SINCGARS radio that does not have precise time
No. 1 radio in case of failure of the CNI-MS or Comm/ sync to be synchronized with the SINCGARS net.
Nav 1553B buses. When the BACKUP ICS INT/BACK- Not supported.
UP/NORM switch on the MHIU is set to BACKUP, radio
communication is delegated to the V/UHF No. 1 radio – OFST – Offset mode enables half duplex operation
and controlled by the RRSC. on any valid operating frequency in 5 kHz steps.
Offsets of 0 kHz, 5 kHz and 10 kHz can be selected
after the pointer is placed in front of the OFST
RRSC Controls (Figure 1-108) menu selection and pressing the LOAD/OFST
pushbutton.
VOL/SQ OFF

Volume control knob/squelch disable. Rotation adjusts

volume. Push in to squelch, pull out to open squelch.

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FAM.1C-27J-1

Figure 1-108 Remote Radio Set Control (RRSC)

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 FAM.1C-27J-1

CHAN/FREQ CRSR selector NOTE

CHAN (channel) / FREQ (frequency) CRSR (cursor) If AJ or AJ/M modes are selected and the
pushbutton rotary switch. Each time the switch is de- R/T does not allow that operation, NO
pressed, the cursor position changes. Rotating the APP is displayed.
switch changes channel or frequency depending on
mode selection and cursor position. – AJ – Electronic Protection (EP) Anti-jam (AJ)
mode.
LOAD/OFST – AJ/M (PULL) – When rotary switch is pulled and
turned to AJ/M, the Anti-jam/Master Net mode is
Pushbutton switch enables loading of various data and selected. Provides the same capabilities as AJ.
operating frequencies depending upon the mode.

Pointer pushbutton
Frequency mode selector
Selects or deselects ancillary mode option identified by
Isolated position rotary switch, knob must be pulled out cursor position, by ancillary mode pushbutton.
to enter or exit positions marked PULL. Selects the fol-
lowing Modes:
Ancillary mode pushbutton
– 121 (PULL) – Transmitter and main receiver are
tuned to 121.500 MHz AM and the preset and Positions cursor under various ancillary options. Used
manual frequency controls become inoperative. with pointer pushbutton to select and deselect ancillary
modes.
– 243 – Transmitter and Main receiver are tuned to
243.000 MHz AM and the preset and manual fre-
quency controls become inoperative. Selecting Operational mode selector
this mode also turns on the radio regardless of the
ON/OFF selection if prime power is present. Isolated position rotary switch, knob must be pulled out
to enter or exit positions marked PULL.
– MAN – Manual frequency select mode. Operator Selects the following Modes:
may enter any valid operating frequency and/or
ancillary mode. – ZRO (PULL) – When rotary switch is pulled and
turned to ZRO (zeroize) position, all EP fill data is
– PRST – Preset mode. Using the CHAN/FREQ zeroized by being erased from memory. Must re-
switch, the operator may select preset channels 1 main in ZRO position for several seconds to prop-
through 25 for simplex operation; channels 26 erly zeroize memory.
through 30 with dual frequencies for half-duplex.
Selected channel, frequency and modulation is – OFF – Turns power off.
displayed. Scan mode is enabled when SC is dis- – TEST – Initiates built-in-test (BIT) of the radio set
played. Channels 22 through 25 are scan chan- control, receiver-transmitter (R/T), digital converter
nels. When a signal is detected on a scan channel, and antenna. Display is banked while test is in
the channel number and frequency are displayed. progress, then faults are displayed. With no faults
Pressing LOAD/OFST will stop the scan and return detected, all display indicators are activated. Test
the R/T to the last active channel. Pressing LOAD/ mode takes precedence over all modes except 243
OFST a second or third time will return to the sec- MHz Guard.
ond or third channel that was last active. Pressing
LOAD/OFST a fourth time will cause the R/T to re- – TR+G – Selects main transmitter-receiver mode
sume scanning. The ancillary modes are also and activates guard receiver.
available.
– TR – Selects main transmitter-receiver, turns off
– MAR – Maritime mode. Operator may select from guard receiver.
the 57 preset maritime channels, 1 through 28 and
– ADF – Selects V/UHF automatic direction finding
60 through 88. Maritime channel number and
mode. Transmitter functions normally. Main re-
transmit frequency are displayed. Pressing the
ceiver is connected to V/UHF direction finding an-
LOAD/OFST button while in the MAR mode alter-
tenna port, and provides normal audio as well as
nately changes transmit frequency and station op-
the demodulated DF signal. Guard receiver is on.
eration from shore to ship and back.
In FM mode, some degradation may be noted.

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FAM.1C-27J-1

– CHNG PRST – Change Presets mode. Preset HF CONTROLS

channels may be loaded or erased.
Either CNI-MU (ICDU) (Figure 1-90) or the CNRP (Fig-
ure 1-91) controls tuning of the HF radios.
V/UHF ACAWS MESSAGES The crew using the ICS control panels (Figure 1-107)
controls transmission and reception of the radios.
ACAWS messages, conditions, and crew action for a Refer to paragraph titled INTERPHONE COMMUNI-
specific message is listed in Section III of this manual. CATION SYSTEM (ICS) for a complete description
The following table lists the ACAWS messages and the and use of the ICS controls.
message urgency level.

ADVISORY CNI-MU (ICDU) Controls

VUHF 1 (2) FAIL (Refer to the FAM.1C-27J-1A manual)

CNRP Controls
HF COMMUNICATION RADIO The CNRP provides the pilots with an alternate means
of tuning radios. Pressing the COMM hard-key brings
up the communication radio configuration COMM 1/2
DESCRIPTION menu.
Pressing the COMM hard-key a second time toggles to
here are two High Frequency (HF) radios, referred to
the COMM 2/2 menu, which is used to arm or disarm
as a High Frequency Communication System (HFCS)
SELCAL operation of HF No. 1 and HF No. 2.
installed in the aircraft. Each HFCS is a solid state, dig-
ital, radio communications system providing 400 watts
Peak Envelope Power (PEP) and 200 watts average COMM 1/2 Menu (Figure 1-92)
transmitter output.
The HFCS provides clear voice communications with
H1
HF operational capability from 2.0000 to 29.9999
megahertz (MHz) in 100 Hz steps. Operating modes Displays current HF No. 1 operating frequency and op-
(either simplex or half duplex) include Upper Sideband erating mode. Current frequency can be modified via
(USB) voice or data, Lower Sideband (LSB) voice or the scratch pad and pressing the soft-key. If the
data, Continuous Wave (CW), and Amplitude Modula- scratch pad is empty, pressing the soft-key results in
tion Equivalent (AME) modes. Additional radio auto- tuning the previous selected frequency.
mation features Selective Calling (SELCAL).
The HFCS system is made up of two receiver/transmit-
ters (R/T), two antenna couplers, and two antennas. H2
The receiver/transmitters provide reception and trans-
Displays current HF No. 2 operating frequency and op-
mission of the HF communications and are located in
erating mode. Current frequency can be modified via
the aft cargo compartment behind the thermal blanket
the scratch pad and pressing the soft-key. If the
immediately under the dorsal. The antenna couplers
scratch pad is empty, pressing the soft-key results in
automatically tune to provide the best impedance
tuning the previous selected frequency.
match between the R/T and the antenna. The couplers
are installed in the immediate vicinity of the antennas.
The inductive loop antennas are located adjacent to COMM 2/2 Menu
the fuselage dorsal on the left and right sides.
H1
The HF systems receive power from the AC Bus 1 and
AC Bus 2. Pressing the SELCAL soft-key toggles between arm or
disarm of the HF No. 1 SELCAL operating mode. The
– HF 1 is powered by 115/200 V ac BUS 1 (XP1) via
operating mode is set via the CNI-MU (ICDU).
the HF 1 circuit breaker.
– HF 2 is powered by 115/200 V ac BUS 2 (XP2) via
H2
the HF 2 circuit breaker.
Pressing the SELCAL soft-key toggles between arm or
disarm of the HF No. 2 SELCAL operating mode. The
operating mode is set via the CNI-MU (ICDU).

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 FAM.1C-27J-1

HF ACAWS MESSAGES VHF OMNIDIRECTIONAL RANGE/

ACAWS messages, conditions, and crew action for a INSTRUMENT LANDING SYSTEM/
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
MARKER BEACON (VOR/ILS/MB)
message urgency level.

ADVISORY DESCRIPTION
HF 1 (2) FAIL Two VHF navigation system receivers are installed.
The receivers perform multiple functions. When tuned
to a VOR station, they can provide magnetic bearing to
the station on the pilot and copilot HSI of the PFD.
NAVIGATION SYSTEMS When tuned to an ILS, they can provide localizer
course deviation and glideslope deviation information
on the appropriate displays for either or both the pilot
GENERAL and the copilot, if selected. When VOR/ILS is selected,
VOR course deviation, to-from indication, and system
The aircraft is equipped with navigation systems that validity are provided to the flight control system for dis-
provide precise worldwide, redundant, self-contained play and flight computer steering.
navigation. Tuning the receiver to an ILS frequency activates the
The primary interface between the flight crew and the localizer and glideslope sections of the receiver. With
aircraft radios and navigation devices is the VOR/ILS selected, horizontal and vertical position in-
Communication / Navigation / Identification - Manage- formation is furnished by the receiver to the flight con-
ment System (CNI-MS). The system consists of two trol system for display on the Flight Path Director
CNI-MUs (ICDU) and two CNI-SPs. Indicator (FPDI), and HSI and for use by the flight com-
A CNRP also performs many of the same functions as puters to compute steering signals for the autopilot and
the CNI-MU (ICDU), including communication and FPDI cross pointers. The ILS validity is provided to en-
navigation radio frequency selection and display of ra- sure that a valid signal is being received by the flight
dio configuration. control system.
The navigation equipment consists of the following: The marker beacon receiver provides output for visual
– Two VHF Omnidirectional Range/Instrument Land- and audio coded signals when the aircraft is in range
ing System/Marker Beacon (VOR/ILS/MB) sys- of or passing over a marker beacon transmitter. The
tems. marker beacon receiver section of the No. 2 system is
not used.
– Two Tactical Air Navigation (TACAN) systems.
– VHF/UHF Direction Finder (V/UHF-DF) system. The VOR systems receive power from the DC Bus 1
– Automatic Direction Finder (ADF) system. and DC Bus 2.

– Distributed Air Data System (DADS). – VOR 1 is powered by 28 V dc BUS 1 (PP1A) via
VOR 1 circuit breaker.
– Two Radar Altimeters.
– Ground Collision Avoidance System (GCAS). – VOR 2 is powered by 28 V dc BUS 2 (PP2B) via
VOR 2 circuit breaker.
– Identification Friend or Foe (IFF) Transponder.
– Traffic Alert and Collision Avoidance System
(TCAS II). VOR/ILS/MB CONTROLS
– Low Power Color Radar (LPCR). Either CNI-MU (ICDU) or the CNRP (Figure 1-91) can
– Common Cursor. control the VOR/ILS/MB radios.
Audio signals from VOR/ILS stations or MB may be
– Two Embedded Global Positioning/Inertial (EGI) monitored by pulling the appropriate VOR and BCN
Navigation Systems. monitor switch on the Interphone MON panel and turn-
– Flight Management System (FMS). ing the knob to adjust the volume.

CNI-MU (ICDU) Controls

(Refer to the FAM.1C-27J-1A manual)

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FAM.1C-27J-1

CNRP Controls (Figure 1-93) CDI Navigation Source Control (Figure 1-86)
The CNRP provides the pilots with an alternate means Selection of VOR for CDI navigation source is accom-
of tuning radios. Pressing the NAV hard-key on the plished by setting the CDI SOURCE selector on the
CNRP brings up the navigation radio configuration DA/FD control panel to desired VOR.
NAV menu.
From this menu, VOR frequency can be modified via
the CNRP or either CNI-MU (ICDU) scratch pad and VOR/ILS/MB ACAWS MESSAGES
pressing the desired VOR soft-key.
ACAWS messages, conditions, and crew action for a
The frequency can also be changed by entering the
specific message is listed in Section III of this manual.
database identifier in the CNI-MU (ICDU) scratch pad
The following table lists the ACAWS messages and the
and pressing the desired CNRP VOR soft-key. The da-
message urgency level.
tabase identifier is not accessible if entered via the
CNRP scratch pad. After a frequency has been ADVISORY
changed, the previous frequency is stored in memory
and may be recalled by pressing the VOR soft-key a VOR/ILS 1 (2) FAIL
second time (provided there is not a valid frequency in
either CNI-MU (ICDU) or CNRP scratch pad, or data-
base identifier in either CNI-MU (ICDU) scratch pad). NOTE
When autopilot is engaged and coupled
SAMU Controls (Figure 1-97) to VOR, operation of the TEST switch
may command an undesired turn.
The SAMU provides the pilots with an interface for ma-
nipulation of the VOR information contained in the
CMDU PFD and other displays. The VOR information
can be presented on either the No. 1 or No. 2 bearing TACTICAL AIR NAVIGATION
pointers depending on the pilot/copilot selections.
Bearing pointer selections are made on the SAMU (TACAN)
NAV SELECT menu.
Pressing the PTRS hard-key on the SAMU when any
menu other than PILOT/COPILOT NAV SELECT is DESCRIPTION
displayed brings up the onside NAV SELECT menu. The TACAN navigation set is an airborne TACAN sys-
Pressing the PTRS hard-key when a NAV SELECT tem that uses transmissions from an airborne or sur-
menu is displayed toggles between PILOT NAV SE- face beacon to compute bearing, course, and distance
LECT and COPILOT NAV SELECT. information. Bearing information is received from the
Whenever the offside NAV SELECT menu is displayed ground station by the airborne unit. This bearing infor-
the top line PILOT NAV SELECT / COPILOT NAV SE- mation is used for display on the CMDU. Bearing infor-
LECT will be highlighted. Selected options will be high- mation is also compared to the Heading/Course select
lighted. Default selections are last selected. panel setting. The resultant course deviation is calcu-
Pressing the desired PNTR soft-key from the PILOT/ lated in the mission computer and displayed in the
COPILOT NAV SELECT menu brings up the PILOT/ same format as the VOR/ILS CDI information.
COPILOT POINTER submenu. From this submenu, In addition to bearing and course information, the
VOR can be selected for pointer navigation reference. TACAN also provides distance to station information.
Selected option will be highlighted. Whenever the off- The TACAN can also operate air-to-air on compatible
side POINTER submenu is displayed the top line PI- channels and will provide both bearing and distance in-
LOT POINTER 1/2 / COPILOT POINTER 1/2 will be formation.
highlighted. PILOT POINTER 1/2 submenu selects There are two TACAN systems, each consisting of one
pointer options for any pilot PFD and/or NAV-radar dis- transceiver and two antennas. TACAN uses a trans-
plays (CMDU No. 1, 2, or 3). COPILOT POINTER 1/2 ceiver (receiver-transmitter) instead of just a receiver
submenu selects pointer options for any copilot PFD to accomplish its NAV function. The antennas are lo-
and/or NAV-radar display (CMDU No. 4 or 5). cated on the top and bottom centerline of the aircraft.
The Distance Measuring Equipment (DME) portion of
the TACAN transceiver interrogates the ground station
DME and receives signals back that, when processed,
result in a slant range distance between the airborne
transceiver and the station.

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 FAM.1C-27J-1

The system is capable of operating within 220 NM of a Pressing the PTRS hard-key on the SAMU when any
surface TACAN station. The TACAN system operating menu other than PILOT/COPILOT NAV SELECT is
limit is line-of-sight, so actual operating range is de- displayed brings up the onside NAV SELECT menu.
pendent on aircraft altitude and surface terrain fea- Pressing the PTRS hard-key when a NAV SELECT
tures. menu is displayed toggles between PILOT NAV SE-
The TACAN systems receive power from the DC Bus LECT and COPILOT NAV SELECT. Whenever the off-
1 and DC Bus 2. side NAV SELECT menu is displayed the top line
PILOT NAV SELECT / COPILOT NAV SELECT will be
– TACAN 1 is powered by 28 V dc BUS 1 (PP1A) via
highlighted. Selected options will be highlighted. De-
the TACAN 1 circuit breaker.
fault selections are last selected.
– TACAN 2 is powered by 28 V dc BUS 2 (PP2B) via Pressing the desired PNTR soft-key from the PILOT/
the TACAN 2 circuit breaker. COPILOT NAV SELECT menu brings up the PILOT/
COPILOT POINTER submenu. From this submenu,
TAC can be selected for pointer navigation reference.
TACAN CONTROLS Selected option will be highlighted. Whenever the off-
side POINTER submenu is displayed the top line PI-
Either CNI-MU (ICDU) or the CNRP (Figure 1-91) can LOT POINTER 1/2 / COPILOT POINTER 1/2 will be
control the TACAN radios. Audio signals from TACAN highlighted. PILOT POINTER 1/2 submenu selects
stations may be monitored by pulling the appropriate pointer options for any pilot PFD and/or NAV-radar dis-
TACAN monitor switch on the Interphone MON panel plays (CMDU No. 1, 2, or 3). COPILOT POINTER 1/2
and turning the knob to adjust the volume. submenu selects pointer options for any copilot PFD
and/or NAV-radar display (CMDU No. 4 or 5).
CNI-MU (ICDU) Controls
(Refer to the FAM.1C-27J-1A manual) CDI Navigation Source Control (Figure 1-86)
Selection of TAC for CDI navigation source is accom-
CNRP Controls (Figure 1-93) plished by setting the CDI SOURCE selector on the
DA/FD control panel to desired TAC.
The CNRP provides the pilots with an alternate means
of tuning radios. Pressing the NAV hard-key on the
CNRP brings up the navigation radio configurations TACAN ACAWS MESSAGES
NAV menu. From this menu, TACAN channel can be
modified via the CNRP or either CNI-MU (ICDU) ACAWS messages, conditions, and crew action for a
scratch pad. Enter the TAC channel in either CNI-MU specific message is listed in Section III of this manual.
(ICDU) or CNRP scratch pad and press the desired The following table lists the ACAWS messages and the
TAC soft-key. The channel can also be changed by en- message urgency level.
tering the database identifier in the CNI-MU (ICDU) ADVISORY
scratch pad and pressing the desired CNRP TAC soft-
key. The database identifier is not accessible if entered TACAN 1 (2) FAIL
via the CNRP scratch pad.
After a channel has been changed, the previous chan-
nel is stored in memory and may be recalled by press-
ing the TAC soft-key a second time (provided there is V/UHF DIRECTION FINDER (DF)
not a valid channel in either CNI-MU (ICDU) or CNRP
scratch pad, or database identifier in either CNI-MU
(ICDU) scratch pad). DESCRIPTION
The V/UHF DF is used to indicate the relative bearing
SAMU Controls (Figure 1-97) of, and to home on, radio signals being received from
the V/UHF No.1 radio. Continuous indication of relative
The SAMU provides the pilots with an interface for ma- bearing is provided by the No. 1 bearing pointer on the
nipulation of the TACAN information contained in the pilot and copilot HSI when V/UHF No. 1 is selected to
CMDU PFD and other displays. TACAN information the DF mode as long as an emitter signal is being re-
can be presented on either the No. 1 or No. 2 bearing ceived. V/UHF DF bearings are updated only when se-
pointers depending on the pilot/copilot selections. lected source is transmitting.
Bearing pointer selections are made on the SAMU
NAV SELECT menu.

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When DF (V/UHF DF) mode is selected, the current As an automatic direction finder, the system automati-
No. 1 bearing pointer source (e.g., VOR, TACAN, etc.) cally and continuously determines the bearing of the
is overridden by V/UHF DF information. station with respect to the aircraft. The receiver outputs
The V/UHF DF system has a single housing unit that are sent to the mission computer for display on the
consists of a solid state antenna with an associated CMDU PFD. The ADF displays relative bearing to a
preamplifier, and an audio processing section contain- selected ground station.
ing a master clock, and a power supply. The antenna As a voice receiver, the system provides reception of
system provides analog data for direction sensing weather reports from range stations, general radio sig-
which is converted to MIL-STD-1553B digital data in nals from commercial broadcast stations, and is a
Bus Interface Unit (BIU) No. 1. backup communications receiver.
Audio information is sent to the ICS/CSU for aural pre-
The V/UHF DF is powered by 28 V dc BUS 1 (PP1A) sentation of the selected station. As a standard radio
via the DF circuit breaker. receiver, the ADF provides audio for monitoring the
stations transmitting RF signals using amplitude mod-
ulation (AM) or continuous wave (CW).
V/UHF DIRECTION FINDER CONTROLS The ADF is powered by 28 V dc BUS 1 (PP1A) via the
ADF circuit breaker.
V/UHF No.1 radio can be controlled by either CNI-MU
(ICDU) or CNRP (Figure 1-91). Volume is controlled
via the ICS CONTROL panel. ADF CONTROLS
Either CNI-MU (ICDU) or the CNRP (Figure 1-91) can
CNI-MU (ICDU) Controls control the ADF radio. Audio signals from ADF stations
(Refer to the FAM.1C-27J-1A manual) may be monitored by pulling the ADF monitor switch
on the Interphone MON panel and turning the knob to
adjust the volume.
CNRP Controls (Figure 1-92)
The CNRP provides the pilots with an alternate means CNI-MU (ICDU) Controls
of tuning radios. Pressing the COMM hard-key on the
CNRP brings up the communication radio configura- (Refer to the FAM.1C-27J-1A manual)
tion COMM menu.
From this menu, VU1 frequency can be modified via CNRP Controls (Figure 1-93)
the CNRP or either CNI-MU (ICDU) scratch pad. Enter
the V/UHF DF frequency or preset identifier in the The CNRP provides the pilots with an alternate means
scratch pad and press the VU1 soft-key. After a fre- of tuning radios. Pressing the NAV hard-key on the
quency has been changed, the previous frequency is CNRP brings up the navigation radio configuration
stored in memory and may be recalled by pressing the NAV menu. From this menu, ADF frequency can be
soft-key a second time (provided there is not a valid modified via the CNRP or either CNI-MU (ICDU)
frequency or preset identifier in the CNRP or either scratch pad. Enter the ADF frequency in either CNI-
CNI-MU (ICDU) scratch pad). MU (ICDU) or CNRP scratch pad and press the ADF
soft-key. The frequency can also be changed by enter-
ing the database identifier in the CNI-MU (ICDU)
scratch pad and pressing the CNRP ADF soft-key.
AUTOMATIC DIRECTION FINDER The database identifier is not accessible if entered via
the CNRP scratch pad. After a frequency has been
(ADF) changed, the previous frequency is stored in memory
and may be recalled by pressing the ADF soft-key a
second time (provided there is not a valid frequency in
DESCRIPTION either CNI-MU (ICDU) or CNRP scratch pad, or data-
A single ADF system is installed. The system is a com- base identifier in either CNI-MU (ICDU) scratch pad).
bination automatic direction finder and radio receiver
within the frequency range of 100 to 2,199.5 KHz. The SAMU Controls (Figure 1-97)
ADF system supplies direction-finding information for
visual display on selected displays for both the pilot The SAMU provides the pilots with an interface for ma-
and copilot. The system has two uses, as an automatic nipulation of the ADF information contained in the
direction finder, and as a voice receiver. CMDU PFD and other displays.

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ADF information can be presented on either the No. 1 The visual warnings are presented in the special alert
or No. 2 bearing pointers depending on the pilot/copilot box at the top center of the CMDU Primary Flight Dis-
selections. Bearing pointer selections are made on the play. The aural and visual warnings continue until the
SAMU NAV SELECT menu. conditions that trigger them no longer exist, or if a high-
er priority message overrides the active warning. The
Pressing the PTRS hard-key on the SAMU when any visual warning for “MINIMUMS” and “BANK ANGLE“
menu other than PILOT/COPILOT NAV SELECT is will cease after a nominal amount of time. The warn-
displayed brings up the outside NAV SELECT menu. ings cannot be canceled, except for the “GLIDES-
Pressing the PTRS hard-key when a NAV SELECT LOPE” and “TOO LOW FLAPS” warnings, which can
menu is displayed toggles between PILOT NAV SE- be canceled by pressing the HUSH button on either
LECT and COPILOT NAV SELECT. Whenever the off- control wheel.
side NAV SELECT menu is displayed, the top line
PILOT NAV SELECT / COPILOT NAV SELECT will be
highlighted. Selected options will be highlighted. De- NOTE
fault selections are last selected.
Once they are canceled, the “GLIDES-
Pressing the desired PNTR soft-key from the PILOT/ LOPE” and “TOO LOW FLAPS” annunci-
COPILOT NAV SELECT menu brings up the PILOT/ ation will not sound or appear until the
COPILOT POINTER submenu. From this submenu, reset parameters are met (flying below 30
ADF can be selected for pointer navigation reference. feet AGL or climbing through 1500 feet
Selected option will be highlighted. Whenever the off- AGL).
side POINTER submenu is displayed, the top line PI-
LOT POINTER 1/2 / COPILOT POINTER 1/2 will be GCAS monitors the following flight conditions:
highlighted. PILOT POINTER 1/2 submenu selects
– Excessive sink rate,
pointer options for any pilot PFD and/or NAV-radar dis-
play (CMDU No. 1, 2, or 3). COPILOT POINTER 1/2 – Excessive terrain closure rate,
submenu selects pointer options for any copilot PFD
– Insufficient terrain clearance,
and/or NAV-radar display (CMDU No. 4 or 5).
– Negative climb rate or altitude loss,

ADF ACAWS MESSAGES – Insufficient terrain clearance for airspeed,

ACAWS messages, conditions, and crew action for a – Incorrect aircraft configuration,
specific message is listed in Section III of this manual. – Excessive descent below glideslope,
The following table lists the ACAWS messages and the
message urgency level. – Excessive bank angle,

ADVISORY – Descent below set minimum altitude,

ADF FAIL – Improper takeoff configuration.

GCAS OPERATING STATES

GROUND COLLISION AVOIDANCE GCAS powers up; any time power is applied to the air-
SYSTEM (GCAS) craft and appropriate buses. GCAS has three states of
operation: Power-up, ground, and flight.

DESCRIPTION
Power-Up State
The GCAS is an embedded software computer pro-
gram contained within each of the Mission Computers. The power-up state occurs immediately after applica-
The GCAS provides paired aural and visual warnings tion of power. In this state, a power-up BIT is conduct-
to advise of impending flight into terrain or water. ed to test all GCAS internal interfaces. The mission
These warnings are prioritized in various warning lev- computer checks all external interfaces.
els. Aural warnings are provided on the ICS by voice The power-up BIT occurs every time power is removed
messages, and in the case of the “PULL UP” aural for more than one second. After completion of power-
warning, a whoop, whoop tone accompanies the voice up functions, the GCAS automatically announces fail-
message. ures on the ACAWS with a GCAS FAIL advisory.

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If there are no failures, the GCAS advances to the – Aircraft attitude,

ground or flight operations state.
– Aircraft barometric altitude,
– Aircraft height above terrain,
Ground Operations State
– Aircraft sink rate,
Ground-operations state begins immediately following
the power-up state. While in this state, GCAS recog- – Terrain closure rate,
nizes WOW, setting of parking brake and power lever
positions. If there is weight on the wheels, the parking – Aircraft speed,
brake is released and either power lever is above 38 – Aircraft configuration,
degrees, then the aircraft take-off configuration is
checked. If the aircraft take-off configuration is OK, no – Time after take-off or go-around initiation,
warning is announced.
– Throttle position,
– Weight on wheels.
Flight Operations State
Flight-operations state is the normal GCAS operating
state. In this state, GCAS performs warning functions GCAS CONTROLS
and continuous BITs. Any faults detected by the BIT The GCAS is an embedded software system that is
are displayed as ACAWS and stored in the nonvolatile controlled by switches located on the control wheels
memory of the maintenance data recorder. and by functions on the GCAS/STALL page of the
GCAS performs in the following flight regimes: SAMU (Figure 1-101).
– Takeoff after the aircraft has attained an altitude of The SAMU provides the pilots with an interface for ma-
30 feet AGL, nipulation of the GCAS. Pressing the GCAS hard-key
on the SAMU brings up the GCAS/STALL menu.
– Go-Around when above 30 feet AGL,
– Cruise including climb and descent and low level GCAS Menu
tactical operations,
– Approach including assault approach. NORMAL/TACTICAL

The NORMAL GCAS mission mode is the default

GCAS MISSION MODES mode of operation. Pressing the soft-key toggles to the
TACTICAL mission mode. The TACTICAL selection al-
There are two GCAS mission modes: NORMAL and lows the aircraft to be flown more aggressively in cer-
TACTICAL. tain profiles and allows for assault type landings to be
In the NORMAL mission mode, GCAS thresholds are made. When in the TACTICAL mission mode, the
based on normal flight profiles and are optimized to de- warning boundaries of four operating mode envelopes
tect Controlled Flight Into Terrain (CFIT) and unsafe are modified to ensure that accurate warnings are pro-
flight conditions. vided under these special flight conditions.
In the TACTICAL mission mode, GCAS will automati-
cally adjust the warning envelopes or inhibited warning
envelopes to allow the aircraft to be flown more ag- GS INHIBIT
gressively. When in the TACTICAL mission mode, the
Used to inhibit the GCAS message “GLIDESLOPE”.
warning boundaries of four operating mode envelopes
are modified to ensure that accurate warnings are pro-
vided under these special flight conditions. FLAP INHIBIT
GCAS mission modes are controlled from the SAMU
GCAS/STALL page. Allows crew to inhibit the aural and visual presenta-
In detecting impending CFIT and unsafe flight condi- tions of GCAS message “TOO LOW FLAPS”.
tions, the GCAS uses a combination of parameters in-
cluding: OFF/ON
– Aircrew response time, Allows GCAS to be turned on or off. Since GCAS is
– Aircraft performance, embedded software, the OFF selection functions as a
circuit breaker if the GCAS needs to be disabled.

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When the GCAS is disabled, a ACAWS “GCAS OFF” Mode 2 - Excessive Terrain Closure Rate
Advisory message is displayed. Default selection is
ON. Mode 2 provides warnings to help protect the aircraft
from impacting the ground when the terrain is rising ex-
cessively fast with respect to the aircraft. Mode 2 pro-
vides warnings based on radar altitude (height above
GCAS MODES OF OPERATION ground) and on how rapidly that radar altitude is de-
creasing. The warning envelope is adjusted depending
GCAS provides aural and visual warnings when air- on aircraft configuration and speed.
craft flight path and configuration could result in immi- The Mode 2 alert logic is enabled for all phases of flight
nent hazardous proximity to terrain. The following and aircraft configurations. The upper and lower alert
paragraphs describe the visual and aural warnings for limits vary with aircraft speed and configuration. Mode
the various modes. 2 consists of two sub-modes called Mode 2A and
Mode 2B.
Mode 1 - Excessive Descent Rate
DESCRIPTION OF MODE 2A
Mode 1 provides pilots with alerts for high descent
rates into terrain. Sink rate alerts, “DON’T SINK” and Mode 2A is active when flaps are NOT in landing posi-
“PULL-UP”, are generated based on altitude rate and tion and the aircraft is NOT on an ILS approach with a
radar altitude. Mode 1 alerts and warnings are active Glideslope deviation less than ± 2 dots and NOT in
for all phases of flight whenever the aircraft is between TACTICAL mission mode. The terrain closure rate is
30 and 2450 feet AGL. Outer and inner warning enve- the computed rate at which radar altitude is changing
lopes are provided. Both envelopes are altered when and is considered positive when the radar altitude is
the TACTICAL mission mode is selected on the SAMU decreasing.
GCAS/STALL page and the gear is down. The lower boundary of this warning envelope is set at
The mode is inhibited entirely when in TACTICAL mis- 30 feet of radar altitude. The normal upper limit of the
sion mode with gear up. boundary is horizontal at 1650 feet radar altitude,
which corresponds to a terrain closure rate of 5733
The Mode 1 Alert envelope identifies the minimum FPM. As computed airspeed increases from 190 knots
height above ground (radar altitude) allowed for a giv- up to 250 knots, the maximum rate is linearly increased
en descent rate (altitude rate). The Mode 1 warning to 9800 FPM for a radar altitude of 2450 feet.
curve is divided into two sections. Penetration of the The above descriptions define a static Mode 2 warning
outer curve activates the GCAS warning light and gen- envelope. The actual Mode 2 envelope varies as a
erates the "SINK RATE" warning. Penetration of the in- function of the selected gear position, airspeed, radar
ner curve changes the "SINK RATE" warnings to altitude and the altitude rate time history. The effective
continuous "PULL-UP" warnings. upper limit of Mode 2A is typically around 2000 feet ra-
dar altitude, which is compatible with instrument terrain
Aural de-clutter reduces the number of aural “SINK clearance procedures for mountainous terrain.
RATE” warnings generated during a Mode 1 event.
Penetration of the outer Mode 1 curve generates two
“SINK RATE” warnings with a 0.75 second pause be- DESCRIPTION OF MODE 2B
tween messages and calculates the time to impact (ra-
Mode 2B is active whenever flaps are in landing con-
dar altitude divided by altitude rate).
figuration or when the aircraft is performing an ILS ap-
No additional “SINK RATE” warnings are generated
proach and the glideslope deviation is less than ± 2
unless the situation worsens by 20 percent. If a 20 per-
dots or the TACTICAL mission mode has been select-
cent reduction in time to impact is computed, then two
ed. The Mode 2B static envelope is the same as the
additional messages are given, a new time to impact
Mode 2A static envelope except that the upper bound-
shall be stored, and the cycle repeats.
ary has been lowered to 790 feet which corresponds to
This situation continues until the alert envelope is exit-
a terrain closure rate of 3000 FPM.
ed, or until the Mode 1 inner warning envelope is pen-
If the flaps are in landing configuration, the Mode 2B
etrated. The GCAS provides aural de-clutter for the
envelope lower limit also varies from 200 to 600 feet
Mode 1 outer envelope in the NORMAL and TACTI-
depending on barometric or inertial altitude rate.
CAL mission mode. The aural de-clutter is canceled if
Upon penetrating the Mode 2A or Mode 2B envelope
the aircraft penetrates the inner envelope. The aural
the GCAS warning is activated and the voice warning
warning transitions to the (“whoop, whoop” siren)
“TERRAIN, TERRAIN” is announced.
“PULL UP” warning, and the visual changes to “PULL
UP”.

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Upon completion of the “TERRAIN, TERRAIN” mes- Once the Mode 3 logic is enabled the GCAS starts
sage one of the following three responses shall occur: monitoring the altitude rate. If altitude rate becomes
negative the Mode 3 logic starts integrating altitude
– If the aircraft has exited the warning envelope then rate to determine total altitude loss. The GCAS contin-
no additional voice warnings are generated and
ues to update the altitude loss until all loss is recov-
the GCAS visual warning is extinguished,
ered, or the Mode 3 logic is disabled as described
– If the aircraft has not exited the warning envelope above. If the altitude loss is recovered the Mode 3 logic
and if either flaps or gear are not in landing config- is reset and the GCAS continues to check for a nega-
uration and NOT in TACTICAL mission mode, then tive rate. The altitude loss is compared with a time alti-
the voice warnings switches to continuous “whoop, tude product thus producing the warning boundary.
whoop” siren “PULL UP” warning, and the visual The GCAS Computer Software Configuration Item
switches to “PULL UP” warning. The “(whoop, (CSCI) provides specific time altitude above field vers-
whoop) PULL UP” messages will continue until the es altitude loss in the NORMAL and TACTICAL mis-
Mode 2 envelope is exited. After the Mode 2 enve- sion modes.
lope is exited, the “TERRAIN, TERRAIN” messag-
es terminate after a time depending on the terrain Aural de-clutter reduces the number of aural warnings
closure rate and flap position. The GCAS visual generated during a Mode 3 event. A Mode 3 alert is
output remains on during this time until the aircraft generated whenever the altitude loss exceeds the
climbs 300 feet barometric altitude or the combina- Mode 3 warning envelope. Penetration of the Mode 3
tion of climb and integrated radar altitude exceeds curve activates the GCAS visual alert and generates
300 feet. Lowering the flaps also turns off the visu- two “DON'T SINK” voice messages.
al output and stops any “TERRAIN, TERRAIN” Upon completion of the two “DON'T SINK” messages
messages, the GCAS biases the voice alert conditions to increase
the allowed altitude loss by an amount equal to 20 per-
– If the aircraft has not exited the warning envelope cent of the current radar altitude. If the aircraft does not
and if both flaps and gear are in landing configura- lose this additional altitude, then no further voice mes-
tion or TACTICAL mission mode has been select- sages are given. If this altitude is lost then two addition-
ed, then the “TERRAIN, TERRAIN” messages al messages are given, and another 20 percent of the
continue. Once the aircraft has left the Mode 2 en- current radar altitude are added into the allowed alti-
velope then the “TERRAIN, TERRAIN” messages tude loss calculations.
stop and the GCAS visual alerts extinguish. This process is repeated until the aircraft exits the
Mode 3 alert envelope. The visual alert remains active
Mode 3 - Excessive Altitude Loss After Take-off as long as the warning boundary is exceeded. The
GCAS CSCI provides Mode 3 aural de-clutter in the
Mode 3 provides alerts for excessive altitude loss after NORMAL and TACTICAL mission modes.
take-off, or after a go-around from below 245 feet AGL.
Mode 3 Alerts are based primarily on radar altitude and
altitude rate or inertial vertical speed. A biasing or de- Mode 4 - Unsafe Terrain Clearance
sensitizing of the warning envelope occurs with Mode 4 generates three types of alerts based on Ra-
elapsed time. When the Mode 3 alert occurs, the voice dar Altitude, Airspeed and flight mode.
message “DON'T SINK” is announced and the GCAS These are referred to as Modes 4A, 4B, and 4C.
visual annunciation is turned on. Mode 4A is active during cruise and approach with
Mode 3 is enabled when radar altitude is between 30 landing gear up. Mode 4B is active during TACTICAL
and 2450 feet, with either flaps or gear in the up posi- mission mode cruise and approach with landing gear
tion, and the GCAS is in the Take-off mode. Once en- down and flaps up, and Mode 4C is active during take-
abled, Mode 3 provides protection until radar altitude off. The warnings from Modes 4A, 4B, and 4C cannot
decreases below 10 feet, or the radar altitude goes occur simultaneously.
above 2450, or the GCAS transitions to Approach
mode. Mode 3 is also disabled if both flaps and gear
are lowered. MODE 4A/B – UNSAFE TERRAIN CLEARANCE
Mode 3 provides protection on go-around since the DURING CRUISE AND APPROACH
GCAS Takeoff/Approach logic is placed in Take-off
Modes 4A and 4B provide alert for insufficient terrain
mode if the aircraft descends below 245 feet with gear
clearance during the cruise and approach phases of
and flaps down. The mode is also disabled when in the
flight. Alerts are based on radar altitude, flap position,
TACTICAL mission mode and above 200 feet.
gear position, and TACTICAL mission mode.

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Airspeed is also used to increase warning times when Mode 5 - Descent Below Glideslope
aircraft speed is high. Modes 4A and 4B are active
when radar altitude is above 30 feet and the GCAS is Mode 5 provides alerts for excessive glideslope devia-
in Approach mode. tion when the aircraft descends below the glideslope
beam on front-course ILS approaches. The alerts,
The Mode 4A envelope is active when the gear are up. based on radar altitude, glideslope deviation, and de-
The standard upper boundary for Mode 4A is set at scent rate, provide different alert volumes and variable
400 feet of radar altitude. If the aircraft penetrates this delay between messages depending on the severity of
boundary with the landing gear up and airspeed less the glideslope deviation.
than 150 knots, the visual alerts and the “TOO LOW Mode 5 alerts are provided when the following condi-
GEAR” voice message are activated. tions are met:
The warning boundary increases linearly with speed – A valid glideslope signal is selected on the con-
when above 178 knots up to a maximum of 800 feet of nected ILS system,
radar altitude at 226 knots. Penetration of this bound-
ary activates the visual alert and generates the “TOO – The GCAS is in Approach mode or flaps are in the
LOW TERRAIN” voice message. landing range,
– Glideslope alert inhibit has not been cancelled by
The Mode 4B envelope is active when the gear are pressing the GS INHIBIT soft-key on the GCAS/
down. The standard upper boundary for Mode 4B is STALL page of the SAMU,
245 feet of radar altitude. Penetration of this boundary
at less than 159 knots with the landing gear down and – Gear is down,
the flaps not in landing configuration activates the visu-
– Radar altitude is greater than 30 feet,
al alert and generates the “TOO LOW FLAPS” voice
message. – Mode 5 is not inhibited by a back course select or
other inhibit signal.
MODE 4C – UNSAFE TERRAIN CLEARANCE Mode 5 variable upper limit in active in the NORMAL
DURING TAKE-OFF AND GO-AROUND and TACTICAL mission mode.
Mode 4C provides alerts for insufficient terrain clear-
ance during take-off and go-around maneuvers. SOFT (OR OUTER) ENVELOPE
Alerts are based on current radar altitude and a mini-
mum terrain clearance, or floor value that increases The Mode 5 alert soft (or outer) envelope has a vari-
with radar altitude. The Mode 4 floor is a value that can able upper limit of between 500 and 1000 feet and pro-
equal up to 75 percent of the maximum radar altitude vides alerts for deviations greater than 1.3 dots. When
achieved since take-off or go-around. If the radar alti- the descent rate is greater than 500 FPM the upper
tude decreases below this floor with either the gear up limit is 1000 feet.
or the flaps not in landing range the visual and audio As descent rate decreases toward zero, the upper limit
warning “TOO LOW TERRAIN” are announced. decreases to 500 feet. This allows the aircraft to inter-
Mode 4C is enabled when the GCAS is in Take-off cept the glideslope as low as 500 feet without nuisance
mode and radar altitude is above 245 feet or above warnings. Penetration of the soft alert envelope acti-
100 feet with either landing gear up or flaps not in land- vates the glideslope visual warning and generates a
ing configuration. Mode 4C remains active until Ap- “GLIDESLOPE” voice warning at 6dB below the nor-
proach mode is activated or the radar altitude mal warning volume. Additional “GLIDESLOPE” alerts
decreases below 30 feet. are generated after a pause that varies with radar alti-
The Mode 4C minimum terrain clearance is usually tude and glideslope deviation.
limited to 500 feet. If airspeed is available and greater
than 190 knots, then the minimum terrain clearance is HARD (OR INNER) ENVELOPE
increased linearly with increasing airspeeds up to a
maximum of 1000 feet for airspeed greater than 250 The hard (or inner) starts at 300 feet and provides
knots. alerts for deviations greater than 2 dots.
The envelope expansion provides increased protec- Penetration of the hard alert envelope changes the au-
tion when aircraft speeds are high and prevents inad- dio warning level to 6dB above the normal “GLIDES-
vertent Mode 4A and Mode 4B alerts when the GCAS LOPE” voice alert level.
switches out of the Take-off mode. Both the hard and soft envelopes require increased
deviation at altitudes below 150 feet. Both curves are
limited to 30 feet at the lower end.

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Mode 5 alerts can be canceled by momentarily press- Mode 8 - Excessive Bank Angle
ing the GS INHIBIT soft-key on the GCAS/STALL page
in the SAMU. This canceling action can occur any time The bank angle callout warns against excessively high
below 1500 feet and is retained during loss of comput- bank angles events which might be triggered by spatial
er power. The cancel latch is reset when radar altitude disorientation, instrument failure or excessive maneu-
is above 1500 feet or below 30 feet. The latch is reset vering close to the ground to compensate for an ap-
when a non-ILS frequency is selected. proach offset condition. Warnings are based on Radar
Altitude, Roll Attitude, and Roll Rate.
This warning may also be canceled using the Aural an- Roll Rate advances the warning below 130 feet AGL
nunciator HUSH button on the control wheels. To can- by gradually decreasing the degree of roll allowed until
cel the glideslope warning using the HUSH button, the 10 feet AGL is reached. The Mode 8 warnings are ac-
alert must first be active. If the glideslope warning has tive in all phases of flight any time the aircraft is greater
been canceled using the HUSH button, the audio than 10 feet AGL. The visual warning “BANK ANGLE”
warning returns if the hard glideslope envelope is en- is displayed in the special alert window of the CMDU
tered. PFD for 5 seconds. The warning boundary has two
portions, bank angle envelope upper and lower.

Mode 6 - Altitude Advisories

BANK ANGLE ENVELOPE (UPPER PORTION)
Mode 6 provides decision height callout that is an-
nounced as the aircraft descends through the decision The upper portion functions above 130 feet AGL, only
height set by the pilot or copilot on the radar or baro uses Roll Attitude and has no upper limit. The Mode 8
reference set warning on the Reference Set/Warning bank angle envelope upper curve produces a single
Panel. “BANK ANGLE” voice message in the NORMAL mis-
sion mode and TACTICAL mission mode. Above 130
feet AGL a single “BANK ANGLE” voice message is
DECISION HEIGHT (NORMAL MISSION MODE) repeated each time the envelope is exceeded.
The voice advisory “MINIMUMS, MINIMUMS” and the
visual “MINIMUMS” is provided once the aircraft is be- BANK ANGLE ENVELOPE (LOWER PORTION)
low 50000 feet AGL and above 50 feet AGL when the
gear is down and the aircraft descends below the De- The lower portion functions when below 130 feet AGL
cision Height setting of the baro reference. and activates based on decreasing bank angle down
The voice advisory “ALTITUDE, ALTITUDE” and the vi- to 10 feet AGL with bank angles greater than 10 de-
sual “ALTITUDE” is provided once the aircraft is below grees. This portion of the envelope uses Radar Alti-
50000 feet AGL and above 50 feet AGL when the gear tude, Roll Attitude, and Roll Rate to decide when a
is down and the aircraft descends below the Decision warning should be activated. Below 130 feet AGL the
Height setting of the radar reference. This alert is sup- voice and visual message “BANK ANGLE” is provide
pressed if the aircraft descends below the baro refer- continuously when within the warning envelope.
ence before it descends below the radar reference. The Mode 8 bank angle envelope lower curve produc-
es a continuous callout in the NORMAL and TACTI-
CAL mission modes.
DECISION HEIGHT (TACTICAL MISSION MODE)

When the TACTICAL mission mode has been selected Mode 9 - Improper Take-off Configuration
and gear is up, the aural message “ALTITUDE, ALTI- Warnings
TUDE” and the visual message “ALTITUDE” is provid-
Mode 9 provides take-off warnings for improper flap
ed continuously when the aircraft descends below the
and trim setting. Mode 9 is active only during the
Decision Height setting based on Radar Altitude.
ground state as follows:
Each time the aircraft transitions below the Decision
Height this continuous message is repeated.
If the aircraft descends below 0.66 times the radar ref- IMPROPER FLAP SETTING BEFORE TAKE-OFF
erence, the aural message “(whoop, whoop) PULL
UP” and the visual message “PULL UP” is provided. The improper flap setting before take-off warning is
With gear down, the ALTITUDE and MINIMUMS alerts based on flap position, gear, parking brake and power
operate in accordance with the NORMAL mission lever position. The warning is active when there is
mode conditions described above. weight-on-wheels, the parking brake is released, and
either Power Lever Angle (PLA) is above 38 degrees
in both NORMAL and TACTICAL mission modes.

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 FAM.1C-27J-1

A continuous “FLAPS, FLAPS” aural message sepa-

rated by 3 seconds are announced if flaps are not in To preclude the possibility of more than one annuncia-
takeoff configuration (50% ± 8%) and the warning tion occurring at a time, they are prioritized according
mode is active. to their urgency.
In addition, a flashing “FLAPS” visual message is dis- A higher level annunciation will override a lower level
played in the special alert window of the CMDU PFD if annunciation already in progress. The priority protocol
flaps are not in take-off configuration. is based on relative urgency, crew response times, and
aircraft performance. In general, an urgent annuncia-
tion has the highest priority, followed by an intermedi-
IMPROPER TRIM SETTING BEFORE TAKE-OFF
ate annunciation and then an initial annunciation.
The improper trim setting before take-off is based on
trim position, gear, parking brake and power lever po- Refer to the Table 1 for a prioritized list of GCAS mes-
sition. The warning is active when there is weight on sages, levels and duration.
wheels, the parking brake is released, and either PLA
is above 38 degrees in both NORMAL and TACTICAL
mission modes. GCAS ACAWS MESSAGES
A continuous “TRIM, TRIM” aural message separated ACAWS messages, conditions, and crew action for a
by 3 seconds are announced if the trim tabs are not in specific message is listed in Section III of this manual.
take-off configuration (0.0 Degrees ± 5.0 degrees) and The following table lists the ACAWS messages and the
the warning mode is active. message urgency level.
In addition, a flashing “TRIM” visual message is dis-
played in the special alert window of the CMDU PFD if SPECIAL ALERT
the trim tabs are not in take-off configuration.
ALTITUDE

BANK ANGLE
GCAS ANNUNCIATIONS
DON'T SINK
The GCAS provides aural and visual annunciation for
FLAPS
CFIT and unsafe flight conditions in three categories:
initial, intermediate, and urgent. GLIDESLOPE (Loud)
GLIDESLOPE (Soft)

MINIMUM
Initial
PULL UP (Whoop, whoop)
Initial annunciation is advisory in nature and may not
require any pilot response. The annunciation is given, SINK RATE
then suppressed, unless the condition deteriorates, at
TERRAIN
which time the annunciation is repeated.
TOO LOW FLAPS
TOO LOW GEAR
Intermediate TOO LOW TERRAIN

Intermediate annunciation requires prompt but moder- TRIM and EMERGENCY TRIM
ate adjustment of the flight controls within three to five ADVISORY
seconds to return to safe flight conditions.
The annunciation is given, then suppressed. If after the GCAS FAIL
GCAS OFF
annunciation is suppressed, flight conditions deterio-
rate significantly, an urgent annunciation may be giv-
en.

Urgent
Urgent annunciation requires immediate and aggres-
sive action to initiate a recovery maneuver within one
or two seconds to avoid a collision. The urgent annun-
ciation is repeated until the aircraft departs the unsafe
or impending CFIT flight conditions.

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FAM.1C-27J-1

Table 1 GCAS messages

AURAL VISUAL
CONDITION DETECTABLE LEVEL ANNUNCIATION/ ANNUNCIATION/
DURATION DURATION

Urgent (whoop, whoop) PULL UP / (2) PULL UP / (2)

Excessive terrain
All flight regimes Intermediate TERRAIN, TERRAIN / once with condition TERRAIN, TERRAN / (2)
closure rate
Intermediate TERRAIN / once with condition TERRAIN / (2)

Descent below ALTITUDE, ALTITUDE /

Intermediate ALTITUDE / 5 seconds
set radar altitude All flight regimes once until conditions are reset
Normal
Descent below (gear down) MINIMUMS, MINIMUMS /
Intermediate MINIMUMS / 5 seconds
set baro altitude once until conditions are reset

Descent below Tactical ALTITUDE, ALTITUDE /

Intermediate ALTITUDE / 5 seconds
set radar altitude (gear up or down) once until conditions are reset

Descent below Tactical MINIMUMS, MINIMUMS /

Intermediate MINIMUMS / 5 seconds
set baro altitude (gear down) once until conditions are reset

Descent below 0.66 X

Tactical Urgent (whoop, whoop) PULL UP / (2) PULL UP / (2)
radar ref. set warning

Unsafe terrain TOO LOW TERRAIN,

Take-off & go-around Urgent TOO LOW TERRAIN / (2)
clearance TOO LOW TERRAIN / (1)

Unsafe terrain TOO LOW TERRAIN,

Cruise and approach Urgent TOO LOW TERRAIN / (2)
clearance for airspeed TOO LOW TERRAIN / (1)

Incorrect flaps Initial/ TOO LOW FLAPS,

TOO LOW FLAPS / (2) (3)
configuration Intermediate TOO LOW FLAPS / (1) (3)
Approach
Incorrect gear TOO LOW GEAR,
Intermediate TOO LOW GEAR / (2)
configuration TOO LOW GEAR / (1)

Urgent (whoop, whoop) PULL UP / (2) PULL UP / (2)

Excessive sink rate All flight regimes
Intermediate SINK RATE, SINK RATE / (1) SINK RATE / (2)

Negative climb Take-off & go-around Intermediate DON’T SINK, DON’T SINK / (1) DON’T SINK / (2)

When banking BANK ANGLE /

Urgent BANK ANGLE / 5 seconds
below 130 ft AGL continuous when <130 ft AGL
Excessive bank
angle
When banking BANK ANGLE /
Intermediate BANK ANGLE / 5 seconds
above 130 ft AGL once, when >130 ft AGL

GLIDESLOPE (loud) /
Urgent GLIDESLOPE / (2) (3)
Continuous with 6dB increase in volume (3)
Excessive descent
Approach
below glideslope
Initial/
GLIDESLOPE (soft) / (1) (3) GLIDESLOPE / (2) (3)
Intermediate

Flaps not in correct Initial/

FLAPS / repeated every 3 seconds FLAPS / (3-Hz rate)
take-off configuration Urgent
Take-off
Trim not in correct Initial/
TRIM / repeated every 3 seconds TRIM / (3-Hz rate)
take-off configuration Urgent

(1) The duration of voice message is once, until conditions deteriorate.

(2) The duration of visual display is continuous, with condition.
(3) GCAS aural and visual special alerts that may be canceled with the hush button or inhibited using the GCAS/STALL page in the SAMU.

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 FAM.1C-27J-1

IDENTIFICATION FRIEND OR FOE CNRP Controls (Figure 1-92 or Figure 1-93)

(IFF) TRANSPONDER The CNRP provides the pilots with an alternate means
of tuning radios. IDENT, MODE 3 code, and IFF status
are displayed and can be controlled from either the
DESCRIPTION COMM or NAV menu pages in the CNRP.

Pressing the COMM or NAV hard-key on the CNRP

NOTE brings up the respective menu. The MODE 3 code can
be modified by entering a new code in the CNRP or ei-
The term AIMS as applied to the radar ther CNI-MU (ICDU) scratch pad and pressing the
identification system is defined as fol- CNRP MODE 3 code soft-key.
lows: Emergency code 7700 will be displayed highlighted
A - Air traffic control radar beacon when selected.
I - Identification - friend or foe
M - Military equipment
S - Special systems. IDENT

IDENT is displayed highlighted for 20 seconds when

The AIMS radar identification system provides auto-
the transponder is commanded to transmit by pressing
matic radar identification of the aircraft when interro-
the IDENT key on the CNRP, or initiating IDENT from
gated by surface or airborne radar sets using correctly
either CNI-MU (ICDU).
coded pulse transmissions.
The IFF system consists of a Receiver/Transmitter and
a Data Convertion Unit (DCU). The DCU interfaces MODE 3 CODE
with the BIU for receiving and transmitting message
conversion. The IFF mode 3 code is displayed if the IFF is off. If the
Six modes of interrogation are used in the AIMS IFF IFF is off and a valid mode 3 code is entered in the
system, and the set will reply to any or all of these de- CNRP scratch pad, then selecting the adjacent soft-
pending on how the controls are set. Aircraft identifica- key turns the IFF power on, places the system to
tion and location are transmitted to interrogating radar standby, and inserts the code.
sets using modes 1, 2, 3, C and Select (S). Pressure If the IFF power is on, and the CNRP scratch pad is
altitude is transmitted when interrogated on mode C empty, pressing the IFF soft-key automatically selects
and S. The RT receives data from the DADS selected the IFF to the operate state.
by the pilot.
The system also enables friendly aircraft to identify IFF STATUS
themselves apart from other friendly aircraft and pro-
vides a means of transmitting a special coded signal The letter T is displayed only when the IFF is actually
known as an emergency reply. transmitting. The number 3 displayed only when mode
The IFF system also performs mode S transponder 3 is on. The letter C is displayed only when mode C is
functions. Mode S and mode C are required for TCAS on, and is blank when mode C is off.
to operate.

The IFF and DCU Transponder are powered by 28 V IFF ACAWS MESSAGES
dc BUS 1 (PP1B) via the IFF circuit breaker.
ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
IFF CONTROLS
message urgency level.
All identification operations can be performed using
ADVISORY
the CNI-MU (ICDU). IFF mode 3 codes may also be
set using the COMM or NAV menu pages in the CNRP. IFF ALT FAIL
IFF ANT FAIL
IFF FAIL
CNI-MU (ICDU) Controls IFF MODE 1 FAULT
IFF MODE 2 FAULT
(Refer to the FAM.1C-27J-1A manual) IFF MODE 3 FAULT
IFF MODE C FAULT
IFF MODE S FAULT

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FAM.1C-27J-1

TRAFFIC ALERT AND COLLISION NOTE

AVOIDANCE SYSTEM (TCAS) The vertical maneuvering resolution advi-
sories issued by TCAS can only be deter-
mined and generated against intruder
DESCRIPTION aircraft that report altitude data in their
transponder replies to TCAS interroga-
TCAS II provides a display of relative positions of traffic tions. For Non-Altitude Reporting (NAR)
as well as aural/visual commands to resolve potential aircraft, TCAS generates traffic adviso-
conflicts. The system is capable of resolving encoun- ries only.
ters involving multiple aircraft using transponder re-
plies to compute a projected flight path for traffic within The traffic advisory display alerts the flight crew to the
TCAS range. The TCAS is comprised of a TCAS pro- relative position of nearby aircraft that are, or could be-
cessor and top and bottom directional antennas. TCAS come, collision threats. This improves the ability of the
interfaces with the CNI-MU (ICDU) and TCAS informa- flight crew to visually acquire intruder aircraft prior to
tion is displayed on the CMDU PFD (Figure 1-117 and responding to a resolution advisory. Resolution adviso-
Figure 1-121) and the NAV-radar display. Audio alerts ries are displayed to the left of the vertical velocity on
and messages are broadcast on the pilot and copilot the PFD.
interphones (headset only). Detection and tracking of intruder aircraft is performed
via transmission and receptions on top and bottom
mounted TCAS directional antennas. TCAS detects
TCAS II CONTROLS AND INDICATORS aircraft equipped with a mode S transponder by listen-
ing for mode S squitter transmissions. Mode S tran-
TCAS Processor sponders announce their presence by transmitting a
squitter message once every second. TCAS also de-
The TCAS processor is the master control unit in the tects aircraft equipped with transponders that do not
system. It consists of a combined computerized control reply to mode S interrogations.
system and L-band receiver/transmitter. Operation of TCAS must actively search for mode C equipped in-
the TCAS system is controlled by TCAS software res- truder aircraft because mode C transponders do not
ident in the computer control memory. transmit squitter messages.
The directional antennas provide the means for the
TCAS processor to transmit interrogations and receive Once the presence of a mode S or mode C intruder is
replies on one of four antenna beams. confirmed, TCAS places the intruder in track mode.
By selecting the beam, the TCAS processor electroni- TCAS is capable of tracking up to a combined total of
cally points the antenna in a surveillance direction dur- 45 intruders. Tracking is performed by repetitious
ing TCAS transmit and receive operations. TCAS interrogations.
The TCAS processor is powered by 115/200 V ac BUS
1 (XP1) via the TCAS circuit breaker. When interrogated, transponders reply after a fixed de-
lay. Measurement of time between interrogation trans-
CNI-MU (ICDU) Controls mission and reply reception allows TCAS to determine
the range of the intruder. If the intruder transponder is
(Refer to the FAM.1C-27J-1A manual) supplied with an altimeter input, TCAS will receive in-
truder altitude reports in the replies and will determine
the relative altitude of the intruder.
TCAS SYSTEM OPERATION Transmission and reception techniques used on the
TCAS operates without support from Air Traffic Control TCAS antenna allow TCAS to determine bearing of in-
(ATC) ground stations. The system detects the pres- truder.
ence of nearby intruder aircraft equipped with tran- Based on closing rates and relative position computed
sponders that reply to Air Traffic Control Radar Beacon from the reply information, TCAS classifies intruders
System (ATCRBS) mode 3A, mode 3C, or mode S in- as non-threat, proximity, Traffic Advisory (TA), or Res-
terrogations. TCAS tracks and continuously evaluates olution Advisory (RA) threat category aircraft and pro-
the threat potential of these aircraft, displays the near- vides one or more of the following visual and aural aids
by transponder equipped aircraft on the traffic advisory to the pilot:
display, and during threat situations, provides traffic 1. TCAS displays an intruder aircraft symbol on the
advisory alerts and vertical maneuvering resolution ad- traffic advisory display.
visories to assist the pilot in avoiding mid-air collisions.

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 FAM.1C-27J-1

2. The symbol position on the display depicts relative TCAS can track such an aircraft in bearing and range,
range and bearing of the intruder. and will display the aircraft as either a non-threat in-
truder, proximity intruder, or traffic advisory.
3. Symbol shape and color identifies whether the air- However, a resolution advisory will not be generated
craft has been categorized as a non-threat, prox-
since the correction maneuver cannot be determined
imity, traffic advisory, or resolution advisory threat.
without information on the intruder altitude.
4. If the intruder is reporting altitude, relative altitude
is displayed in hundreds of feet above or below the The boundary limits of TCAS detection is 40 NM off the
traffic symbol. nose (based on traffic density), 15 NM off the sides,
and 12 NM off the tail.
If the intruder is categorized as a TA, TCAS provides
an aural traffic advisory alert over the head phones. If
Limitations
the intruder is categorized as an RA, TCAS provides
an aural resolution advisory alert over the head
phones, and a visual vertical maneuvering resolution WARNING
advisory on the vertical speed indicators.

A TCAS-equipped aircraft includes a mode S air traffic • It is imperative to follow RAs to ob-
control transponder and a transponder/TCAS control tain the aircraft separation com-
unit. The mode S transponder performs the mode S puted by TCAS. Two TCAS
transponder functions required by TCAS as well as the equipped aircraft coordinate their
non-TCAS functions of existing ATCRBS (modes 3A resolution advisories using a
and 3C). The mode S transponder is also used for mode S transponder data link. The
TCAS communications with ground-based mode S coordination ensures that comple-
sensors for air-to-ground data link purposes. This fu- mentary, not contradictory, advi-
ture air-to-ground capability will provide mode S sories are issued in each aircraft.
ground stations with the resolution advisories that are Always attempt to visually clear
displayed to the pilot. In addition, airborne TCAS the airspace before maneuvering
equipment is able to receive sensitivity level com- your aircraft in response to a TCAS
mands from ground-based mode S sensors. advisory.
For situations where two TCAS-equipped aircraft are
declared as threats to each other, the TCAS in each
• GCAS has higher priority than
aircraft, in conjunction with their mode S transponder
TCAS. In case of simulaneous au-
subsystem, establishes an air-to-air resolution adviso-
dio alarm, the TCAS system is
ry coordination data link between the two aircraft.
placed in TA ONLY mode during
This link is established to avoid the generation of sim-
alert.
ilar vertical maneuvering resolution advisories in both
aircraft. TCAS equipment operates at the same trans-
mit and receive frequency as ground stations (1030 • It is possible for the system to is-
MHz transmit and 1090 MHz receive). sue RA commands that would put
TCAS and ground stations operate at transmit and re- the aircraft outside the perfor-
ceive frequencies that are inverse to transponder mance envelope. In any aircraft
transmit and receive frequencies for mode S or mode configuration that could limit the
A/C. ATC flight progress strips indicate which aircraft normal climb capability of the air-
are equipped with TCAS by a prefix "T/" to the call sign. craft (such as engine out, ramp
The prefix "T/" added to the "aircraft designator and TD door open, etc.) or operational sit-
code" informs ATC that the aircraft is TCAS equipped. uation where an RA maneuver is
If TCAS receives a mode C reply from either a mode A prohibited, the TCAS should be
transponder or a mode C transponder that is not pro- placed in either TA ONLY or STBY
vided with altitude information, it will process the reply mode will prevent RA commands
as a NAR mode C equipped aircraft. from being issued.
TCAS does not interrogate in mode A. However, an
aircraft that is equipped with a minimal transponder
that replies to mode A interrogations also will reply to
mode C interrogations, but with no altitude-encoded in-
formation present in the reply.

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FAM.1C-27J-1

The capabilities of TCAS are dependent upon the type The TCAS audio inhibit (which also limits operation to
of transponder in the intruding aircraft: TA ONLY mode) occurs for the following when the air-
craft WOW status is IN AIR (audio is not inhibited ON
1. The intruding aircraft must be equipped with a GROUND):
properly operating transponder for normal TCAS
operation. TCAS is unable to detect an aircraft 1. Cargo door/ramp open.
without an operating transponder.
2. Paratroop door open.
2. If the intruder is NAR, TCAS will display only range
3. GCAS alerts.
and bearing. It can issue a traffic advisory based
on distance and direction of flight but will not gen- 4. LPCR windshear alerts.
erate an resolution advisory. TCAS assumes NAR
traffic is at the same altitude as own aircraft.
3. TCAS does not display NAR non-threat and prox- NOTE
imity traffic at ownship altitudes above 14500 feet When TCAS commands a corrective res-
MSL, and does not display NAR TA intruders at or olution advisory, sufficient time exists to
above ownship altitudes of 15500 feet MSL. perform a smooth vertical maneuver to
The TCAS processor is programmed to inhibit RA avoid the conflict. TCAS expects five sec-
climb maneuvers for altitudes greater than 30000 feet onds crew reaction time to RA, requiring
MSL. The MSL altitude monitored by the TCAS for this approximately 0.25g. An increase or re-
limit is provided by the APX-100 IFF/mode S transpon- versal to an RA requires two and one-half
der. The transponder receives this data from the pilot seconds reaction time and up to 0.35g. It
selected ADC and transmits it to other TCAS equipped is possible to see an aircraft flying the
aircraft for the purpose of determining altitude separa- same course and direction as your own
tion. Climb RAs are therefore inhibited when the RA aircraft, yet TCAS may not consider it a
maneuver cannot be completed safely due to lack of threat. TCAS calculates the closure rate
aircraft performance capability. of the intruder, and derives the time to the
Closest Point of Approach (CPA). If there
TCAS also include the following: is no closure rate, no advisory will be is-
sued, unless the intruder is very close
1. Display all traffic (up to 30 intruders) full time on the (within approximately 1/4 mile). Con-
NAV-radar display (when TCAS Overlay is select- versely, traffic at the same altitude very
ed). far ahead may be shown as an RA by
TCAS because of a very rapid closure
2. Automatically display up to 5 intruders on the a
rate.
PFD when either a TA or RA intruder is detected.
3. Intruders determined to be on the ground are not
displayed. In general, if the intruder is within 400 ft Aural and Visual Advisory Signals
of the ground it will not be displayed. If the intruder TCAS messages generated are visually announced on
lands, it may take up to 20 seconds for TCAS to the CMDUs, and aurally announced via the ICS. The
determine the aircraft has done so. active TCAS mode is visually displayed on the CMDU
4. Increase descent resolution advisories are inhibit- PFD (Figure 1-117) and can also be displayed on the
ed below 1450 feet AGL while descending and NAV-radar display when the TCAS overlay is used.
1650 feet AGL while ascending. Resolution Advisories are grouped as Corrective Ad-
visories or Preventive Advisories.
5. All RAs are inhibited below 900 feet descending
and until 1100 feet radio altitude ascending. Corrective Advisories require a positive action by the
crew accompanied by a green arc on the RA/VSI
6. Inhibit all TCAS audio warnings below 400 feet ra-
showing “Fly-To” guidance.
dio altitude descending and up to 600 feet radio al-
Preventive Advisories require that NO action be taken
titude ascending.
to alter the flight path of the aircraft.
RAs may be either corrective or preventive, depending
upon the corrective action of the aircraft. CLIMB for ex-
ample, is corrective if the aircraft is level. In a multi-air-
craft encounter, both corrective and preventive
conditions may exist simultaneously.

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 FAM.1C-27J-1

In this case, the corrective advisory will have aural an- The full-time annunciations are TCAS TEST, TCAS
nunciation precedence and both conditions may be vi- STBY, TA ONLY, TCAS TA/RA, TCAS FAIL and NO
sually presented. An RA can direct only vertical TCAS. One of these messages will be announced at
avoidance. all times on the PFD and NAV-radar displays when
TCAS overlay is selected.
OVERLAYS
The CMDU PFD Horizontal Situation Indicator (HSI) is
TCAS is displayed as an overlay on the NAV-radar dis- a part-time pop-up type display for TCAS. TCAS infor-
play. The TCAS overlay is inhibited when the radar is mation will be displayed on a part-time basis only.
in freeze (Figure 1-109). The HSI compass outer ring represents 6 NM distance.
A 2 NM ring is made up of curved dashed segment
drawn to scale with the outer ring. The color of the ring
TRAFFIC DISPLAY is white.
The intruder symbol will occlude a portion of the HSI
The functions of the TCAS displays are to aid in visual
display to ensure the intruder is clearly identified. A
acquisition and discrimination of threat aircraft from
maximum of five targets can be displayed, with RAs
any other aircraft, to provide range and bearing infor-
taking priority over TAs, displayed in order of priority as
mation regarding aircraft with transponders but without
provided by the TCAS processor. If the threat aircraft
altitude reporting, and to instill confidence in the RAs
is off scale (TA or RA only), it is displayed by placing
(Figure 1-109).
half of the appropriate symbol, with full data tag, at the
TAs and RAs are determined as a function of the threat
edge of the display in the direction of the measured
logic in TCAS. The target symbol for an RA is a red-
bearing to the target.
filled square with a data tag, and for a TA is a yellow-
The data tag remains in relative position to the center
filled circle with a data tag.
of the target symbol. The target symbol and data tag
Proximate traffic is defined as any aircraft within 6 NM
may be clipped as they contact the outer edge of the
and within 1200 feet of vertical separation. The target
HSI. The target symbol may be clipped to no less than
symbol for proximate traffic is a white-filled diamond
half the target symbol size. The CMDU PFD displays
with a data tag.
TCAS alerts using a tape type VVI, that is presented
Non-threat traffic is defined as any other traffic within
only for an RA. Once the RA is cleared, the tape VVI
the range of the display. The target symbol for the oth-
for TCAS is removed from the display. The tape VVI
er traffic is a white diamond outline with a data tag.
appears in color, with prohibited vertical flight in red
and the fly-to area in green. TA or RA NOT DSPL text
TCAS mode messages are announced on the NAV-ra-
messages are not displayed on the CMDU PFD. NO
dar display and the CMDU PFD as full-time annuncia-
BEARING TA or RA intruders generate a text message
tions.
in the same manner as the NAV-radar display.

Intruder Recommended
Symbol Description
Color Action

Red-Filled Resolution Advisory (20 to 30 seconds, aircraft separation; Take Corrective or

00 Square symbol and voice advisory Preventive Action

Yellow-Filled Traffic Advisory (intruder 20 to 48 seconds intruder sym-

Potential RA - Monitor
00 Circle bol)

+02
White-Filled Proximity Intruder (less than 6 NM separation and ± 1200 Monitor for Future
Diamond feet) Development

White Dia- Monitor for Future

Non Threat (greater than 6 NM separation or ± 1200 feet)
-02 mond Outline Development

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FAM.1C-27J-1

Figure 1-109 Radar Display with TCAS Overlay

1-314
 FAM.1C-27J-1

DATA TAG AURAL MESSAGES

A data tag indicates the altitude, if available, of the in- The TCAS aural messages are listed below, The num-
truder aircraft and shall consist of two digits indicating ber of times each message will sound for each alert ap-
the altitude difference in hundreds of feet. For an in- pears in parentheses.
truder above own aircraft, the tag shall be placed
Traffic Advisory
above the symbol and preceded by a + (plus) sign; for
one below, the tag shall be placed below the symbol • TRAFFIC (2) – Traffic alert is in progress.
and preceded by a - (minus) sign. These digits are
placed above or below the target depending on the di- • TRAFFIC (1) – Traffic alert while a previous TA or
rection the intruder is coming from. Intruders at the RA is still in progress.
same altitude will be displayed with no ± sign as "00". Preventive RAs
When the Flight Level control (FLT LVL) on the CNI-
MU IFF page 1/3 is ON, all intruder symbol altitude • MONITOR VERTICAL SPEED (1) – A red ribbon
tags will be presented in hundreds of feet absolute restricts a region of the VVI for the CMDU PFD.
flight level above MSL. Absolute altitude displays re-
• MAINTAIN VERTICAL SPEED, MAINTAIN (1) – A
quire three digits. In this case, the three digits are dis-
red ribbon restricts a region of the VVI for the
played with no ± sign. The Absolute altitude digits are
CMDU PFD. Current vertical speed is permitted.
also placed above or below the target symbol to indi-
cate the relative position of the intruder. • MAINTAIN VERTICAL SPEED, CROSSING
MAINTAIN (1) – A red ribbon restricts a region of
the VVI for the CMDU PFD. Current vertical speed
NAV-RADAR TRAFFIC DISPLAY
is permitted. Aircraft flight path will cross the threat
The NAV-radar display presents up to 30 TCAS intrud- aircraft's altitude.
ers when the TCAS overlay is selected. The TCAS in-
Corrective RAs
truder symbols are displayed by order of threat level.
Intruder symbols are displayed relative to the aircraft in • CLIMB (2) – Climb at the rate shown on the RA in-
both range and bearing. The placement in range is dicator, nominally 1500 Feet Per Minute (FPM).
scaled to the maximum range ring and the bearing
placement is relative to the heading marker. TA and RA
• DESCEND (2) – Descend at the rate shown on the
RA indicator, nominally 1500 FPM.
intruders which are beyond the selected display range
are displayed as half symbols at the edge of the maxi- • CLIMB CROSSING CLIMB (2) – Same as "CLIMB"
mum range ring or display boundary. The position of except that it further indicates momentarily passing
the symbol on the boundary represents the relative co-altitude with the conflicting traffic.
bearing of the intruder.
The associated altitude data tag and vertical trend ar- • DESCEND CROSSING DESCEND (2) – Same as
rows are will not be displayed until they are within the "DESCEND" except that it further indicates mo-
display boundary. Non-threat and proximity intruders mentarily passing co-altitude with the conflicting
beyond the display boundary are not displayed. TA traffic.
and RA intruders which are beyond the display bound- • ADJUST VERTICAL SPEED, ADJUST (1) – Re-
ary but cannot be represented in bearing due to the ra- duce climb or reduce descent to that shown on the
dar format selection (offset or zoom) are not displayed, RA indicator.
but will generate corresponding color coded text mes-
sage (TA/RA NOT DSPL). • ADJUST VERTICAL SPEED (1) – Follows a RA to
This message is an indication that the format orienta- "weaken" the command. The vertical speed should
tion must be changed in order for the intruder symbol be increased or decreased to that shown on the
to appear. Intruders can occur in situations where RA indicator.
TCAS is not able to determine a relative bearing, these
The following corrective RA messages indicate the
contacts are not displayed but appear as text messag-
RA in progress must be increased or reversed.
es which provide the threat type, range, altitude data,
and trend arrow. • CLIMB, CLIMB NOW (2) – Follows a descend ad-
For example, TA 1.0 -03 ↑. (yellow color) indicates a visory when it has been determined that a reversal
TA intruder 1.0 NM, 300 feet below own aircraft and of vertical speed is needed to provide adequate
climbing at greater than 500 FPM. separation.

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FAM.1C-27J-1

• DESCEND, DESCEND NOW (2) – Follows a climb • ABOVE – The message is displayed after the crew
advisory when it has been determined that a rever- selects above on the altitude search soft-key.
sal of vertical speed is needed to provide adequate
separation. • BELOW – The message is displayed after the crew
selects below on the altitude search soft-key.
• INCREASE CLIMB (2) – Follows a climb advisory
when it has been determined that an increased • NO BRNG – The no-bearing advisory is required
climb vertical rate is required. when directional information cannot be derived.
The color of the text corresponds to the level of the
• INCREASE DESCENT (2) – Follows a descend threat. Associated with the "No Bearing Intruder"
advisory when it has been determined that an in- text message and will take priority over other text
creased descent vertical rate is required. messages.
Other Messages • RA NOT DSPL or TA NOT DSPL – (NAV-radar for-
mat only) Displayed whenever an intruder bearing
• CLEAR OF CONFLICT (1) – The encounter has
can not be represented due to the NAV-radar for-
ended (range has started to increase).
mat selection (offset or zoom). The color of the text
• TCAS SYSTEM TEST OK (1) – TCAS self-test will correspond to the threat level of the intruder. If
passed. conditions or display selections change such that
the intruder may be displayed, the text message
• TCAS SYSTEM TEST FAIL (1) – TCAS self-test will be removed. These messages have higher pri-
failed. ority over other TCAS display text messages.
PFD display (Bottom TCAS text message)
TEXT MESSAGES NAV-radar display (Left TCAS text message)
The text messages are announced in the data blocks • TCAS TEST – The crew has initiated a functional
displayed on the CMDU PFD display (located at the test of TCAS.
right side of the display adjacent to the HSI) and the
NAV-radar display (located at the bottom of the dis- • TCAS FAIL – When the functional self-test fails or
play). the BIT monitoring the system detects a primary
system failure, this annunciation is displayed.
PFD display (Top TCAS text message) When a TCAS fail condition is detected, TCAS
NAV-radar display (Middle TCAS text message) halts all surveillance and tracking functions.
• (Blank) – Indicates "RELATIVE" altitude display • NO TCAS – Indicates a loss of communication with
format. the TCAS. The TCAS is not operating either due to
an equipment failure or the TCAS power is off.
• FL – Indicates "RELATIVE" altitude display format.
Occurs after the crew turns the flight level setting
to on. NOTE
• [No Bearing Intruder text message] (Example: TA A TCAS subsystem problem (e.g., pilot's
4.0 +05) – Provide range, altitude and threat level selected radar altimeter or attitude/ head-
of a "No Bearing" threat intruder. ing source failed or powered off) will force
a TCAS system failure and will invoke a
• RNG LIMITING – (NAV-radar format only) Indi- “TCAS FAULT” ACAWS advisory mes-
cates the Range Limiting mode is active. The acti- sage.
vation of this mode is automatically controlled by
the processor and reduces the TCAS surveillance • TCAS STBY – The TCAS is either manually select-
area. Reduction of area coverage helps to alleviate ed or defaulted to the STBY mode. The message
interference with ATC ground station tracking in ar- will be announced as long as TCAS is in this mode.
eas of high air traffic congestion.
• TA ONLY – TA information only will be displayed.
PFD display (Middle TCAS text message) The message will be announced as long as TCAS
NAV-radar display (Right TCAS text message) is in this mode.
• (Blank) – Indicates "NORMAL" intruder altitude • TCAS TA/RA – Both TAs and RAs will be an-
display format. The message is displayed after the nounced, with RAs given priority over TAs. The
crew selects normal on the altitude search soft- message will be announced as long as TCAS is in
key. this mode.

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 FAM.1C-27J-1

TCAS ACAWS MESSAGES LOW POWER COLOR RADAR

ACAWS messages, conditions, and crew action for a (LPCR)
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
DESCRIPTION
message urgency level.
NOTE
TCAS MAINTAIN CLIMB SPECIAL ALERTS During in-flight alignment of the EGI pro-
viding radar stabilization data, the follow-
The Vertical Velocity Indicator on the PFD displays a ing radar functions should not be
range of -3000 fpm to +3000 fpm. When a RA threat performed: position update, Doppler
occurs that requires a climb or descent rate of greater beam sharpening, windshear, and skin
than 3000 fpm, a special alert will be presented. paint.
"MAINTAIN CLIMB X.X" or "MAINTAIN DESCENT
X.X" will be displayed in the special alert window on The radar system provides enhanced ground mapping
the PFD when the TCAS issues a RA command be- and weather detection. Ground mapping modes are
yond the range of the VVI. "X.X" represents the recom- enhanced by use of monopulse techniques and Dop-
mended vertical velocity rate to maintain in thousands pler beam sharpening. Enhanced Weather (WX) de-
of feet per minute. tection includes weather detection through intervening
weather, turbulence detection, and low altitude hori-
ADVISORY
zontal Windshear (WS) detection. Additional capabili-
TCAS FAIL ties of the radar system include Skin Paint (SP) mode,
TCAS FAULT Beacon (BCN) mode, position update and precision
position update using precision measurement (PRCN)
capability. The radar has an automatic tilt control,
which is optimized upon any operational mode.
The antenna can also be manually driven, by means of
a TILT control on the CURSOR CONTROL panel from
+10 to -15 degrees. For any radar mode an “optimum
tilt value” is continuously calculated when the Radar is
not manually controlled.
The antenna tilt shows actual pointing angle to the
peak of the Radar beam relative to horizontal plane
(e.g. a negative tilt indicates below horizontal plane).
The tilt angle value displayed is an offset to the calcu-
lated value (i.e. optimum tilt value). Manual adjust-
ments are always allowed by means of the tilt control
in any radar mode (except in Windshear Mode).
The radar system is interfaced with mission computer
to provide cursor position data, and flight plan displays.
Doppler beam sharpening is the highest resolution
ground mapping mode. All information, except skin
paint and beacon targets are displayed in color (Figure
1-110). The radar makes use of active radar mode in-
terleaving to provide increased versatility. For exam-
ple, the pilot may select weather mode at the same
time the copilot is using the ground-mapping mode.
A Radar Environmental Control Assembly (RECA),
housed within the Radar Transmitter Processor (RTP)
mount provides cooling air to the RTP when hot, or
heating to the RTP when cold. Relays and sensors in
the RTP mount are powered and controlled by the RTP
to regulate the temperature. The radar has two BIT
functions: start-up and continuous. On start-up, the ra-
dar automatically performs a complete start-up BIT
and system calibration.

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FAM.1C-27J-1

When the start-up BIT is completed, the radar auto- LPCR MODES OF OPERATION
matically defaults to the standby mode, and all param-
eters are set to their default values. A continuous BIT The LPCR has six modes available. They are map,
and system calibration is performed during normal sys- weather, skin paint, monopulse ground map, winds-
tem operation. This test is automatically performed hear, beacon (ground and airborne), and precision
during the time required for the antenna to reverse di- measurement.
rection at the end of each scan period. The following is a description of each radar mode:
The radar defaults to the standby mode when power is
applied to the system and the start-up self-test is com- Map (MAP) Mode
pleted. Whenever the radar enters the standby mode,
the full power of the transmitter is inhibited and the an- The ground mapping capability is provided by one of
tenna is driven to zero elevation and azimuth. When four processing techniques, Monopulse Ground Map
the radar enters the standby mode at system start-up, (MGM), Doppler Beam Sharpening (DBS), Monopulse
various parameters are set to their default values: Stabilized Doppler Beam Sharpening (MSDBS) and
Real Beam Ground Map (RBGM):
• Gain is set to mid range,
• Expand is 1:1,
MONOPULSE GROUND MAP (MGM)
• Symbology intensity is 60 percent of maximum
brightness, Ground maps are generated using monopulse pro-
cessing to improve mapping resolution in azimuth.
• Video intensity is mid range, Monopulse processing is selected if the range scale
• Cursor intensity is maximum brightness (if select- (or maximum expand range) is > 40 NM.
ed),
• The display orientation is referenced to selection DOPPLER BEAM SHARPENING (DBS)
from the SAMU,
Doppler processing is used to generate a map with sig-
• Cursor mode is manual, nificantly better azimuth resolution than monopulse
• Sector is ± 90 degrees, ground map. Doppler beam sharpening functions only
on expanded and offset maps when the map falls with-
• Offset display is ± 60 degrees.
in the operational limits of the mode. The basic limita-
When the radar enters standby from another mode, tions are that the map mode must be greater than 15°
the common parameter values established in the pre- from the velocity vector and that the range to the far
vious mode remain unaltered. edge of the map must be less than approximately
When the radar is in standby mode, available range 40 NM from the aircraft. These bearings and ranges
scales are 1.5, 3, 5, 10, 20, 40, 80, 160, and 320 NM. correspond to Doppler beam sharpening mode being
If flight plan is enabled while the radar is in standby, available in the 2:1 expand format when the cursor is
flight plan data can be displayed as an overlay without greater than 40° from the velocity vector and the cursor
changing any parameters already selected. If the flight is less than 26.7 NM from the aircraft.
plan overlay is subsequently deselected, the radar re- For the 4:1 expand, this corresponds to the cursor be-
mains in the standby mode and all parameter values ing greater than 27.5° from the velocity vector and less
previously selected remain unaltered. than 32 NM from the aircraft. An offset Doppler beam
The LPCR components receive power from the DC sharpening mode can be obtained when the range
Bus 1, DC to AC Inverter and AC Bus 1. scale is ≤ 40 NM or less and the entire map is greater
than 15° from the velocity vector.
– Radar RTP Mount is powered by 28 V dc BUS 1 Doppler beam sharpening scan speeds are consider-
(PP1) via the (RADAR) MOUNT circuit breaker. ably slower than monopulse ground map.
– Radar Antenna is powered by 115 V ac single
phase from DC to AC Inverter via the (RADAR)
MONOPULSE STABILIZED DOPPLER BEAM
ANT circuit breaker.
SHARPENING (MSDBS)
– Radar Heater Fan is powered by 115/200 V ac
BUS 1 (XP1) via the (RADAR) HTR FAN circuit The MSDBS ground mapping processing technique in-
breaker. corporates both, monopulse ground map and Doppler
beam sharpening processing. At angles greater than
– Radar DC to AC Inverter is powered by 28 V dc
10° from the velocity vector, the ground map resem-
BUS 1 (PP1) via the RADAR DC/AC INV circuit
bles a Doppler beam sharpening image.
breaker.

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 FAM.1C-27J-1

Figure 1-110 NAV-radar display (typical)

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FAM.1C-27J-1

At angles less than 5°, the ground map resembles a Skin Paint (SP) Mode
monopulse ground map image. Between 5° and 10°
the image is a blend of Doppler beam sharpening and The skin paint mode detects and displays medium-
monopulse ground map that operates out to 40 NM. sized airborne targets within a range of 20 NM. The
Monopulse ground map is used exclusively at ranges mode is useful for detecting/tracking airborne targets
greater than 40 NM. of interest, conducting rendezvous, conducting specif-
ic aircraft rendezvous in conjunction with beacon oper-
ation, and providing limited instrument meteorological
REAL BEAM GROUND MAP (RBGM) condition formation capability.
The target symbols used for skin paint mode are small
The RBGM is provided during degraded radar opera- squares with a direction indicator pointing towards or
tions when incomplete stabilization data is being re- away from the center of the display, indicating whether
ceived in the radar from the Inertial Navigation Unit the target is moving toward or away from the aircraft.
(INU) (STAB lost condition). In real beam ground map, The size of the square is related to Radar Cross Sec-
radar displays are in slant range rather than ground tion (RCS) of the target. In this mode, detected targets
range and the format is not corrected for aircraft roll. must exceed the RCS threshold in order to be dis-
played.
Weather (WX) Mode
The weather mode measures the reflectivity of weath- NOTE
er and presents the information to the radar operator.
These presentations are in color. For scales ≤ 40 NM, Best Skin Paint performance is achieved
weather plus turbulence data is provided. In the 80 NM against target outside the ground clutter.
range scale, the display will present weather plus tur- Possible false alarm rates in the SP mode
bulence data to 50 NM and weather data alone to can be decreased by a combination of
80 NM. For range scales greater than 80 NM, turbu- gain reduction and/or making slight
lence information data is not available. The weather changes to the antenna's tilt angle.
mode compensates for measured intervening precipi-
tation to calculate display intensities. Should there be The skin paint display is an offset radar presentation
enough intervening precipitation that 25 mm/hr or less shown in monochrome. SP is available in range scales
of rain cannot be measured, the regions that are up to 20 NM in sector size selections of ± 15°, 30°, and
masked are indicated via blue. 60°.

The color codes and rain rates are as follows:

Monopulse Ground Map (MGM) Mode
Rain Rate Description Color Monopulse ground map mode is selected when the
MGM switch is pressed. Pressing the MGM switch se-
< 1mm/hr Little to no precipitation BLACK lects a monopulse ground map mode and inhibits Dop-
1 to 4 mm/hr Light precipitation GREEN pler beam sharpening. Selecting the MGM switch
deselects WS, WX, MAP, SP, BCN, or FRZ switch, if
4 to 12 mm/hr Moderate precipitation YELLOW
selected.
12 to 50 mm/hr Heavy precipitation RED If the MAP or MGM switches have been used previ-
> 50 mm/hr Excessive precipitation MAGENTA ously, antenna tilt, gain, video intensity, and beam se-
n/a Turbulence WHITE lect parameters are retained for subsequent MGM
switch selections. All other parameter values estab-
n/a Masked BLUE
lished in the previous mode remain unaltered. When
the MGM switch is selected, available range scales are
1.5, 3, 5, 10, 20, 40, 80, 160, and 320 NM.
NOTE When the MGM switch is deselected, the radar returns
When the leading edge of a depicted to the standby mode of operation.
weather cell is yellow or greater in inten-
sity, the depicted weather activity immedi-
ately following the leading edge may be
depicted as a less intense cell (e.g.,
weather cell depicted as yellow in intensi-
ty when it is actually red in intensity).

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 FAM.1C-27J-1

Windshear (WS) Mode NOTE

The windshear mode is designed to detect the pres- • The WINDSHEAR aural special alerts
ence of low level, microburst windshears in the take-off are hushable.
and landing environment. The display format for wind-
shear is a ± 30° offset sector display and 10 NM of • When WS mode is selected in Full-
range scale. See Figure 1-111 for typical display for- Channel and displayed on associated
mat. Only heading up orientation is available. The ra- NAV-radar CMDUs, all other CMDUs
dar displays the reflectivity of weather and associated with Partial-Channel re-
superimposed icons indicating hazardous windshear vert to OFFSET display mode. Other-
activity. wise, when WS mode is selected
The weather reflectivity is presented in color, as in the Partial-Channel and displayed on as-
weather mode. Windshear hazard is processed for up sociated NAV-radar CMDUs, all other
to 5 NM of range coverage. Hazardous regions are in- CMDUs associated with Full-Channel
dicated by a windshear icon which is overlaid on the remain unchanged.
weather reflectivity map. The windshear icon uses a
red and black striped pattern to easily identify the pres- Beacon (BCN) Mode
ence of weather returns.
The beacon mode provides the capability to interro-
The windshear mode generates three levels of alerts gate and display the responses from ground and air-
based on the flight conditions and the range and bear- borne beacons. The radar detects and displays ground
ing to the detected hazard. and airborne beacon transponders up to a range of
40 NM. When the BCN switch is first selected, the ra-
They are described as follows: dar defaults to pencil beam and zero degree tilt, which
is the air beacon configuration. The antenna can be tilt-
– LEVEL 1 WINDSHEAR ALERT – An alert which is ed down for ground beacons and a fan beam can be
set for windshear conditions, generally at a range selected for better ground coverage.
greater than 3 NM, that require crew awareness The symbols used for beacon returns are arcs and can
and may require crew action. A windshear icon ap- be displayed in a stand-alone manner (beacon mode
pears on the NAV-Radar display and a WINDS- only) or overlayed on either map, weather, or skin paint
HEAR special alert appears in the PFD. The on the full channel. The beacon data can be displayed
WINDSHEAR aural special alert sounds twice. in all radar range scales, sector sizes, and expands but
– LEVEL 2 WINDSHEAR ALERT – An alert which is beacon coverage itself will not extend past 40 NM.
set for windshear conditions, generally at a range
between 1.5 and 3.0 NM, that require immediate Precision Measurement (PRCN) Mode
crew awareness and possible corrective action. A
visual WINDSHEAR CAUTION alert and winds- The low power color radar system uses precision mea-
hear icon appear on the NAV-Radar display and a surement (PRCN) mode to correct for certain map in-
WINDSHEAR special alert appears in the PFD. accuracies. In both MGM and DBS mapping modes,
The WINDSHEAR aural special alert sounds precision data is usually available when the depres-
twice. sion angle to the ground at the cursor position is less
than 5 degrees and aircraft roll is less than 5 degrees.
– LEVEL 3 WINDSHEAR ALERT – An alert which is The absence of the “PRCN REQUIRED” message, in-
set for windshear conditions, generally at a range dicates the current map is accurate enough to support
of 1.5 NM or less, that require immediate correc- precision radar targeting or precision position updates.
tive action by the crew. A visual WINDSHEAR
WARNING alert and windshear icon appear on the If the accuracy estimates are not within predetermined
NAV-Radar display and a WINDSHEAR special parameters, the “PRCN REQUIRED” message is dis-
alert appears in the PFD. The WINDSHEAR aural played, and PRCN should be used for precision radar
special alert sounds continuously while the condi- targeting or precision position updates. When PRCN is
tion persists. selected, the “PRCN IN PROGRESS” message ap-
pears in the NAV Message area, the radar computes
height and velocity errors at the cursor location and
makes corrections to the map. Once the radar has
completed its precision measurements, the message
will be removed from the display.

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FAM.1C-27J-1

Figure 1-111 Radar display with Windshear Warning (typical)

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 FAM.1C-27J-1

The “OUT OF PRCN FOV” or “MODE LOCKOUT” MGM Mode pushbutton

message is displayed if PRCN is selected and any of
the following conditions are not met: Selects or deselects monopulse ground mapping
mode. Default setting is the last setting selected, oth-
• PRCN selected as an overlay to MAP or MGM on erwise OFF. Deselects all other modes.
the full channel,
• Offset or expanded display format selected, WS Mode pushbutton
• Computer, Ground or Quick cursor selected, Selects or deselects windshear mode. Default setting
• Cursor is within ± 80o of the nose and within 50 NM is the last setting selected, otherwise OFF. Deselects
range, all other modes.

• Aircraft velocity is greater than 60 knots ground

BCN Mode pushbutton
speed.
Once the PRCN mode has taken its measurements Selects or deselects beacon mode. Default setting is
(normally 1 to 3 scans), the “PRCN REQUIRED” mes- the last setting selected, otherwise OFF. Can be used
sage is removed. PRCN can then be de-selected and as a stand-alone mode or may be used as an overlay
precision measurements will continue until the cursor with map, monopulse ground map, weather, or skin
is moved. paint mode.
Deselects windshear mode. Disabled when partial
channel is selected.
LPCR CONTROLS AND INDICATORS
PRCN Mode pushbutton
RADAR Control Panel
Selects or deselects precision measurement process-
The RADAR control panel (Figure 1-112) is located at ing. Default setting is the last setting selected, other-
the top right of the center console. The following con- wise OFF. Can overlay map or monopulse ground map
trols are located on the RADAR control panel. modes.
Disabled when partial channel is selected or when
common cursor is manual.
MASTER switch

Applies power to the radar. When the OFF position is

selected, all control panel pushbuttons are disabled NOTE
and all annunciator lights (except PSEL) are extin-
PRCN should not be selected in the vicin-
guished. TEST position is not functional; in this posi-
ity of moving targets, such as ships,
tion the radar is on.
trains, or cars, since these can bias the
results.
MAP Mode pushbutton

Selects or deselects map mode. Default setting is the INTENSITY target select switch
last setting selected, otherwise OFF. Deselects all oth-
Selects range marks (RM), cursor (CUR), symbology
er modes. Disabled when partial channel is selected.
(SYM) or video (VID) as the target for NAV-radar dis-
play intensity control.
WX Mode pushbutton

Selects or deselects weather mode. Default setting is NOTE

the last setting selected, otherwise OFF. Deselects all
other modes. TCAS, and tactical overlays cannot be
dimmed by any RADAR control panel in-
tensity control.
SP Mode pushbutton

Selects or deselects skin paint mode. Default setting is

the last setting selected, otherwise OFF. Deselects all
other modes.

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FAM.1C-27J-1

Figure 1-112 Radar control panel

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 FAM.1C-27J-1

INTENSITY INCR/DECR rocker switch OFS Function pushbutton

Used to slew intensity of range marks, cursor symbol- Selects offset display format, otherwise centered dis-
ogy, or video as selected by the intensity target select play format in all modes except skin paint and winds-
switch: hear (offset only). Default setting is last setting
selected otherwise OFF (centered).
– RM – Adjusts intensity of range and range rings.
– CUR – Adjusts intensity of cursor cross-hairs and FRZ Function pushbutton
cursor strobe.
Causes the radar to complete scan bar in progress,
– SYM – Adjusts intensity of skin paint and beacon
stop all emissions, and freeze the radar display. Dis-
targets, intensity level pop-up windows, and over-
abled in windshear mode. Enabled regardless of chan-
lays (flight plan, navaids, etc.).
nel selected.
– VID – Slews video brightness for weather and
windshear modes. Slews video contrast (dynamic
PEN Function pushbutton
range) for monopulse ground map and map
modes. Selects pencil beam (switch illuminated) otherwise fan
Pressing the intensity rocker switch displays the tape beam (switch extinguished). Default is last setting se-
corresponding to the feature being adjusted (selected lected, otherwise pencil for weather mode, skin paint,
on the intensity target select switch) on the bottom of and windshear and fan for monopulse ground map-
the NAV-radar display. Intensity is increased by press- ping.
ing and holding the rocker switch toward INCR and de-
creased by pressing and holding the rocker switch SCTR Function pushbutton
toward DECR. Default video brightness is last setting
selected, otherwise mid-range. Default contrast (dy- Toggles between ± 90, 60, 30, and 15 degrees sector
namic range) is the last setting selected otherwise mid- widths. The ± 90 degrees sector is skipped when OFS,
range. PRCN, or SP switch is selected. Default setting is wid-
est sector supported. Disabled when WS is selected.
Lamp illuminated when ± 60, 30, or 15 are selected.
NOTE Disabled and set to ± 60 when partial channel is select-
ed.
The rocker switch is spring-loaded to the
center position.
PSEL pushbutton

GAIN INCR/DECR rocker switch Selects radar channel (partial or full) that other switch
selections, MAP, OFS, PEN, WX, WS, and etc. effect.
Slews gain from radar computed normalized gain. Default is last setting selected, otherwise FULL (lamp
Pressing the gain slew switch displays the gain tape on extinguished).
the bottom of the NAV-radar display. Gain is increased
by pressing and holding the rocker switch toward INCR
and decreased by pressing and holding the rocker NOTE
switch toward DECR. Except for WX and WS, the de-
fault gain offset is last setting, otherwise zero offset. Activating the LAMP TEST function on
The default gain for WX and WS is always zero. the COPILOT LIGHTING control panel
Changing the gain from the computed normalized gain causes the PSEL selection to toggle be-
when weather or windehear mode is selected causes tween FULL and PART.
the “RADAR OUT OF CAL” message to be displayed
on the NAV-radar display.
CNI-MU (ICDU) Controls
(Refer to the FAM.1C-27J-1A manual)
NOTE
The rocker switch is spring-loaded to the
center position.

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FAM.1C-27J-1

SAMU Controls (Figure 1-96) RANGE

The SAMU provides the pilots with an interface for ma- Branches to FULL or PART NAV RANGE submenu
nipulation of the Navigation Radar data as displayed which is applicable to the selected side (Pilot or Copi-
on the CMDUs. The following pages in the SAMU allow lot). Default selection is last selected.
for control of the NAV-radar display.
OVERLAYS
NAV RADAR Menu
Branches to FULL or PART NAV OVERLAYS sub-
Pressing the NAV hard-key on the SAMU brings up the menu which is applicable to the selected side (Pilot or
NAV RADAR menu. Selected options will be highlight- Copilot).
ed.

FULL/PART NAV RANGE Submenu

NOTE
Pressing the RANGE soft-key from the NAV RADAR
PFD menu is used to select the sensor
menu brings up the FULL or PART NAV RANGE sub-
source for heading and radar altimeter in-
menu.
formation that is presented on the NAV-
FULL or PART radar channel selected from the NAV
radar display.
RADAR menu determines FULL or PART NAV
RANGE submenu. Selected option will be highlighted.
FULL/PART Some radar modes do not support all ranges. If the
current range becomes unavailable, the message “AU-
Selection toggles between full channel and partial TO RANGE CHANGE” appears in the CMDU special
channel radar display for the selected side (Pilot or Co- alert window displaying radar and the range will be re-
pilot). CMDU numbers (1, 2, 3, 4 or 5) currently show- set to the nearest valid range selection.
ing the applicable channel are displayed after the
FULL and PART channel name. Default selection is
last selected. Both mission computers provide full or FULL/PART NAV OVERLAYS Submenu
partial radar video. MC1 provides radar video to CM-
Pressing the OVERLAYS soft-key from the NAV RA-
DUs No. 1, 2 and 3. MC2 provides radar video to CM-
DAR menu brings up the FULL or PART NAV OVER-
DUs No. 4 and 5. CMDUs No. 1, 2, and 3 must always
LAYS submenu.
display the same radar channel. CMDUs No. 4 and 5
FULL or PART radar channel selected from the NAV
must always display the same radar channel.
RADAR menu determines FULL or PART NAV OVER-
LAYS submenu. Selected option(s) will be highlighted.
CENTER/OFFSET Overlay options can be selected individually or in any
combination. Default selection is last selected.
Toggles between CENTER and OFFSET to select the
aircraft present position location on the NAV-radar dis-
play. Default selection is last selected. CENTER lo- NAV AIDS
cates the aircraft position in the center of the display.
Places the navigation aids overlay on the NAV-radar
OFFSET locates the aircraft position near the bottom
display.
center of the display.

TAC PLOT
MAG/TRUE/GRID
Places the tactical plots symbology to the NAV-radar
Toggles between MAG, TRUE and GRID to select
display. Symbology consists of threat Identifier, loca-
compass reference for the NAV-radar display and the
tion and radius entered in the CNI-MU (ICDU).
PFD. Default selection is MAG.

FLIGHT PLAN
HDG/TRACK/N
Places the active flight plan overlay to the NAV-radar
Toggles between HDG (heading-up), TRACK (track-
display range.
up), and N (north up) as the reference for the lubber
line on the NAV-radar display. Default selection is
HDG.

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WPT IDS ADVISORY

Places alphanumeric IDs on all waypoints, and cours- RADAR CNTL PNL FAIL
RADAR CNTL PNL FAULT
es to the current and next waypoints overlay to the
NAV-radar display.
The table 2 lists the LPCR NAV-Radar messages, the
AIRPORTS conditions that cause the message to be displayed,
and related crew action.
Places the airport overlay on the NAV-Radar display.
The airport overlay consists of identification and/or
symbols for airports within the display range.
COMMON CURSOR
TCAS

Places the TCAS overlay on the NAV-radar display. DESCRIPTION

The common cursor provides the capability to locate a
CLEAR ALL particular position on the full channel NAV-radar dis-
play. This display is cursor capable display.
Removes all the selected overlays from the NAV-radar The CURSOR CONTROL panel (Figure 1-113) pro-
display. CLEAR ALL legend remains highlighted as vides a centralized interface to affect coordinated cur-
long as soft-key is depressed. sor movement on the cursor capable displays. The
CURSOR CONTROL panel also provides some sec-
CURSOR CONTROL Panel (Figure 1-113) ondary functions not related to the cursor. The control
wheels also have cursor controls (Figure 1-103).
The CURSOR CONTROL Panel (CCP) provides a At system start-up, the cursor is located 10 NM off the
centralized interface to affect coordinated cursor nose of the aircraft at sea level.
movement on the NAV-RADAR display and other cur- The cursor will slew relative to the displayed image (ra-
sor capable displays. For the NAV-RADAR display, the dar returns to the full channel NAV-radar display).
panel controls range (RNG) scale selection, expand
function (ZOOM) and antenna TILT control.
COMMON CURSOR MODES
Control Wheel Cursor Control (Figure 1-103) The cursor functions in one of four modes (manual,
ground, computer, and quick). Each mode is designed
The pilot and copilot control wheels each have a cursor
for a particular operation, by tying the cursor position
control (slew) switch. This cursor control switch is used
to a different reference position.
to perform cursor functions for the LPCR system, but
A feature of the cursor is that it will not jump when the
only after the system has been selected by the SAMU
cursor mode is changed from or to manual or ground
and enabled by the DISPLAY switch on the CURSOR
cursor except when the RESET switch is pressed.
CONTROL panel.
At system start-up, the default cursor mode is manual.

LPCR ACAWS MESSAGES Manual Cursor

ACAWS messages, conditions, and crew action for a The manual cursor remains at a fixed distance from the
specific message is listed in Section III of this manual. aircraft, at a fixed direction relative to the top of the
The following table lists the ACAWS messages and the master display (unless the pilots slew the cursor).
message urgency level. If no master is selected, the manual cursor remains at
a fixed distance from the aircraft at a fixed direction rel-
SPECIAL ALERT
ative to the aircraft heading.
WINDSHEAR During master display orientation transitions (between
true north up, magnetic north up, grid north-up, head-
CAUTION
ing-up, and track-up), the cursor will remain at the
RADAR DEGRADED same geographic position.
RADAR FAIL

RADAR OVERHEAT

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Table 2 LPCR NAV-Radar messages

Messages Condition Action

MODE CONFLICT RMVL The message is displayed whenever a mode

is inadvertently removed from a channel as
follows:

• Selecting BCN overlay on the full channel Re-select removed mode if desired.
when an active mode was selected on the
partial channel (1).

• Selecting a mode on the partial channel Re-select removed BCN mode if desired.
when BCN overlay was active on the full
channel.

• Radar loses stability when operating in WS Stabilize the radar by selecting a good INAV
or SP modes. solution as the ship solution, and then re-
select the WS or SP mode if desired.

MODE LOCKOUT The message is displayed whenever a mode

selection is unavailable on that radar channel,
for example:

• Selection of MAP, PRCN, or BCN on the Select MAP, PRCN, or BCN on the full radar
partial channel. channel.

• Selection of WS or SP modes when the Stabilize the radar by selecting a good INAV
radar is not stabilized. solution as the ship solution, and then re-
select the WS or SP mode if desired.

• Selection of PRCN on the full channel when Select a map mode or another cursor mode,
a mapping mode is not selected, or when in whichever is necessary, before re-selecting
manual cursor mode. PRCN.

• Selection of FRZ when WS is active on De-select WS mode and re-select FRZ.

either radar channel.

RADAR OUT OF CAL Radar gain control has been adjusted in the None. Situation awareness only.
WX or WS modes.

AUTO RANGE CHANGE Radar has changed range scale without direct None. Situation awareness only.
operator selection.

OUT OF PRCN FOV The radar cannot perform a PRCN measure- Move cursor to location within 50 NM of the
ment. aircraft and within ± 80o of the aircraft center
line in azimuth.

PRCN IN PROGRESS The radar is in the process of performing a None. Situation awareness only.
PRCN measurement.

PRCN REQUIRED Appears only in a mapping mode and in GND, Select PRCN mode, if desired.
CPTR, or QUIK cursor modes. Indicates the
inaccuracies of the velocities and/or height
above target are large enough to cause map
targets to be shifted by one or more pixels.

NOTE
(1) The LPCR can have only two active modes enabled at one time. If BCN overlay is active on the full channel, then
selecting a mode on the partial channel removes the BCN overlay. If the partial channel has an active mode, then
selecting BCN overlay on the full channel removes the partial channel mode.

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While in the manual cursor mode if a target is selected COMMON CURSOR SLEW MODES
and the Freeze button is selected, a delta is displayed.
If the delta is not accepted and the target is changed, At system start-up, the default slew mode is cursor.
the delta is now invalid and the freeze position must be
unfrozen (using the CNI-MU (ICDU) DEL key and the Cursor Slew
SELECTED POSITION soft-key on the POSITION UP-
DATE page) and then the freeze switch must be rese- In cursor slew mode the cursor slews relative to the
lected to overwrite the invalid displayed delta. displayed image (radar returns of the full channel NAV-
radar display). Cursors on all cursor capable displays
are positioned at the same geographic coordinate, lat-
Ground Cursor itude and longitude.
The ground cursor remains at a fixed location relative
to the ground (unless the pilots slew the cursor).
COMMON CURSOR CONTROLS

Computer Cursor CURSOR CONTROL Panel

The computer cursor remains at the geographic coor-
The panel (Figure 1-113) is located on the right side of
dinates of a specific target, even when the pilots slew
the center console. The following controls are located
the cursor. When the full channel NAV-radar display is
on the CURSOR CONTROL panel.
the master, pilots slew of the cursor causes the cursor
on the radar to move relative to the actual target im-
age. This apparent cursor movement is caused by CNI-MU & TILT switch
changing the geographic coordinates of the aircraft po-
sition rather than changing the geographic coordinates The CNI-MU & TILT switch is a three position (P, 3RD,
of the cursor. If a target is or becomes undefined, the and CP) lever lock switch. The P switch position se-
cursor geographic coordinates shall remain un- lects the pilot CNI-MU (ICDU) and CMDU No. 1, 2, and
changed. Bearing and range are continuously updated 3. The CP switch position selects the copilot CNI-MU
relative from a CNI-MS designated location to the air- (ICDU) and CMDU No. 4, and 5. No CMDUs are se-
craft. LAT/LON is the selected cursor targets LAT/LON. lected when the switch is placed in the 3RD switch po-
sition for tilt control. The CNI-MU & TILT switch selects
While in the computer cursor mode, if a target is select- the respective CMDUs, either P, CP, or none.
ed and the INSR/UDT switch is pressed, a delta is dis-
played. If the delta is not accepted and the target is The CNI-MU & TILT switch enables the radar antenna
changed, the delta shown is now invalid and the INSR/ tilt change with the TILT/MANUAL CURSOR ENABLE
UDT switch must be reselected to overwrite the invalid switch.
displayed delta.
HUD cursor pushbutton (not used)
Quick Cursor
RESET pushbutton
The quick cursor is a variation of computer cursor. The
communication, navigation, and identification - man- This momentary pushbutton resets display parameters
agement system (CNI-MS) is the only aircraft system to standard values. The function of the RESET push-
that differentiates between computer and quick cursor. button depends on the display selected on the master
The only difference is how position updates are per- DISPLAY selector.
formed. The RESET pushbutton only functions if manual or
Bearing and range are continuously updated from op- ground cursor is active. The cursor is positioned along
erator designated cursor position to the initial cursor the heading of the aircraft two screen inches from the
placement designated by the CNI-MS. Range and aircraft location. Other display parameters remain un-
bearing are computed from the aircraft's LAT/LON to changed.
the cursor target LAT/LON.

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FAM.1C-27J-1

Figure 1-113 Cursor Control Panel

1-330
 FAM.1C-27J-1

TILT/MANUAL CURSOR ENABLE switch The target list is displayed on the CNI-MU CUR-
SOR TARGET page.
The switch is a multi-function switch spring loaded to
the center position with two-positions forward and aft,
and a momentary action pushbutton switch. ZOOM switch
It has two functions:
The ZOOM switch is a three-position rocker switch
– ANTENNA TILT – When the NAV-radar display is spring-loaded to the center position. Pressing the
active, moving the TILT switch forward or aft direc- zoom switch forward increases magnification, press-
tion will display the tilt tape on the bottom of the ing the zoom switch aft decreases magnification.
NAV-radar display. The tape shows tilt change To change two levels, the button must be pushed, re-
from -15 degrees to +10 degrees. The TILT switch leased, and pushed a second time.
is then used to command downward or upward the Holding switch forward or aft continues zoom increase
antenna tilt. or decrease until limit is reached.

– MANUAL CURSOR ENABLE – Pressing the TILT

switch down causes the cursor mode to change to RANGE switch
manual. The ground position of the cursor does not
The RNG switch is a three-position rocker switch
jump when manual mode is selected. In manual
spring-loaded to the center position. It is used to select
cursor mode the displayed cursor remains at a
the desired range (scale) of the chosen display. Press-
fixed range and bearing until it is repositioned by
ing the range switch forward increases the range (de-
using the cursor control/ground cursor enable
creases the scale), pressing the range switch aft
switch or the cursor button on either pilots control
decreases the range (increases the scale). Unavail-
wheel. Manual cursor mode is the default cursor
able map scales are skipped.
mode.
To change two levels, the button must be pushed, re-
leased, and pushed a second time. Holding switch for-
CURSOR CONTROL/GROUND CURSOR ENABLE ward or aft continues to increase or decrease range at
switch 2 steps per second until limit is reached.

Is a multi-function omni-directional proportional-force

transducer spring loaded to the center position. Master DISPLAY selector

– CRSR CONT – Is used to slew the cursor. Lateral The DISPLAY switch is a seven-position (OFF, 1, 2, 3,
force applied in any direction will slew the cursor. 4, 5, and 6) rotary switch. It is used to select which dis-
The cursor button on either pilots control wheel can play the cursor control panel input will be sent to.
also be used to slew the cursor. Switch positions 1 through 5 enable cursor control to
CMDUs 1 through 5 respectively. Switch positions 6
– GND CRSR ENBL – Pressing the switch enables
will also enable cursor control to CMDU 5.
the ground cursor mode. The ground cursor lati-
When set to OFF, all momentary switches on the cur-
tude and longitude is presented at the bottom of
sor control panel are disabled. The cursor intensity on
the NAV-radar display. The position of the cursor
any cursor-capable display is set to zero.
does not jump when ground cursor mode is select-
ed. The cursor remains fixed relative to the ground,
unless the pilots slew the cursor to a new position. INSERT/UPDATE switch

The INSR/UDT switch is a momentary pushbutton

OFFSET AIMPOINT/FREEZE switch switch. It performs the following functions:
Is a multi-function five-position, four-way toggle switch, 1. If the cursor mode is ground or manual, pressing
spring loaded to the center position. the switch enters the cursor coordinates in the se-
lected CNI-MU (ICDU) scratch pad. The cursor co-
– OFFSET AIMPOINT – Is used to toggle through
ordinates will not transfer from CNI-SP scratch pad
the ten or less predefined target coordinates when
to CNI-MU (ICDU) scratch pad pages.
the cursor mode is either computer cursor or quick
cursor, or when manual updates are performed via 2. If the cursor is in computer mode, pressing the
the CNI-MS. To select an offset aimpoint as the switch causes position deltas to be displayed on
cursor target, the switch is toggled aft. Pressing the the CNI-MU POSITION UPDATE page. Pressing
switch forward selects the next defined target in an ACCEPT soft-key, applies the displayed deltas
the list of targets. to the EGI position.

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3. If the cursor is in quick mode, pressing the switch NOTE

causes the CNI-MS to perform a quick cursor up-
date to both EGI 1 and EGI 2 solutions (present air- The physical switch is a combination
craft position). transducer/pushbutton switch. The trans-
ducer has a separate function. (Refer to
paragraph titled Cursor Control Button).
COMPUTER CURSOR switch

The CMPTR CURSOR switch is a snap-action, dou- COMMON CURSOR ACAWS MESSAGES
ble-detent trigger switch. Pulling the switch to its first
detent and releasing causes the cursor mode to ACAWS messages, conditions, and crew action for a
change to computer cursor. Pulling the switch to the specific message is listed in Section III of this manual.
second detent and releasing changes the cursor mode The following table lists the ACAWS messages and the
to quick cursor. The computer and quick cursors re- message urgency level.
main fixed to a specific target/geographic coordinate,
even when the cursor is slewed. ADVISORY

CURSOR CNTL PNL FAIL

CURSOR CNTL PNL FAULT
CNI-Position Update
(Refer to the FAM.1C-27J-1A manual)
EMBEDDED GLOBAL POSITIONING
Control Wheel
/ INERTIAL NAVIGATION SYSTEM
Cursor Control button
(EGI)
A cursor control button is located on the outboard grip
of both aircraft control wheels (Figure 1-103). Each DESCRIPTION
cursor control button is an omni-directional proportion-
The EGI consists of the global positioning and inertial
al-force transducer, spring loaded to the center posi-
navigation systems. These systems generate naviga-
tion. They each function equivalently to the cursor
tional data, attitude (pitch and roll), heading (magnetic
button on the CURSOR CONTROL panel. The cursor
or true), accelerations, velocities, and time synchroni-
button that is actuated last overrides the other cursor
zation for use in various systems. Each of the two EGI
button. For another cursor button to regain control, it
systems consists of an Inertial Navigation System
must be released and then reactivated.
(INS) and a Global Positioning System (GPS).

NOTE The GPS portion of the EGI is a space-based (satellite)

radio navigation system which provides position, ve-
The physical switch is a combination
locity and time both global and continuously.
transducer/pushbutton switch. The push-
button switch has a separate function.
The INS portion of the EGI is a navigational aid that
(Refer to paragraph titled Quick Cursor
provides accurate navigation and position determina-
Enable/Update Switch).
tion anywhere on earth, in any weather, without the aid
of anything except pressure altitude from the ADC.
QUICK CURSOR ENABLE/UPDATE switch The system computes horizontal navigation data and
senses aircraft attitude displacements in pitch, roll, and
A quick cursor enable/update switch is located on the heading from a local horizontal and vertical reference
outboard grip of both aircraft control wheels. Each frame. Output signals from the EGI are used by the
quick cursor enable/update switch is a momentary CNI-SP to form the lateral navigation information that
pushbutton switch. is sent to the mission computer to fly the aircraft over a
Pressing the quick cursor enable/update switch caus- pre-selected course.
es the cursor mode to change to quick cursor and the The MC receives the critical flight control data like atti-
CNI-MS to perform a quick cursor update to both EGI tude and true heading information, the x, y and z veloc-
1 and EGI 2 solutions (present aircraft position). ities, directly from the EGI via the avionics MIL-STD-
1553B bus, and displays the navigation and attitude in-
formation on the PFDs.

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 FAM.1C-27J-1

The EGI senses all aircraft movement and produces all Two separate navigation solutions are calculated and
INS output signals. The INS is aligned (mathematical- maintained by the CNI-SPs, INAV 1 from CNI-SP 1 and
ly) to an earth based local level reference frame. This INAV 2 from CNI-SP 2.
tells the INS where on the earth to start navigation
from. This alignment uses the spin of the earth and The INAV functional modes produce the actual naviga-
gravity to find north and up. This is why the starting lat- tional solutions for use as the lateral navigation solu-
itude and longitude are important to inertial navigation tion, which generates and displays the navigational
systems. Gyros sense rotations of the system, the ac- data for the following selectable navigation modes:
celerometers sense movement in straight lines (via the
sense of acceleration). Combined, the INS knows how
• INS-1/Radio,
far, and what turns, were made since alignment. • INS-2/Radio,

No matter how accurate the sensors are, and how well • INS-1,
the system was calibrated, there exists errors in the • INS-2,
INSs determination of where the system really is. This
error is called inertial drift, and is usually described in • EGI-1 (INS-1 and GPS-1),
the units of nautical miles (NM/HR). Also, since the
• EGI-2 (INS-2 and GPS-2),
performance of the inertial systems varies with every
alignment, the performance is based on a statistical • GPS-1,
analysis of the system over several alignments and
navigation runs. Industry standards have established a • GPS-2.
minimum of six navigation runs of greater than one The CNI displays a Figure Of Merit (FOM) and Esti-
hour to evaluate an INS. The inertial performance of mated Horizontal Error (EHE) for all of the INAV solu-
the EGI is required to be at least 0.8 NM/HR at 1 hour tions, some of these are calculated by the EGI, and
Circular Error Probable (CEP). others are calculated by the CNI. A FOM is a discrete
integer to indicate a relative accuracy of a solution, 1
The EGI performs all functions necessary to provide a being best (less than 25 meters) to 9 being worst
best estimate of position, velocity, acceleration, time, (greater than 5000 meters). FOMs are not linear. EHE
attitude, heading, and body axis angular rates while is used only as a tiebreaker by the auto solution soft-
operating. The EGI uses all available sensor inputs in- ware if two INAV solutions have the same FOM. EHE
cluding inertial, GPS, and pressure altitude, as well as is the estimate of accuracy displayed in nautical miles
other external sensors. (0.00 ÷ 9.99).

The EGI Navigation-Alignment Refining Feature The EGI system receive power from the DC Emergen-
(NARF) refines/trims tilt and/or bias errors in the NAV cy Bus, DC Essential Bus, DC Bus 1, and DC Bus 2.
mode WHILE THE AIRCRAFT IS NOT MOVING. This
feature takes advantage of the normal ground opera- – EGI 1 (primary) is powered by 28 V dc EMER BUS
tions (taxiing and turning) to refine sensor parameters. (PP3B) via the EGI 1 PRI PWR circuit breaker.
NARF does not effect normal alignment or navigation
– EGI 2 (primary) is powered by 28 V dc ESSEN
functions and is completely transparent to the crew.
BUS (PP4A) via the EGI 2 PRI PWR circuit break-
The NARF feature is not active during alignment or
er.
while the aircraft is moving. NARF is disabled after the
aircraft reaches 80 knots. There is no interface be- – EGI 1 (secondary) is powered by 28 V dc BUS 2
tween NARF and the WOW switch. (PP2A) via the EGI 1 SEC PWR circuit breaker.
– EGI 2 (secondary) is powered by 28 V dc BUS 1
The CNI-MS commands, controls, receives, process-
(PP1B) via the EGI 2 SEC PWR circuit breaker.
es, and displays EGI navigation data. The CNI com-
putes the lateral navigation solution(s) and transmits
them to the MC for guidance of the aircraft.
EGI OPERATING MODES
The CNI-MS provides several different Integrated Nav- The EGI operating modes are power-up, initialization,
igation (INAV) solutions using inputs from the two alignment, navigation update, and inflight alignment
EGIs, two VORs, and two TACANs. These solutions update.
are INS/Radio, INS Only, GPS Only, and Blended EGI
(INS/GPS).

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Power-Up Mode Aircraft movement during GC alignment causes the

system to auto-transition to a degraded NAV mode.
When off, all input power except for some filter loads
and circuits required for power-up are removed from
the EGI. A backup battery protects crypto-variables STORED HEADING
and critical data against loss when the system is off or
power fails. The SH mode is a fast alignment mode. In this mode
the system levels to local vertical and initializes posi-
tion and heading to the value at the last normal shut-
Initialization down. A complete GC alignment must have been
performed prior to the last normal shutdown and the
During initialization all navigation outputs are set to ze-
aircraft must not be moved before the next alignment.
ro, null, or invalid as appropriate, and all input messag-
Stored heading alignment is completed in 30 seconds
es are received and processed. The following
or less with a 1 nm/hr CEP. If the aircraft is moved, the
functions are enabled during initialization:
EGI transitions to the GC align mode.
• Power-up.
• BIT. NOTE
• Initial position, velocity and time estimates from
If the prerequisite alignment was not done
Electrically Erasable Programmable Read Only
prior to the last normal shutdown, and
Memory (EEPROM).
stored heading is selected, the system
• Performance monitor and initialization test. will go to the BATH mode and prompt the
crew to enter a true heading estimate.
• Load almanac data from EEPROM to RAM in the
GPS Embedded Model (GEM).
BEST AVAILABLE TRUE HEADING Alignment
• Load ephemeral data from EEPROM to RAM in the
GEM. The BATH alignment mode is a sub-mode of the
Stored Heading alignment mode. Initiation of the BATH
• Maintain time estimate.
alignment mode provides a quick reaction, degraded
• Downloads the internal EGI OFP to RAM. performance alignment using a manually entered true
heading. Entry of a heading via the INS ALIGN page
causes the EGI to level to stored, entered, or GPS
Ground Alignment present position and use the entered value for head-
After initialization, the CNI-MS can command the EGI ing. The BATH alignment mode can only be entered
to enter ground alignment mode by automatic or man- via one of the two following methods:
ual initiation. Normal procedures have the crew com- – When the prerequisites for the Stored Heading
mand AUTONAV from the POWER UP page on the alignment mode have been satisfied, insertion of
CNI-MU (ICDU). This starts an EGI GC alignment, se- True Heading or position causes the EGI to per-
lects all sensors that are available, enables “A” (auto- form a BATH alignment.
tune) for the navigation radios, and sets the AUTO/
MAN selector on INAV CTRL SOLN 1/3 page to AUTO. – When the prerequisites for the Stored Heading
Ground alignment modes include the Gyro Compass alignment mode have not been satisfied, selection
(GC) mode, Stored Heading (SH) mode and Best of the SH alignment mode results in the EGI initiat-
Available True Heading (BATH) mode. The EGI stores ing a BATH alignment. The True Heading is re-
the current align events and time in align records. Both quested via the CNI-MU (ICDU) messages, and
records are updated at each align-to NAV transition. must be entered with a “T” following the bearing
(indicating True Heading).
GYRO COMPASS
Navigation Solutions
In the GC mode the crew enters present position in the
CNI-MU (ICDU), and a GC alignment is performed to When operating in the NAV mode, the EGI estimates
determine the aircraft attitude and true heading. During position, velocity, acceleration, attitude, heading, and
alignment, the EGI provides alignment status indica- body axis angular rate. The system uses all available
tions. The system provides a NAV ready indication inputs (inertial, GPS, and pressure altitude) to produce
when the system is capable of full performance. an optimal estimate of the aircraft state.

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 FAM.1C-27J-1

The most accurate navigation solution as determined The time required to complete the IFA is dependent
by the Flight Management System (FMS) will be the upon completion of a coarse alignment as follows:
automatically selected NAV Source; i.e. EGI, INS,
– WITH COARSE ALIGNMENT – Following a 30
GPS or INS/Radio. Independent navigation solutions
second coarse alignment on the ground, the EGI
(blended, GPS only, and pure INS) are available simul-
completes the IFA within five minutes. Continuous
taneously for output at all times. For all three naviga-
GPS coverage with a Horizontal Dilution of Preci-
tion solutions, a FOM and EHE is available on the
sion (HDOP) of 3.5 or better is required if operating
individual status pages.
in Precise Positioning Service (PPS).

NOTE – WITHOUT COARSE ALIGNMENT – Without the

benefit of coarse alignment, the system completes
The INS/radio solution is output from the the IFA within 10 minutes if operating in PPS, or
CNI, not the EGI. within 20 minutes if operating in Standard Position-
ing Service (SPS), provided there has been contin-
During pure inertial navigation mode, the only external uous GPS coverage and HDOP of 3.5 or better.
input is pressure altitude. The pure inertial solution is
available at all times. Attitude data is also sent directly
to the MC via the 1553 data bus. EGI CONTROLS

BLENDED NAVIGATION CNI-MU (ICDU) Controls

The blended navigation is output through a Kalman fil- (Refer to the FAM.1C-27J-1A manual)
ter. The most accurate blended navigation solution is
obtained from the EGI when GPS is operating in Pre-
SAMU Controls (Figure 1-97 and Figure 1-103)
cise Positioning Service (PPS).
The SAMU provides the pilots with an interface for ma-
PURE INERTIAL NAVIGATION nipulation of the INAV information contained in the
CMDU PFD and other displays. It controls the sources
GPS data is not used in this mode. In this mode, the of information presented as well as the location of the
only external input is pressure altitude. The pure iner- CMDU PFD format.
tial solution is available at all times. The system com- INAV information can be presented on either the No. 1
putes horizontal navigation data and senses aircraft or No. 2 bearing pointers depending on the pilot/copilot
attitude displacement in pitch, roll and yaw. selections. Bearing pointer selections are made on the
SAMU NAV SELECT menu.
PURE GPS NAVIGATION
NAV SELECT Menu
The GPS computations provide a navigation position
reference and GPS time information based on GPS Pressing the PTRS hard-key on the SAMU when any
satellite data. Up to five satellites can be tracked by the menu other than PILOT/COPILOT NAV SELECT is
GPS receiver. INS velocity data is used to aid the GPS displayed brings up the onside NAV SELECT menu.
tracking loops. Pressing the PTRS hard-key when a NAV SELECT
menu is displayed toggles between PILOT NAV SE-
LECT and COPILOT NAV SELECT. Whenever the off-
In-Flight Alignment side NAV SELECT menu is displayed the top line
In-Flight Alignment (IFA) can be performed while the PILOT NAV SELECT / COPILOT NAV SELECT will be
aircraft is moving or stationary. Blended, GPS only, highlighted. Selected options will be highlighted. De-
and INS only solutions are simultaneously available af- fault selections are last selected.
ter an IFA. The EGI in conjunction with GPS (if an FOM
4 or better is available), can perform and IFA with the PNTR 1
aircraft not having any ground alignment. The IFA is
complete when free inertial accuracy is equivalent or Selected navigation source is displayed. Branches to
better than that achieved with a normal GC alignment. PILOT/COPILOT POINTER 1 submenu.

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FAM.1C-27J-1

PNTR 2 VERIFY

Selected navigation source is displayed. Branches to Pressing the soft-key highlights the VERIFY legend
PILOT/COPILOT POINTER 2 submenu. while the soft-key is depressed and commands the
EGI 2 to the highlighted ON/OFF condition. When the
EGI has responded to the ON or OFF command, the
PILOT/COPILOT POINTER Submenu VERIFY legend will be removed, and the EGI 2 legend
From this submenu, INAV can be selected for pointer will return to normal video.
navigation reference. Selected option will be highlight-
ed. Whenever the offside POINTER submenu is dis- CDI Navigation Source Control (Figure 1-86)
played, the top line, PILOT POINTER 1/2 / COPILOT
POINTER 1/2 will be highlighted. Selection of INAV for CDI navigation source is accom-
PILOT POINTER 1/2 submenu selects pointer options plished by setting the CDI SOURCE switch on the DA/
for any pilot PFD and/or NAV-radar displays (CMDU FD Control Panel to INAV.
No. 1, 2, or 3). COPILOT POINTER 1/2 submenu se-
lects pointer options for any copilot PFD and/or NAV-
radar display (CMDU No. 4 or 5). EGI ACAWS MESSAGES
ACAWS messages, conditions, and crew action for a
EGI Submenu specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
The EGI submenu allows the pilots to perform an or- message urgency level.
dered shutdown and restart of the EGI. This allows the
pilots to attempt to recover an EGI that is exhibiting un- CAUTION
reliable performance or when one EGI is reporting as
HEADING MISCOMPARE
failed. The software will only allow one EGI at a time to
be turned OFF. INAV POS MISCOMPARE
Pressing the MISC hard-key on the SAMU brings up
INU 1 (2) FAIL
the MISCELLANEOUS menu. Selecting the EGI soft- INU ATT MISCOMPARE
key displays the EGI submenu.
PFD ATTITUDE SAME
From this submenu the following options are available: ADVISORY

EGI 1 (2) FOM DEGRADED

EGI 1 ON/OFF
GPS 1 (2) FOM DEGRADED
Pressing the soft-key highlights the EGI 1 legend, tog- GPS 1 (2) UNAVAILABLE
gles the selection between ON and OFF, and presents
VERIFY message on next line.

VERIFY

Pressing the soft-key highlights the VERIFY legend

while the soft-key is depressed and commands the
EGI 1 to the highlighted ON/OFF condition. When the
EGI has responded to the ON or OFF command, the
VERIFY legend will be removed, and the EGI 1 legend
will return to normal video.

EGI 2 ON/OFF

Pressing the soft-key highlights the EGI 2 legend, tog-

gles the selection between ON and OFF, and presents
VERIFY message on next line.

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 FAM.1C-27J-1

FLIGHT MANAGEMENT SYSTEM LEGS

(FMS) Displays ACT LEGS X pages that contain legs and leg
data in the active portion of the flight plan (Refer to the
FAM.1C-27J-1A manual).
GENERAL
FMS resides in the CNI-MS as part of the CNI Opera- TOLD
tional Flight Program (OFP). The functions are Flight
Plan Management, World Navigation Data, Take Off Displays the takeoff and landing initiation and data
and Landing Data (TOLD), Guidance, and Alternate pages (Refer to the FAM.1C-27J-1A manual).
Flight Plan Management.
These functions provide the crew with flight data and DIR INTC
guidance cues for flight management tasks, including
flight planning, navigation/custom database manage- Calls up ACT LEGS page that provides prompts of DI-
ment, computation of aircraft performance parameters, RECT TO and INTC LEG. The route displayed on this
and guidance cues for the DA/FD. page is the same as if the LEGS hard-key was
pressed. However, if both route 1 and route 2 are inac-
The FMS enables the crew to create and store flight tive, the error message “NO ACTIVE ROUTE” will be
plans, retrieve existing plans, make alterations and displayed, and no page branching will occur (Refer to
make new plans by modifying the existing ones. Once the FAM.1C-27J-1A manual).
a particular flight plan is to be executed, the FMS cal-
culates the TOLD parameters, and provides ETA and MARK
ETE along the route with estimated fuel burn rates.
Enroute changes to the active flight plan can be added Allows the crew to record information about any point
at any time. The flight plan and data are displayed on as they fly over it. Pressing this hard-key marks the
the CMDUs. The CNI-MS provides the capability to master solution present position and displays the
store FMS data to or load data from the mission com- MARK POSITION page (Refer to the FAM.1C-27J-1A
puter. manual).

CONTROLS AND DISPLAYS MC INDX

Displays MC INDEX pages. Requests CNI-MU (ICDU)

Color Multipurpose Display Unit data from the mission computer. Provides operator
control of the mission computer functions (Refer to the
The CMDU displays various outputs from the FMS FAM.1C-27J-1A manual).
when NAV-radar display is selected via the SAMU (Fig-
ure 1-114 and Figure 1-115).
MSN

CNI-MU (ICDU) FMS Selections Displays the MISSIONS page that allows the crew to
define and select airdrops, search and rescue pat-
The CNI-MU (ICDU) provides access to the FMS func-
terns, and landing zone approaches (Refer to the
tions, permits editing or adding to the flight plans, and
FAM.1C-27J-1A manual).
selection of previously created flight plans, alternate
flight plans, and waypoints. The FMS functions are ac-
cessed via the following hard-keys. Pressing the hard- OFP LOAD ENABLE Switch
key brings up the first level menu.
The OFP LOAD ENABLE switch, located at the top of
the Avionics Rack between the PMA port and the WX
INDX Radar Fill port, when in the POWER ON position
sends a discrete input to the CNI-SP which enables
Displays the INDEX pages and provides access to the uploading of the CNI OFP. The OFP LOAD EN-
flight management functions (Refer to the FAM.1C- ABLE switch is powered by 28 V dc BUS 1 (PP1) via
27J-1A manual). the S/W LOAD ENABLE circuit breaker.

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FAM.1C-27J-1

Figure 1-114 Navigation display (typical)

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 FAM.1C-27J-1

Figure 1-115 Navigation display symbology (typical)

1-339
FAM.1C-27J-1

In the initial OFP load mode, the CNI-MS is powered The POWER UP page displays information pertaining
up without an OFP installed. Each CNI-SP contains a to the database, date/time, and current CNI-SP soft-
bootstrap program that is accessed via the discrete in- ware. The page also has the ability to perform a stan-
put which allows it to power up in a configuration that dard alignment of both INSs, turns a default set of
provides the crew with a CNI-MU (ICDU) control/dis- avionic systems on, and allows branching to the DATA
play interface for loading the OFP via the Comm/Nav TRANSFER page. If the CNI-SP does not contain a
data bus. navigation database the error message “NO NAV DB”
The PMA, containing the OFP, is then connected to is displayed on the CNI-MU (ICDU).
this bus and the OFP is uploaded. Once a valid OFP The FMS interfaces through the mission computer for
load is completed, the CNI-MS will automatically begin storage and retrieval of data stored on the data car-
functioning in the Operating State after discrete is re- tridge for the DS-DTS. Categories of data stored on the
moved and power is recycled. data cartridge include flight planning data such as al-
ternate flight plan, mark point, waypoint list, chute list,
In the OFP replacement mode, the CNI-MS powers up TOLD, user defined reference point database, world-
with an OFP already installed. The CNI-MS provides wide navigational database, navigation preset fre-
the capability via the discrete input to access each quencies, and communication preset frequencies.
CNI-SP bootstrap program. It initiates a replacement After power is applied to the CNI-MS, the flight crew
of the current OFP, via the data bus, with a new version can load data via the DS-DTS, use data previously
of the OFP. Once the OFP replacement has been com- stored in CNI-MS NVM, or enter data via the CNI-MUs
pleted, the CNI-MS will automatically begin functioning (ICDU).
in the Operating State using the new OFP after dis-
crete is removed and power is recycled.
ZEROIZE Page
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Data Entry)
DESCRIPTION
The crew is able to call up a number of parameters in Pressing the INDX hard-key brings up the INDEX 1/2
order to plan and execute flight plans. In the first in- page. From this page press the ZEROIZE soft-key to
stance, they call up existing flight plans, execute them, bring up the ZEROIZE pages.
and then monitor the aircraft's progress in following the The ZEROIZE pages provide a single location to re-
plan. move sensitive or classified data from the memories of
In a second case, the crew can call up waypoint data, various systems. Selecting individual items, then se-
create a new flight plan, and store it and/or execute it. lecting VERIFY prompt, will zeroize all selected items.
Finally, the crew can make enroute changes to the ac- Selecting ALL, then selecting VERIFY will zeroize all
tive flight plan and then execute the new instructions systems listed. The ZEROIZE 1/2 page also has a
for the plan. REC INHIBIT feature which, when selected, prevents
the recording of sensitive data on the Digital Flight
Data Recorder (DFDR).
FLIGHT PLAN MANAGEMENT
The FMS provides the capability to plan and execute SYSTEM CONTROL Page
flight plans worldwide. During flight plan execution, (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
data is sent from the CNI-MS to the mission computer, Data Entry)
and vice versa. The starting point for FMS usage is the Pressing the INDX hard-key brings up the INDEX 1/2
INDEX page(s), and for Mission Flight Planning the page. Press NEXT PAGE hard-key to page forward to
MISSIONS page(s), once the Power Up function has INDEX 2/2 page. From this page press the SYS CON-
been performed. TROL soft-key to bring up the SYSTEM CONTROL
page.
POWER UP Page The SYSTEM CONTROL page allows selection of
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) which CNI-SP is driving the CNI-MU (ICDU), what
Data Entry) heading reference is used, and the grid convergence
factor.
The POWER UP page is displayed upon power-up or
can be selected from the INDEX 1/2 page. Pressing
the INDX hard-key brings up the INDEX 1/2 page.
From this page press the POWER UP soft-key to bring
up the POWER UP page.

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 FAM.1C-27J-1

NAV INHIBIT Page Selection via soft-key of a stored route from the
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) STORED ROUTE LIST copies the stored route to the
Data Entry) scratch pad. Press the ROUTE 1 soft-key to branch to
the ACT RTE page. Pressing the ACTIVATE soft-key
Pressing the INDX hard-key brings up the INDEX 1/2 selects the selected stored route from the scratch pad
page. Press NEXT PAGE hard-key to page forward to as the active route.
INDEX 2/2 page. From this page press the NAV INHIB-
IT soft- key to bring up the NAVAID INHIBIT page. The RTE pages are laid out sequentially (route plan,
The NAVAID INHIBIT page displays a list of permanent active route, and inactive route) for each of the two
and temporary inhibited navigation aids. Valid entries routes, ROUTE 1, or ROUTE 2. The route plan page
are any TACAN, VOR or DME type navigation aids that displays the airfields and certain parameters for the
are contained in the navigation database and are en- route. The active route page displays the waypoints
tered via the scratch pad. Deletion removes inhibited contained in the active flight plan. Typically more than
navigation aid from the list and replaces it with dashed one active route page is needed to display the entire
lines. Permanent inhibited navigation aids remain in- route. The route to alternate content is identical to ac-
hibited until cleared by the crew. Temporary inhibited tive route page, except that the legs displayed are in
navigation aids are cleared on flight completion. the inactive route destination portion of the flight plan.

USE OF EXISTING FLIGHT PLANS LEGS Pages

(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
The CNI-MU INDEX page is the starting point for use Data Entry)
of existing flight plans. Pressing the INDX hard-key
brings up the INDEX 1/2 page. If not already done, se- Pressing the LEGS hard-key brings up the LEGS pag-
lect the POWER UP page and enter the present posi- es. The LEGS pages start on page 2/3 of the ACT
tion. LEGS pages. The first five waypoints are displayed.
Additional ACT LEGS pages would be available if
more than five waypoints make up the route.
ROUTE Pages The ACT LEGS pages are made available until the
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
destination waypoint is entered. Pressing NEXT PAGE
Data Entry)
or PREV PAGE hard-key allows the crew to see all
The FMS can hold two flight plans in current nonvola- pages. Continuing to use NEXT PAGE hard-key will
tile memory (NVM); they are ROUTE 1 and ROUTE 2. permit the crew to see the ACT LEGS ALTN pages for
Only one flight plan can be active, the other plan is in- the alternate destination. The ACT LEGS HIST 1/3
active. Either ROUTE 1 or ROUTE 2 selection can be page of the ACT LEGS pages displays the five most
used and thus become the active flight plan, once the recent waypoints sequenced.
initialization of the route is completed.
PROGRESS Pages
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
NOTE Data Entry)
DA/FD NAV mode should be disengaged, Once the aircraft is airborne, the PROGRESS pages
whenever the inactive flight plan is acti- can be called up from the INDEX 1/2 or ACT LEGS
vated. pages. The PROGRESS pages display the current air-
craft position relative to the active flight plan, current
Pressing the ROUTE 1 or ROUTE 2, soft-key from the speed, wind, and temperature information.
INDEX 1/2 page causes the ACT RTE, Route Plan
page to be displayed.
If neither the currently stored ACT RTE 1 or ACT RTE ROUTE TO ALTERNATE
2, have the desired destination, a previously stored
flight plan in the CNI-SP can be selected from the The route to alternate (RTE ALTN) page provides the
STORED ROUTE LIST or a flight plan can be entered means to plan an alternate destination as part of the
manually. Pressing the RT LIST soft-key from the IN- active flight plan. The ACT RTE ALTN page exists only
DEX 1/2 page brings up the STORED ROUTE LIST when the ACT RTE Plan Page contains a destination.
page. The STORED ROUTE LIST pages are created The ACT RTE ALTN page can be multiple pages. Pag-
as required to display the entire list of stored routes. es are created to display sequentially.

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FAM.1C-27J-1

If the route is provisional, then MOD is displayed be- Once waypoints have been entered and the EXEC
fore the RTE ALTN display on first line. If the route is hard-key has been pressed, the page title becomes
inactive, nothing is displayed in that same area. Other- ACT LEGS1.
wise, the route is active, and ACT is displayed. If flight
completion occurs and the active route is active, this The ACT LEGS HIST page (Refer to the FAM.1C-27J-
route will be cleared and the inactive route becomes 1A manual) can be called up in flight once the first way-
the active. The route to alternate destination is then point has been sequenced. TAKEOFF is defined as
cleared. If no active destination exists, this page is not the first waypoint. The page continues to fill up as way-
accessible. All operations are the same as the ACT points are passed until the last five waypoints are dis-
RTE page, except that operations here apply to the played and then updates so only the five previous
route to alternate destination. waypoints along the flight path are shown.

ARM ALTN line select will be in large font when at least

one waypoint exists in the route to alternate flight plan ACT LEGS Page Waypoint Procedure
and the route is active. Otherwise it is displayed in The waypoint procedure displayed for each leg is de-
small font. When ARM ALTN is in large font and it is se- pendent upon the leg type. If the leg is a heading leg
lected, the flight plan to alternate destination is ap- (Heading-to-Altitude (VA) or Heading-to-Intercept
pended to the flight plan on the active destination. (VI)), the specified heading is displayed.
If the leg is a course leg (Course-to-a-Fix (CF), Direct-
to-Fix (DF), Course-from-a-Fix-to-an-Altitude (FA), or
CREATING FLIGHT PLANS Track-between-two-Fixes (TF)) the computed or spec-
Before any destination or waypoint data can be en- ified course (depending upon whether the leg is pilot or
tered into the flight plan, the origin must be entered. If database generated) is displayed.
an origin has not been entered, the ACT RTE and ACT
RTE ALTN pages do not exist. The ACT LEGS page ACT LEGS Page Waypoint Time, Speed, and
exists, but all the data fields will be blank and the ACT Altitude
LEGS ALTN page does not exist. Once an origin has (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
been entered, the ACT RTE page is created and is ac- Data Entry)
cessible and the ACT LEGS page will allow data entry.
The ACT RTE ALTN and ACT LEGS ALTN pages to When the aircraft is on the ground Estimated Time En-
the alternate destination still do not exist. Once the route (ETE) to waypoint is displayed. When the aircraft
destination has been entered on the ACT RTE Plan is airborne Estimated Time of Arrival (ETA) to waypoint
Page, all RTE and LEGS pages are accessible. is displayed. Blanks are displayed if the leg is a holding
pattern or an Initial Fix.
The LEGS pages consist of ACT LEGS HIST, ACT The data fields for speed and altitude display the de-
LEGS and ACT LEGS ALTN. The pages are arranged scent angle or speed, and the altitude for the waypoint.
sequentially. The ACT LEGS HIST page displays the Pilot-entered or procedural constraint data has priority
last five waypoints sequenced. over predicted data. Altitude constraints can be either
The ACT LEGS page displays the current waypoints in AT OR ABOVE, AT OR BELOW, and AT constraints.
the ACT RTE. The ACT LEGS ALTN pages are similar Some window constraints can not be entered, but are
to the ACT LEGS pages, except they go to the alter- defined in SID and STAR procedures. If the waypoint
nate destination. has an altitude window, the higher altitude will be dis-
played if the waypoint is in a climb leg, and the lower
To create a flight plan, press the LEGS hard-key, which altitude is displayed if the waypoint is in a cruise or de-
displays the ACT LEGS pages in the active portion of scent leg. Constraints may be pilot-entered or re-
the flight plan. Up to five waypoints can be entered per trieved as part of a SID or STAR definition.
page. Once a page is filled, press the NEXT PAGE When there is a valid waypoint entered and the way-
hard-key to bring up an empty ACT LEGS page with point has a constraint (descent angle/speed or alti-
the next page number in the sequence. These pages tude) specified the constraint(s) is displayed in large
are called up until the destination from the ACT RTE font. If there is a valid waypoint but there is no perfor-
Plan Page is finally entered. Then pressing the NEXT mance speed or altitude predictions displayed in the
PAGE hard-key will bring up the ACT LEGS ALTN pag- constraint field, then dashes are displayed in these
es. The flight plan to the alternate destination is filled in data fields. Predicted data will remain dashes until per-
on the ACT LEGS ALTN pages, until the alternate des- formance predictions are available. If the performance
tination is reached. predictions are valid for the waypoint, they are dis-
played in small font.

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 FAM.1C-27J-1

Pressing the right hand soft-key results in the display WAYPOINT SELECT Page
of the ACT WAYPOINT DATA 1/2 page corresponding (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
to the selected waypoint displayed on the left hand Data Entry)
side. Deletion of the right hand data field when a con-
straint(s) is present removes the constraint(s) from the Whenever a waypoint identifier is entered that is com-
waypoint, and reverts back to the predicted speed and mon to more than one geographic or named location
altitude. within the database, the WAYPOINT SELECT page is
automatically displayed.
The WAYPOINT SELECT page can display five en-
Waypoint Parameters tries. When the databases contain more than five en-
tries, additional pages are created. Pressing the soft-
Waypoints consist of locations entered as latitude/lon-
key next to the desired record, regardless of the
gitude coordinates, Military Grid Reference System
scratch pad contents makes the selection. When this is
(MGRS) coordinates, reference point Identifier
done, the push-button process that was interrupted to
(IDENT), or by five character IDENT/bearing/distance
display this page continues where it left off, using the
which is an identifier that is amended by the specific
selected waypoint.
bearing and distance. In addition, operator-selected
identifiers for waypoints other than reference point da-
tabase waypoints can be inserted. NAV DATA Page
The CNI-MS provides the capability to access/store a (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
library of ICAO and user defined reference points that Data Entry)
can be used as a basis for flight planning activities.
The capability provides storage in the of a worldwide The NAV DATA page is used to retrieve additional in-
database of: formation about a waypoint from the database. Press-
ing the INDX hard-key brings up the INDEX 1/2 page.
– Airfields, Press the NEXT PAGE hard-key to page forward to IN-
DEX 2/2 page. From this page press NAV DATA soft-
– VOR, TACAN, NDB, and ILS navigation aids,
key to bring up the NAV DATA page.
– Navigation fixes on airways, departures and arriv- Upon accessing the NAV DATA page all fields are
als. cleared. The waypoint identifier is entered via the
scratch pad. Valid entries are any permanent database
The CNI-MS has the capability to store a backup data- navigation aid, waypoint, or airport. Entries not in the
base of 200 user reference points in NVM. They are navigation database generate the message “NOT IN
loaded, as selected by the crew, into the CNI-MS from DATABASE”.
the CNI-MU (ICDU).

CUSTOM DATA Pages

WAYPOINT DATA Pages (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) Data Entry)
Data Entry)
The CUSTOM DATA LIST pages display custom way-
These pages display leg and waypoint information for points stored in the CNI-SP. The pages are created as
the flight plan waypoints. From the ACT LEGS or ACT required to display the entire list of stored custom way-
LEGS ALTN page, pressing the right hand soft-key re- points. Each CUSTOM DATA LIST page can display
sults in the display of the ACT WAYPOINT DATA 1/2 nine waypoints. Pressing the CUSTOM DATA soft-key
page corresponding to the selected waypoint dis- from the INDEX 2/2 page brings up the CUSTOM
played on the left hand side. DATA LIST page.
If the waypoint is the first one entered on the first ACT Pressing the soft-key associated with desired waypoint
LEGS page, then the data for the leg will be from the selects the waypoint to the scratch pad. Then, pressing
origin shown on the ACT RTE Plan Page to this way- the SHOW WAYPOINT soft-key branches to the CUS-
point. Pressing the NEXT PAGE hard-key pages for- TOM DATA page for the selected waypoint, which dis-
ward to the ACT WAYPOINT 2/2 page. plays associated waypoint position data.
The data on this page is user defined, procedure de-
fined, or default. Pressing the HOLD soft-key branches
to the ACT RTE HOLD page, which allows addition of
a holding procedure within the flight plan.

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FAM.1C-27J-1

Adding Single Waypoints Departure Pages

(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Single waypoints can be added to the flight plan by Data Entry)
adding at the desired location in the ACT LEGS page.
Additions can be line selected to the scratch pad or en- The DEPARTURE series of pages allows the crew to
tered manually into the scratch pad. To add the way- call up departure runways for the selected airport, se-
point to the flight plan, press the soft-key at desired lect a Standard Instrument Departure (SID) from a list
insertion point on the ACT LEGS page. The added of related SIDs, and then the transition method from a
waypoint will be displayed on this line. When adding a list of transitions. Finally there are the SID REVIEW
waypoint, the flight plan is searched forward of the pages that are used to display the legs of the SID in se-
point of insertion. quential order.
If the waypoint already appears in the flight plan, all
waypoints between the point of insertion and the first
DEPARTURE RWYS page
appearance of the added waypoint are deleted.
If the waypoint does not already appear in the flight The DEPARTURE RWYS page provides a means for
plan, the flight plan is opened and the new waypoint is the pilots to select a runway from a list of runways as-
inserted. sociated with the origin airport. Pressing the DEP soft-
key from the DEP/ARR INDEX page brings up the DE-
Deleting Single Waypoints PARTURE RWYS page. Desired departure runway is
selected via soft-key. If SIDs are available in the data-
Single waypoints can be deleted from the flight plan by base for selected runway, selection causes a branch to
removing from the ACT LEGS page. Pressing the DEL the DEPARTURE SIDS page. If SID has been select-
key inserts *DELETE* into the scratch pad. Pressing ed, pressing the REVIEW soft-key branches to the SID
the desired soft-key associated with the waypoint to be REVIEW page.
deleted deletes the waypoint. Once the waypoint is de-
leted, the flight plan is closed and linked together.
DEPARTURE SIDS page

DEP/ARR INDEX Page The DEPARTURE SIDS page provides a means for
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) the pilots to select a SID from a list of SIDs associated
Data Entry) with a selected airport and runway. Desired SID is se-
lected via soft-key. If transitions are available, selec-
The DEP/ARR INDEX page provides access to the de- tion will cause a branch to DEPARTURE TRANS page.
parture and arrival procedures for the origin and desti- If SID has been selected, pressing the REVIEW soft-
nation airports selected for the flight plan (active and key branches to the SID REVIEW page.
inactive plans). These procedures are for any airport
contained in the database.
DEPARTURE TRANS page
Pressing the DEP/ARR soft-key from the INDEX 1/2
page brings up the DEP/ARR INDEX page. This page The DEPARTURE TRANS page provides a means for
displays ORIGIN and DESTINATION airport and al- the pilots to select a transition from a list of transitions
lows for branching and selection of departure runway associated with a selected airport and SID. Desired
from origin airport, arrival runway at origin airport, and transition is selected via soft-key. Pressing the RE-
arrival runway at destination airport. The departure VIEW soft-key branches to the SID REVIEW page.
and arrival airports can also be modified from this page
by entering the airport identifier in the scratch pad and
pressing the OTHER DEP or OTHER ARR soft-key. SID REVIEW page
Selecting OTHER DEP or OTHER ARR will cause a
The SID REVIEW page(s) are used to display the legs
branch to the DEPARTURE RWYS or ARRIVAL
of the SID sequentially. If more legs are contained in
RWYS page for airport, runway selection.
the SID than are capable of being displayed on the SID
The DEP/ARR INDEX page also contains the LZ INIT
REVIEW page, additional pages are created as need-
pages for the active and inactive flight plans.
ed. Pressing the REVIEW soft-key from the DEPAR-
TURE RWYS page, DEPARTURE SIDS page, or the
DEPARTURE TRANS page brings up the SID RE-
VIEW page. Pressing the DEP SIDS soft-key branches
back to the page that resulted in the SID REVIEW
page being displayed.

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 FAM.1C-27J-1

Arrival Pages ENROUTE FLIGHT PLANNING FUNCTIONS

(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Data Entry) Once an active flight plan has been entered, the CNI-
MS provides to the FMS the capability to make special
The ARRIVAL series of pages allows the crew to call edits to the flight plan, to add various attributes to way-
up arrival runways for the selected airport, select a points, and to perform a variety of functions.
Standard Terminal Arrival Route (STAR) from a list of
related STARs, and then the transition method from a
list of transitions. Finally there are the STAR REVIEW DIRECT TO Function
pages that are used to display the legs of the STAR in Pressing the DIR/INTC hard-key brings up the ACT
sequential order. LEGS page (refer to the FAM.1C-27J-1A manual). The
DIR/INTC page is the same as the ACT LEGS page,
ARRIVAL RWYS page except lines 5L and 5R have provisions for entry of the
"DIRECT TO" or "INTERCEPT" waypoint. Entry of a
The ARRIVAL RWYS page provides a means for the waypoint into 5L will place the Direct To at that point in
pilots to select a runway from a list of runways associ- the flight plan.
ated with the selected origin or destination airport. Entering a waypoint at the DIRECT TO prompt at line
Pressing the ARR soft-key from the DEP/ARR INDEX 6L permits immediate execution (Direct-To) courses to
page brings up the ARRIVAL RWYS page. Desired ar- either flight plan, non-flight plan (entered), or vector
rival runway is selected via soft-key. If STARs are waypoints. Valid waypoint entries are navigation aids,
available in the database for selected runway, selec- airports, or destination runways contained in the navi-
tion causes a branch to the ARRIVAL STARS page. If gation database. In addition, any enroute waypoint,
STAR has been selected, pressing the REVIEW soft- Latitude/Longitude, MGRS, course intersection, or
key branches to the STAR REVIEW page. place/bearing/distance waypoint can be entered via
the scratch pad.
ARRIVAL STARS page
Entry of a valid fix in the DIRECT TO line branches to
The ARRIVAL STARS page provides a means for the the MOD LEGS page with the DIRECT TO waypoint
pilots to select a STAR from a list of STARs associated entered in the top left DIR line and the EXEC light illu-
with a selected airport and runway. Desired STAR is minated. Pressing the EXEC hard-key results in exe-
selected via soft-key. If transitions are available, selec- cution of the modified route, which now becomes the
tion will cause a branch to ARRIVAL TRANS page. If active route.
STAR has been selected, pressing the REVIEW soft-
key branches to the STAR REVIEW page. DIRECT TO Down-Path (Non-alternate) path

When the DIRECT TO waypoint is a down-path way-

ARRIVAL TRANS page
point but is not part of the inactive route, then the DI-
The ARRIVAL TRANS page provides a means for the RECT TO waypoint is displayed in top left DIR line, and
pilots to select a transition from a list of transitions as- all previously intervening waypoints are deleted.
sociated with a selected airport and STAR. Desired When the selected down-path waypoint occurs, more
transition is selected via soft-key. Pressing the RE- than once in the flight plan, the first occurrence of the
VIEW soft-key branches to the STAR REVIEW page. identifier will be used, regardless of whether the way-
point was line selected or entered into the scratch pad.
If the DIRECT TO a holding fix is performed, a direct
STAR REVIEW page leg to the holding fix always precedes the hold.
The STAR REVIEW page(s) are used to display the
legs of the STAR sequentially. If more legs are con- DIRECT TO an Off-path waypoint
tained in the STAR than are capable of being displayed
on the STAR REVIEW page, additional pages are cre- When the DIRECT TO waypoint entered is not con-
ated as needed. Pressing the REVIEW soft-key from tained in the active route, then the DIRECT TO way-
the ARRIVAL RWYS page, ARRIVAL STARS page, or point is displayed in the top left line, followed by a text
the ARRIVAL TRANS page brings up the STAR RE- string reading DISCONTINUITY in next line, followed
VIEW page. Pressing the ARR STARS soft-key by the rest of the route.
branches back to the page that resulted in the STAR
REVIEW page being displayed.

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DIRECT TO an Alternate Route waypoint Pressing the EXEC hard-key results in execution of the
modified route, which now becomes the active route.
When the DIRECT TO waypoint is a waypoint in the
route to the alternate destination, then the waypoint is
displayed in the top left DIR line. All waypoints remain- FROM/TO Page
ing in the active route and the waypoints in the inactive (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
route up to the DIRECT TO waypoint are deleted. Data Entry)
Waypoints following the DIRECT TO waypoint are
The FROM/TO page provides the capability to com-
moved into the active route along with the alternate
pute and display the bearing, distance, and time for
destination.
any two waypoints or from present position to any way-
point. The FROM/TO computations are provided for up
INTC LEG Function to ten FROM/TO pairs of waypoints on two identical
FROM/TO pages. The computations of ETA and ETE
Pressing the DIR/INTC hard-key brings up the ACT are based on present or entered aircraft ground speed.
LEGS page. The DIR/INTC page is the same as the Pressing the INDX hard-key brings up the INDEX 1/2
ACT LEGS page except there are provisions for entry page. Press the NEXT PAGE hard-key to page forward
of INTC LEG waypoint. The FMS is capable of gener- to INDEX 2/2 page. From this page press FROM/TO
ating and updating up to 10 intercept locations based soft-key to bring up the FROM/TO page.
upon the current aircraft position and velocity. When on A valid entry consists of a reference point defined in
the ground, the planned aircraft velocity should be the database or flight plan, followed by a slash (/), fol-
used for the intercept computations, otherwise a de- lowed by the second reference point. A waypoint label
fault speed of 300 knots is used. The direct intercept defined in the flight plan may also be used. If a label is
solution is computed on the direct, minimum time, in- used, first the active, and then the inactive flight plan is
tercept point. It is possible to insert an intercept solu- searched for this label. If neither flight plan is active,
tion for a target into the flight plan as the active ROUTE 1 is searched first. Entry of PPOS as the first
waypoint for immediate (Direct-To) execution, or to in- reference point implies that the current aircraft present
sert the solution as a future waypoint. position is to be used as the FROM waypoint. A third
type of valid entry consists of a slash (/) followed by a
NOTE reference point. This permits entry of only the TO ref-
erence point. If a FROM reference point already exists
Intercept legs should be flown manually. in the display page, then it remains. If one does not ex-
DA/FD NAV mode should be disengaged ist, PPOS is assumed and displayed as the FROM ref-
prior to performing a course intercept. erence point.
Time is an ETE if the FROM reference point is not
Entry of a waypoint in the INTC LEG line and pressing PPOS, or an ETA if the FROM reference point is
the soft-key branches to the Intercept MOD LEGS PPOS. The groundspeed is used to compute the time.
page with the EXEC light illuminated. Waypoint entry
may be from line selection at any line selectable way-
point field or entered via the scratch pad. Waypoint en- MARK Point
try performed using the INTC LEG function operates (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
the same as the DIRECT TO function with reference to Data Entry)
leg insertion, discontinuity generation, and waypoint
When the crew initiates a mark by pressing the MARK
deletion to on-path, off-path, or inactive route legs.
hard-key, the position in latitude/longitude coordinates
A default course will be displayed, top left line on the
is stored as a mark point, and the MARK POSITION
Intercept MOD LEGS page. If the intercept waypoint is
page is displayed. The mark point is displayed with the
an off-path waypoint or an enroute waypoint without a
time and date of the mark and it is also stored as the
defined inbound course (waypoint is an Initial Fix (IF),
next available mark point location in the MARK LIST
and then the default course will be the DIRECT TO
page. Pressing the IDENT soft-key copies the mark
course. In this case, execution will cause the aircraft to
identifier to the scratch pad. This permits the selection
fly direct to the INTC LEG waypoint on a DF leg. Prior
being carried over to other pages such as ACT RTE,
to execution, the default course may change due to
LEGS, or ACT RTE ALTN pages.
changes in the aircraft position. If the INTC LEG is to
The MARK LIST pages, consists of 10 mark points that
an enroute waypoint, the default course will be the ex-
can be recalled for display and for use in flight plan-
isting inbound course prior to the modification. Course
ning. If ten mark points are already stored in the list,
can be modified by entry in the INTC CRS line via the
the eleventh point will overwrite the first stored point;
scratch pad or the default can be used.
the twelfth will overwrite the second, and so on.

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 FAM.1C-27J-1

The crew is also allowed to delete any mark point in the Guidance quantities are based on actual or planned
list. Selection of MARK LIST soft-key brings up the navigation parameters and desired time of arrival at
MARK LIST page. The page actually consists of two designated waypoints or MFPs. Actual guidance quan-
similar pages, in order to display 10 mark points. tities are based on an “active” flight plan. In addition,
The page displays MRK (marked positions) with lati- planned quantities can be based on a “static” or “inac-
tude and longitude. Pressing a MRK, left hand soft-key tive” flight plan.
copies the mark identifier in the scratch pad.
Pressing a MRK, right hand soft-key branches back to The FMS provides the means for the flight crew to de-
the selected MARK POSITION page for the selected fine a non-precision Area Navigation (RNAV) approach
mark identifier. with lateral and vertical guidance capability. The defini-
tion includes the Final Approach Fix, Missed Approach
Point (MAP), minimum descent altitude with touch-
FIX INFO Pages down zone elevation, and decent path angle. The flight
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
instrument outputs for this function conforms to the
Data Entry)
GPS MAR requirements for approach mode when the
The FIX INFO pages display fix information from a MAP is the TO waypoint.
waypoint to the active flight plan. There are two pages The FMS provides the guidance outputs to the mission
but they operate completely independent of each oth- computer needed to direct the aircraft along a pre-
er. Entry of any defined or selected reference point, on defined flight path maintained by the FMS.
the FIX line via the scratch pad, results in computed
bearing, distance, and time being displayed. Pressing
the INDX hard-key brings up the INDEX 1/2 page. ALTERNATE FLIGHT PLAN
Press the NEXT PAGE hard-key to page forward to IN- The FMS provides alternate flight plan computations
DEX 2/2 page. From this page press FIX soft-key to that calculate time, fuel, and distance solutions for
bring up the FIX INFO page. flight legs from a series of a minimum of 60 waypoints
maintained independently from the active flight plan.
Time of arrival is calculated for each location in the
GUIDANCE plan. The inactive flight plan does not use the current
The FMS provides an interface for the pilot/copilot aircraft state from any sensors except for the use of
flight instruments and the DA/FD. The flight crew can present position as default for the initial point and does
select the pilot side or copilot side steering signals for not account for path shortening/lengthening in turns.
the autopilot. The FMS provides two independently se- The plan uses only values for fuel flow rates, air-
lectable solutions for guidance and signals to drive the speeds, and climb allowances entered by the crew.
pilot and copilot flight directors and flight instruments. Impromptu flight paths available in the active flight plan
The two guidance solutions utilize independently se- are not available in the inactive flight plan, specifically:
lectable navigation solutions. However, both naviga- vectors, parallel offsets, holding patterns, intercept
tion solutions are referenced to the one active flight points, vertical navigation paths, and CNI-MS ap-
plan, and it is designated as the master. The other is proach.
the slave and follows prompts from the master CNI-SP. The CNI-MS provides the means for the flight crew to
The FMS computes and displays, on the CNI-MU accept or reject inactive flight plan data from the mis-
(ICDU), the following guidance information (for both sion computer and have the mission computer ac-
the pilot and copilot navigation solutions) relating to the knowledge any such rejection.
TO waypoint in the active flight plan: Inactive flight plan data that is passed to the CNI-MS
consists of parameters entered by the flight crew or a
– Bearing and horizontal distance to the TO way- data loader, but does not include computed parame-
point. ters.
– Ground speed.
– Cross track deviation. MISSION FLIGHT PLANNING
– Estimated time of arrival (ETA). The Mission Control Operations functions reside in the
CNI-MS as part of the CNI Operational Flight Program.
– Estimated time enroute (ETE).
The functions are named the Mission Flight Plans (MF-
– Ground speed command to achieve planned time Ps) that are comprised of Search And Rescue (SAR),
of arrival. Drop Zone/Landing Zone (DZ/LZ), Rendezvous, and
Holding (Pattern).
– Desired course to the waypoint.

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FAM.1C-27J-1

MISSIONS Page – Selection of LZ INIT soft-key on the MISSIONS

(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) page when access to the page was from the WAY-
Data Entry) POINT DATA page. Then the waypoint identifier
and position are displayed in the LZ identifier and
These MISSIONS page functions provide the crew LZ threshold position.
with flight data and guidance cues for mission control
operations, including flight planning, navigation/cus- – Selection of LZ INIT soft-key from the DEP/ARR
tom database management, and guidance cues for the INDEX page when the destination for which the
Digital Autopilot/Flight Director (DA/FD). FMS APPR prompt was selected has a defined
Pressing the MSN hard-key brings up the MISSIONS runway. The runway position and identifier are
page. This page provides access to the Route 1 or placed into LZ identifier and threshold position
Route 2, Computer Aided Release Point (CARP), fields.
Landing Zone (LZ), Search And Rescue (SAR), Ren-
dezvous (RNDZ), HOLD and CHUTE LIST pages.
Rendezvous Page
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Search And Rescue Initiate Page Data Entry)
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Data Entry) Pressing the RNDZ soft-key brings up the RENDEZ-
VOUS page. This page allows the aircraft to intercept
Pressing the SAR INIT soft-key brings up the SAR INIT another aircraft if certain parameters about the target
page. This page provides a page for definition of a are known. The page allows the definition of a target
SAR. There are four basic SAR patterns - Expanding position and heading, and then computes the intercept
Square, Creeping Line, Sector, and Parallel. The CNI- point with the target.
MS can store four SAR routes. Thus the crew can store
any number of combinations of patterns with various
parameters to fly for a SAR route.
Holding Patterns Page
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Data Entry)
Search And Rescue Progress Page
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) The ACT RTE HOLD page displays detailed informa-
Data Entry) tion about the selected holding patterns within the flight
plan. There is a RTE HOLD page for both ROUTE 1
The SAR PROG page displays the progress of the ac- and ROUTE 2. Pressing the PPOS HOLD soft-key
tive SAR pattern in progress. The page is displayed from the MISSIONS page or the HOLD soft-key from
when the SAR PROG prompt is selected on the SAR the ACT WAYPOINT DATA 1/2 page brings up the
INIT page or the PROGRESS 2 page. The SAR iden- ACT RTE HOLD page for selected route. From this
tifier, SAR number, and SAR pattern are carried over page, the holding procedure can be modified or delet-
from the SAR INIT page. ed.

Landing Zone Initiation Pages Computer Aided Release Point Initiation Pages
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU) (Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Data Entry) Data Entry)

The LZ INIT page provides the means to define a land- The computation of the CARP location is determined
ing area whether it is a runway, improved landing field, by a set of parameters defined on the CARP INIT
or unimproved landing field. Landing types, approach- pages. These parameters are grouped into five classi-
es, and conditions can be entered and used in the fications: Drop Zone, Payload, Meteorological, Alti-
landing calculations. tude, and Parachute Ballistics.
CARP INIT 1/5 page describes physical description of
The initiation page can be called up by three methods: the CARP drop zone.
CARP INIT 2/5 page describes the payload to be
– Selection of MFP prompt on the WAYPOINT DATA dropped.
page when waypoint type is LZ. Waypoint identifier CARP INIT 3/5 page describes the meteorological
and position are then displayed in the LZ identifier data for the given airdrop.
and LZ threshold position fields. CARP INIT 4/5 page describes the drop altitudes and
elevations.
CARP INIT 5/5 page displays the ballistic data.

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 FAM.1C-27J-1

Computer Aided Release Point Progress Pages NOTE

(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
Data Entry) • Pilot and copilot selections for radar
altimeter source automatically syn-
The progress of the airdrop mission is managed and chronized so that data from the same
monitored through the CARP PROG pages. The source is presented to both pilots.
pages display dynamic parameters associated with
the airdrop that are useful for monitoring the airdrop • In the event of the operating radar al-
mission during flight. timeter failing by indication “RADALT
CARP PROG 1/2 page display current guidance and FAIL” ACAWS Advisory message, the
ballistic information on the current airdrop. flight crew should select the standby
CARP PROG 2/2 page display current CARP drop sta- radar altimeter as the operating radar
tus for current airdrop. altimeter using the pilot or copilot
PFD SAMU menu.

CHUTE LIST Page The radar altimeter systems receive power from the
(Refer to FAM.1C-27J-1A manual for CNI-MU (ICDU)
DC Bus 1 and DC Bus 2.
Data Entry)
– Radar Altimeter No. 1 is powered by 28 V dc BUS
Pressing the CHUTE LIST soft-key brings up the 1 (PP1A) via the RADALT 1 circuit breaker.
CHUTE LIST page. This page provides a listing of the
stored parachutes. – Radar Altimeter No. 2 is powered by 28 V dc BUS
2 (PP2B) via the RADALT 2 circuit breaker.

RADAR ALTIMETER RA ACAWS MESSAGES

ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
DESCRIPTION The following table lists the ACAWS messages and the
message urgency level.
The radar altimeter system is a solid-state, phase
modulated/pulsed system, which measures and com- ADVISORY
putes Above Ground Level (AGL) altitudes from -10 to
50000 feet. There are two complete redundant sys- RADALT 1 (2) FAIL
tems (Radar Altimeter No. 1 and No. 2) with each sys-
tem consisting of one receiver/transmitter (RT) unit,
one receive antenna and one transit antenna.
DISTRIBUTED AIR DATA SYSTEM
Only one radar altimeter provides an altitude readout (DADS)
in flight operate mode. The other radar altimeter shall
be placed in standby mode prior to take-off by the flight
crew. DESCRIPTION
Radar altitude is presented on the CMDU PFD as a The DADS (Figure 1-116) provides air data information
boxed digital readout, below and to the left of the alti- for Calibrated Airspeed (CAS), barometric corrected
tude scale (Figure 1-120). The box size is 5 digits, with altitude, altitude rate, and static air temperature.
leading zeros not being shown. A white label AGL is The three, "L" shaped, pitot tubes supply the total pres-
presented above the digital readout. Below the digital sure. They are located on the front fuselage just be-
readout, a cyan colored radar altitude reference set hind the radar cone, two of them in a symmetrical
value is presented. When the aircraft is at or below the position (left and right side) and one pitot tube (standby
reference set radar altitude value, the digital readout pitot) in the lower-left position.
changes from white to amber. The reference radar al- The static pressure instead, is supplied by six flush
titude value is set in the Reference Set/Warning panel static ports located in two groups of three on each side
(Figure 1-86). The radar altimeter system communi- of the fuselage.
cates with the MC via the MIL STD-1553B data bus. The left and right pitot tubes send the total pressure
data P1 and P2 respectively to Air Data Computer
(ADC) 1 and ADC 2.

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FAM.1C-27J-1

The standby pitot tube sends the total pressure data The DADS receive power from the Emergency Bus,
P3 to the Standby Air Data Computer. and DC Essential Bus.
The left (S1) and right (S4) static pressure ports are
– ADC 1, STANDBY ADC are powered by 28 V dc
connected to ADC 1 and Static Pressure Transducer
EMER BUS (PP3A) via the ADC 1 and ADC circuit
Unit (SPTU) 2 respectively.
breakers.
The left (S2) and right (S3) static pressure ports are
connected to SPTU 1 and ADC 2. – ADC 2 is powered by 28 V dc ESSEN BUS (PP4A)
The left (S5) and right (S6) static pressure ports are via the ADC 2 circuit breaker.
connected to the Standby Air Data Computer.
The DADS receives pitot static pressure input from the – SPTU 1 is powered by 28 V dc EMER BUS (PP3A)
pitot static probes, barometric set input from the Refer- via the SPTU 1 circuit breaker.
ence Set/Warning panels, and temperature input from – SPTU 2 is powered by 28 V dc ESSEN BUS
the total temperature probes. (PP4A) via the SPTU 2 circuit breaker.
SPTUs read static pressure and transmit a value of
that pressure to the ADC (via RS 422 digital interface)
on the opposite side of the aircraft. The ADC then av- DISTRIBUTED AIR DATA SYSTEM CONTROLS
erages the static pressure value with the static pres-
sure value from its own side pitot static probe to reduce
location inaccuracies. Reference Set/Warning panel (Figure 1-86)
Two Reference Set/Warning panels enable the crew to
The ADC transmits the following output values over set the barometric pressure reference for each ADC.
the MIL-STD 1553B data bus to the MC: The pilot Reference Set/Warning panel is used to set
• Altitude, the barometric pressure for ADC 1.
The copilot Reference Set/Warning panel is used to
• True Air Speed (TAS), set the barometric pressure for ADC 2. The barometric
pressure is read on the corresponding CMDU PFD.
• Indicated Air Speed (IAS),
Refer to paragraph titled DIGITAL AUTOPILOT/
• Calibrated Air Speed (CAS), FLIGHT DIRECTOR (DA/FD) SYSTEM for a complete
description of the Reference Set/Warning panel.
• Altitude rate,
• Static Air Temperature (SAT), ALTITUDE ALERTS
• Total Air Temperature (TAT),
The ALT SET knob allows the pilot to set a reference
• Impact pressure, barometric altitude from 0 to 50000 feet.
One thousand feet prior to the aircraft reaching the se-
• Static pressure, lected altitude (ascending or descending) a Special
• Barometric altitude correction. Alert (voice message) of “thousand to go“ is sent to the
crew via the intercom to alert the crew of approaching
The MCs provide the interface between the ADC and altitude.
all necessary aircraft systems. At 300 feet before reaching the selected altitude, the
Special Alert (voice message) “300“ is provided.
The DADS consists of two ADCs and two SPTUs. The Once the aircraft is within 200 feet of the selected alti-
pitot static systems, total air temperature probes and tude any deviation of 200 feet or more from the select-
Reference Set/Warning panels interface with the ed altitude activates Special Alert (voice message) of
DADS. The DADS operates as two independent sub- “CHECK ALTITUDE”. At the same time a steady Spe-
systems, DADS 1 and DADS 2, to provide managed cial Alert CHECK ALTITUDE is displayed on the
air data redundancy for pilot and copilot displays and CMDU PFDs in the special alert area.
interfacing systems. One of the subsystems consists
of ADC 1 and SPTU 2 and the other subsystem con-
sists of ADC 2 and SPTU 1. Each subsystem gener- SAMU Controls (Figure 1-95)
ates an average pressure value completely The pilot and copilot SAMU is used to select air data
independent of the other subsystem. sources DADS 1 or DADS 2 for display on their CMDU,
and selecting units (in. Hg or millibars) for the baromet-
ric pressure displays.

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 FAM.1C-27J-1

Figure 1-116 Distributed air data system

1-351
FAM.1C-27J-1

The SAMU menu containing the selections is access- CMDU PRIMARY FLIGHT DISPLAY
ed by pressing PFD hard-keys. The BARO IN/MB se-
lection affects both pilot and copilot displays. (PFD)

CNI-MU (ICDU) Controls DESCRIPTION

(Refer to the FAM.1C-27J-1A manual) The CMDU PFD combines all flight-related instru-
ments (i.e., attitude indicator, altimeter, vertical velocity
indicator, airspeed indicator, horizontal situation dis-
Pitot Sensors Ice Protection
play, radar altimeter, and flight director) into a single in-
The pitot probes and the Total Air Temperature (TAT) tegrated display. This format maintains the basic “T”
sensors are provided with an electrical heater to fully arrangement of critical flight instruments and provides
de-ice and anti-ice the probes during atmospheric icing flexibility of information presentation. The CMDU loca-
conditions. tion for the PFD can be changed via the SAMU.
The heaters are supplied from 115 V ac (left and right Pressing the DISP hard-key on the SAMU brings up
pitot tubes and TAT sensors) and from 28 V dc (stand- the DISPLAY menu (Figure 1-99). From this menu, a
by pitot only) and controlled by the PITOT LH, PITOT soft-key is pressed for selection at the desired CMDU
RH and PITOT STBY pushbuttons on ICE PROTEC- display submenu. From this submenu, PFD can be se-
TION control panel (refer to PITOT SENSORS AND lected for display. Selected option will be highlighted.
AOA PROBES ICE PROTECTION SYSTEM para- Pilot PFD can be selected for display on CMDU No. 1,
graph of this Section). 2 or 3. Copilot PFD can be selected for display on
CMDU No. 4 or 5. PFD default display selections are
CMDU No. 1 for pilot and CMDU No. 5 for copilot. De-
DADS ACAWS MESSAGES fault selection for CMDU No. 2 and 4 is last selected.
Default selection for CMDU No. 3 is Engine Status/
ACAWS messages, conditions, and crew action for a
ACAWS (ESA).
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
message urgency level. PFD CONTROLS
CAUTION Pressing the PFD hard-key on the SAMU when any
ADC 1 (2) AIRSPEED FAIL menu other than PILOT/COPILOT is displayed brings
ADC 1 (2) ALTITUDE FAIL up the onside PFD menu. Pressing the PFD hard-key
ADC 1 (2) FAIL when a PFD menu is displayed toggles between PI-
AIRSPEED MISCOMPARE LOT PFD and COPILOT PFD. Whenever the offside
PFD menu is displayed, the top line PILOT PFD / CO-
ALTITUDE MISCOMPARE PILOT PFD will be highlighted. PILOT PFD menu se-
ADVISORY lects the sensors that provide information to any
CMDU with pilot PFD displayed. COPILOT PFD menu
ADC 1 (2) DEGRADED selects the sensors that provide information to any
ADC 1 (2) VVI FAIL
ADC SAME CMDU with copilot PFD displayed.

SAMU PFD Menu Options (Figure 1-95)

BARO/IN/MB

Pressing the soft-key toggles between IN and MB to

change the barometric pressure display units between
inches and millibars. This selects the reference for
both pilot and copilot barometric altimeters displayed
on their PFD. It also changes the reference on both
Reference Set/Warning panels. Default selection is
last selected.

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 FAM.1C-27J-1

MAG/TRUE/GRID ADC 1/2

Pressing the soft-key toggles between MAG, TRUE Pressing the soft-key toggles between 1 and 2 to se-
and GRID to select compass reference for both pilot lect air data computer source for airspeed and altitude
and copilot PFD. Default selection is MAG. data presented for the PILOT or COPILOT PFD menu
as selected. Typically the pilot selects 1 and the copilot
selects 2. Default selection is 1 on PILOT PFD menu
FD1/OFF/FD2
and 2 on COPILOT PFD menu.
Pressing the soft-key toggles the flight director sources
FD 1 (pilot) or FD 2 (copilot) or to select the Flight Di-
rector OFF on the PFD. NOTE
If an autopilot is engaged, the selection automatically
If both pilots have selected the same
changes to reflect the Flight Director associated with
source, an ACAWS Caution message
the engaged autopilot (FD 1 for AFCP No. 1 and FD 2
“ADC SAME” will be displayed.
for AFCP No. 2). The selection cannot be changed by
the pilots when the autopilot is engaged.
RAD ALT 1/2
FPA Pressing the soft-key toggles between 1 and 2 to se-
lect source for radar altitude presented for the PILOT
Pressing the soft-key selects the Flight Path Angle
or COPILOT PFD menu as selected.
(FPA) to be displayed on the selected PFD. When
Selected radar altitude source is also source for NAV
highlighting is ON, the value of the FPA is displayed on
radar display. Default selection is 1 on PILOT PFD
the PFD and can be changed by pressing the UP/DN
menu and 2 on COPILOT PFD menu.
rocker switch. Selection is synchronized with both
sides.
PFD DATA PRESENTATION
ATT REF INU 1/2
Differing data types, sources, or categories are segre-
Pressing the soft-key toggles between 1 and 2 to se- gated by means of grouping, boxing, or coloring.
lect source for flight path/attitude reference and head- Grouping consists of placing general categories of like
ing data presented for the PILOT or COPILOT PFD data in the same basic location of the PFD wherever
menu as selected. possible. Boxing segregates digital aircraft perfor-
Selected INU source is also the source of heading data mance data from other data by having a box around
presented on the NAV radar display. Default selection the information.
is 1 on PILOT PFD menu and 2 on COPILOT PFD Coloring is used to further segregate differing sources
menu. of information:
– GREEN – Moving scale values and tick marks,

NOTE – WHITE – Digital read-outs, associated titles, static

scales, and acceleration cue,
If both pilots have selected the same
source, an ACAWS Caution message – CYAN – Pilots inputs, reference sets,
“PFD ATTITUDE SAME” will be dis- – AMBER – Flight director commands, speed error,
played.
– RED – Critical warnings and out of range indica-
tors,
INAV 1/2
– DARK GRAY – Slab window background,
Pressing the soft-key toggles between 1 and 2 to se-
lect source of ship's position for use by the avionics – YELLOW – Cautions.
system. The selection is always the same for pilot and
copilot. Default selection retains the selection made
prior to the last aircraft power down.

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MAJOR PFD FUNCTIONS CLIMB DIVE MARKER (CDM)

The PFD comprises a number of major functions, The CDM consists of a circle with a horizontal line on
which comprise the T-arrangement (Figure 1-117). The each side except when the autopilot is engaged, and
Five major functions are: then the CDM is a diamond shape circle with a horizon-
tal line on each side. The center of the CDM is indicat-
– Flight Path Director Indicator (FPDI),
ed by a white dot. It is in the center of the display and
– Airspeed Indicator (ASI), rests just above the horizon line. The CDM indicates
the vertical flight path angle through space. The CDM
– Altimeter, is approximately 2 degrees wide.
– Vertical Velocity Indicator (VVI), The CDM symbol remains white color when NVIS light-
ing mode is selected.
– Horizontal Situation Indicator (HSI).

FLIGHT PATH ANGLE (FPA) REFERENCE

Flight Path Director Indicator
The pilot can set flight path angle from the PFD menu
The FPDI (Figure 1-118) is located in the top center of on the SAMU in 0.1 degree increments ranging from -
the PFD, and is the primary display for: 20.0 degrees to + 32.0 degrees.
– Flight path, The FPA reference is depicted as 3 amber dashed
lines on either side of the centerline of the PFDI. The
– Aircraft pitch and roll, position the FPA reference takes on the display is in di-
rect relationship to the value set on the PFD menu and
– Flight director information.
is shown as a vertical deviation from the horizon line.
The FPDI is used in the same manner as a convention-
al altitude indicator, but with the flight path used as the If a FPA reference of 0 degrees is entered, or if the FPA
primary reference. reference function is toggled off, the FPA reference is
The flight path of the aircraft, which is derived from the removed from the display.
INU, is defined as the actual trajectory of the aircraft
through space.
ROLL SCALE AND POINTER
The FPDI consists of the following: Aircraft roll is indicated by both the roll scale and by the
roll pointer. The roll scale is marked with 10-degree in-
PITCH LADDER BARS dications between 0 and 30 degrees roll, and 15-de-
gree indications between 30 and 60 degrees. The roll
The pitch ladder represents a 360-degree cylinder pointer is a small triangle, which moves along the
centered on the aircraft. The pitch ladder is drawn with curved scale centered on the CDM to indicate aircraft
a linear separation of attitude bars. The flight path of roll. Between 60 and 120 degrees the pointer moves
the aircraft is indicated by the space between the along the flat sides of the FPDI while maintaining cor-
Climb Dive Marker (CDM) and the pitch ladder bars. rect angular relationship with the CDM. Beyond 120
The pitch ladder bars indicate, relative to the CDM, degrees, the pointer rolls around the top of the FPDI.
whether the aircraft is in a climb or dive. In normal con-
ditions, the pitch ladder bars rotate centered on the
INTEGRATED FLIGHT DIRECTOR
CDM roll of the aircraft. Each pitch ladder bar is
marked with horizontal indices in 5-degree increments. Flight path and roll angle commands, based on flight
The horizon line is defined as 0 (zero) degrees vertical director pitch and roll mode selections set through the
flight path. The pitch ladder bars are solid white lines DA/FD control panel, are computed from INU data and
with positive numerical indices above the horizon, and displayed as an amber integrated flight director ball
dashed white lines with negative positive numerical in- with pitch and/or roll steering bar(s) for flight guidance
dices below the horizon. The flight path scale is divided and referenced to the CDM.
into two halves, the upper half being blue and the lower If only pitch or roll guidance is available (or selected),
half being brown. only the corresponding steering bar is presented.
The pitch ladder bars and labels remain white color The pitch steering bar will move up or down to com-
when NVIS lighting mode is selected. mand climb or descent. The roll steering bar will move
left or right to command a left or a right bank.

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 FAM.1C-27J-1

Figure 1-117 Primary flight display (typical)

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FAM.1C-27J-1

These guidance cues will overlay the flight path scale When the cue is displayed above the CDM the aircraft
(pitch ladder) and underlie the CDM and pitch indica- is accelerating. When the cue is displayed below the
tor. The aircraft should be maneuvered so that the CDM the aircraft is decelerating.
steering bar is centered in the circular portion of the When the cue is displayed directly next to the CDM the
CDM. When the integrated flight director is presented, aircraft is at zero acceleration. The vertical displace-
the aircraft should be maneuvered so that the ball is ment is limited to approximately 12 degrees from the
centered in the circular portion of the CDM. In this way, CDM. The acceleration caret remains white color when
both the bars and the ball serve as "fly to" commands. NVIS lighting mode is selected.

MARKER BEACON ANNUNCIATION

NOTE
A marker beacon annunciations (Outer marker (OM),
A published SID with an arching proce-
Middle marker (MM), and Inner marker (IM)) are dis-
dure is not supported by this system. The
played inside the FPDI below the special alerts when
pilot can achieve the desired result of the
the aircraft is in range of or passing over a marker bea-
arcing procedure by tuning the required
con transmitter.
VOR/DME station output to the CDI and
maintaining the required DME until the re-
OM - Two dashes/second
quired heading change has been
MM - Alternate dashes and dots
achieved.
IM - Six dots/second

ATTITUDE INDICATOR (WATERLINE SYMBOL)

NOTE
A white aircraft pitch indicator is located along the cen-
ter of the FPDI. It represents the longitudinal axis of the These visual indications flash synchro-
aircraft and moves vertically on the flight path scale. It nously with the audio tone generated by
shows where the nose of the aircraft is pointed. the marker beacons and will be heard if
Aircraft pitch is displayed on the FPDI by the relation- beacon is selected on the ICS monitor
ship between the aircraft pitch indicator and the CDM. panel.
At low speed and high pitch attitudes, the pitch indica-
tor will be above the CDM.
GLIDESCOPE INDICATOR (GSI) AND POINTER
The waterline symbol remains white color when NVIS
lighting mode is selected. The glideslope indicator provides raw glideslope data.
The glideslope pointer, denoted by a small arrow with
AIRSPEED DEVIATION TAPE a G inside, represents the center of the glideslope
beam. The center of the glideslope scale reflects the
Deviation from the reference airspeed is presented on current position of the aircraft. The relationship be-
the FPDI as an amber speed error tape located on the tween the pointer and the scale denotes the angular
left wing of the CDM. If there is no reference airspeed displacement of the aircraft from the glideslope beam.
(SPD) set in the Reference Set/Warning panel or the When the glideslope pointer is centered on the glides-
reference airspeed has been cleared, this symbol will lope scale, the aircraft is on the glideslope. When the
not be displayed. pointer is above the glideslope scale center the aircraft
Tick marks across the speed error tape appear at 5- is below the glideslope. Therefore, the glideslope
knot increments up to a maximum of 15 knots. Air- pointer represents a “fly to” indicator.
speeds above the reference cause the tape to grow
upward from the wing, whereas airspeeds below the
reference cause the tape to grow downward. NOTE
The glideslope scale is only presented
ACCELERATION CARET when a valid ILS frequency is tuned as a
navigation source for the CDl; otherwise it
The airspeed acceleration of the aircraft along its flight
is removed from the display.
path is derived from the INU and is presented as a
white caret just to the left of the CDM and it moves ver-
tically.

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 FAM.1C-27J-1

Figure 1-118 Flight path director indicator (FPDI) (typical)

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FAM.1C-27J-1

FPDI ANNUNCIATORS AND SPECIAL ALERTS Airspeed Indicator

Special alerts are displayed above the FPDI. Up to 20 A rectangular dark gray background located to the left
characters can be displayed. of the FPDI indicates the boundary of the airspeed win-
Other annunciations considered being special alerts, dow, which houses the airspeed scale.
which may or may not be time critical, are centered in
the space directly above the FPDI. The airspeed indicator (Figure 1-119) consists of the
The triggering conditions for these messages are following:
mainly from the GCAS. Mission computer sends other
messages. INDICATOR
Refer to the Table 3 for special alerts presented on the The airspeed indicator displays the speed of the air-
PFD listed in order of priority. craft as calculated from differential air pressure by the
DADS. The tape is blanked below 30 knots, and unla-
All GCAS message presentations are presented syn- beled above 400 knots.
chronously with the respective voice message. GCAS
messages are prioritized by the mission computer and
take precedence over other special alerts. GROUNDSPEED
All airdrop messages are presented simultaneously Groundspeed is displayed as a boxed digital readout
with the corresponding message on the navigation dis- below the airspeed indicator. The title GS is displayed
play. above the groundspeed box.

DIGITAL AUTOPILOT/FLIGHT DIRECTOR (DA/FD) MAX AIRSPEED LINE

MODE ANNUNCIATION
The maximum operating speed is a function of altitude
The DA/FD mode annunciations (refer to the Table 4) and weight. The maximum operating speed is dis-
are at the top of the PFD, above the FPDI (Figure 1- played on the airspeed scale by means of a red hori-
118). When the onside autopilot is engaged in all axes, zontal line. Both numeric and tick marks above the
the CDM is changed to a diamond shape. maximum airspeed are red in color rather than the nor-
The caret, < or > indicates which autopilot is engaged. mal green.

UNUSUAL ATTITUDE CONDITIONS REFERENCED AIRSPEED AND AIRSPEED BUG

The PFD automatically uses specialized symbology to Reference airspeed is set on the Reference Set/Warn-
aid recovery from an unusual attitude. In the unusual ing panel using the IAS reference select knob. The ref-
attitude mode the pitch ladder centers about the water- erenced airspeed is displayed as a cyan digital readout
line symbol instead of the CDM. immediately above the airspeed scale. The referenced
The unusual attitude mode is automatically activated airspeed is also displayed as a cyan bug indexed on
when one or more of the following conditions occur: the airspeed scale.
1. Pitch angle magnitude greater than 30 degrees If the indexed speed moves off the scale, the bug will
OR less than - 20 degrees. peg at the appropriate end of the scale with half the
bug visible. The digital reference airspeed and air-
2. Bank angle magnitude greater than 75 degrees speed bug may be removed from the display by press-
AND the autopilot is not engaged AND the autopi- ing the IAS reference select knob. This also removes
lot disengage light is not on. the airspeed deviation tape from the FPDI.
3. Bank angle magnitude greater than 40 degrees
AND the autopilot is engaged OR the autopilot dis- AIRSPEED SCALE
engage light is on.
Value's range from 30 to 400 knots IAS with green tick
4. Angle between the vertical flight path and the air- marks at every 10-knot increment, and numeric labels
craft longitudinal axis is greater than 15 degrees. at every 20-knot increment beginning at 40 knots.
Current airspeed is read from a white lubber line cen-
tered on the right side of the scale.

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 FAM.1C-27J-1

Table 3 Special alerts presented on the PFD

MESSAGE SOURCE COLOR NOTES

ENG 1 FAIL CNI-MS Red Flash

ENG 2 FAIL CNI-MS Red Flash

PULL UP GCAS Red Flash

TERRAIN GCAS Yellow Flash

TERRAIN GCAS Red Flash

ALTITUDE GCAS Yellow Steady (5 sec.)

TOO LOW TERRAIN GCAS Red Flash

STALL SWS Algorithm Red Flash

BANK ANGLE GCAS Yellow Flash

MINIMUMS GCAS Yellow Steady

TOO LOW GEAR GCAS Red Flash

TOO LOW FLAPS GCAS Red Flash

SINK RATE GCAS Red Flash

DON’T SINK GCAS Red Flash

GLIDESLOPE GCAS Yellow Steady

WINDSHEAR LPCR Red Flash

MAINTAIN DESCENT {X.X} TCAS Red Flash

MAINTAIN CLIMB {X.X} TCAS Red Flash

FLAPS GCAS Yellow Flash

TRIM GCAS Yellow Flash

EMERGENCY TRIM GCAS Yellow Flash

LIFT DUMPER CNI-MS Yellow Flash

CHECK ALTITUDE MC Yellow Steady

RED LIGHT CNI-MS Red Steady

GREEN LIGHT CNI-MS Green Steady

SLOW DOWN CNI-MS White Steady (20 sec.)

1 SEC TO CARP CNI-MS White Steady (1 sec.)

2 SEC TO CARP CNI-MS White Steady (1 sec.)

3 SEC TO CARP CNI-MS White Steady (1 sec.)

4 SEC TO CARP CNI-MS White Steady (1 sec.)

5 SEC TO CARP CNI-MS White Steady (1 sec.)

10 SEC TO CARP CNI-MS White Steady (3 sec.)

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FAM.1C-27J-1

Table 3 Special alerts presented on the PFD

MESSAGE SOURCE COLOR NOTES

1 MIN TO CARP CNI-MS White Steady (10 sec.)

WAYPOINT TRANSITION CNI-MS White Steady

Table 4 DA/FD mode annunciations

MESSAGE STATUS COLOR DURATION

Autopilot messages/status

< AP1 Pilot Autopilot selected on White Steady

AP2 > Copilot Autopilot selected on White Steady

AP DSNG Autopilot disengaged Red Flash Until Acknowledge (hushed)

YAW DAMP Yaw Damper selected on White Steady

TCS Touch Control Steering engaged Green Steady

Captured Lateral mode annunciations

NAV CAPT NAV Course captured Green Steady

LOC CAPT Localizer captured Green Steady

BACK CAPT Back Course captured Green Steady

HDG Heading Mode Green Steady

Armed Lateral mode annunciations

NAV ARM NAV armed White Steady

LOC ARM Localizer armed White Steady

BACK ARM Back Course armed White Steady

Captured Vertical mode annunciations

ALT HOLD Altitude hold Green Steady

GS CAPT Glideslope captured Green Steady

GO ARND Go Around selected Green Steady

IAS Indicated Airspeed selected Green Steady

VS Vertical Speed selected Green Steady

Armed Vertical mode annunciations

ALT SEL Altitude selected White Steady

GS ARM Glideslope armed White Steady

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 FAM.1C-27J-1

Figure 1-119 Airspeed indicator (typical)

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FAM.1C-27J-1

AIRSPEED WINDOW Altimeter

The airspeed window is located at the center of the air- The altimeter is located immediately to the right of the
speed scale and provides the pilot/copilot with an ex- FPDI and displays the barometric altitude of the air-
act IAS. The digits rotate downwards to indicate craft as received from the DADS. Invalid data is indi-
increasing airspeed and upward to indicate decreasing cated on the altimeter by replacing all numbers with
airspeed. Xs. Current altitude is read from a white lubber line
centered on the left side of the scale. The altimeter
(Figure 1-120) is comprised of the following compo-
STALL WARNING TAPE nents:
VS will vary as a function of weight, aircraft configura-
tion and engine power. The stall-warning envelope is ALTITUDE SCALE
presented as a red and white diagonally stripped area
on the airspeed scale below 1.05 VS. Both numbers The altitude scale values range from -1000 to 50000 ft
and tick marks below the stall warning airspeed are red MSL with green tick marks every 100 feet and green
rather than normal green. numeric labels every 500 feet. The scale is blanked
Pressing the GCAS hard-key on the SAMU brings up below -1000 and unlabeled above 50000. The scale is
the STALL menu (Figure 1-101). From this menu, the a moving tape type of instrument with numeric labels
Stall Warning System can be toggled ON or OFF by increasing in value from the bottom to the top of the
pressing the STALL WARN ON/OFF soft-key. A sys- scale. A downward movement of the tape indicates in-
tem test can also be initiated from this menu by press- creasing altitude.
ing the STALL TEST soft-key.
DIGITAL ALTITUDE WINDOW
V SPEED (TAKE-OFF) CARETS
The digital window and index displays the exact baro-
The speed carets (1, 2, R) provide the pilot with cues metric altitude. Digits rotate downwards to indicate in-
to anticipate rapidly and accurately the performance of creasing altitude, and rotate upwards to indicate
the aircraft. There are 3 take-off speed carets: decreasing altitude.
1 - Take-off decision speed (refusal).
2 - Take-off obstacle clearance speed. SELECTED ALTITUDE AND ALTITUDE BUG
R - Rotation speed. Selected altitude is set on the Reference Set/Warning
Take-off decision and rotation speed, are represented panel using the altitude reference select knob (Figure
by carets on the airspeed scale with labels 1 or R ad- 1-86) when the altitude reference MIN B/MIN R push-
jacent to the respective caret. button is not selected. The value is used for the altitude
select and altitude capture modes of the autopilot.
The V1 and VR are parked at the top of the airspeed The selected altitude is displayed as a cyan digital
scale when out of range. Take-off obstacle clearance readout immediately above the altitude scale. The se-
speed uses the reference airspeed bug. lected altitude is also displayed as a cyan bug indexed
on the altitude scale. If the indexed altitude moves off
The speeds are obtained from the performance data the scale, the bug will peg at the appropriate end of the
manual charts or CNI-MU (ICDU). The reference data scale with half the bug visible.
are entered into the CNI-MU V SPEEDS page (refer to When altitude reference select knob is pressed, the
the FAM.1C-27J-1A manual). the bug and display is synchronized to the current air-
To minimize the clutter and potential confusion, 1 and craft altitude, rounded to the nearest 100 ft.
R are automatically removed with Weight-Off-Wheels.
BAROMETRIC PRESSURE SETTING
G METER (ACCELERATION METER)
Barometric pressure is set on the Reference Set/Warn-
An acceleration meter derives its data from the INU ing panel using the barometric reference select knob
and is displayed to the left of the HSI below the (Figure 1-86). The barometric pressure setting is dis-
Groundspeed display (GS). The current G reading is played as a cyan digital readout below the barometric
presented in a white box. The maximum positive G re- pressure label located below the altimeter scale and
corded is displayed in green numeric directly above referenced minimum altitude. The units are set in inch-
the G reading box, whereas the maximum negative G es or millibars as selected from the SAMU PFD menu.
recorded is displayed below the box.

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 FAM.1C-27J-1

Figure 1-120 Altimeter/vertical velocity indicator (VVI) (typical)

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FAM.1C-27J-1

A cyan label, "IN HG" for inches mercury or "MB" for An upper VVI readout and a lower VVI readout are pre-
millibars, is shown above the digital readout. sented to the nearest 100/FPM when the vertical ve-
The pilot and copilot barometric pressure settings are locity is in the range of 3000/FPM to 9900/FPM.
set independent from each other. The numeric 3.0 is displayed in green at the top and
bottom of the VVI scale. When the VVI tape becomes
fully elongated at 3000/FPM or greater, a white VVI
BAROMETRIC ALTITUDE REFERENCE MINIMUMS
box appears around the 3.0 readout which changes
(MIN)
from green to white. The box then becomes a digital
Barometric altitude reference minimums is set on the readout for all vertical velocities above 3000/FPM.
Reference Set/Warning panel using the altitude refer-
ence select knob (Figure 1-86). The altitude reference Horizontal Situation Indicator
MIN B/MIN R pushbutton caption must first be set to
MIN B. The barometric altitude reference minimums The HSI (Figure 1-121), located in the bottom center of
setting is displayed as a cyan digital readout below the the PFD format, displays information relating to:
cyan label “MIN”, located below the altimeter scale and
– Heading,
above the barometric pressure setting. A cyan baro-
metric altitude reference minimums line is also dis- – Ground Track,
played on the altitude scale.
The digital reference minimums and minimums line – Navigation source,
may be removed from the display by pressing the alti- – Navigation frequency,
tude reference select knob with altitude reference MIN
B/MIN R pushbutton caption set to MIN B. – Bearing to navigation source,
– Course and displacement off course,
RADAR ALTITUDE
– TCAS symbology.
Radar altitude is presented as a white boxed digital If heading data is invalid, the display shall be North-Up
readout below and to the left of the altimeter setting with the digital readout of heading or track as “XXX”.
with the label AGL. The compass card on the HSI displays heading and
It is a five digit box but leading zeros are not displayed. track information using INU data. The display is
marked every five degrees with a green tick mark and
RADAR ALTITUDE REFERENCE MINIMUMS every 30 degrees with green compass card numerals.
White fixed cardinal indices are also provided at 45 de-
Radar altitude reference minimums is set on the Ref- gree increments from current heading. As the com-
erence Set/Warning panel using altitude reference se- pass card rotates, the numeric labels remain upright
lect knob (Figure 1-86). The altitude reference MIN B/ with respect to the top of the display.
MIN R pushbutton caption must first be set to MIN R.
The radar altitude reference minimums setting is dis- The compass is always oriented to the aircraft head-
played as a cyan digital readout located below the ra- ing. Heading is read from a relationship between the
dar altitude box. compass card and a heading lubber line at the top of
the card.
A boxed digital aircraft heading readout is shown
Vertical Velocity Indicator
above the lubber line. Zero degrees shall be represent-
The VVI (Figure 1-120) is located immediately to the ed by a digital readout of 360 degrees. The compass
right of the FPDI and the left of the altimeter. It displays card rotates with aircraft heading up, while a magenta
rate of altitude change using data from the DADS. aircraft track marker is displayed which rotates about
Unlike the airspeed and altimeter scale, the VVI scale the outside of the compass card.
is fixed and will not be presented if the data is invalid.
The VVI scale contains green tick marks every 100/ The compass card heading reference can be set to
FPM between +1000 and -1000/FPM and every 500/ true, grid, or magnetic. Heading reference is selected
FPM between +1000 and +3000/FPM and -1000 and - on the PFD menu in the SAMU. A “T” for true heading
3000/FPM. The current velocity rate and direction is in- reference will be displayed to the right of the boxed dig-
dicated by a hollow white thermometer-type VVI tape ital aircraft heading readout. For magnetic heading ref-
that grows from the center of the scale, upwards for erence (default setting) no symbol is displayed. For
positive vertical velocity, and downwards for negative grid heading, a “G” is displayed.
values.

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 FAM.1C-27J-1

HEADING MARKER CDI NAVIGATION SOURCE

The heading marker for both the pilot and copilot HSIs Navigation source for the Course Deviation Indicator is
are set together with the HEADING selector knob on selected using the CDI SOURCE selector on the DA/
either the Pilot or Copilot Heading/Course select panel FD control panel (Figure 1-86). When using one of the
(Figure 1-86). INAV sources, the course pointer bar is driven by the
Rotation of the HEADING selector knob will slew a INAV and display the steer to waypoint along with the
cyan heading marker, located on the outside of the Nav source ident. When any other navigation source is
compass card, to the desired heading on both pilot and selected, the course pointer bar is set with the
copilot HSI displays. COURSE selector knob on either the pilot or copilot
The heading marker will rotate with the compass card Heading/Course select panel.
once a desired heading is selected. The heading mark- Once selected, the navigation source identifier and fre-
er can be synchronized to the current aircraft heading quency is displayed in green in a box at the lower left
by pressing the HEADING knob. A heading marker of the HSI. Selected course (CRS) and range (DIST) to
digital readout is displayed to the left of the boxed dig- the selected navigation source are also displayed. If
ital aircraft heading readout. selected navigation source is INAV, the course label
CRS will be displayed in green with the digital course
readout displayed in white. Otherwise both course la-
COURSE DEVIATION INDICATOR (CDI)
bel and readout will be displayed in cyan. The range la-
A desired course can be set on the HSI with the bel DIST will be displayed in green with the digital
COURSE selector knob on Heading/Course select range readout displayed in white. If a CDI navigation
panel (Figure 1-86). Pilot and copilot course indicators source is not selected, the course elements are re-
are set independently. moved from the display.
Rotation of the COURSE selector knob will slew the
course pointer bar on the HSI to the desired course. BEARING POINTERS
The course pointer bar will rotate with the compass
card once a desired course is selected. The CDI nee- There are three bearing pointers available on the HSI
dle shows displacement of the aircraft to the left or right of which two are numbered 1 and 2, and the other is
of the selected course, represented by the course unnumbered but distinguished by a small white trian-
pointer bar. gle beneath the lubber line. The bearing pointer heads
As the aircraft is steered to intercept or align on the de- numbered 1 and 2 each have a tail depicted on the
sired course, the CDI will move toward alignment with compass rose opposite its respective head, and rotate
the course pointer bar. along the outside. They indicate the bearing in degrees
When the CDI needle is centered over the CDI aircraft to the selected navigation source for up to two integrat-
symbol and in line with the course pointer bar, the air- ed navigation solutions. Additionally bearing pointer 1
craft is on the desired course. The course pointer bar shall support V/UHF DF sources. When tuned to a val-
can be synchronized to the current aircraft heading by id navigation aid, the appropriate pointer is displayed
pressing the COURSE knob. both on the compass rose and in icon form on the low-
er right side of the PFD. If the signal for the selected
station is lost, the pointer will rotate clockwise at an an-
TO-FROM INDICATOR
gular rate of 40 degrees per second. If the bearing
The To-From indicator is a triangular shaped symbol, pointer is not selected, the pointer is not displayed.
which rotates with the course pointer bar and indicates Bearing pointer No. 3 (unnumbered bearing pointer)
whether the selected course takes the aircraft towards, moves within the compass card and points to the se-
or away from, the navigation aid. lected CDI navigation source. The pointer is removed
when an ILS frequency is selected for the source or
there is no source selected.
CDI DISPLACEMENT DOTS

There are two CDI displacement dots on each side of BEARING POINTER ICONS
the CDI aircraft symbol. These dots are provided to
represent how far the aircraft is deviating from the se- The bearing pointer icons and associated alphanumer-
lected course. The displacement of each dot depends ic information are displayed to the lower right of the
on the selected navigational mode. HSI in white. Navigation stations may be tuned from
the CNI-MU (ICDU) or from the CNRP, and the point-
ers are assigned various sources from the NAV SE-
LECT menu in the SAMU.

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FAM.1C-27J-1

Figure 1-121 Horizontal situation indicator and navigation aids (typical)

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 FAM.1C-27J-1

If no source is selected for a pointer, it is not displayed. COMBINED STANDBY FLIGHT

Selected radio or NAV solution identifier, the frequency
or channel, station identifier and distance to station are INSTRUMENT
presented below the pointer icon with the number 1
pointer to the left of the number 2 pointer.
GENERAL
The location, content, and format are similar to the
navigation display. If the navigational aid has been se- The Combined Standby Flight Instrument (Figure 1-
lected by designating the frequency rather than the 122) is used as a backup to the CMDU PFD when they
identifier, only the frequency will be displayed. There are unavailable due to multiple system or electrical fail-
are no NAVAID 3 letter identifiers. ures. The Combined Standby Flight Instrument is a
self-contained solid state instrument that uses a color
active matrix liquid crystal display to provide a visual
ZENITH AND NADIR SYMBOLS display of attitude (pitch and roll), and slip/skid infor-
mation computed from an internal three-axis inertial
At the ± 90 degree pitch points, the normal flight path
sensor cluster. Air data information for baro corrected
indices are not presented. At + 90 degrees a Zenith
altitude, indicated airspeed, mach number and VMO
symbol points to the nearest horizon, whereas at - 90
degrees a Nadir symbol serves the same purpose. are provided by standby ADC module connected to
The space above the Zenith symbol continues with dedicated pitot and static sensors. Magnetic Heading
light blue, and that below the Nadir continues in brown is provided by a three axis solid state Magnetometer
with no index marks displayed. At ± 90 degrees, the module.
entire scale rotates 180 degrees (about either the Ze- In addition a Detectable Configuration Module retains
nith or Nadir) so that, as the aircraft passes through software and hardware configuration information for
± 90 degrees, the scale continues to function. specific aircraft in a factory programmed non volatile
memory.
A bezel mounted light sensor provides automatic dis-
TIMEKEEPING FUNCTIONS play dimming capability, with manual offset control
achieved through the menu mode.
Timekeeping functions (Figure 1-121) are displayed on The instrument is powered by 28 V dc EMER BUS
the PFD to the left of the HSI and comprise a clock dis- (PP3A) via the STBY INSTR circuit breaker.
play and stopwatch display. The clock provides a dis- The Combined Standby Flight Instrument receives 5 V
play of current time in the format of hours, minutes, and dc lighting from the BAU Type 1.
seconds. The pilot and copilot timekeeping functions The magnetometer is powered by 28 V dc EMER BUS
operate independently of each other. The stopwatch (PP3A) via the MAGNETOMETER circuit breaker.
display format is identical. The elapsed time/stopwatch The Inclinometer is a self-contained instrument and re-
function is controlled by stopwatch buttons on the pilot quires no power.
and copilot control wheels, which activate the time- The instrument can also be used as a cross-reference
keeping function simultaneously on the CMDU PFD to the primary PFD on any of the five CMDUs.
and the NAV-radar display.

CONTROLS, INDICATORS AND DISPLAYS

CMDU TRAFFIC ALERT AND COLLISION The Combined Standby Flight Instrument is located on
AVOIDANCE SYSTEM (TCAS) DISPLAY DATA
the pilot main instrument panel.
The CMDU PFD presents TCAS information in three
areas. TCAS modes and messages are presented in
Combined Standby Airspeed, Altitude, Magnetic
the space to the right of the HSI. Up to five TCAS Traf- Heading and Attitude Indicator
fic Advisories (TA) and Resolution Advisories (RA) tar-
gets are presented in a horizontal plan view within the The attitude sensors are embedded within the Com-
HSI. These TCAS symbols take precedence over any bined Standby Flight Instrument (pitch and roll).
other HSI symbology and overwrite any conflicting Differential air pressure from the standby pitot static
symbols. In the plan view, the outer circle of the HSI system to the standby air data computer determines
represents 6 NM. A dashed circle representing 2 NM is airspeed, and barometric corrected altitude.
also presented on the HSI whenever a traffic advisory The interface to the Combined Standby Flight Instru-
or resolution advisories is present. ment is an ARINC 429 digital communication bus.
TCAS vertical resolution guidance is presented to the Magnetic heading signal sources are from the remote
left of the VVI scale (Figure 1-120 and Figure 1-121). mounted magnetometer which is connected through
RS-422.

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FAM.1C-27J-1

Figure 1-122 Combined standby flight instrument and inclinometer

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 FAM.1C-27J-1

Airspeed (IAS) is displayed in a window, with rolling Inclinometer

digits on a vertical tape with the IAS airspeed range
from 30 to 350 knots. Two inclinometers (Figure 1-122) display aircraft slip or
Mach readout is displayed in a window positioned at skid information. One inclinometer is located at the top
the top of the IAS vertical tape with the Mach range of CMDU No. 1 and the other is located at the top of
from 0.41 to 0.99 mach. CMDU No. 5.
Altitude is displayed in a window, with rolling digits and When a turn is coordinated (no slip or skid), the incli-
on a vertical tape with an altitude range from -1000 to nometer ball is centered in the glass tube. If the aircraft
55000 feet. is sliding to the inside of the turn (slip), the ball is off
The barometric setting is controlled by a BARO set center in the direction of the low wing. If the aircraft is
knob located on the face of the instrument, which is sliding to the outside of a turn (skid), the ball is off cen-
used to vary the barometric setting on the indicator. ter in the direction of the high wing. In the case of level
Barometric pressure can be displayed in both inches of asymmetry during one engine inoperative condition,
mercury and millibars. Pressing the BARO set knob the ball will move toward the operating engine.
with no menu displayed will set the BARO reference to
29.92 in hg or 1013 mb depending on the units dis-
played. When this action is performed, the BARO set-
COMBINED STANDBY FLIGHT INSTRUMENT
ACAWS MESSAGES
ting window will display "STD".
ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
Combined Standby Flight Instrument Menu The following table lists the ACAWS messages and the
Controls
message urgency level.
The pilots can access to the menu functions of the
Combined Standby Flight Instrument by pressing the ADVISORY
M key on the bottom center of the instrument bezel. STBY INST FAULT
The menu selections and functions are the follows: STBY INST NO COMM

FAST ERECT

This function is similar to a CAGE operation on an STALL WARNING SYSTEM (SWS)

electromechanical attitude indicator. Press the BARO
setting knob to initiate.
GENERAL

NOTE The SWS warns the crew the aircraft is approaching its
stall angle of attack. The system consists of software
The aircraft should be in straight and level that resides in both mission computers as well as the
unaccelerated flight when this function is dual AOA vanes that measure the local angle of attack.
selected. The SWS uses angle of attack and aircraft configura-
tion signals (flap setting, thrust coefficient) to deter-
mine when to activate the stall warning.
BARO TYPE

Selects barometric reference in either inches of mercu-

ry or millibars. Rotate BARO setting knob to choose SAMU CONTROLS
the desired units and press the BARO setting knob to The SAMU provides the pilots with an interface for ma-
select. nipulation of the SWS. The SAMU pages are mirrored
by the mission computer so that a selection on one of
SET BRIGHTNESS OFFSET the units is shown on both units.
Pressing the GCAS hard-key on the SAMU brings up
Brightness of the Combined Standby Flight Instrument the GCAS/STALL menu (Figure 1-101). The right half
display is controlled automatically based on ambient of the GCAS/STALL menu contains the SWS control
lighting conditions. This function allows the crew to selections while the bottom displays SWS related pa-
control the local brightness of the Combined Standby rameters. Selected options will be highlighted.
Flight Instrument. Rotate BARO setting knob to
choose the desired local brightness level and press the
BARO setting knob to select.

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FAM.1C-27J-1

STALL Menu ICS Aural Alert

Audible annunciation of stall warning occurs through
STALL WARN ON/OFF the Intercommunication System (ICS). When a stall
warning is triggered by the SWS, a message is sent to
Pressing the soft-key toggles the SWS ON or OFF. De-
the ICS defining the aural alert. The definition includes
fault selection is ON. The OFF selection inhibits the
the voice message STALL as well as the priority of the
system from displaying situational awareness and pro-
message. The STALL message can not be hushed.
ducing alert, visual and tactile stall warnings.
The ACAWS displays “SWS OFF” Caution message.
However, it will not disable the AOA vanes, the compu- Ice Protection
tation of the vane values, or the diagnostics computa-
tions that are a part of the SWS. This SAMU selection On the ICE PROTECTION control panel the Wing and
can also be used to turn the SWS back on after a SWS Tail (set in SLOW or FAST position) or PROPELLER
FAIL OFF condition causes the SWS to turn off. ICE PROT 1 or 2 (set in ON position) selection allows
When the crew selects STALL WARN ON to turn the the Mission Computers to access a modified set of
system back on, the ACAWS “SWS FAIL OFF” Caution SWS data tables. Different curves and tables are used
message will be cleared. for the calculation of maximum lift coefficient, trimmed
lift coefficient, and stall warning AOA when the aircraft
is under icing conditions.
STALL TEST When PROPELLER ICE PROT 1 or 2 is set to AUTO
position and ice is detected, the mission computer
Selecting STALL TEST will activate the stick shaker for
commands propeller de-ice "on"; but does not access
5 seconds and initiate the and visual alerts of “STALL”.
to a modified set of SWS data tables.
STALL WARN ON/OFF must be selected to ON. The
STALL TEST legend will remain highlighted for the du-
ration of the system test. Stick Shaker
The Stall Test can only be activated when weight on
wheels is true and both PLAs are less than 30.4 de- The stick shakers consist of off-balanced motors
grees. The Stall Test will be aborted if weight on wheels mounted on the control columns, one for the pilot and
is false or one or both PLAs are greater than 30.4 de- one for the copilot. When actuated, the motors vibrate
grees. the control columns to provide awareness to the flight
crew that corrective action needs to be taken to avoid
a stall. When a stall warning is triggered by the SWS,
DATA BLOCK SECTION the stick shakers are activated through the BIUs via an
energize relay.
This data block provides Angle of Attack (AOA) in de-
The pilot stick shaker is activated through BIU #1 and
grees, Side Slip Angle (BETA) in degrees, Flap Posi-
the copilot stick shaker through BIU #2. The motors will
tion (FLAPS) in percent of full down, and Thrust
shake the control columns for the duration of the is-
Coefficient (TC).
sued stall warning.
The stick shaker is supplied by 28 V dc EMER BUS
(PP3B) via the (STICK SHAKER) LH CONTR and IND
INDICATORS AND DISPLAYS
circuit breakers and by 28 V dc ESSEN BUS (PP4B)
via the STICK SHAKER RH CONTR circuit breaker.
CMDU PFD Visual Alert
The CMDU PFD is used to display messages and indi- Stick Shaker Kill Switches
cations related to the SWS. A red striped area at the
bottom of the airspeed tape (Figure 1-119) is displayed Stick shaker kill switches are located on the FCS 1
to indicate the stall warning speed. The PFD also dis- control panel located on the center console (Figure 1-
plays the ACAWS (STALL) Special Alert message 38).There are two guarded STICK SHAKER switches
(Figure 1-118). on this panel, one labeled PILOT and one labeled CO-
PILOT. The switches default to ON during aircraft pow-
er up and can be switched OFF to disable the
associated stick shaker motor. These switches enable
the crew to open/close the power circuit to the stick
shakers motors and are provided for the case of a mal-
functioning shaker motor. Switching either of the stick
shakers to OFF will not disable the rest of the SWS.

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 FAM.1C-27J-1

SWS ACAWS MESSAGES One RMM is used to record aircraft fault and perfor-
mance data during flight. The second card can be used
ACAWS messages, conditions, and crew action for a to up-load mission planning data. Both cards interface
specific message is listed in Section III of this manual. with ground support systems.
The following table lists the ACAWS messages and the Each card contains 48 megabytes of non-volatile, flash
message urgency level. memory. The DTU can be commanded to erase both
SPECIAL ALERT cards under the direction of the flight crew.

STALL (Voice)
Mission Data Cartridge (MDC)
CAUTION
Provides pre-recorded data to the DS-DTS for transfer
SWS FAIL
SWS FAIL OFF to the aircraft CNI-SPs via the Right Display Bus. The
SWS OFF data includes for example, information about route and
custom waypoints, take-off and landing data, radio fre-
ADVISORY
quencies and Computed Air Release Points (CARP).
CP STICK SHAKER OFF

P STICK SHAKER OFF Maintenance RMM

Records aircraft fault and performance data via the
Right Display Bus for subsequent transfer to the
DUAL SLOT-DATA TRANSFER Ground Maintenance System.
The recorded information includes, for example, equip-
SYSTEM (DS-DTS) ment failures and recoveries, ACAWS messages, en-
gine data, acceleration information for fatigue analysis
and other subsystem test points. This data is used for
GENERAL further fault isolation and analysis after flight.
To ensure correct RMM insertion, the PCMCIA has a
The DS-DTU is located in the copilot side console (Fig-
key slot, which aligns the card into the DTU housing.
ure 1-7). It is a solid-state digital recorder used to
Either card can be inserted into either DTU slot. By vir-
record aircraft fault and maintenance data and also to
tue of the header file, the mission computer knows
load mission planning data to the Flight Management
which card is for maintenance recording and which
System (FMS) resident within the CNI-MS. Recorded
card contains mission data for transfer to the CNI-SPs.
data is stored on one of two Removable Memory Mod-
The system performs an automatic and continuous BIT
ules (RMM) installed in the DS-DTU. The recorded
during operation and can perform an externally initiat-
flight data consist of equipment failures, equipment re-
ed BIT via the 1553B bus interface as directed by the
coveries, cautions, warnings, crew responses and oth-
operator.
er pertinent aircraft parameter information.
The RMM is used to transfer the data from the aircraft
to the Ground Maintenance System (GMS) for mainte-
CONTROLS, INDICATORS AND DISPLAYS
nance analysis. A second, separate memory module
called the Mission Data Cartridge (MDC) is used to
transfer preflight mission planning data from the DTU Panel
ground to the aircraft.
The DTU panel located on the front of the DS-DTS has
a door that, when opened, reveals the two card slots.
There are buttons used to eject the inserted card from
SYSTEM DESCRIPTION
the DTU slot and a BIT initiate switch.
The DS-DTS is a ruggedized, aircraft-mounted, Per-
sonal Computer Memory Card International Associa-
tion (PCMCIA) drive that serves as a complete data
CNI-MU (ICDU) Controls
transfer system. The DTU consists of control electron- The CNI-MU (ICDU) has three menu pages that con-
ics, data buffer, Mil-Std-1553B data bus interface elec- trol DS-DTS operation (Refer to the FAM.1C-27J-1A
tronics and a power supply. manual):
The DS-DTS is powered by 28 V dc BUS 2 (PP2) via
the DS/DTS circuit breaker. – POWER UP menu page is used to branch to the
The DTU can accept two Type II PCMCIA removable DATA TRANSFER page by selection of DATA
memory cards. XFR.

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FAM.1C-27J-1

– DATA TRANSFER menu page is used by the oper- DS-DTS ACAWS MESSAGES
ator to select specific or all mission flight data for
up-load to the CNI-SPs via the mission computer. ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
– ZEROIZE menu page is used to erase all data from The following table lists the ACAWS messages and the
the mission and maintenance RMM and to inhibit message urgency level.
recording of compromising maintenance data to
the maintenance RMM. When DTM is selected on ADVISORY
the zeroize menu all data on the mission RMM is DSDTS CARD INVALID
erased first, then all data on the maintenance RMM DSDTS DOOR OPEN
is erased second. All data on the RMMs including DSDTS FAIL
formatting is erased. DTC SAME

MAINT DTC FULL

MAINT DTC 90%
FUNCTIONAL DESCRIPTION MAINT DTC NOT INSTLD

MISSION DTC NOT INSTLD

Data Collection and Recording
The electronic control and 1553B portions of the DS-
DTS interface with the mission computer to obtain con-
trol commands. COCKPIT VOICE RECORDER (CVR)
These commands instruct the DTU to record certain
data, to transfer certain data, to initiate and report self-
testing information and to erase the contents of the in-
GENERAL
stalled cards. The CVR is a digital audio recorder located in the over-
During flight and under control of the mission comput- head of the aft cargo compartment. It records pilot and
ers, information recorded to the maintenance RMM copilot headset and microphone audio, and ambient
consists of equipment failures and recoveries, cau- audio from the cockpit area. It also records time stamp
tions, warnings and crew responses, engine data information from the Digital Flight Data Recorder
(used in health and trend analysis), flight identifiers, (DFDR) for time synchronization.
flight profile parameters and subsystem test points to The CVR is powered by 28 V dc BUS 1 (PP1A) via the
determine in flight voltages, temperatures, pressures, VOICE REC circuit breaker.
etc. After flight, this data is used to perform in depth
failure isolation analysis by the Ground Maintenance
AUDIO/DATA Channel Recording
System. With the exception of the engine data, all oth-
er aircraft performance data is written to the mainte- The CVR makes a solid state, digital recording of the
nance RMM in real time. Only when the engine is shut following:
down or system power is commanded off will each en-
gine NIU down-load a prescribed data set to the DS- – Copilot audio (channel 2) from the copilot MHIU
DTS. This down-load may take up to 12 seconds. microphone and headset,
– Pilot audio (channel 3) from the pilot MHIU micro-
Data Up-Loading phone and headset,

The MDC can be used to transfer preplanned mission – Cockpit area audio (channel 4) from the CVR cock-
route and flight information to the CNI-SPs (via the pit area microphone,
MCs). The mission computer accesses and transfers – Time stamp data (channel 1) from the DFDR.
the mission planning data under flight crew control.
The information to be loaded is selected by the DATA The CVR records channels 2, 3, and 4 in a high quality
XFR menu page of the CNI-MU (ICDU). It may take be- mode for 30 minutes. It also records a standard data
tween 3 and 4 minutes to fully transfer mission plan- stream combining all channels for 120 minutes.
ning data from the MDC to the CNI-SPs. Copilot channel 2 and pilot channel 3 audio data is re-
corded via the MHIU from the headset microphones
and earphones. Audio from the pilot and copilot micro-
phones is passed through the MHIUs and is recorded
continuously by the CVR.

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 FAM.1C-27J-1

In addition, when the pilot or copilot makes a radio or DIGITAL FLIGHT DATA RECORDER
intercommunication system transmission with the
press-to-talk microphone switch, VOX or hot mike, the (DFDR)
MHIU receives the audio, amplifies it and sends it to
the CVR for recording.
Copilot and pilot headset earphone audio is also re- GENERAL
corded via the MHIU. CVR channel 4 records audio The DFDR records and stores crash protected aircraft
from the area microphone. The area microphone is a status and system performance data for use in acci-
non-directional high fidelity microphone in the cockpit, dent and incident investigations. The DFDR records at
to continuously sense ambient cockpit audio. least the last 25 hours of aircraft flight related perfor-
The CVR preamplifier provides power to the area mi- mance data.
crophone and amplifies the audio sensed by the micro- The recorder is located in the aft cargo compartment
phone. CVR channel 1 records a time reference stamp on the right side of the aircraft. Inputs to the recorder
from the DFDR to synchronize the audio recordings are prepared and sent by the aircraft mission comput-
with the DFDR parameter recordings. ers via the Right Display Bus.

Locator Beacon The DFDR system is powered by 28 V dc BUS 1 (PP1)

via the FDR circuit breaker.
An Underwater Locator Beacon (ULB) is attached to
the recorder assembly. When submerged in either
fresh or salt water, the battery-powered transmitter DATA RECORDING
transmits an active pinging signal.
The low frequency (37.5 Khz) beacon signal, with an The DFDR operates automatically whenever the air-
underwater range of 12000 feet, will transmit for ap- craft is powered. The DFDR system does not affect the
proximately 30 days. aircraft systems being monitored. Upon application of
power to the system with the mission computer opera-
tional, the DFDR will begin to record data from the air-
System Status and Monitoring craft systems, which are designated to report status
The mission computer upon CVR power-up initiates an and parameter information.
initial CVR BIT check. After power-up, circuitry in the The DFDR will continue to record for a minimum of 25
CVR provides continuous operational BIT. A fault oc- hours. When the DFDR has reached maximum mem-
curs if memory errors, corresponding to more than 5 ory capacity, it will begin to record on top of existing da-
seconds per half-hour of recorded data, are detected. ta. Data that is desired for extraction must be removed
A fault is reported to the Mission Computer via the Bus prior to 25 hours to avoid being overwritten.
BAU Type 2, Number 2, and an ACAWS Advisory mes-
sage “CVR FAIL” is displayed on CMDU. Data Recording Parameters
The DFDR records data from aircraft flight avionics,
CVR ACAWS MESSAGES engines, propellers, hydraulics, flight controls, landing
gear, and auxiliary sources. All parameters except ac-
ACAWS messages, conditions, and crew action for a
celeration, rudder position, aileron position, and eleva-
specific message is listed in Section III of this manual.
tor position are measured and reported to the mission
The following table lists the ACAWS messages and the
computers by the individual aircraft systems.
message urgency level.
Acceleration is measured by a dedicated tri-axis accel-
ADVISORY erometer mounted in close proximity of the aircraft
center of gravity. The rudder, aileron, and elevator po-
CVR FAIL sitions are measured by transducers mechanically
connected to the individual flight control surfaces and
reported by interfacing with BAUs.

Time Stamp
The DFDR provides a time synchronization signal for
recording on the CVR. The signal is transmitted at
least once every four seconds.

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FAM.1C-27J-1

Acoustic Beacon ELT Panel

The DFDR has an under water acoustic beacon that The ELT Panel, located on the front overhead control
transmits on 37.5 kHz in the event the DFDR is located panel, controls the ELT system. The ELT switch has
in water. It is mounted on the DFDR front panel. The two positions, ON and ARM, and is guarded by a cover
battery for powering the beacon has a lifetime of ap- that holds the switch in ARM position.
proximately 6 years and can be replaced when neces- The ON position tests the ELT by broadcasting multi-
sary during normal routine maintenance. frequency beacon signals.
The ARM position arms the ELT system for automatic
activation during a sensed crash.
System Status and Monitoring
The DFDR has an internal continuous BIT capability Crash Signal Transmission
consisting of power fault status BIT and internal fault/
PWA circuit card status BIT. The tri-axis accelerometer The ELT system is armed when the ELT switch is in the
has no internal BIT except for excitation voltage moni- ARM position, which is the normal switch position.
toring associated with the BAU Type II Number 2. A With the ELT armed, the crash activation sensor acti-
system fault is indicated by an ACAWS message dis- vates the ELT transmitter and buzzer when there is
played on the CMDU. sensed impact of 12 g's or greater. The ELT transmits
an output of approximately five watts on the 406.025
MHz frequency and 75 mW on the dedicated emergen-
DFDR ACAWS MESSAGES cy frequencies, 121.5 and 243.0 MHz through the ELT
antenna.
ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
Upon activation, the transmitter and antenna transmit
The following table lists the ACAWS messages and the
a standard swept tone on 121.5 MHz and 243.0 MHz.
message urgency level.
The 121.5 and 243.0 MHz transmissions continue for
ADVISORY about 50-72 hours depending on the status of battery
pack power.
DFDR FAIL
The transmissions provide a means to home in on the
ELT location. For the first 15 seconds after activation,
the transmitter also transmits a satellite frequency sig-
EMERGENCY LOCATOR nal on 406.025 MHz.
TRANSMITTER (ELT) After the initial 15 seconds, at 50-second intervals, the
transmitter sends an encoded digital message on
406.025 MHz for 520 milliseconds to a satellite based
GENERAL monitoring system.

The ELT transmits a distinctive signal to locate the air- This transmission gives the serial number of the trans-
craft in the event of an emergency or forced landing. It mitter, the country code, and the manufacturer. From
can be manually activated or automatically activated this information, an international database can provide
during a crash and broadcasts multiple-frequency sig- information about the aircraft operator. The 406.025
nals, including encoded digital identification sent to MHz broadcast can also be used to compute the geo-
satellites. graphic location of the ELT. The transmission is re-
The mission computer monitors the position of the ELT layed by satellite to ground local user (LOC) stations,
panel ON/ARM switch (Figure 1-123) via the BAU which translate the signals into geographic coordi-
Type 1. If the ELT switch is in the ON position, the mis- nates. The 406.025 MHz transmitter operates for 24
sion computer commands the ELT via BAU Type II hours and then shuts down.
Number 2 to conduct a self-test.
If the ELT switch is in the ARM position, the mission
computer commands the ELT via BAU Type II Number System Status and Monitoring
2 to discontinue the ELT self-test and arm the ELT. The ELT system is tested when the ELT switch is in the
The ELT system is powered by 28 V dc BUS 2 (PP4B) ON position. The ELT transmits a multi-frequency bea-
via the STICK SHAKER RH CONTR circuit breaker. con signal and conducts a self-test. The status of the
self-test is sent to the mission computer, which dis-
plays the results of the test, by ACAWS message.

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 FAM.1C-27J-1

Figure 1-123 Emergency locating transmitter system

1-375
FAM.1C-27J-1

The test transmission is the same transmission broad-

cast during normal ELT operation. A successful test is
indicated by three transmission sweeps which can be
heard if the ELT frequency is monitored, the display of
the “ELT TRANSMITTING” ACAWS Advisory mes-
sage, and sounding of the ELT buzzer which is located
in the upper aft fuselage area. During a successful test,
the ELT transmission and buzzer sound will continue
as long as the test is selected. An ACAWS message
and the absence of the buzzer sound indicate an un-
successful test.

ELT ACAWS MESSAGES

ACAWS messages, conditions, and crew action for a
specific message is listed in Section III of this manual.
The following table lists the ACAWS messages and the
message urgency level.

ADVISORY

ELT FAIL
ELT TRANSMITTING

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 FAM.1C-27J-1

Section II

NORMAL PROCEDURES

Contents page FLIGHT LIMITATIONS

FLIGHT PREPARATION ..................................... 2-1 For all information concerning the operating limita-
PREFLIGHT CHECKLIST .................................... 2-2 tions of the aircraft, see Section V "Operating Limita-
PRELIMINARY COCKPIT PREPARATION tions" of this manual.
(No External Power Source available) ............... 2-17
PRELIMINARY COCKPIT PREPARATION
(DC External Power Source available) .............. 2-21 MISSION PLANNING
PRELIMINARY COCKPIT PREPARATION To determine the data necessary for the mission, see
(AC External Power Source available) ............... 2-24 FAM.1C-27J-1-1 “Performance Data Manual”.
AVIONICS START UP ....................................... 2-29
STARTING APU (If APU is not running) ............ 2-31
COCKPIT PREPARATION ................................ 2-32 TAKE-OFF AND LANDING DATA CARD
BEFORE STARTING ENGINES ........................ 2-38
STARTING ENGINES ........................................ 2-40 Take-off and landing data (TOLD) card is provided in
BEFORE TAXI ................................................... 2-44 the Pilot's Checklist. The pilot will ensure that a TOLD
TAXI ................................................................... 2-47 card has been completed prior to take-off and landing.
BEFORE TAKE-OFF ......................................... 2-52 Take-off and landing data may be obtained from the
LINE UP ............................................................. 2-54 take-off and landing data computations performance
TAKE-OFF ......................................................... 2-55 chart in FAM.1C-27J-1-1 manual.
AFTER TAKE-OFF ............................................ 2-57
CLIMB ................................................................ 2-58
CRUISE ............................................................. 2-59 WEIGHT AND BALANCE
RAMP AND CARGO DOOR OPERATION ........ 2-60
Check that weight and balance of the aircraft are
DESCENT .......................................................... 2-61
within limits indicated in Section V "Operating Limita-
BEFORE LANDING ........................................... 2-62
tions" of this manual.
LANDING ........................................................... 2-63
AFTER LANDING .............................................. 2-68
ENGINES SHUTDOWN ..................................... 2-70 CHECKLIST
BEFORE LEAVING THE COCKPIT .................. 2-72
This Manual contains the amplified checklist. The
reduced checklist is issued as a separate technical
publication called Pilot's Checklist. The pilot is respon-
FLIGHT PREPARATION sible for the correct use of the checklist and must
assure that it is used for direct reference during
ground and flight operation, except during take-off,
CREW climb, landing or in critical emergency conditions for
which the operations must have been previously
The minimum crew consists of two pilots whenever memorized. Visual checks that have to be performed
the mission does not specifically require other person- before the flight are:
nel on board. One or more additional members, – Before exterior inspection.
depending on the mission, can be added.
– Exterior inspection.
– Cargo compartment inspection.

2-1
FAM.1C-27J-1

The pilot is responsible for the accomplishment of the THRU-FLIGHT OPERATION

visual checks even though they are delegated by the
pilot to another crew member. All other checks in the When the aircraft is flown for more than one sortie
flight compartment must be performed as follows: during the day and no maintenance or servicing is
required, no preflight checks are required after the
• The copilot reads aloud the item in the left column first flight of the day.
of the checklist and the response listed in the center When maintenance or servicing is required, only
column is given by the crew member indicated in those items or systems affected need be checked
the right column only after having checked the con- prior to the next flight.
figuration of the item. The checklist has been designed so that for thru-flight
• When more than one crew member must perform operation the flight crew may begin with the prelimi-
the same check, only the first member provides the nary cockpit preparation checklist to assure safe oper-
center column response. Each other member re- ations.
sponses only with his position (e.g. “Loadmaster“).
• Checks indicated by quotation marks around the
item shall require a verbal response of the item ENTERING THE AIRCRAFT
quoted.
Enter the aircraft through the crew entrance door or
• A slash (/) line is used to indicate that either listed through the ramp.
crew member has to respond to a procedure; a
comma indicates that all listed members have to re-
spond. WARNING
• Checks indicated by a circle around the item num-
ber shall be performed by the copilot, after permis-
When opening the crew entrance door
sion has been given by the pilot.
from inside, use the hand lanyard to
When applicable, the following abbreviations have restrain the door.
been used: P (Pilot), CP (Copilot), PF (Pilot Flying),
PNF (Pilot Not Flying), OBS (Observer), LM (Load-
master) and GC (Ground Crew).
Crew responses listed as PF or PNF, will answer with PREFLIGHT CHECKLIST
actual crew position.
The pilot will wait for the confirmation that each series The pilot must enter the flight compartment and verify
of checks has been completed before proceeding to on the relevant documentation the technical status of
the following one. the aircraft. He must ascertain that the fuel, oil and
oxygen have been replenished as required for the
Task Sharing mission.

The Pilot "P" is the crew member seated in the left The scanning sequence (Figure 2-1 and Figure 2-2)
seat, the Copilot "CP" is the crew member seated in will be used as a guideline by crew member on exte-
the right seat. rior and interior inspection.
Beside standardization, this scan sequence enables
Normal procedures contained in this manual, assigns the flight crew to:
crew duties according to the seat position P/CP when
aircraft is on ground and to PF/PNF when aircraft is in
• more readily memorize the required items;
flight. • ensure that all necessary actions have been per-
formed in the most efficient way;
The “Avionic Start Up” and the “Cockpit Preparation” • minimize the time required.
are performed according to the P/CP task sharing and
scanning sequence concepts for systems tests and
checks; according to the PF/PNF concepts for CNI- NOTE
MU (ICDU), SAMU, CNRP, route insertion and navi- Operation that are marked by (+) star
gation settings. does not need to be performed when a
“Daily Inspection” has been previously
accomplished by maintenance in accor-
dance with FAM.1C-27J-6 “Inspection
Requirements”.

2-2
 FAM.1C-27J-1

BEFORE EXTERIOR INSPECTION

1. Aircraft attitude – Normal condition

2. Wheel chocks – In place
3. A.C./D.C. external power – Connect (if necessary)
4. Nose gear safety pin installed – Checked
5. Main landing gear safety pins installed – Checked
6. Air intake plugs:
– Right engine – Removed
– Conditioning system – Removed
– Left engine – Removed
– APU (ventilation and oil cooler inlets) – Removed
7. Pitot Covers – Removed
8. Total Air Temperature (TAT) sensor covers – Removed
9. Electronic Ice Detector (EID) probe cover – Removed

A. In Flight Compartment

Carry out a flight compartment inspection, following the panels scan

sequence shown in Figure 2-1.
1. Batteries connected (underfloor fwd cargo compartment) – Checked

NOTE
Depending on light condition, illuminate the two white
dome lights in the flight compartment and the white dome
light located above the entrance door in cargo compart-
ment for two minutes by the ENTRANCE pushbutton on
the CARGO LIGHTING panel, left side of crew entrance
door.

2. ENTRANCE pushbutton – Press (if necessary)

+ 3. Emergency portable light – In place
+ 4. Log book and relevant documentation – Check
– Aircraft conditions – Check
– Fuel, oil and oxygen replenishment – As required
5. Fire extinguisher bottle (flight compartment) – Secure, check pressure
6. Observer's smoke goggles – In place
7. Observer's headset – In place and properly connected
8. Observer's OXYGEN REGULATOR:
– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
– Pressure – >/= 70 psig
9. Observer's quick-don oxygen mask – In place and properly connected

2-3
FAM.1C-27J-1

Figure 2-1 Flight compartment panels scan sequence

2-4
 FAM.1C-27J-1

10. Circuit breakers (panels) – IN

NOTE
• If the passenger oxygen LH and RH converters are not
installed, check the correct condition (open and
clipped) of the circuit breakers OXY LOW QTY PAX -
LH and RH (Overhead CB panel E 10 and E 9).

• Check the correct condition (open and clipped) of the

circuit breaker REFUEL DEFUEL 1 (Rear Mid CB pan-
el S 16)
11. First aid kit – In place
12. Forward overhead escape hatch, closed, locking pin – Checked
removed and aircraft evacuation line stowed
+ 13. Emergency portable light – In place
+ 14. LIFERAFT handle IN and safetied – Checked
15. Pilot portable oxygen bottle in place and charged – Checked
16. Pilot utility light – In place
17. Pilot sun visor – Stowed laterally
NOTE
If the sun visor is not stowed correctly, deploy and
remove it from the rod. Stow and fasten the sun vi-
sor, always deployed, laterally on the same rod.

18. Rain repellent bottle (pilot) installed and charged – Check

19. Pilot's seat – General condition
20. Copilot's seat – General condition
21. Rain repellent bottle (copilot) installed and charged – Checked
22. Copilot utility light – In place
23. Copilot sun visor – Stowed laterally

NOTE
If the sun visor is not stowed correctly, deploy and
remove it from the rod. Stow and fasten the sun vi-
sor, always deployed, laterally on the same rod.

24. Copilot portable oxygen bottle in place and charged – Checked

1. Left Console

25. Pilot's ICS CONTROL panel:

– Function select switch – As required
– Transmit select switch – As required
26. Pilot's transmission selector switch (BACKUP ICS panel) – NORM
27. Pilot's headset – In place and properly connected
28. Pilot's quick-don oxygen mask – In place and properly connected
29. NOSE WHEEL STEER switch – OFF
30. Pilot's smoke goggles – In place

2-5
FAM.1C-27J-1

2. Left Main Instrument Panel

31. Pilot's OXYGEN REGULATOR:

– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
– Pressure – >/= 70 psig
32. EMER AND PARK BRAKE handle – Pull and rotate

3. Center Console

33. Observer's ICS CONTROL panel:

– Function select switch – As required
– Transmit select switch – As required
34. PAX control panel:
– EMER OXY MASK switch – Secured
35. PILOT LIGHTING control panel:
– MODE switch – NORM
– Interior light controls – As required
36. RRSC (V/UHF panel) – OFF
37. RAMP-CARGO control panel:
– MASTER switch – OFF (guard down)
– Ramp-Cargo mode switch – OFF
38. AERIAL DELIVERY control panel:
– BAIL OUT switch – OFF (guard down)
39. PRESSURIZATION control panel:
– Mode selector – AUTO
– AUTO RATE switch – NORM
– DITCH switch – OFF (guard down)
– EMER DEPR switch – NORM (guard down)
40. Throttle quadrant assembly:
– GUST LOCK lever – ON
– Engine power levers – GND IDLE
41. FCS 1 control panel:
– FLAPS lever – Match actual flaps position
– RUDDER EMER trim switch – Secured
– LIFT DUMPER switch – OFF
42. FCS 2 control panel:
– AILERON EMER trim switch – Secured
– SPOILER switch – NORM (guard down)
– STAND BY (PITCH) trim switch – Secured
– MODE (PITCH) switch – NORM (guard down)
– AIR SPEED selector – AUTO
43. LG emergency extension handle – Check in place
44. COPILOT LIGHTING control panel:
– Interior light controls – As required
45. CURSOR CONTROL panel:
– Master DISPLAY select switch – OFF

2-6
 FAM.1C-27J-1

46. RADAR control panel:

– MASTER selector – OFF

4. Central Main Instrument Panel

47. TAXI LIGHT switch – OFF

48. LANDING LIGHTS switches – OFF
49. Landing gear control lever – Check DOWN

5. Overhead Console

50. Front overhead control panel:

– PILOT WIPER selector – OFF
– EMER EXIT switch – DISARM
– MODE (EXTERNAL LIGHT) switch – NORM
– EXTERNAL LIGHT switches – OFF
– FIRE handles – IN
– FIRE/OVHT DET TEST switch – Check OFF
– ELT switch – ARM (guard down)
– COPILOT WIPER selector – OFF
51. FUEL control panel:
– LH and RH JTSN pushbuttons – Ensure pushbuttons are
physically released
– SHUT-OFF VALVE ENG 1 and ENG 2 pushbuttons – Ensure pushbuttons are
physically released
52. ENGINE START control panel:
– ENGINE START 1 and 2 selectors – Check STOP
53. APU control panel:
– APU start control switch – STOP
54. ECS/BLEED control panel:
– RAM AIR EMER VENT switch – CLOSE (guard down)
– OVBD VALVE (CKPT RACK VENT) switch – AUTO (guard down)
– COCKPIT and CARGO rotary selectors – Check for 12 o'clock position
55. Electrical control panel:
– AC and DC SOURCE selectors – OFF
– BATT switch – OFF (guard down)
– Standby TRU source rotary selector – OFF
56. FADEC/Propeller control panel:
– PROPELLER CTRL 1 and 2 switches – NORM (guards down)
– FADEC 1 and 2 switches – NORM
57. ICE PROTECTION control panel:
– ENGINE ICE PROT selector – OFF
– PROPELLER ICE PROT 1 and 2 selectors – OFF
– MODE (WING AND TAIL) selector – OFF
– ELECTR SENSOR (ICE DETECTORS) pushbutton – Ensure pushbutton is
physically released
– AIRFOIL (ICE DETECTORS) switch – OFF
58. HYDRAULICS control panel:
– ACMP 1 and 2 switches – Guards up, OFF

2-7
FAM.1C-27J-1

59. Overhead circuit breakers (panel) – IN

6. Right Main Instrument Panel

60. Copilot's OXYGEN REGULATOR:

– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
– Pressure – >/= 70 psig

7. Right Console

61. Copilot's smoke goggles – In place

62. Copilot's quick-don oxygen mask – In place and properly connected
63. Copilot's headset – In place and properly connected
64. Copilot's transmission selector switch (BACKUP ICS – NORM
panel)
65. Copilot's ICS CONTROL panel:
– Function select switch – As required
– Transmit select switch – As required
66. Copilot's AERIAL DELIVERY control panel:
– BAIL OUT switch – OFF (guard down)
67. PASSENGER OXYGEN control panel
– MANUAL TURN ON lever – OFF
– PASS-CREW CROSS FEED lever – OFF

EXTERIOR INSPECTION
Conduct a walk-around inspection, following the route
shown in Figure 2-2. A inspection ladder is required
when checking engine inlet air ducts, engine nacelles
and engine exhaust areas.

NOTE
Before performing the checks, verify that
the ground personnel has made aircraft
surfaces clear of ice, frost or drifting
snow.
1. FORWARD FUSELAGE, Left Side

+ – Fuselage (skin and side windows) – General condition

+ – Windows – General condition
– Visual ice detector probe – General condition
– Static ports – General condition
– Wing and engine scan light – General condition
– Angle of Attack (AOA) vane – Free movement, general condition
– Total Air Temperature (TAT) sensor – General condition

2-8
 FAM.1C-27J-1

Figure 2-2 Exterior inspection diagram

2-9
FAM.1C-27J-1

– Static ports drain hole – Clear

– PITOT tube – General condition
– STANDBY PITOT tube – General condition

2. NOSE SECTION

– Radome – General condition

+ – Windshields and wipers – General condition
– PITOT drain holes (3) – Clear
– Electronic Ice Detector (EID) probe – General condition

3. FORWARD FUSELAGE, Right Side

+ – Fuselage (skin and side windows) – General condition

– PITOT tube – General condition
– Angle of Attack (AOA) vane – Free movement, general condition
– Static ports – General condition
– Total Air Temperature (TAT) sensor – General condition
– Static ports drain hole – Clear
– Wing and engine scan light – General condition
– Emergency exit door – Closed, handle stowed
+ – Windows – General condition

4. NOSE GEAR and FUSELAGE Underside

+ – Taxi light – General condition

– Nose landing gear forward doors – Open
– Nose gear – Check for hydraulic fluid leaks
– Nose gear safety pin – Remove
– Nose landing gear forward doors – Close and check for locked position
– Shock absorber – General condition
– Wheels and tires – General condition
– Fuselage underside skin – General condition
– Antennas – General condition
– Anti-collision lights – General condition
– OVBD valve – General condition (fully open)

5. Right POWERPLANT

– Propeller – General condition

+ – Engine air intake – Cover removed, check for foreign objects
+ – Oil cooler air intake – Cover removed, check for foreign objects
+ – Doors and cowlings – Check, closed and locked, general condition
– Oil cooler flap – General condition
– Powerplant – Check for fuel, oil or hydraulic fluid leaks
– Exhaust – General condition

2-10
 FAM.1C-27J-1

6. Right WING

+ – Leading edge and de-icing boots – General condition

– Landing light – General condition
– Position light (green) – General condition
– Fuel dynamic intake – General condition
– Static dischargers (2) – Check
– Aileron and tabs – General condition
– Flaps – General condition
+ – Wing – General condition, fuel leaks

7. Right MAIN LANDING GEAR FAIRING

– Air conditioning air intake – General condition

– Single point refueling door – Open, check all switches OFF. Refueling
cap closed. Close the door. (as required)
– Main landing gear – Check for hydraulic fluid leaks
– Main landing gear safety pin – Remove
– SYS 2 hydraulic accumulator – Pressure 1450 psi at 20 °C
– Shock absorber – General condition
– Free fall assister – Pressure 348 ± 10 psi at 20 °C (see table
4-9 on FAM.1C-27J-2-2 as reference for dif-
ferent ambient temperatures)
– Wheels and tires – General condition
+ – Brakes (fwd & aft) – General condition plus wear pin indicators
– Landing gear compartment door – Close and lock
– Crew oxygen converter – Check installed
+ – Passenger oxygen RH converter – Check installed (as required)
– AC motor pump 2 – Check
+ – Oxygen compartment doors – Check, close and lock
+ – Windows – General condition

8. Rear FUSELAGE, Right Side

– Paratroop door – Check, closed and locked, check seal

+ – Fuselage, tail (skin) – General condition
– HF towel bar antenna – General condition
– Ramp and cargo door – General condition
– Anti-tilt jack – Remove (if installed)
– Bottom position light (white) – General condition
– Underskin antennas – General condition

9. EMPENNAGES

– Horizontal stabilizer and elevator – General condition

– Trim tabs – General condition
– Static dischargers (3 left, 3 right) – Check

2-11
FAM.1C-27J-1

– Fin and rudder – General condition

– Static dischargers (5) – Check
– Rear position light (white) – General condition
– Anti-collision light – General condition
– Tail antennes VOR/LOC (left & right) – General condition
– Vortex generator (17 tail left side) – General condition

10. Rear FUSELAGE, Left Side

+ – Fuselage, tail (skin) – General condition

– HF towel bar antenna – General condition
– Paratroop door – Check, closed and locked, check seal
+ – Windows – General condition

11. Left MAIN LANDING GEAR FAIRING

– EXT POWER (D.C. and A.C.) door – As required

– External service socket spare door – Check, closed and locked
+ – Passenger oxygen LH converter – Check installed (as required)
– AC motor pump 1 – Check
– Hydraulic test connection access door – Check, closed and locked
– Main landing gear – Check for hydraulic fluid leaks
– Main landing gear safety pin – Remove
– Shock absorber – General condition
– Free fall assister – Pressure 348 ± 10 psi at 20 °C (see table
4-9 on FAM.1C-27J-2-2 as reference for dif-
ferent ambient temperatures)
– SYS 1 hydraulic accumulator – Pressure 1450 psi at 20 °C
– Parking/Emergency brake accumulator – Pressure 1000 psi at 20 °C
– Wheels and tires – General condition
+ – Brakes (fwd & aft) – General condition plus wear pin indicators
– Landing gear compartment door – Close and lock
+ – APU exhaust – General condition
+ – APU fire extinguisher. bottle discharge indicators – Checked
– External air supply door – As required
– Fire access doors – Clear
+ – APU air intake door – General condition (fully closed)
+ – APU oil cooler air intake – Cover removed, clear
+ – APU oil cooler air exhaust – Cover removed, clear

12. Left WING

– Flaps – General condition

– Aileron and tabs – General condition
– Trim – Neutral
– Static dischargers (2) – Check

2-12
 FAM.1C-27J-1

– Fuel dynamic intake – General condition

– Position light (red) – General condition
+ – Leading edge and de-icing boots – General condition
– Landing light – General condition
+ – Wing – General condition, fuel leaks

13. Left POWERPLANT

+ – Doors and cowlings – Check, closed and locked, general condition

– Exhaust – General condition
– Oil cooler flap – General condition
– Powerplant – Check for fuel, oil or hydraulic fluid leaks
– Propeller – General condition
+ – Engine air intake – Cover removed, check for foreign objects
+ – Oil cooler air intake – Cover removed, check for foreign objects

14. Crew Entrance Door

+ – Stair – General condition

15. Top Surface of Aircraft

Maintenance personnel normally accomplish the

items in this checklist. However, it is the pilot's respon-
sibility to ensure that this inspection has been accom-
plished before flight. Enter the aircraft and then,
through the forward overhead escape hatch, gain
access to the outside of the aircraft. Walk only in the
track provided (Figure 2-3) and check:

WARNING

All necessary safety precautions

should be observed. Conducting this
inspection during high winds or other
severe weather conditions can be dan-
gerous. Under these circumstances
the pilot may waive this inspection.

CAUTION

Use extreme care at all times to avoid

scratching or denting the skin while walk-
ing on the fuselage.
a. Forward FUSELAGE
– Skin – General condition
+ – Escape hatch and panels – General condition/closed
– Antennas – General condition

2-13
FAM.1C-27J-1

– Formation lights (2) – General condition

b. Left WING
– Skin – General condition
+ – De-icing boots – General condition
– Refueling plugs – Properly closed
– Formation lights (3) – General condition
– Flight control surfaces – General condition
c. Right WING
– Skin – General condition
+ – De-icing boots – General condition
– Refueling plugs – Properly closed
– Formation lights (3) – General condition
– Flight control surfaces – General condition
d. Central and Rear FUSELAGE
+ – Liferaft doors – Properly closed
– Skin – General condition
– Antennas – General condition
– Rear position light (white) – General condition
– Formation lights (5) – General condition
– Empennages – General condition
+ – De-icing boots – General condition
+ – Escape hatches and panels – Properly closed
– Flight control surfaces – General condition
Re-enter the aircraft and close the hatch. Ensure that latching
mechanism is properly actuated.

CARGO COMPARTMENT INSPECTION

CAUTION

If interior lighting is required, APU/exter-

nal power may be applied to prevent un-
necessary batteries drainage.

Left Side
1. CARGO LIGHTING control panel – As required
2. ICS CONTROL panel (forward cargo) – As required
+ 3. Fwd cargo transm. selector switch (BACKUP ICS panel) – NORM
+ 4. Emergency portable light – In place
5. Fire extinguisher bottle (crew entrance door) – Secure, check pressure
6. Axe above crew entrance door – Proper installation

2-14
 FAM.1C-27J-1

Figure 2-3 Walkways an aircraft top surface

2-15
FAM.1C-27J-1

+ 7. Emergency exit ladder – Checked

+ 8. Seats and safety belts – Checked (if installed)
9. Flight control cables and pulleys, skin – General condition
+ 10. LIFERAFT handle IN and safetied – Checked
11. LOAD MASTER PANEL switches – OFF and guards down
+ 12. Emergency portable light – In place
13. Left paratroop door – Closed and latched
14. ICS CONTROL panel (aft cargo) – As required
+ 15. First aid kit – Checked
+ 16. Rear portable lamp – In place (under curtain)
17. Ramp positioning left slider – Airdrop position
+ 18. Fire extinguisher and axe – Proper installation
19. Rear part of cargo compartment – General condition
20. Left side tools bins – Closed
21. Cargo door stowage compartment – Check for proper contents

Right Side
1. Right side tools bins – Closed
2. Cargo compartment closing curtain, down and pinned – Checked
3. Cargo door uplock, unlocked – Checked
4. Ramp positioning right slider – Airdrop position
+ 5. Emergency oxygen bottles in place and charged – Checked
6. First aid kit – Checked
+ 7. Rear portable lamp – In place (under curtain)
8. Right paratroop door – Closed and latched
+ 9. Emergency portable light – In place
+ 10. Seats and safety belts – Checked (if installed)
11. Aft overhead escape hatch, closed, locking pin removed – Checked
and aircraft evacuation line stowed
+ 12. Emergency portable light – In place
+ 13. Emergency exit ladder – Checked
14. Flight control cables and pulleys, skin – General condition
15. Center overhead escape hatch, closed, locking pin – Checked
removed and aircraft evacuation line stowed
+ 16. Emergency portable light – In place
+ 17. Loose equipment – Stow properly
18. Inspection ladder – General condition
19. EMER HOOK REL handle in place and pinned – Checked
+ 20. Toilet – General condition
21. Side emergency exit door, closed and locked, – Checked
handle safety pin in place and inner knob set to
UNLKD position
+ 22. Emergency portable light – In place

2-16
 FAM.1C-27J-1

23. Portable oxygen bottle in place and charged – Checked

+ 24. Toilet door – Open and locked
+ 25. Cargo compartment lining – General condition
26. PREFLIGHT checklist – Complete

PRELIMINARY COCKPIT PREPARATION

(No External Power Source available)
APU starting procedure requires an interphone sys-
tem available for communication between flight crew
and ground crew to be sure that danger areas are
clear (Figure 2-4), ground crew is in a safe position,
fire extinguishing equipment is in place and quick
warning can be given if necessary.

NOTE
APU boost pump is installed into left main
tank and supplies APU. It is possible to
supply APU by means of the fuel pumps
located in the four tanks, provided that the
aircraft is connected to an AC external
power source (AC GPU).
If APU is fed by means of the pumps lo-
cated in AUX tanks, it is necessary to
open relevant LH and/or RH ISOL valve.
In case APU is supplied by RH tank pump
group, it is necessary to open also
XFEED valve.

1. Before exterior inspection – "Complete" P/CP

2. Exterior inspection – "Complete" P/CP
3. Cargo compartment inspection – "Complete" P/CP
4. Log book – "Checked" P/CP
5. Load and balance sheet – "Checked" P/CP
6. Electrical control panel: P
– BATT switch – ON
– Battery charge/discharge indicators – Arrows pointing away from the EMER
BATT and APU BATT illuminate
– EMER BATT voltage – Check (24 V thru 26 V)
– APU BATT voltage – Check (24 V thru 26 V)
– GEN 1, GEN 2 and APU pushbuttons – Check pressed and lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– TIE pushbuttons – Check pressed
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit

2-17
FAM.1C-27J-1

CAUTION

If on CMDU ACAWS advisory message "PROP

DITU A FAIL" or "PROP DITU B FAIL" is
present, power down the aircraft and restart.
If the advisory message continues to be dis-
played, flight in ice condition is allowed only af-
ter performing the relative message emergency
procedure.

7. Interphone (crew communication) – Check P,CP,LM,

OBS,GC
8. Transmission selector switch (BACKUP ICS panel) – BACKUP P/CP
9. Remote radio set control (RRSC) – Perform test and set V/UHF1 CP
frequency as required
10. Fire Protection System test (front overhead panel): P
– FIRE/OVHT DET TEST switch – LOOP A OVHT and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1A/2A FAIL
– NAC 1/2 OVERHEAT
– NAC 1/2 OVERHEAT FAIL
– APU FIRE
– APU LOOP A FAIL
– FIRE/OVHT DET TEST switch – LOOP B and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1B/2B FAIL
– APU FIRE
– APU LOOP B FAIL

NOTE
During the test, all the fire handles will be illumi-
nated red, the MASTER WARNING and MAS-
TER CAUTION lights will flash (no MASTER
CAUTION light for LOOP B) and the aural tone
will be heard in the headsets and from the flight
deck speakers. When the test is ended the au-
ral tone and MASTER WARNING and MAS-
TER CAUTION lights will extinguish.

11. ECS/BLEED control panel: P

– All pushbuttons – Check lights unlit
(BLEED ENG pushbuttons pressed and
BLEED APU pushbutton released)

2-18
 FAM.1C-27J-1

NOTE
Without any bleed source BLEED ENG 1 and/
or ENG 2 FAULT light(s) may be lit.

12. APU – "Clear APU" P/CP

– "APU clear" GC or LM
– "Starting" P/CP
– APU start control switch – START (momentarily), then RUN P
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when
RPM is greater than 50%
– AVAIL light illuminates green 3 sec.
after RPM has reached 95%
– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will
shut down automatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):

If “PA FAIL” Advisory message is displayed:
13. Circuit breaker ICS-CSU (D 3) on Overhead CB – Open and wait until “ICS FAIL” CP
panel Caution ACAWS message
is displayed
– Close and check that the following
ACAWS messages disappear:
– ICS FAIL
– OBS HIU FAIL
– AFT CGO HIU FAIL
– PA FAIL
14. Electrical control panel: P
– APU generator voltage – Check (108 V thru 118 V)
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate
– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar unlit
– DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing towards the EMER
BATT and APU BATT illuminate

2-19
FAM.1C-27J-1

15. Bleed Leak test: P

– BLEED LEAK TEST pushbutton – Press and hold, check that
(ECS/BLEED control panel) following ACAWS messages
are displayed as long as test
pushbutton is pressed:
– BLD LEAK DETECT IBIT
– FUSELAGE BLD AIR LEAK
– WING BLD AIR LEAK
16. ECS/BLEED control panel: P
– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit

NOTE
If APU is not available as bleed source engine
starting can be performed with external air
source provided that AC external power is
available (refer to "Starting Right Engine with
External Air" procedure).

17. GUST LOCK lever – OFF P

18. OIL QUANTITY (HYD QTY) indicator – SYS 1 check MIN ½ P/CP
– SYS 2 check MIN ¾
19. HYDRAULICS control panel: CP
– ACMP 2 switch – AUTO (guard down) and
check pressure (3000 psi) on
HYD SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and
check pressure (3000 psi) on
HYD SYS 1 indicator

CAUTION

To detect a dormant rudder failure ACMP 2

switch shall be set to AUTO first. This sequence
is to be followed because if this dormant failure
is associated to the loss of HYD SYS 1 it will
cause loss of rudder functionality.

20. BRAKE ACC (Hyd. triple pressure indicator) – Check pressure P/CP
(not less than 1000 psi)
21. COPILOT LIGHTING control panel: CP
– TEST switch – LAMP and hold (all
annunciators illuminate)
– TEST switch – DISP and hold (each digit of
digital all displays shows 8)
– Interior light controls – As required
22. EMER EXIT switch – ON, check all emergency porta- P
ble lights and EXIT sign lights
illuminate, then ARM
23. Transmission selector switch (BACKUP ICS panel) – NORM P/CP

2-20
 FAM.1C-27J-1

24. CNI-MU (ICDU) panel (V/UHF radio): CP

– COMM TUNE hard-key – Press, check COMM TUNE
INDEX page and set V/UHF1
frequency as required
25. PRELIMINARY COCKPIT PREPARATION checklist – "Complete" CP

PRELIMINARY COCKPIT PREPARATION

(DC External Power Source available)
1. Before exterior inspection – "Complete" P/CP
2. Exterior inspection – "Complete" P/CP
3. Cargo compartment inspection – "Complete" P/CP
4. Log book – "Checked" P/CP
5. Load and balance sheet – "Checked" P/CP
6. Electrical control panel: P
– BATT switch – ON
– Battery charge/discharge indicators – Arrows pointing away from the EMER
BATT and APU BATT illuminate
– EMER BATT voltage – Check (24 V thru 26 V)
– APU BATT voltage – Check (24 V thru 26 V)
– GEN 1, GEN 2 and APU pushbuttons – Check pressed and lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– TIE pushbuttons – Check pressed
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit
7. Interphone (crew communication) – Check P,CP,LM,
OBS,GC
8. DC external power supply – Connect P,GC
9. Electrical control panel: P/CP
– AVAIL light on DC EXT pushbutton – Check lit
– DC EXT pushbutton – ON
– DC EXT voltage – Check (25 V thru 28 V)
– DC Bus TIE pushbutton – Check flow bar illuminates
– DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish
– CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing towards the EMER
BATT and APU BATT illuminate

CAUTION

If on CMDU ACAWS advisory message "PROP

DITU A FAIL" or "PROP DITU B FAIL" is
present, power down the aircraft and restart.
If the advisory message continues to be dis-
played, flight in ice condition is allowed only af-
ter performing the relative message emergency
procedure.

2-21
FAM.1C-27J-1

10. Transmission selector switch (BACKUP ICS panel) – BACKUP P/CP

11. Remote radio set control (RRSC) – Perform test and set V/UHF1 CP
frequency as required
12. Fire Protection System test (front overhead panel): P
– FIRE/OVHT DET TEST switch – LOOP A OVHT and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1A/2A FAIL
– NAC 1/2 OVERHEAT
– NAC 1/2 OVERHEAT FAIL
– APU FIRE
– APU LOOP A FAIL
– FIRE/OVHT DET TEST switch – LOOP B and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1B/2B FAIL
– APU FIRE
– APU LOOP B FAIL
NOTE
During the test, all the fire handles will be illumi-
nated red, the MASTER WARNING and MAS-
TER CAUTION lights will flash (no MASTER
CAUTION light for LOOP B) and the aural tone
will be heard in the headsets and from the flight
deck speakers. When the test is ended the au-
ral tone and MASTER WARNING and MAS-
TER CAUTION lights will extinguish.

13. ECS/BLEED control panel: P

– All pushbuttons – Check lights unlit
(BLEED ENG pushbuttons pressed and
BLEED APU pushbutton released)
NOTE
Without any bleed source BLEED ENG 1 and/
or ENG 2 FAULT light(s) may be lit.

14. APU – "Clear APU" P/CP

– "APU clear" GC or LM
– "Starting" P/CP
– APU start control switch – START (momentarily), then RUN P
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when
RPM is greater than 50%
– AVAIL light illuminates green 3 sec.
after RPM has reached 95%

2-22
 FAM.1C-27J-1

– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will
shut down automatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):

If “PA FAIL” Advisory message is displayed:
15. Circuit breaker ICS-CSU (D 3) on Overhead CB – Open and wait until “ICS FAIL” CP
panel Caution ACAWS message
is displayed
– Close and check that the following
ACAWS messages disappear:
– ICS FAIL
– OBS HIU FAIL
– AFT CGO HIU FAIL
– PA FAIL
16. Electrical control panel: P
– APU generator voltage – Check (108 V thru 118 V)
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate
– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar extinguishes
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– DC EXT pushbutton – Release and check ON light
extinguishes
NOTE
DC external power equipment may be removed
after the APU generator is on-line.

17. DC external power supply – Disconnect P,GC

18. Bleed Leak test: P
– BLEED LEAK TEST pushbutton – Press and hold, check that
(ECS/BLEED control panel) following ACAWS messages
are displayed as long as test
pushbutton is pressed:
– BLD LEAK DETECT IBIT
– FUSELAGE BLD AIR LEAK
– WING BLD AIR LEAK
19. ECS/BLEED control panel: P
– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit
NOTE
If APU is not available as bleed source engine
starting can be performed with external air
source provided that AC external power is
available (refer to "Starting Right Engine with
External Air" procedure).

2-23
FAM.1C-27J-1

20. GUST LOCK lever – OFF P

21. OIL QUANTITY (HYD QTY) indicator – SYS 1 check MIN ½ P/CP
– SYS 2 check MIN ¾
22. HYDRAULICS control panel: CP
– ACMP 2 switch – AUTO (guard down) and
check pressure (3000 psi) on
HYD SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and
check pressure (3000 psi) on
HYD SYS 1 indicator

CAUTION

To detect a dormant rudder failure ACMP 2

switch shall be set to AUTO first. This sequence
is to be followed because if this dormant failure
is associated to the loss of HYD SYS 1 it will
cause loss of rudder functionality.

23. BRAKE ACC (Hyd. triple pressure indicator) – Check pressure P/CP
(not less than 1000 psi)
24. COPILOT LIGHTING control panel: CP
– TEST switch – LAMP and hold (all
annunciators illuminate)
– TEST switch – DISP and hold (each digit of
digital all displays shows 8)
– Interior light controls – As required
25. EMER EXIT switch – ON, check all emergency porta- P
ble lights and EXIT sign lights
illuminate, then ARM
26. Transmission selector switch (BACKUP ICS panel) – NORM P/CP
27. CNI-MU (ICDU) panel (V/UHF radio): CP
– COMM TUNE hard-key – Press, check COMM TUNE
INDEX page and set V/UHF1
frequency as required
28. PRELIMINARY COCKPIT PREPARATION – "Complete" CP
checklist

PRELIMINARY COCKPIT PREPARATION

(AC External Power Source available)
1. Before exterior inspection – "Complete" P/CP
2. Exterior inspection – "Complete" P/CP
3. Cargo compartment inspection – "Complete" P/CP
4. Log book – "Checked" P/CP
5. Load and balance sheet – "Checked" P/CP

2-24
 FAM.1C-27J-1

6. Electrical control panel: P

– BATT switch – ON
– Battery charge/discharge indicators – Arrows pointing away from the EMER
BATT and APU BATT illuminate
– EMER BATT voltage – Check (24 V thru 26 V)
– APU BATT voltage – Check (24 V thru 26 V)
– GEN 1, GEN 2 and APU pushbuttons – Check pressed and lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– TIE pushbuttons – Check pressed
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit
7. Interphone (crew communication) – Check P,CP,LM,
OBS,GC
8. AC external power supply – Connect P,GC
9. Electrical control panel: P/CP
– AVAIL light on AC EXT pushbutton – Check lit
– AC EXT pushbutton – ON
– AC EXT voltage – Check (108 V thru 118 V)
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate
– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar unlit
– DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing towards the EMER
BATT and APU BATT illuminate

CAUTION

If on CMDU ACAWS advisory message "PROP

DITU A FAIL" or "PROP DITU B FAIL" is
present, power down the aircraft and restart.
If the advisory message continues to be dis-
played, flight in ice condition is allowed only af-
ter performing the relative message emergency
procedure.

10. CNI-MU (ICDU) panel (V/UHF radio): CP

– COMM TUNE hard-key – Press, check COMM TUNE
INDEX page and set V/UHF1
frequency as required
11. Fire Protection System test (front overhead panel): P
– FIRE/OVHT DET TEST switch – LOOP A OVHT and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1A/2A FAIL
– NAC 1/2 OVERHEAT
– NAC 1/2 OVERHEAT FAIL

2-25
FAM.1C-27J-1

– APU FIRE
– APU LOOP A FAIL
– FIRE/OVHT DET TEST switch – LOOP B and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1B/2B FAIL
– APU FIRE
– APU LOOP B FAIL
NOTE
During the test, all the fire handles will be illumi-
nated red, the MASTER WARNING and MAS-
TER CAUTION lights will flash (no MASTER
CAUTION light for LOOP B) and the aural tone
will be heard in the headsets and from the flight
deck speakers. When the test is ended the au-
ral tone and MASTER WARNING and MAS-
TER CAUTION lights will extinguish.

12. ECS/BLEED control panel: P

– All pushbuttons – Check lights unlit
(BLEED ENG pushbuttons pressed and
BLEED APU pushbutton released)
NOTE
Without any bleed source BLEED ENG 1 and/
or ENG 2 FAULT light(s) may be lit.

13. Bleed Leak test: P

– BLEED LEAK TEST pushbutton – Press and hold, check that
(ECS/BLEED control panel) following ACAWS messages
are displayed as long as test
pushbutton is pressed:
– BLD LEAK DETECT IBIT
– FUSELAGE BLD AIR LEAK
– WING BLD AIR LEAK
If prolonged operations without APU are required do
not perform steps 14. thru 17.
The APU start can be delayed until after Avionic Start
Up has been performed (refer to “Starting APU (APU
not running)” procedure).

14. APU – "Clear APU" P/CP

– "APU clear" GC or LM
– "Starting" P/CP
– APU start control switch – START (momentarily), then RUN P
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when
RPM is greater than 50%
– AVAIL light illuminates green 3 sec.
after RPM has reached 95%

2-26
 FAM.1C-27J-1

– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will
shut down automatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):

15. Electrical control panel: P

– APU generator voltage – Check (108 V thru 118 V)
– AC EXT pushbutton – Release and check ON light
extinguishes
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars remain lit
NOTE
AC external power equipment may be removed
after the APU generator is on-line.

16. AC external power supply – Disconnect P,GC

17. ECS/BLEED control panel: P
– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit
18. GUST LOCK lever – OFF P
19. OIL QUANTITY (HYD QTY) indicator – SYS 1 check MIN ½ P/CP
– SYS 2 check MIN ¾
20. HYDRAULICS control panel: CP
– ACMP 2 switch – AUTO (guard down) and
check pressure (3000 psi) on
HYD SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and
check pressure (3000 psi) on
HYD SYS 1 indicator

CAUTION

To detect a dormant rudder failure ACMP 2

switch shall be set to AUTO first. This sequence
is to be followed because if this dormant failure
is associated to the loss of HYD SYS 1 it will
cause loss of rudder functionality.

21. BRAKE ACC (Hyd. triple pressure indicator) – Check pressure P/CP
(not less than 1000 psi)
22. COPILOT LIGHTING control panel: CP
– TEST switch – LAMP and hold (all
annunciators illuminate)
– TEST switch – DISP and hold (each digit of
digital all displays shows 8)
– Interior light controls – As required

2-27
FAM.1C-27J-1

Figure 2-4 Danger areas

2-28
 FAM.1C-27J-1

23. EMER EXIT switch – ON, check all emergency porta- P

ble lights and EXIT sign lights
illuminate, then ARM
24. PRELIMINARY COCKPIT PREPARATION – "Complete" CP
checklist

AVIONIC START UP
CNI Power Up

1. CNI-MU (ICDU) panel: PF/PNF

– INDX hard-key – Press, check INDEX 1/2 page
– POWER UP soft-key – Press, check POWER UP page
– MSTR AV ON soft-key – Press, check transition from
large to small font
– DATE soft-key – Enter date via the scratch pad
– “2L” Database valid dates – Verify database is valid for current date
– TIME soft-key – Enter Time via the scratch pad

If GPS alignment is used:

– GPS/LAST/REF soft-key – Press until GPS is highlighted

– Current GPS position and FOM – Displayed on both CNI-MU (ICDU)
– FOM on both CNI-MU (ICDU) – Wait until FOM 3 are displayed
– AUTONAV soft-key – Press

If LAST alignment is used:

– GPS/LAST/REF soft-key – Press until LAST is highlighted

– AUTONAV soft-key – Press

If REF alignment is used:

– GPS/LAST/REF soft-key – Press until REF is highlighted

– Local Latitude and Longitude or – Enter via the scratch pad and
relevant IDENT press "4L" soft-key
– "4L" soft-key – Check for correct local Latitude/Longitude
– AUTONAV soft-key – Press
NOTE
If LAST/REF alignment is used and GPS FOM
is greater than 3, deselect "GPS" as sensor on
INAV CTRL SENSORS page 2/3. Re-selection
of "GPS" is possible only after FOM is steadily
below 3.

If EGI alignment monitoring is required:

2. CNI-MU (ICDU) panel (INS alignment): PF,PNF

– NAV CTRL hard-key – Press, check INAV1 (2) CTRL
SOLN 1/3 page
– NEXT PAGE hard-key – Press until INAV1 (2) CTRL
INDX 3/3 page is displayed

2-29
FAM.1C-27J-1

– INS1 soft-key – Press, check INS1 (2) STATUS 1/2 page

– ALIGN soft-key – Press, check INS1 (2) ALIGN page

For full alignment completion make sure the aircraft symbol

is shown in the NAV-radar display format on CMDU No. 2 and 4.

3. CMDUs and combined standby flight instrument – Check formats and selections P,CP
4. SAMUs – Set (as required) PF,PNF
5. CNRP – Set (as required) PF/PNF
6. CNI-MU (ICDU) panel (IFF, TCAS II): P
– IFF hard-key – Press, check IFF 1/3 page
– POWER soft-key – Press, check ON highlighted
– STBY/ON soft-key – Press, check ON highlighted
– MODE S soft-key – Press, check ON highlighted
– CODE soft-key – Press, check or digit (if required)
the relevant Mode S Octal code
on the scratch pad (see Code
Table on FAM.1C-27J-1CL-1)
– MODE C soft-key – Press, check ON highlighted
– MODE 3 soft-key – Press, check ON highlighted
– TCAS soft-key – As required press, check ON
highlighted
– MODE TEST soft-key – Press to perform TCAS II and
Transponder self-test
– Other modes – As required
– STBY/ON soft-key – Press, check STBY highlighted
7. Maintenance RMM card on DS-DTU – Check installed CP
8. Flight Plan – Load (if required) CP
9. ACAWS messages – Check P/CP
10. AVIONICS START UP checklist – "Complete" CP

2-30
 FAM.1C-27J-1

STARTING APU (If APU is not running)

1. APU start up clearance – Request by V/UHF1 P/CP
2. APU – "Clear APU" P/CP
– "APU clear" GC or LM
– "Starting" P/CP
– APU start control switch – START (momentarily), then RUN P
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when
RPM is greater than 50%
– AVAIL light illuminates green 3 sec.
after RPM has reached 95%
– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will
shut down automatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):

3. Electrical control panel: P
– APU generator voltage – Check (108 V thru 118 V)
If AC External Power source is used:

– AC EXT pushbutton – Release and check ON light

extinguishes
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars remain lit
If DC External Power source is used:

– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate

– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar extinguishes
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– DC EXT pushbutton – Release and check ON light
extinguishes

NOTE
External power equipment may be removed af-
ter the APU generator is on-line.

4. External power supply – Disconnect P,GC

If APU bleed source is required:

5. ECS/BLEED control panel: P

– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit
6. STARTING APU checklist – "Complete" CP

2-31
FAM.1C-27J-1

COCKPIT PREPARATION
1. NOSE WHEEL STEER switch – “ON” P
2. Crew oxygen quantity indicators – Check proper quantity and OFF P,CP
flag not visible
3. OXYGEN system test: P,CP,OBS
– Oxygen mask – Put on, fitted and connected
– SUPPLY lever (green) – ON
– Air dilution lever (white) – 100% OXYGEN
– Emergency lever (red) – EMERGENCY
– Breathe normally for a minimum of three cycles
– FLOW indicator – Blinks alternately black (while
no flow) and white (while inhaling)
– Hold breath momentarily
– FLOW indicator – Remains black
– Emergency lever (red) – NORMAL
– FLOW indicator – Remains black
– Breathe normally for a minimum of three cycles
– FLOW indicator – Blinks alternately black (while
no flow) and white (while inhaling)
– Oxygen mask – Put off and stow
– Leave the oxygen regulator as follows:
– SUPPLY lever (green) – ON
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
4. Autopilot check – Perform P,CP
a. Engage the pilot's autopilot (AP1) and check
the pitch, roll and yaw servo clutches are
engaged (controls are stiff).
b. Press and hold TCS button on control
wheel, verify that pitch and roll controls
move freely and TCS message on the
right side at the top of both PFDs is
displayed, check absence of the
"AUTOPILOT SVO DISABLED"
ACAWS caution message.
c. Release TCS button on control wheel,
verify that pitch and roll controls are stiff
and TCS message on the right side at the
top of both PFDs is removed.
d. Use the control wheel A/P button and hush
button to disengage the autopilot and aural
warning cancel.
e. Repeat steps a. thru d. for the copilot's
autopilot (AP2).
5. PILOT LIGHTING control panel: P
– Interior light controls – As required
6. Remote radio set control (RRSC) test: P/CP
– Transmission selector switch (BACKUP ICS panel) – BACKUP
– RRSC – Perform test, then set OFF

2-32
 FAM.1C-27J-1

– Transmission selector switch – NORM

7. SAMU panel (Stall test): P
– GCAS hard-key – Press, check GCAS and STALL menu
– STALL TEST soft-key – Press, check STALL TEST highlighted
Verify the stick shaker activation, voice
message STALL and ACAWS (STALL)
Special Alert message is displayed
on PFD
8. Lift dumpers test: P
– LIFT DUMPER switch – ARMED
– Spoilers – Check extended
– LIFT DUMPER switch – OFF
– Spoilers – Check retracted
9. FLAPS system check: P
– HYD SYS pushbutton – ALT
– FLAPS lever – FULL
– FLAPS indicator – Check FULL
– HYD SYS pushbutton – NORM
– FLAPS lever – Select take-off position

NOTE
For pitch trim adjustment, see Figure 2-5.

10. Trims check: P

– RUDDER normal/emergency trim – Check and set to zero
– AILERON EMER trim – Check and set to zero
– PITCH trim normal/stand-by – Check and set for take-off
– PITCH emergency trim – Check and set to zero
11. PRESSURIZATION control panel: CP
– RATE, CABIN ALT and DIF PRESS displays – Check correct indications
– TEST switch – CH1 momentarily
– TEST switch – CH2 momentarily

While the channel 1 or channel 2 test is in progress (about 10 seconds):

– RATE display – Digits indicate “88888”

– CABIN ALT display – Digits indicate “88888”
– DIF PRESS display – Digits indicate “8888”
– LANDING ALT display – Digits indicate “88888”
– CMDU – ACAWS messages displayed:
– PRESS CHNL IBIT
– CABIN ALTITUDE HI
– DELTA PRESS HI
– READY FOR AIRDROP
– AIR DROP PRESS indicator (RAMP-CARGO) – Check READY light illuminates
12. LANDING ALT toggle switch – Select INC or DEC up to the CP
destination landing field
elevation value

2-33
FAM.1C-27J-1

13. Mode selector (PRESSURIZATION panel) – As required CP

14. DROP indicator (RAMP-CARGO panel) – Check lit CP
15. ANTISKID System test (ANTISKID control panel): CP
– ARM pushbutton – “ON”, OFF light unlit
– TEST pushbutton – Press momentarily
– FAULT lights – Check come on and go off
– ACAWS messages – Advisory ANTISKID IBIT Cautions:
– L AFT ANTISKID FAIL
– L FWD ANTISKID FAIL
– R AFT ANTISKID FAIL
– R FWD ANTISKID FAIL
check appear and disappear

CAUTION

If the fault lights do not go off simultaneously

braking action is lost below 35 knots on two
symmetrical wheels. Refer to "Antiskid Failure
or Not Operative" procedure in Section III.

16. EXTERNAL LIGHT panel: CP

– POSITION switch – FLASH
17. FUEL control panel: P
– Check quantity of the single tanks comparing
it with the totalizer. A 100 lb maximum
difference is allowed
– Fuel booster pump pushbuttons – OFF
– LH and RH JTSN pushbuttons – Guards down and check ON
lights unlit
– ISOL pushbuttons – Open (if fuel available in auxiliary
tanks), check horizontal flow
bars illuminate
– XFEED pushbutton – Close, check vertical flow bar
illuminates
– SHUT-OFF VALVE ENG 1 and ENG 2 – Guards down and check
pushbuttons lights unlit
18. ICE PROTECTION control panel: CP
– LH and RH WINDSHIELD ANTI-ICE pushbuttons – OFF
– WINDOWS DEMIST pushbutton – OFF and ACAWS caution message
SIDE DEMIST OFF appears
– ELECTR SENSOR pushbutton – OFF and ACAWS caution message
ICE DETECT OFF appears
– DE-ICE CTRL pushbutton – OFF
– LH and RH AOA pushbuttons – OFF
– LH, RH and STBY PITOT pushbuttons – OFF
– ENGINE ICE PROT selector – OFF
– PROPELLER ICE PROT 1 and 2 selectors – OFF
– MODE (WING AND TAIL) selector – OFF

2-34
 FAM.1C-27J-1

19. Smoke Detection System test (SMOKE DETECTION control panel): CP

– CARGO DECTR pushbutton – Check light unlit (guard down)
– Red annunciator lights on aircraft icon – Check unlit
– TEST pushbutton – Press and hold.
Check "R", "L" and "1" thru "8"
red annunciator lights illuminate.
ACAWS messages displayed:
– SMK DETECT IBIT
– E/E RACK SMK
– LAVATORY SMK
– CGO SMK
20. EXHAUST MODE pushbutton – Check lights unlit CP
(ECS/BLEED control panel)
21. PAX OXY quantity indicators – Check (if required) proper CP
quantity and OFF flag not visible
22. CNI-MUs (ICDU) Navigation/Performance – Set and check Active Route PF/PNF
loading
23. Take-off Data – Insert and review PF/PNF
24. Radio NAV aids – Set PF/PNF
25. Reference Set/Warning panel – Set PF/PNF
26. DA/FD control panel – Set PF/PNF
27. Crew briefing – Perform P
28. COCKPIT PREPARATION checklist – "Complete" CP

2-35
FAM.1C-27J-1

Figure 2-5 Trim condition for take-off (sh. 1/2)

2-36
 FAM.1C-27J-1

Figure 2-5 Trim condition for take-off (sh. 2/2)

2-37
FAM.1C-27J-1

BEFORE STARTING ENGINES

1. CNI-MU (ICDU) panel (Radios): CP

– COMM TUNE hard-key – Press, check COMM TUNE INDEX
page and set radios as required
2. Start up clearance – Receive CP
3. EMER AND PARK BRAKE handle – Check pull and rotate P
4. Landing Gear safety pins (3) – Check removed and stowed P,CP
5. Wheel chocks – "Remove chocks" P
– "Chocks removed" GC or LM
6. Ramp and cargo door – “Closed” LM/CP

If starting clearance is given by Ground Crew:

7. Crew entrance door – “Close” CP

– “Closed” LM
– DOOR UNLOCKED warning light – “Out” P/CP

NOTE
• In event of a false DOOR (or RAMP) UN-
LOCKED alert (i.e. take-off following verifi-
cation of door physically locked), the
pressurization will not be operative (neither
Auto nor Manual).

• The right engine can be started with the

crew entrance door open if required, but
door must be closed before starting the left
engine.

If starting clearance is given by Loadmaster:

7. Crew entrance door – Open CP

WARNING

Before starting the engines, the Ground

Crew or Loadmaster must be in position to
see both the propeller and the tail pipe dur-
ing the start and to visually advise the pilot
of any anomaly in case the interphone be-
comes unserviceable.
For Engine 2, this position shall be outboard
and forward of the engine.
For Engine 1, if the Loadmaster is the
“Ground Crew”, his position shall be inside
the crew entrance door; from this safe posi-
tion he can communicate directly with the
pilot in case of interphone failure.

2-38
 FAM.1C-27J-1

8. EXTERNAL LIGHT panel: P

– ANTICOL switch – ON
9. Fuel booster pump pushbuttons – Press and check OFF lights ex- P
tinguish, FAULT lights illuminate
and after 3 seconds extinguish
10. FADEC 1 and 2 switches – "RESET" (momentarily), P
then NORM
11. BLEED APU pushbutton – ON P
12. Engines oil quantity QTY on ESA display – "Checked" P,CP
13. ACAWS messages – Check then store P/CP
14. Power levers – GND IDLE P
15. LOW SPD GND IDLE switches – LOW P

If LOW lights will not illuminate, attempt a FADEC re-

set and attempt to select LOW SPD GND IDLE again.

16. BEFORE STARTING ENGINES checklist – "Complete" CP

2-39
FAM.1C-27J-1

STARTING ENGINES

In a normal start, engine should reach GND IDLE rpm

without exceeding temperature limits. See Section V
of this manual for engine limitations. Starting time is a
function of external temperature. It is normal proce-
dure to use APU in order to start the first engine. The
two engines can be started one at a time in any order.
The correct starting sequence is: No. 2 engine (right)
and then No. 1 engine (left).
Monitor the engine parameters on CMDU during start
and be prepared to discontinue the start if any of the
following non-FADEC controlled conditions are
observed:
1. Torching (visible fire in the tailpipe for more than a
few seconds), sparks in the exhaust, or excessive
smoke.
2. MGT rapidly approaching or exceeding 807 °C.
3. No indication of Power Section (E PSI on CMDU)
oil pressure within 15 seconds of NG rotation
(ENG 1 (2) NO OIL PRESS caution).
4. No indication of Propeller Gearbox (G PSI on CM-
DU) oil pressure within 15 seconds of NP rotation
(GBOX 1 (2) NO OIL PRESS caution).
5. No NG within 10 seconds after actuation of the
ENGINE START selector to START.

CAUTION

• Do not perform ground engine start if

the propeller is turning. Feather the
propeller to arrest the rotation by set-
ting PROPELLER CTRL switch to
FTHR then NORM. This enables a
successful test of the NP independent
overspeed.

• Before attempting ground restarts,

wait 30 seconds after NG reaches
zero (0) to enable a successful test of
the NG independent overspeed cir-
cuit.

NOTE
During engines starting the Air Extraction
Fan is automatically shut down and the
relevant FAULT light illuminates for a
minimum time of 20 seconds then extin-
guishes.

2-40
 FAM.1C-27J-1

If the propeller is turning proceed as follows:

1. PROPELLER CTRL switch (turning propeller) – FTHR P

When propeller feathered:

2. PROPELLER CTRL switch (turning propeller) – NORM and guard down P

NOTE
If in high speed wind conditions refer to
procedure in Section VII.
When propeller stops:
3. Circuit breakers on Rear Upper CB panel: – Open then closed CP
– FADEC 2A (L 6)
– FADEC 1B (L 7)
4. Circuit breakers on Rear Mid CB panel: – Open then closed CP
– FADEC 1A (R 22)
– FADEC 2B (R 23)

STARTING ENGINES WITH APU (RIGHT ENGINE FIRST)

1. BLEED APU pushbutton – ON CP

2. Power levers – Check GND IDLE P
3. Engine 2 – "Clear" P
– "Engine 2 clear" GC or LM
4. ENGINE START 2 selector – START (momentarily), then RUN P
5. AUTOFTHR pushbutton – OFF CP

CAUTION

• If fuel has been sprayed into the engine

without ignition occurring, motor the engine
for at least 30 seconds with the engine start
selector in the MOT position until fuel vapor
is no longer observed. On subsequent start,
it is acceptable to have flames out tailpipe
for a few seconds due to residual fuel.

• If motoring is required, do not motor the en-

gine for more than 70 seconds. Do not mo-
tor the engine more than five times in
succession. You shall let the engine stop
completely between each motoring cycle,
then "rest" for 60 seconds before the next
cycle. After the fifth motoring cycle, you
shall let the starter cool for 20 minutes. The
entire motoring cycle can then be repeated.

• Do not perform a ground start if the MGT is

above 175 °C. If MGT is above 175 °C, re-
duce MGT by motoring the engine.

2-41
FAM.1C-27J-1

NOTE
• All engines are normally started in Low
Speed Ground Idle. This preferred proce-
dure provides a more gradual heating of en-
gine components. Successful starting in
normal High Speed Ground Idle can be ac-
complished when desired.

• The propeller can be started with the pro-

peller at any blade angle. The typical time
from started activation until NP is on speed
is 30 seconds. Allow up to 2 minutes after
core comes on speed for propeller to come
on speed.

• Fuel flow is indicated at approximately 40

percent. If a start is not successful, the FA-
DEC will shut off fuel after 70 seconds.
If an automatic shutdown occurs, place the
engine start selector to STOP and allow NG
to decrease to 0 percent then wait 60 sec-
onds before attempting second start. Be-
cause fuel has been sprayed into the
engine without ignition occurring, motor the
engine for at least 30 seconds with the en-
gine start selector in the MOT position.
After 5 attempt has failed, place engine
start selector to STOP and wait 20 minutes
after NG has reached 0 percent, then re-
peat above waiting periods for follow on
start attempts.

• For the ENG 1 (2) NO LIGHTOFF and ENG

1 (2) STAGNATED START advisories, the
pilot may override the automatic shutdown
by holding the engine start selector to
START. If this is done, the associated advi-
sory message will appear, while the start at-
tempt continues.

6. Engine 1 – "Clear" P
– "Engine 1 clear" GC or LM
7. ENGINE START 1 selector – START (momentarily), then RUN P

If starting clearance is given by Loadmaster:

8. Crew entrance door – “Close” CP

– “Closed” LM
9. STARTING ENGINES WITH APU (RIGHT – "Complete" CP
ENGINE FIRST) checklist

2-42
 FAM.1C-27J-1

STARTING RIGHT ENGINE WITH EXTERNAL AIR AND LEFT ENGINE IN CROSSBLEED
To start engine with an external air source it is neces-
sary to have compressed air at the engine starter tur-
bine, at 40 psia and a minimum corrected mass flow
of 26.6 lb/min with 115/200 V ac power supply.
Before engine start, ensure that the external air sup-
ply is connected to the aircraft.

1. AC external power check procedure – Apply (as specified in CP

PRELIMINARY COCKPIT
PREPARATION (AC External
Power Source available) proce-
dure if not yet performed)
2. EXT AIR indicator (ECS/BLEED panel) – Check DOOR OPEN light lit CP

Ensure with Ground Crew that an external air source is available.

3. BLEED ENG 1 and ENG 2 pushbuttons – Check lights unlit CP

4. Power levers – Check GND IDLE P
5. Engine 2 – "Clear" P
– "Engine 2 clear" GC or LM
6. ENGINE START 2 selector – START (momentarily), then RUN P
7. AUTOFTHR pushbutton – OFF CP
8. LOW SPD GND IDLE switch (engine 2) – Release, LOW light extinguishes P
and NP reach 99%
9. Electrical control panel: CP
– GEN 2 voltage – Check (108 V thru 118 V)
– AC Bus 2 TIE pushbutton – Check flow bar extinguishes
– AC EXT pushbutton – Release and check ON light
extinguishes
– AC Bus 2 TIE pushbutton – Check flow bar illuminates

NOTE
External power equipment may be removed af-
ter the GEN 2 generator is on-line.

When DOOR OPEN light on EXT AIR indicator extinguishes

showing that external air supply is disconnected.

10. Engine 1 – "Clear" P

– "Engine 1 clear" GC or LM
11. ENGINE START 1 selector – START (momentarily), then RUN P
12. LOW SPD GND IDLE switch (engine 1) – Release, LOW light extinguishes P
and NP reach 99%
13. Electrical control panel: CP
– GEN 1 voltage – Check (108 V thru 118 V)
– AC Bus 1 and AC Bus 2 TIE pushbuttons – Check flow bars extinguish

2-43
FAM.1C-27J-1

If starting clearance is given by Loadmaster:

14. Crew entrance door – “Close” CP

– “Closed” LM
15. STARTING RIGHT ENGINE WITH EXTERNAL AIR – "Complete” CP
AND LEFT ENGINE IN CROSSBLEED checklist

BEFORE TAXI

1. LOW SPD GND IDLE switches – Release, LOW lights extinguish P

and NPs reach 99%
2. Electrical control panel: P,CP
– GEN 1 and GEN 2 voltage – Check (108 V thru 118 V)
– AC Bus 1 and AC Bus 2 TIE pushbuttons – Check flow bars extinguish
3. LOW SPD GND IDLE switches – As required P

If is required operate the engine in HOTEL mode, apply

the procedure reported in “AFTER LANDING” paragraph.

4. RADAR control panel: CP

– MASTER selector – As required

CAUTION

Use of the Wing and Tail de-icing system at

OAT below -40 °C is likely to damage the de-ic-
ing boots. If used for operational reasons, notify
for inspection/maintenance on landing.

5. ICE PROTECTION systems – "Checked" CP

a. WINDOWS test:
– LH and RH WINDSHIELD ANTI-ICE pushbuttons – Press and check OFF lights
extinguish
– TEST pushbutton – Press (test lasts about 8
seconds), ACAWS messages
displayed:
– WSHLD CNTL IBIT
– L WSHLD A/I FAIL
– R WSHLD A/I FAIL
– L WSHLD TEMP SENS FAIL
– R WSHLD TEMP SENS FAIL
– LH and RH WINDSHIELD ANTI-ICE pushbuttons – Check FAULT lights illuminate

If the test is successful:

– All ACAWS messages – Removed

– LH and RH WINDSHIELD ANTI-ICE pushbuttons – Check FAULT lights extinguish
– LH and RH WINDSHIELD ANTI-ICE pushbuttons – OFF

2-44
 FAM.1C-27J-1

b. ICE DETECTORS test:

– ELECTR SENSOR pushbutton – Press and check OFF light
extinguishes (guard down).
ACAWS caution message ICE
DETECT OFF disappears
– TEST pushbutton – Press for at least 1 second (test
lasts 60 +/- 10 seconds),
ACAWS messages displayed:
– ICE DETECT IBIT
– ICE CONDITION
– ENG ICE PROTECT OFF
– PROP 1 (2) A/I OFF
– W&T DE-ICE OFF
– ENGINE ICE PROT selector – ON (not to exceed 30 seconds)
Verify rise in MGT for Eng 1 and Eng 2.
Check ACAWS caution message
ENG ICE PROTECT OFF disappears
– ENGINE ICE PROT selector – AUTO
Verify drop in MGT for Eng 1 and Eng 2.
Check ACAWS caution message
ENG ICE PROTECT OFF appears
– PROPELLER ICE PROT 1 and 2 selectors – AUTO and check ACAWS caution
message PROP 1(2) A/I OFF disappears

Do step below only if OAT is equal or above -40 °C

– MODE (WING AND TAIL) selector – SLOW or FAST and check ACAWS caution
message W&T DE-ICE OFF disappears

If the test is successful:

– ACAWS – Messages displayed:

– ENG ICE PROTECT ON
– PROP 1 (2) A/I ON
– ENGINE ICE PROT selector – OFF
– PROPELLER ICE PROT 1 and 2 selectors – OFF
– MODE (WING AND TAIL) selector – OFF
– ELECTR SENSOR pushbutton – OFF (guard down). ACAWS
caution message ICE DETECT
OFF appears

At night time:

– AIRFOIL switch – LIGHT (check light on)

– AIRFOIL switch – OFF
NOTE
Perform the Wing and Tail de-icing test only if
OAT is equal or above -40 °C.

c. WING AND TAIL:

– NORM indicator – Check light unlit
– DE-ICE CTRL pushbutton – Ensure pushbutton is physically
released and check lights unlit

2-45
FAM.1C-27J-1

– Press and check ALTERN light

illuminates
– TEST pushbutton – Press for at least 1 second (test
lasts 60 seconds)
– MODE selector – FAST or SLOW, ACAWS
displayed:
– W&T DE-ICE CNTL IBIT
– W&T DE-ICE TIMER FAULT
– DE-ICE PRESS LO
– DE-ICE CTRL pushbutton – Check FAULT light flashing
during the test

If the test is successful:

– All FAULT lights and ACAWS messages – Removed

At the end of the test:

– DE-ICE CTRL pushbutton – Press and check ALTERN

light extinguishes
– TEST pushbutton – Press for at least 1 second (test starts
after completion of cycle in progress and
lasts 60 seconds). On the next cycle
ACAWS messages displayed:
– W&T DE-ICE CNTL IBIT
– W&T DE-ICE TIMER FAULT
– DE-ICE PRESS LO
– NORM indicator – Check FAULT light flashing
during the test

If the test is successful:

– All FAULT lights and ACAWS messages – Removed

– MODE selector – OFF

CAUTION

To enable NORMAL-ALTERNATE Timer auto-

matic switching feature following failures, the
NORMAL Timer must be normally selected.

6. ICE PROTECTION control panel: CP

– LH and RH WINDSHIELD ANTI-ICE – Press and check OFF lights
pushbuttons extinguish
– WINDOWS DEMIST pushbutton – Press and check OFF light
extinguishes. ACAWS caution
message SIDE DEMIST OFF
disappears
– ELECTR SENSOR pushbutton – Press and check OFF light
extinguishes (guard down).
ACAWS caution message ICE
DETECT OFF disappears

2-46
 FAM.1C-27J-1

– AIRFOIL (ICE DETECTORS) switch – As required

– ENGINE ICE PROT selector – As required
– PROPELLER ICE PROT 1 and 2 selectors – As required
7. DOOR UNLOKED indicators (Door status panel) – Check lights unlit P/CP/LM
8. Cargo compartment – "Checked" P/CP/LM
9. Ground crew – Disconnect P,GC
10. Safety belts – "Fastened" ALL

If VIP and ESCORT modules are in use:

10. FASTEN SEAT BELTS and NO SMOKING – ON P

pushbuttons (PAX control panel)
11. TAXI clearance – Receive CP
12. TAXI area – "Left clear/right clear" P,CP
13. TAXI LIGHT switch – ON CP
14. EMER AND PARK BRAKE handle – "Release" P
15. BEFORE TAXI checklist – "Complete" CP

TAXI
During taxi and particularly with heavy loads and on
hot days, reduce use of the brakes to a minimum to
avoid excessive heating. See Figure 2-6 for aircraft
turning radius and vertical clearances.

CAUTION

After turning, taxi the aircraft forward in approx-

imately straight line to reduce the load on the
main landing gear.

NOTE
• Turns with brakes locked on one side are to
be minimize. When possible, avoid braking
in turns.

• The steering command is very direct and

powerfull and its operation at high speed
should be reduced to minimum to avoid
overcontrolling the aircraft. The nose wheel
steering system sensitivity requires moder-
ate pilot compensation to achieve desired
steering performance.

• Skidding or jumping of the nose wheel may

occur when the aircraft is turning, either be-
cause of wet pavement or an aft center of
gravity. These effects can be prevented by
avoiding steering changes or by applying
asymmetrical power and brakes.

2-47
FAM.1C-27J-1

• In case of brake failure, apply the emergen-

cy procedure reported in Section III “Brake
failure” paragraph.

After the authorization to taxi has been obtained, perform

the checks, as follows:

1. Steering check – Perform P

NOTE
• Engine power is limited to ground idle when
oil temperature is less than 0 °C, and to
1000 HP when oil temperature is less than
45 °C during ground operation.

• If an Immediate Take-off is required, it is

possible to quickly increase the Oil Temper-
ature by moving the power lever below
GND IDLE. In this condition air flow through
ACOC is reduced and Oil Temperature ris-
es. Do not go below -5 BETA Angle.

• If the steering fails continue taxi using

asymmetric brakes and power.

2. Normal and Emergency brakes – Check P

3. PROP REVERSE test: P

CAUTION

Ensure that the maneuvering area is free of all

debris and obstructions that could cause dam-
age to the aircraft or injury to personnel.

a. Power levers – Reverse range (simultaneously)

CAUTION

• Simultaneous full reverse power on both

engines may lift the nose wheels off the
ground, particularly on light weight aircraft
at an aft CG.

• Reverse power can be utilized for a maxi-

mum of 2 minutes to prevent the lower cowl
from exceeding its temperature limit.

2-48
 FAM.1C-27J-1

• Monitor oil temperature parameters on

CMDU while the propellers are in negative
pitch.
– If oil temperature increases into the yel-
low range, use forward thrust to stop the
backward movement and reverse airflow
across the engines.
– If oil temperature increases into the red
range or an OIL 1 (2) HOT Yellow
ACAWS message is displayed, immedi-
ately use forward thrust to stop the back-
ward movement and reverse airflow
across the engines.
– After the oil temperature returns to the
normal range continue reverse taxiing.

NOTE
When reverse engine power is to be applied for
backing the aircraft, bleed overheat may occur.
In this case the engine bleeds are automatically
deselected, hence select APU bleed if ECS is
required.

b. Power levers – GND IDLE

4. Flight controls – Full and free P,CP

CAUTION

The use of brakes during reverse taxiing should

be avoided to prevent raising the nose wheel off
the ground and potential ground contact of the
aft fuselage.

NOTE
• During taxi the copilot must control aircraft
lateral attitude with the control wheel espe-
cially in windy conditions.
• If necessary, during night taxi, landing lights
can be used. Avoid long time use of landing
lights to prevent bulb and transparent pro-
tection damage.

5. TAXI checklist – “Complete” CP

2-49
FAM.1C-27J-1

REVERSE TAXIING
Before carrying out reverse taxi maneuvers, check
that the area behind and ahead of the aircraft is clear.
It is recommended that the loadmaster assist the pilot
with reverse taxi operations by communication on the
intercom.

CAUTION

Coordinating reverse taxi operations with

the loadmaster and/or ground personnel
who can monitor the area behind the air-
craft is essential. In case of presence of
ground crew, make sure he will not stay in
front of the aircraft to avoid propeller blast
injury.

During all reverse taxiing, speed should be kept slow.

Backing with reverse may require the engines to be
set in HIGH SPEED, especially at the higher gross
weights or if moving uphill. Following all reversing
maneuvers, taxi forward slightly (approximately 5
feet), in a straight line to realign the main gear before
setting the brakes.

CAUTION

The use of brakes during reverse taxiing

should be avoided to prevent raising the
nose wheel off the ground and potential
ground contact of the aft fuselage.

NOTE
When reverse engine power is to be ap-
plied for backing the aircraft, bleed over-
heat may occur. in this case the engine
bleeds are automatically deselected,
hence select APU bleed if ECS is re-
quired.

At high gross weight it may be necessary to allow the

aircraft to roll forward approximately 3 feet prior to
selecting power levers to reverse, to allow the air-
plane to move off “flat spots” on the tires.

2-50
 FAM.1C-27J-1

Figure 2-6 Turning radii and vertical clearances

2-51
FAM.1C-27J-1

BEFORE TAKE-OFF

1. Pitch trim normal – Check take-off position P,CP

(Figure 2-5)
2. FLAPS lever – Check take-off position P,CP
3. Radios and Navigation equipment – Set PF/PNF
4. Reference Set/Warning panel – Set PF/PNF
5. DA/FD control panel – Set and check PF/PNF
6. HDG pushbutton (DA/FD control panel) – ON (if required), check FD lateral P,CP
steering bar on PFD appears
7. BLEED APU pushbutton – ON CP
8. Windows – Close P,CP
9. Crew briefing: – "Complete" P
– Altimeters set P,CP
– Take-off data and normal procedures
– Take-off emergency procedures
– SID procedures
– V1, V2 and VR set on CNI-MU (ICDU) “V SPEEDS” page
10. TAKE-OFF clearance – Receive CP
11. CNI-MU (ICDU) panel (IFF): CP
– IFF hard-key – Press, check IFF 1/3 page
– STBY/ON soft-key – Press, check ON highlighted
– CODE/IDENT soft-key – Press, enters MODE 3 code via
the scratch pad (as required)
12. PROPELLER OVERSPEED GOVERNOR test: P

CAUTION

Due to many variables involved (wind intensity

and direction, gust intensity, runway slope,
landing gear behaviour), in case of strong
crosswind conditions (higher than 20 kts gust
included) head the aircraft into the wind to min-
imize the crosswind component, before starting
the OSG Test.

NOTE
• The propeller overspeed governor test shall
be performed at least once every flying day.

• However, if the test is performed before

each flight and, after the test, the power le-
vers are not moved below flight idle until
take-off, the ACAWS Warning message
"PROP 1 (2) LO PITCH STOP FAIL" can be
disregarded if it appears during take-off run
and flight.

2-52
 FAM.1C-27J-1

• Since high power setting is involved (about

2200 hp), do not perform the test with per-
sonnel, object, equipment etc behind the
aircraft.

• During OSG test apply normal brakes (ped-

al), maintain nose wheel steering, and ped-
al centered.

• Do not use parking brake during the test;

• In case of crosswind component greater

than 20 knots (gust included) or aircraft
mass less than 22500 kg, perform the OSG
test one engine at a time.

• If during the test an incipient bank angle is

noticed, release brakes and move power le-
vers to GND IDLE to avoid sudden aircraft
roll over.

a. OIL TEMP > 45 °C – Check

b. Power levers – FLT IDLE and stabilize (8 seconds)
c. FADEC 1 and 2 switches – RESET then NORM
d. SAMU panel (pilot/copilot):
– ENG hard-key – Press, check ENGINES menu
– ENG DIAGNOSTICS soft-key – Press, check ENG
DIAGNOSTICS submenu
– PROP OVRSPD GVNR soft-key – Press, check PROP OVRSPD
GVNR submenu
– ENGINE 1 and ENGINE 2 soft-keys – Press, check ENGINE 1 IN TEST
and ENGINE 2 IN TEST high-
lighted (test in progress)
– NP 103 ÷ 105 percent – Check
NOTE
NP 1 (2) HI advisory message may momentari-
ly be displayed during the test.
At completion of the test:
– ENGINE 1 and ENGINE 2 soft-keys – Verify that ENGINE 1 and EN-
GINE 2 are no longer highlighted
NOTE
• An inconclusive/failed test is indicated by
the PROP 1 (2) OVERSPEED TEST IN-
CONCLUSIVE and/or PROP 1 (2) 104%
GOV FAIL advisory message.
If the test fails two consecutive attempts,
abort the flight. Maintenance action shall be
required before flight.

• If an overspeed test interruption is required,

move the throttle below flight idle gate.

e. After test ACAWS display – Check no message

2-53
FAM.1C-27J-1

f. If power levers are not moved below FLT IDLE

until take-off, the ACAWS Warning message
"PROP 1 (2) LO PITCH STOP FAIL" can be
disregarded if it appears during take-off run.

13. BEFORE TAKE-OFF checklist – "Complete" CP

LINE UP

1. ICE PROTECTION control panel: CP

– AIRFOIL (ICE DETECTORS) switch – As required
– LH and RH AOA pushbuttons – Press and check OFF lights
extinguish
– LH, RH and STBY PITOT pushbuttons – Press and check OFF lights
extinguish
2. EXTERNAL LIGHT panel: CP
– POSITION switches – As required
– FORM switch – As required
3. RADAR control panel: CP
– PSEL pushbutton – Check light unlit
– WX MODE pushbutton – As required
4. Power levers – Check FLT IDLE P
5. LIFT DUMPER switch – ARMED CP
6. AUTOFTHR pushbutton – Check OFF light extinguishes and no P
ACAWS advisory message is present

If OFF light is lit and ACAWS advisory message

AUTOFEATHER OFF is present:

7. AUTOFTHR pushbutton – Press, check OFF light extinguishes P

and ACAWS advisory message
AUTOFEATHER OFF disappears

NOTE
If the power levers are retarded below the FLT
IDLE gate, the autofeather system will automat-
ically DISARM.

8. ACAWS messages – Check clear P,CP

9. LINE UP checklist – "Complete" CP

2-54
 FAM.1C-27J-1

TAKE-OFF ROLLING TAKE-OFF

Rolling take-off MUST be performed when crosswind
Different take-off techniques must be used for differ- component is greater than 15 knots. In this case
ent environmental conditions. Refer to Section V for release brakes and apply maximum 2500 HP, check
aircraft limitations and to Section III for the procedures engine parameters and when aircraft speed is greater
to be followed during take-off emergencies. than 30 KIAS, slowly apply MTO power.

STATIC TAKE-OFF The following take-off penalties must be applied:

• Take-off Run: increase 10%
Static take-off is performed to obtain the maximum
take-off performance. Be aware that the combination • Take-off Distance: increase 7%
of full power and sudden brake release may tend to • Acceleration to stop distance: increase 5%.
pitch the nose up, reducing nose wheel steering effec-
tiveness.
Set the power levers at TAKE OFF holding the brakes,
and scan engine parameters to ensure even HP WARNING
acceleration then release brakes.
Check HP is within 200 of the TAKE OFF prediction by
no later than 5 seconds after the power levers reach If during initial power application
TAKE OFF. A normal take-off is carried out with (maximum 2500 HP) the bank angle
FLAPS at 1 or at 2. reaches more than 5/6 degrees, re-
During the take-off run, the pilot maintains directional duce power and use steering only for
control with the nose wheel until the rudder is power- directional control (no rudder, no dif-
ful. At the same time the copilot shall hold the control ferential brakes). Apply brakes only
column forwards and keep the wings leveled through when bank angle is reduced.
the control wheel.
As speed increases the pilot discontinues nose wheel A rolling take-off can also be accomplished to mini-
steering (speed around 80 KIAS) and maintains direc- mized stress on landing gear or for passenger comfort
tional control of the aircraft throughout the remainder or cargo loads considerations.
of the take-off run by coordinated use of the flight con- In this case apply 2500 HP (the exact initial setting is
trols. not as important as establishing symmetrical power,
for directional control) holding the brakes, check
NOTE engine parameters then release the brakes and
promptly advance the power levers to TAKE OFF
• The steering command is very direct power.
and powerfull and its operation at Flight test and analysis prove that the change in take-
high speed should be reduced to min- off roll/distance due to this procedure is negligible
imum to avoid overcontrolling the air- when compared to a static take-off.
craft. The nose wheel steering
system sensitivity requires moderate
pilot compensation to achieve de-
sired steering performance.

• If, during the take-off run, nose wheel

shimmy is experienced, the decision
to abort or continue the take-off
should be taken by the pilot, taking
into consideration the length of the re-
maining runway, the refusal speed
and the amplitude of the vibration.
If the decision is made to continue the
take-off, releasing the steering con-
trol will give better shimmy damping.
Lift-off nose gear as soon as possible.

2-55
FAM.1C-27J-1

Figure 2-7 Normal take-off

2-56
 FAM.1C-27J-1

CROSSWIND TAKE-OFF

WARNING

Take into account the crosswind take-

off limitations indicated in the Section
V and in the FAM.1C-27J-1-1 manual.
If the crosswind component is above 15 knots, proceed as follows:

1. LIFT DUMPER switch – OFF CP

2. Rolling take-off – Perform P

NOTE
When take-off power is applied, the up-
wind wing will rise. With crosswind com-
ponents around 25 knots expect an
angle of bank of up to 5 degrees.

3. Control wheel – Holds forward to ensure nose wheel CP

steering effectiveness and maintain
wings level with up to full ailerons
4. Nose wheel steering – Use to counter the weather-cock- P
ing tendency into the wind

When the rudder is effective:

5. Nose wheel steering – Slowly reduce input and P
transition to rudder control only
6. Immediately after rotation reduce rudder forces to reduce sideslip P

AFTER TAKE-OFF

NOTE
Accelerate up to the normal climb speed
(refer to the FAM.1C-27J-1-1 manual).
Maintain the take-off power up to an alti-
tude clear from obstacles and until the re-
quired climb speed is reached (refer to
Section V for max power limitations).

1. Landing gear control lever – UP/Landing gear indication lights PNF

out when landing gear uplocked
2. FLAPS lever – UP/reading UP PNF

NOTE
Normal flap retraction speed is 1.2 VS power off
flaps up and minimum 400 ft AGL.

3. LIFT DUMPER switch – OFF PNF

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FAM.1C-27J-1

At acceleration height:

4. Engine reduction: PNF

– Power levers – MAX CONT or as required
5. SAMU panel (pilot/copilot): PNF
– OIL COOLER FLAPS (both engines) – Check flap position 0% (close)
If only one or both Oil Cooler Flaps are in open position:
– OIL COOLER FLAPS – MAN, CLOSE - 0% then
AUTO (affected engine)
6. TAXI LIGHT switch – OFF PNF
7. LANDING LIGHTS switches – As required PNF
8. BLEED APU pushbutton – As required PNF
9. Pressurization – Check PNF
10. ICE PROTECTION control panel: PNF
– ENGINE ICE PROT selector – AUTO
– PROPELLER ICE PROT 1 and 2 selectors – AUTO
– MODE (WING AND TAIL) selector – As required
11. AFTER TAKE-OFF checklist – "Complete" PNF

CLIMB

The normal climb speed and performance are shown

in the FAM.1C-27J-1-1 manual for CLIMB (MAX CON-
TINUOUS) power setting.

1. Altimeters: PF,PNF
– Reference Set/Warning panel (P/CP) – Set
– Combined Standby Flight Instrument – Set
2. Autopilot – Engage (if required) PF
3. Engine and System status on ESA display – "Checked" PF,PNF
4. Pressurization – Check PNF
5. Air conditioning – As required PNF
6. PROP SYNC pushbutton – As required PNF
(FADEC/propeller panel)
7. APU – As required P
8. CLIMB checklist – "Complete" PNF

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 FAM.1C-27J-1

CRUISE

The cruise control data, for the various load configura-

tions, are shown in the FAM.1C-27J-1-1 manual.

1. Engine and System status on ESA display – "Checked" PF,PNF

NOTE
• Normal cruise power is the power appropri-
ate for Long Range Cruise speeds.

• Cruise at Maximum Continuous Power can

be used. Without limitation when required;
however, if this power setting is used for all
cruise operations, turbine wear will be ac-
celerated and the turbine life will be re-
duced respect to the defined engine life
values in the C-27J Maintenance Manual.

2. Power levers – As required PF

3. Autopilot – Engage (if required) PF

If VIP and ESCORT modules are in use:

4. FASTEN SEAT BELTS and NO SMOKING – Release and check ON lights P

pushbuttons (PAX control panel) extinguish (if required)
5. Pressurization – Check PNF
6. Fuel management – As required P/CP

CAUTION

To reduce wing stress, pilot shall empty first the

fuel contained in the auxiliary tanks and then
the fuel contained in the main tanks. It is pilot
discretion, for operational/technical reasons to
change the sequence and/or to use the fuel
cross-feed system.

7. Air conditioning – As required PNF

8. PROP SYNC pushbutton – As required PNF
(FADEC/propeller panel)
9. TCAS – As required PF
10. CRUISE checklist – "Complete" PNF

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FAM.1C-27J-1

RAMP AND CARGO DOOR OPERATION

OPENING OF RAMP AND CARGO DOOR

1. Mode selector (PRESSURIZATION panel) – Select AIRDROP PNF

Before opening ramp and cargo door:

2. Speed – Between 1.2 VS and 180 KCAS PF

3. RAMP-CARGO control panel: PNF
– AIR DROP PRESS indicator – Check READY light illuminates
– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN

NOTE
Opening of the ramp is inhibited if the airdrop
positioning is not preselected on the support
bars (LOAD indicator illuminated and DROP in-
dicator extinguished).

4. Check the opening sequence on door status indicator panel: PNF

– CARGO UNLK indicator – Illuminates
– CARGO OPEN indicator – Illuminates when CARGO
UNLK extinguishes
– RAMP UNLK indicator – Illuminates
– RAMP DOWN indicator – Illuminates when RAMP
UNLK extinguishes
5. RAMP-CARGO control panel: PNF
– Ramp-Cargo mode switch – Set to OFF
– MASTER switch – OFF, guard down
6. OPENING OF RAMP & CARGO DOOR checklist – "Complete" PNF

CLOSING OF RAMP AND CARGO DOOR

1. RAMP-CARGO control panel: PNF

– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to CLOSE
2. Check the closing sequence on door status indicator panel: PNF
– RAMP DOWN indicator – Extinguishes while RAMP
UNLK illuminates
– RAMP UNLK indicator – Extinguishes
– CARGO OPEN indicator – Extinguishes while CARGO
UNLK illuminates
– CARGO UNLK indicator – Extinguishes
3. RAMP-CARGO control panel: PNF
– Ramp-Cargo mode switch – Set to OFF
– MASTER switch – OFF, guard down
4. CLOSING OF RAMP & CARGO DOOR checklist – "Complete" PNF

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 FAM.1C-27J-1

DESCENT

DESCENT CHECKLIST

1. Safety belts – "Fastened" ALL

2. ACAWS messages – "Checked" PF,PNF
3. Landing data / DH and MDA – Computed / set PF/PNF
4. Crew approach briefing – Performed P/CP
5. PRESSURIZATION control panel – Set landing elevation and check PNF
6. GCAS (via SAMU) – Set as required PNF
7. TCAS – As required PNF
8. NOSE WHEEL STEER switch – Check ON P
9. APU – "Start" (if not running) P
10. Altimeters: PF,PNF
– Reference Set/Warning panel (P/CP) – Set
– Combined Standby Flight Instrument – Set
11. BLEED APU pushbutton – ON PNF
12. Fuel boost pump pushbuttons – Check all usable fuel boost P/CP
pumps are set to ON
13. ICE PROTECTION control panel: PNF
– ENGINE ICE PROT selector – Check AUTO
– PROPELLER ICE PROT 1 and 2 selectors – Check AUTO
– MODE (WING AND TAIL) selector – As required

If VIP and ESCORT modules are in use:

14. FASTEN SEAT BELTS and NO SMOKING – ON P

pushbuttons (PAX control panel)
15. RADAR control panel: PNF
– MASTER selector – As required

NOTE
With autopilot engaged and Approach (APPR)
Mode selected, stabilization in the desired land-
ing configuration and approach speed should
be obtained prior to intercept the glideslope
(aircraft more than 1/2 dot below the glides-
lope). This will ensure optimal autopilot perfor-
mance on the approach.

16. DESCENT checklist – "Complete" PNF

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FAM.1C-27J-1

BEFORE LANDING
1. FLAPS lever – As required PNF
2. Landing gear control lever – DOWN/check three arrows green P,CP
3. ANTISKID System test (ANTISKID control panel): PNF
– ARM pushbutton – “ON”, OFF light unlit
– TEST pushbutton – Press momentarily
– FAULT lights – Check come on and go off
– ACAWS messages – Advisory ANTISKID IBIT
Cautions:
– L AFT ANTISKID FAIL
– L FWD ANTISKID FAIL
– R AFT ANTISKID FAIL
– R FWD ANTISKID FAIL
check appear and disappear

CAUTION

If the fault lights do not go off simultaneously

braking action is lost below 35 knots on two
symmetrical wheels. Refer to "Antiskid Failure
or Not Operative" procedure in Section III.

4. TAXI LIGHT switch – ON PNF

5. LANDING LIGHTS switches – As required PNF
6. Hydraulic systems: PNF
– Pressures – Check
– Quantity – Check
7. LIFT DUMPER switch – ARMED PNF
8. FLAPS lever – FULL/reading FULL P,CP

WARNING

If a "CLIMB" RA is issued while in the land-

ing configuration, a Go-Around procedure
shall be applied to assure adequate aircraft
performance.
NOTE
• Autopilot must be disengaged (if engaged)
not lower than 200 ft AGL.

• If the autopilot is disengaged, Yaw Damper

function disengagement (if engaged) will
occur.

• Yaw Damper must be disengaged (if only

Yaw Damper function is engaged) not lower
than 200 ft AGL.

9. BEFORE LANDING checklist – "Complete" PNF

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 FAM.1C-27J-1

LANDING

NORMAL LANDING

At touchdown:

1. Power levers – FLT IDLE PF

When all landing gear are positive on the ground:

2. Power levers – GND IDLE PF

CAUTION

Check for symmetric power through positive

confirmation of BETA enable flags displayed
below the HP gauges and BETA 1/BETA 2
lights illumination.

3. LIFT DUMPER indicator – Check spoilers extended PNF

4. Power levers – Up to MAX REV PF
NOTE
The steering command is very direct and pow-
erfull and its operation at high speed should be
reduced to minimum to avoid overcontrolling
the aircraft. The nose wheel steering system
sensitivity requires moderate pilot compensa-
tion to achieve desired steering performance.

5. Brakes – Apply PF
6. Power levers – GND IDLE PF
7. NORMAL LANDING checklist – "Complete" PNF
NOTE
A transition from FLT IDLE to GND IDLE at air-
speeds higher than those given in Section V,
could result in:
– propeller overspeed,
– trip-off of the engine generators,
– momentary asymmetric thrust easily control-
lable with the use of rudder.

CAUTION

Power levers should be moved from MAX REV

to GND IDLE before the aircraft comes to a full
stop to prevent nose gear from coming off the
ground and causing possible tail contact.
With a contaminated runway, reduce the
amount of reverse thrust at a higher speed to
prevent reduced visibility or engine FOD.

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FAM.1C-27J-1

WARNING

• Take into account the limitations pre-

scribed for the use of brakes, tires and
reverse power reported in the Section V
and in the FAM.1C-27J-1-1 manual.

• Do not retard any power lever below the

FLT IDLE position unless all landing
gear are firmly on the ground. This is to
prevent aircraft structural damage and
injury to personnel.

• Fast application of reverse power up to

MAX REV from FLT IDLE may result in
loss of directional control. Therefore the
movement from FLT IDLE up to MAX
REV should be made at a reasonable
rate.
In case of directional control problem re-
turn to GND IDLE position.

• On the ground with power levers in FLT

IDLE a fuel metering valve failure on one
engine may produce an uncontrollable
asymmetric thrust condition that require
immediately corrective action (see
emergency procedure reported in Sec-
tion III).

HIGH SPEED LANDING

Special high speed landing procedures are required
when touchdown could be accomplished at airspeed
greater than 135 KIAS. This situation is highly proba-
ble in the following conditions:
– No flaps at weight above 25000 kg (55116 lb).
– Icing condition at weight above 25000 kg
(55116 lb).
At touchdown:

1. Power levers – FLT IDLE PF

2. Brakes – Apply PF
NOTE
A transition from FLT IDLE to GND IDLE at air-
speeds higher than those given in Section V,
could result in:
– propeller overspeed,
– trip-off of the engine generators,
– momentary asymmetric thrust easily control-
lable with the use of rudder.

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 FAM.1C-27J-1

When the aircraft airspeed is below 135 KIAS

(normal operation) or below 140 KIAS (emer-
gency operation):

3. "Two green Bs" – Called PNF

4. Power levers – GND IDLE and complete the PF
landing roll procedures
5. HIGH SPEED LANDING checklist – "Complete" PNF

CROSSWIND LANDING

WARNING

Take into account the crosswind land-

ing limitations indicated in the Section
V.

1. FLAPS lever – "As required" PNF

2. LIFT DUMPER switch – Check OFF PNF
3. Speed – Apply relevant correction (see PF
table wind summary reported in
FAM.1C-27J-1-1)

At touchdown:

4. Control wheel – Apply as necessary, to P/CP

maintain nose wheel steering
on ground and wing level

As soon as lateral directional control is assured:

5. Power levers – GND IDLE P/CP

CAUTION

Check for symmetric power through positive

confirmation of BETA enable flags displayed
below the HP gauges and BETA 1/BETA 2
lights illumination.

NOTE
Minimize reverse thrust (if possible) to improve
lateral directional control.

6. Brakes – Apply to improve lateral PF

directional control
7. Nose wheel steering – Use to maintain directional P
control
8. CROSSWIND LANDING checklist – "Complete" PNF

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FAM.1C-27J-1

GO-AROUND

1. Control wheel – Press Go-Around button PF

2. Power levers – TAKE OFF PF
3. FLAPS lever – 2 (or 1)/reading 2 (or 1) PNF
4. Landing gear control lever – UP (with positive climbing rate) PNF

At acceleration height increase speed:

5. FLAPS lever – UP at Flap Retraction Speed PNF

6. AFTER TAKE-OFF checklist – Apply PNF
7. GO-AROUND checklist – "Complete" PNF

TOUCH AND GO
a. On the runway

1. FLAPS lever – 2 (or 1)/reading 2 (or 1) PNF

2. LIFT DUMPER switch – "OFF" PNF
3. Trims – Take-off position PNF
4. Power levers – TAKE OFF PF

b. After take-off

1. Landing gear control lever – UP/lights off PNF

At safe altitude:

2. FLAPS lever – As required at ≥ VCO + 10 PNF

3. Engine reduction: PF
– Power levers – As required
4. TAXI LIGHT switch – OFF PNF
5. LANDING LIGHTS switches – As required PNF
6. TOUCH AND GO checklist – "Complete" PNF

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 FAM.1C-27J-1

Figure 2-8 Normal landing and normal go-around

2-67
FAM.1C-27J-1

AFTER LANDING

1. LOW SPD GND IDLE switches – If required, press in sequence P

(APU Generator available) and check LOW lights illuminate
2. TAXI LIGHT switch – As required CP
3. LANDING LIGHTS switches – OFF CP
4. LIFT DUMPER switch – OFF CP
5. FLAPS lever – “UP” CP
6. CNI-MU (ICDU) panel (IFF): CP
– IFF hard-key – Press, check IFF 1/3 page
– POWER soft-key – Press, check OFF highlighted
7. RADAR control panel: CP
– MASTER selector – OFF
8. EXTERNAL LIGHT panel: CP
– POSITION switch – As required
– FORM switch – As required
9. ICE PROTECTION control panel: CP
– LH and RH WINDSHIELD ANTI-ICE – As required
pushbuttons
– WINDOWS DEMIST pushbutton – As required
– ELECTR SENSOR pushbutton – OFF (guard down). ACAWS
caution message ICE DETECT
OFF appears
– AIRFOIL (ICE DETECTORS) switch – OFF
– MODE (WING AND TAIL) selector – OFF
– LH and RH AOA pushbuttons – OFF
– LH, RH and STBY PITOT pushbuttons – OFF
– ENGINE ICE PROT selector – As required
– PROPELLER ICE PROT 1 and 2 selectors – As required
10. Pressurization – Check depressurized P/CP
11. AFTER LANDING checklist – "Complete" CP

HOTEL MODE ENGINE OPERATION

HOTEL mode allows engine operation at low speed
ground idle with the propeller feathered. Propeller NP
will be approximately 20 to 30%. This decreases the
propeller wash at the cargo ramp for engine running
loading/unloading.

Operate the engine(s) in HOTEL mode as follows:

1. Power lever(s) – GND IDLE P

2. LOW SPD GND IDLE switch(es) – Press and check LOW light(s) P
illuminate
3. PROPELLER CTRL switch(es) – Guard(s) up, FTHR P

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 FAM.1C-27J-1

CAUTION

• Do not operate the engine above GND

IDLE with the propeller feathered. Engine
damage will result.

• If the engine oil temperature exceeds the

normal range while in HOTEL mode, re-
move immediately the HOTEL mode to in-
crease cooling airflow through the Air-
Cooled Oil Cooler.

Remove the engine(s) from the HOTEL mode as follows:

1. PROPELLER CTRL switch(es) – NORM and guard(s) down P

2. LOW SPD GND IDLE switch(es) – As required P

RAMP AND CARGO DOOR OPERATION ON THE

GROUND

Opening of Ramp and Cargo Door

1. RAMP-CARGO control panel: CP

– AIR DROP PRESS indicator – Check READY light illuminates
– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN
2. Check the opening sequence on door status indicator panel: CP
– CARGO UNLK indicator – Illuminates
– CARGO OPEN indicator – Illuminates when CARGO
UNLK extinguishes
– RAMP UNLK indicator – Illuminates
– RAMP DOWN indicator – Illuminates when RAMP
UNLK extinguishes
3. RAMP-CARGO control panel: CP
– Ramp-Cargo mode switch – Set to OFF
– MASTER switch – OFF, guard down
4. OPENING OF RAMP & CARGO DOOR checklist – "Complete" CP

Closing of Ramp and Cargo Door

1. RAMP-CARGO control panel: CP

– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to CLOSE
2. Check the closing sequence on door status indicator panel: CP
– RAMP DOWN indicator – Extinguishes while RAMP
UNLK illuminates
– RAMP UNLK indicator – Extinguishes

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FAM.1C-27J-1

– CARGO OPEN indicator – Extinguishes while CARGO

UNLK illuminates
– CARGO UNLK indicator – Extinguishes
3. RAMP-CARGO control panel: CP
– Ramp-Cargo mode switch – Set to OFF
– MASTER switch – OFF, guard down
4. CLOSING OF RAMP & CARGO DOOR checklist – "Complete" CP

ENGINES SHUTDOWN
1. EMER AND PARK BRAKE handle – "Pull and rotate" P
NOTE
Before applying PARK brakes be sure that the
nose wheel is centered moving forward the air-
craft for some meters.

2. Engine 1 and 2 LOW SPD GND IDLE switches – Press in sequence and check P
LOW lights illuminate
NOTE
LSGI should be selected for 2 minutes prior to
engine shutdown to allow engine temperature
to stabilize.

3. ICE PROTECTION control panel: CP

– LH and RH WINDSHIELD ANTI-ICE – OFF
pushbuttons
– WINDOWS DEMIST pushbutton – OFF. ACAWS caution message
SIDE DEMIST OFF appears
– ENGINE ICE PROT selector – OFF
– PROPELLER ICE PROT 1 and 2 selectors – OFF
NOTE
If APU or APU generator is not available, notify
maintenance personnel and, if possible, per-
form Engine 1 shut down first, request external
electrical power and shut down the Engine 2.

4. ENGINE START 1 and 2 selectors – Pull and set to STOP P

When NP indicators are equal to 0%:

5. PROPELLER CTRL 1 and 2 switches – "FTHR" then NORM and guards P

down
When DIFF PRESS < 2.04 IN HG (1 psi):

6. Side window – Open P

7. EXTERNAL LIGHT panel: P
– ANTICOL switch – OFF
8. FUEL control panel: P
– Fuel booster pump pushbuttons – OFF

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 FAM.1C-27J-1

– ISOL pushbuttons – Close, check vertical flow bars

illuminate
– XFEED pushbutton – Close, check vertical flow bar
illuminates
– SHUT-OFF VALVE ENG 1 and ENG 2 pushbuttons – Guards up, OFF
9. Pilot, copilot and observer OXYGEN REGULATORS: P/CP/OBS
– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
10. PASSENGER OXYGEN control panel: CP
– MANUAL TURN ON lever – OFF
– PASS-CREW CROSS FEED lever – OFF
11. Exit – "Clear, insert chocks" P
12. Chocks – "In place" GC or LM
13. EMER AND PARK BRAKE handle – "Release" P
14. Safety belts – "Unfasten" ALL

If VIP and ESCORT modules are in use:

14. FASTEN SEAT BELTS and NO SMOKING – Release and check ON lights P
pushbuttons (PAX control panel) extinguish
15. ARM pushbutton (ANTISKID control panel) – OFF CP
16. NOSE WHEEL STEER switch – OFF P
17. HYDRAULICS control panel: CP
– ACMP 1 switch – Guards up, OFF
– ACMP 2 switch – Guards up, OFF
18. BLEED APU pushbutton – Release and check ON light P
extinguishes
19. External Power source (If necessary) – Connect P/GC
20. Set ESA display on CMDU 2 – Check ACAWS Advisory mes- P
sage EMS DATA DOWNLOAD
appears and disappears when
NIU data download is completed
NOTE
If ACAWS Advisory message EMS DOWN-
LOAD ABORT appears, notify maintenance
personnel that NIU data download has failed.

21. APU start control switch – Pull and set to STOP P

22. Electrical control panel: CP
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– TIE pushbuttons – Check OFF lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing away from the
EMER BATT and APU BATT
illuminate
23. ENGINE SHUTDOWN checklist – "Complete” CP

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FAM.1C-27J-1

BEFORE LEAVING THE COCKPIT

1. Window and hatches – Close P,CP

2. GUST LOCK lever – "ON" P
3. INTERIOR LIGHTS panel – OFF P,CP
4. EMER EXIT switch – DISARM CP
5. EXTERNAL LIGHT panel: CP
– POSITION switch – OFF

NOTE
Perform steps 6. thru 8. after the last flight of
the day.

6. Circuit breakers on Overhead CB panel: – Open CP

– RADALT 2 (E 1)
– RADALT 1 (E 24)
7. Circuit breakers on Rear Upper CB panel: – Open CP
– HF 2 (G 14)
– FADEC 2A (L 6)
– FADEC 1B (L 7)
8. Circuit breakers on Rear Mid CB panel: – Open CP
– RADAR - MOUNT (P 15)
– RADAR - ANT (P 16)
– RADAR - HTR FAN (P 18)
– HF 1 (P 21)
– FADEC 1A (R 22)
– FADEC 2B (R 23)
9. BATT switch – OFF P
10. Flight Compartment – Clean ALL
11. Applicable forms – Fill P
12. BEFORE LEAVING THE COCKPIT checklist – "Complete” CP

2-72
 FAM.1C-27J-1

Section III

EMERGENCY PROCEDURES

Contents page Content page

INTRODUCTION ................................................. 3-3 Nose wheel steering failure .......................... 3-68

Task sharing ................................................... 3-3 Tire failure .................................................... 3-68
Circuit breakers ............................................... 3-4
Landing priorities ............................................ 3-4 FIRE IN FLIGHT ............................................... 3-69
Emergency exits ............................................. 3-4 Engine fire in flight ....................................... 3-69
Tailpipe fire or torching in flight .................... 3-70
ACAWS ............................................................... 3-7 Nacelle overheat .......................................... 3-71
Advisory, caution and warning system APU fire in flight ........................................... 3-73
(ACAWS) messages ....................................... 3-7 Electrical/electronic equipment smoke ......... 3-73
Take-off enabled ACAWS messages ............. 3-8 Cargo and/or Lavatory smoke ...................... 3-75
Wing fire ....................................................... 3-75
TCAS ................................................................. 3-47
Traffic alert and collision avoidance system LANDING EMERGENCIES .............................. 3-76
(TCAS) aural and visual messages .............. 3-47 Landing with one engine inoperative ........... 3-76
– Traffic display ........................................... 3-48 Landing with engine "BETA" failure ............. 3-76
– Aural messages ....................................... 3-48 Flaps asymmetry .......................................... 3-78
– Text messages ........................................ 3-50 Reduced flaps landing ................................. 3-79
Landing gear unsafe indication .................... 3-80
CNI-MU (ICDU) Messages ................................ 3-51 Landing with gear partially extended ........... 3-80
CAUTION Messages .................................... 3-51 – Landing with nose gear down only .......... 3-80
SYSTEM ADVISORY Messages .................. 3-53 – Landing with nose wheel retracted ......... 3-81
OPERATIONAL ADVISORY Messages ....... 3-57 – Landing with one main gear retracted ..... 3-82
Landing with gear completely retracted ....... 3-84
EMERGENCY PROCEDURES ......................... 3-59 Tire failure during landing ............................ 3-85
Anti-skid failure or not operative .................. 3-85
ENGINE SHUTDOWN ....................................... 3-60
Brake failure ................................................. 3-86
Emergency engine shutdown conditions ...... 3-60
Nose wheel steering failure during landing .. 3-86
Emergency engine shutdown ....................... 3-60
Engine shutdown in flight ENGINE AND PROPELLER SYSTEM ............. 3-87
(no failure condition) ..................................... 3-60 ACAWS special alert .................................... 3-87
ACAWS warning messages ......................... 3-87
GROUND EMERGENCIES ............................... 3-61
– Engine malfunctions ................................ 3-87
Engine fire on ground - Tailpipe fire or
– Propeller failures ..................................... 3-89
torching on ground ......................................... 3-61
ACAWS caution messages .......................... 3-90
APU fire on ground ....................................... 3-63
– Engine malfunctions ................................ 3-90
Ground aircraft evacuation ........................... 3-64
– FADEC failures ....................................... 3-99
TAKE-OFF EMERGENCIES ............................. 3-65 – Propeller failures ................................... 3-100
Take-off abort ............................................... 3-65 ACAWS advisory messages ...................... 3-101
Engine failure during take-off ........................ 3-66 – Engine malfunctions .............................. 3-101
Engine fire during take-off ............................. 3-66 – Propeller failures ................................... 3-105
Lift dumper special alert ................................ 3-67
Nose wheel shimmy ...................................... 3-67

3-1
FAM.1C-27J-1

Content page Content page

APU SYSTEM ................................................. 3-108 Flaps extension/retraction failure ............... 3-141

ACAWS caution messages ......................... 3-108 Rudder actuator failure ............................... 3-142
Rudder travel limitation unit failure ............. 3-143
SINGLE ENGINE OPERATIONS .................... 3-111 Rudder travel limitation unit malfunction .... 3-144
Air data failure ............................................ 3-144
DOUBLE ENGINE FLAMEOUT ...................... 3-112 Pitch disconnect ......................................... 3-145
Longitudinal control jamming ...................... 3-145
INFLIGHT ENGINE RESTART ........................ 3-115
Lateral control jamming .............................. 3-146
Crossbleed start .......................................... 3-115
Spoiler system failure ................................. 3-146
APU assisted starting ................................. 3-117
Spoiler system failure to extend ................. 3-147
Windmilling engine starting ......................... 3-118
Lift dumpers failure ..................................... 3-147
OTHER INFLIGHT EMERGENCIES ............... 3-120
AUTOPILOT SYSTEM .................................... 3-148
FUEL SYSTEM ................................................ 3-120 Autopilot disengage system failure ............. 3-148
Booster pump failure ................................... 3-120 Hardover in any single axis or
Fuel leak ..................................................... 3-121 two axes simultaneously ............................ 3-149
Autopilot jammed (servo/cable control
ELECTRICAL SYSTEM .................................. 3-122 system) on any single axis or on
Single generator failure ............................... 3-122 two axes simultaneously ............................ 3-149
APU generator failure ................................. 3-123 Oscillating pitch, yaw or roll control axis
No. 1 and No. 2 generator failure with and inability to manually or automatically
APU generator available ............................. 3-123 disengage ................................................... 3-149
No. 1 and No. 2 generator failure without Inability to disengage autopilot after
APU generator available ............................. 3-124 "Q-FEEL/TLU AD FAIL" ACAWS message 3-150
Failure of 115/200 V AC BUS 1 .................. 3-125 Deviation in pitch, yaw or roll attitude
Failure of 115/200 V AC BUS 2 .................. 3-125 without annunciation (visual or voice)
Failure of one TRU ..................................... 3-128 in approach mode with autopilot engaged .. 3-150
Failure of second TRU Erroneous pitch trim command .................. 3-151
(with STBY TRU "on") ................................. 3-128 Erroneous flight director display(s)
Failure of No. 1 and No. 2 TRU commands .................................................. 3-151
(with STBY TRU "off") ................................. 3-129 Loss of pitch, yaw or roll control after
Failure of 28 V DC BUS 1 ........................... 3-129 autopilot engagement (autopilot
Failure of 28 V DC BUS 2 ........................... 3-130 basic modes) .............................................. 3-152
Total loss of electrical power ...................... 3-131
LANDING GEAR ............................................. 3-153
HYDRAULIC SYSTEM .................................... 3-132 Landing gear emergency extension ........... 3-153
AC motor pump overtemperature or failure 3-132 Landing gear extension failure (landing
Engine driven pump failure ......................... 3-132 gear control level locked on up) ................. 3-154
Hydraulic system 1 failure ........................... 3-133
Hydraulic system 2 failure ........................... 3-134 BLEED SYSTEM ............................................. 3-155
Total loss of hydraulic systems 1 and 2 ...... 3-135 Bleed failure during engine operation ......... 3-155
Hydraulic oil leakage ................................... 3-137 – ENG 1 or 2 bleed air s/o valve failure .... 3-155
– ENG bleed overheat or overpressure .... 3-155
FLIGHT CONTROLS ....................................... 3-138 – ENG bleed leak ..................................... 3-156
Failure of trims ............................................ 3-138 – ENG Bleed overheat with ENG 1 or
– Aileron trim failure .................................. 3-138 2 BASOV failure .................................... 3-157
– Elevator trim failure ................................ 3-138 – ENG bleed leak with ENG 1 or
– Elevator stand-by trim failure ................. 3-138 2 BASOV failure .................................... 3-158
– Emergency elevator trim failure – ENG bleed overpressure with
(manual control) ..................................... 3-139 ENG 1 or 2 BASOV failure .................... 3-159
– Rudder trim failure ................................. 3-139 Bleed failure during APU operation ............ 3-160
Failure of Q-Feel ......................................... 3-140 – APU bleed air servo valve (BSV) failure 3-160
– Q-Feel system failure ............................ 3-140 – APU bleed overheat .............................. 3-160
– Q-Feel single channel failure ................. 3-141 – APU bleed leak ...................................... 3-161

3-2
 FAM.1C-27J-1

Content page Content page

– APU bleed overheat with DITCHING ....................................................... 3-199

APU BSV failure .................................... 3-161 Ditching characteristics .............................. 3-199
– APU bleed leak with APU BSV failure ... 3-162 Ditching procedures ................................... 3-199
Evacuation of the aircraft ........................... 3-200
AIR CONDITIONING SYSTEM ....................... 3-163 Crew duties ................................................ 3-200
ECS controller automatic function failure .... 3-163 Ditching (both engines operative) .............. 3-201
Environmental control unit overheat ........... 3-163
Cockpit air distribution duct overheat .......... 3-164
Cargo air distribution duct overheat ............ 3-165
Cockpit air distribution priority loss ............. 3-165 INTRODUCTION
EQUIPMENT COOLING SYSTEM .................. 3-166
Air extractor fan failure ................................ 3-166 This section contains the procedures to be used in
Overboard valve failure ............................... 3-166 coping with the various emergencies that may be
encountered on ground or in flight.
PRESSURIZATION SYSTEM ......................... 3-168 A complete knowledge of these procedures will
Pressurization system failure ...................... 3-168 enable crew members to undertake corrective
Rapid decompression ................................. 3-169 actions, in case of emergency, in an orderly manner
Loss of pressurization ................................. 3-170 and to evaluate its seriousness more quickly.
Excessive differential pressure ................... 3-171 This will permit early planning for a bailout or forced
landing and will greatly increase the crew's chances
OXYGEN SYSTEM .......................................... 3-172 of survival.
Low quantity alert ........................................ 3-172
No flow indication on oxygen regulator ....... 3-172 The procedures consist of items classified as critical
and noncritical.
ICE PROTECTION SYSTEMS ........................ 3-173
– Critical items are presented in bold face letters
Engine anti-icing system failure .................. 3-173
and must be committed to memory.
Propeller anti-icing system .......................... 3-173
Wing and tail de-icing system ..................... 3-175 – Non critical items are actions that contribute to en-
Windshield anti-icing system failure ............ 3-176 sure an orderly sequence of events and that are to
be carried out with direct reference to the checklist.
AVIONICS SYSTEM ........................................ 3-177
ACAWS caution messages ......................... 3-177 The codes P, CP, PF, PNF, OBS and LM have been
ACAWS advisory messages ....................... 3-184 used to indicate respectively the Pilot, Copilot, Pilot
Flying, Pilot Not Flying, Observer and Loadmaster.
COMMUNICATION SYSTEMS ....................... 3-186 Crew responses listed as PF or PNF, will answer with
V/UHF radio failure ..................................... 3-186 actual crew position.

MISCELLANEOUS .......................................... 3-187

Inflight evacuation of the aircraft ................. 3-187 TASK SHARING
Doors and hatches unlocked in flight .......... 3-189
The Pilot "P" is the crew member seated in the left
– Crew entrance door unlocked ................ 3-190
seat, the Copilot "CP" is the crew member seated in
– Rear door or ramp and/or cargo door
the right seat.
or an emergency hatch unlocked ........... 3-191
Emergency procedures contained in this manual, as-
Window damage (crack) ............................. 3-192
signs crew duties according to the seat position P/CP
Maximum glide ............................................ 3-193
when aircraft is on ground and to PF/PNF when air-
– Optimum glide speed ............................. 3-193
craft is in flight.
– Ground distance covered ....................... 3-193
Forced landing ............................................ 3-193
Procedures identified by a circle on the step number
– Preparation ............................................ 3-193
must be carried out only after pilot flying command
– Approach ............................................... 3-194
and/or confirmation.
Fuel jettison ................................................ 3-196
Cargo jettison .............................................. 3-197
Inflight release of liferaft .............................. 3-198

3-3
FAM.1C-27J-1

NOTE 2. Remove locking pin of the barber pole handle.

• The procedures to be used in each 3. Pull the handle and rotate it completely down-
emergency must result from the eval- wards.
uation of the complete situation en-
4. Pull the door that will turn over by rotating on the
countered. Combined emergencies
lower edge.
may require some deviations from
the normal procedures. 5. Come out by walking on the door.
• The Emergency procedures abbrevi- If complete removal of the door is desired:
ation list is contained in the Pilot's
6. Remove the two pins from the hinge before open-
Checklist FAM.1C-27J-1CL-1.
ing the door.

UPPER HATCHES
CIRCUIT BREAKERS
1. Remove the safety pin on the side opposite to the
Completion of some ACAWS and emergency proce-
hinge.
dures requires resetting or pulling circuit breakers.
Circuit breakers are located either on the overhead 2. Rotate counterclockwise the button that locks the
panels or on panels behind the copilot’s seat. In pro- handle.
cedures where circuit breakers are referenced, the
panel location, placarded name of the circuit breaker, 3. Rotate the handle counterclockwise and hold the
and specific row/column are presented. hatch.
If a complete removal of the hatch is desired:
LANDING PRIORITIES 4. Remove the two hinge pins.

The meaning "Land ASAP" and "Land as soon as SLIDING WINDOWS

practicable" as used in this section, is as follows:
1. Unlock the window by pulling the proper lever
• Land As Soon As Possible (ASAP) - Emergency
down.
conditions are urgent and require an immediate
landing at the nearest suitable airfield, considering 2. Slide the window until end-of-travel.
also other factors, such as weather conditions and
aircraft mass. If a complete removal of the window is desired:
• Land As Soon As Practicable - Emergency con- 3. Pull downwards the unlocking ring and remove
ditions are less urgent. Aircrews use their best the window from its seat.
judgment to determine if the flight may be safely
continued to an airfield where more adequate facil- CHOPPING LOCATION
ities are available.
The Figure 3-1 shows all main emergency and rescue Open by means of the axes hung on the wall (Figure
equipment location. 3-1).

For external access to the aircraft

EMERGENCY EXITS
TOILET COMPARTMENT DOOR
All the aircraft doors and hatches (Figure 3-2), except
for the pilot's and copilot's windows (which can be Push on the safety device, pull the emergency handle
opened only from inside), can be opened both from downwards and push the door inward until it opens
inside and outside the aircraft and for this reason they completely (the door is hinged on its lower edge).
can be used in case of emergency both for aircraft
evacuation and for rescue from outside in case of
UPPER HATCHES
accident. Rotate counterclockwise the fasteners intended for
handle unlocking, then rotate it clockwise and push
For aircraft evacuation the door downwards (hinge on the right edge).

TOILET EMERGENCY EXIT DOOR

1. Check that inner knob is set on UNLKD position.

3-4
 FAM.1C-27J-1

Figure 3-1 Emergency and rescue equipment

3-5
FAM.1C-27J-1

Figure 3-2 Emergency exits

3-6
 FAM.1C-27J-1

CHOPPING LOCATION Warnings are shown in RED and are listed starting at
the top of the ACAWS list.
Open by means of the axes on the line properly indi-
cated (Figure 3-2). SPECIAL ALERTS - Alert the crew for a flight critical
condition that must be corrected to preclude loss or
NOTE damage of the aircraft. Most special alerts require an
immediate crew response and may have priority over
Paratroops and crew entrance doors can Warning, Caution, and Advisory messages depending
always be used for external access on the message. Special alerts can also be non-criti-
cal messages given to reduce crew workload.
Special alerts can be voice messages or unique
ACAWS tones, and/or visual messages.
Special alert messages do not appear in the primary
ACAWS display area or the ACAWS Overflow display
ADVISORY, CAUTION AND WARNING SYSTEM format. For most special alerts, an alphanumeric alert
(ACAWS) MESSAGES is presented on the CMDU Primary Flight Displays
The following is a list of ACAWS messages that are (PFD) and Head Up Display (HUD) accompanied by a
displayed on the CMDU Engine Status/ACAWS (ESA) voice message. Some special alerts have corre-
display and when necessary on the ACAWS OVER- sponding alphanumeric data or symbology that
FLOW display. The ACAWS messages, listed in this appear on other CMDU NAV-radar display formats.
Section, include the condition which caused the mes-
sage and the crew action required. NOTE
There are four ACAWS message alert levels:
The meaning of the terms "FAIL" and
ADVISORIES - Alert the crew for opera-tional OR air- "FAULT" used on avionics system mes-
craft system conditions that may require crew action. sages is as follows:
Advisories are shown in WHITE and are listed below • "FAIL" is used to indicate when the
any Warning and/or Caution messages on the communication from equipment to
ACAWS list. 1553B Data Bus is lost. In this case
CAUTIONS - Alert the crew for abnormal operational the equipment functionality is com-
OR aircraft system conditions that require corrective pletely lost.
OR compensatory crew action to prevent damage to • "FAULT" is used when the equip-
aircraft equipment. Cautions are shown in YELLOW ment BIT detects a anomaly (switch/
and are listed below any Warning-level message on knob/etc. invalid signal). In this case
the ACAWS list. the equipment functions could be un-
WARNINGS - Alert the crew for emergency operation reliable.
OR aircraft system conditions that require immediate
corrective OR compensatory crew action to prevent
personal injury or loss of life.
Aural Characteristics of Warnings, Cautions, and Advisory Alerts

TYPE DESCRIPTION DURATION CANCELLATION

Continuous until canceled or By pressing either MASTER

WARNING Sweeping recorded tone.
cause(s) corrected. WARNING switch light.

Repeats at 7 sec interval until

Two sets of complex By pressing either MASTER
CAUTION canceled or cause(s) cor-
recorded tone. CAUTION switch light.
rected.

Automatic after one presen-

ADVISORY Complex "ding, ding" tone. 0.84 sec.
tation.

3-7
FAM.1C-27J-1

TAKE-OFF ENABLED ACAWS MESSAGES

Aural alerts, displays and MASTER WARNING/ CAU-
TION lights for all ACAWS messages are inhibited
during the take-off with power levers angle greater
than 40 degrees, airspeed between 70 - 140 KIAS
and altitude equal or less than 400 feet AGL except
for the ACAWS messages on the following list.

The aural alerts, displays and MASTER WARNING/

CAUTION lights of the inhibited ACAWS will be acti-
vated (if still warranted) when the airspeed returns
below 60 KIAS.

Message Category Message Category

ALTITUDE Special Alert AUTOFEATHER Warning

BANK ANGLE Special Alert CGO SMK Warning
DON'T SINK Special Alert E/E RACK SMK Warning
ENG 1 FAIL Special Alert ENG 1 FIRE Warning
ENG 2 FAIL Special Alert ENG 1 MGT HI Warning
FLAPS Special Alert ENG 2 FIRE Warning
GLIDESLOPE (Soft) Special Alert ENG 2 MGT HI Warning
GLIDESLOPE (Loud) Special Alert LAVATORY SMK Warning
LIFT DUMPER Special Alert ON-GROUND ATTITUDE Warning
MAINTAIN CLIMB X.X TCAS Special Alert PARK BRAKE Warning
MAINTAIN DESCENT X.X TCAS Special Alert PITCH DISCONNECT Warning
MINIMUMS Special Alert ENG 1 FLAMEOUT Caution
PULL UP (Whoop, whoop) Special Alert ENG 2 FLAMEOUT Caution
SINK RATE Special Alert ICE CONDITION Caution
STALL Special Alert ICE DETECT OFF Caution
TERRAIN Special Alert MC 1 FAIL Caution
TOO LOW FLAPS Special Alert MC 2 FAIL Caution
TOO LOW GEAR Special Alert NAC 1 OVERHEAT Caution
TOO LOW TERRAIN Special Alert NAC 2 OVERHEAT Caution
TRIM Special Alert SWS FAIL Caution
WINDSHEAR Special Alert ENG ICE PROTECT ON Advisory
APU FIRE Warning GCAS FAIL Advisory

3-8
 ACAWS messages table

SPECIAL ALERTS

Message
Location Visual
ACAWS Alert Hush CONDITION CREW ACTION
NAV Color
PFD
Radar

{X} MIN TO CARP Yes Yes White NA Indicates the number of minutes to the CARP (2, None.
1 min).

{X} SEC TO CARP Yes Yes White NA Indicates the number of seconds to the CARP (10, None.
5, 4, 3, 2, 1 sec).

1000 TO GO (Voice) - - NA No 1000 feet to go to reference altitude as selected None.

on DA/FD control panel.

300 (Voice) - - NA NA Aircraft within 300 feet of altitude selected on the None.
DA/FD control panel
(-300 ft in climb, +300 ft in descent).

ALTITUDE (Voice) Yes - Yellow Yes Normal mode: Adjust aircraft altitude.
The landing gear is down and the aircraft has
descended below the manually set radar altitude
reference minimums between 50000 and 50 feet
AGL.
Tactical mode:
The landing gear is up aircraft has descended
below the selected radar altitude.

AUTOPILOT (Voice) NA Autopilot has disengaged. Resume manual navigation - re-

engage Autopilot as required.
and AP DSNG (Display Yes - Red

BANK ANGLE (Voice) Yes - Yellow No Bank Angle is greater than 61° above 130 feet Adjust bank angle as required.
reducing to 10° at 30 feet or less.

3-9
FAM.1C-27J-1
 ACAWS messages table (Contd.)

3-10
SPECIAL ALERTS

Message
FAM.1C-27J-1

Location Visual
ACAWS Alert Hush CONDITION CREW ACTION
NAV Color
PFD
Radar

CHECK ALTITUDE Yes - Yellow No Aircraft has reached an altitude selected on the Adjust altitude so that current alti-
(Voice) DA/FD control panel and has deviated from that tude is within ± 200 feet of selected
altitude by more than ± 200 feet. altitude or outside ± 1025 feet of
selected altitude or reset reference
altitude.

DON'T SINK (Voice) Yes - Red No The aircraft is descending at a rate which, without Establish a positive rate of climb.
crew corrective action, may result in controlled
flight into terrain.

ENGINE ONE FAIL or No A propulsion system failure has been identified by ENGINE FAILURE DURING TAKE-
ENGINE TWO FAIL - (Voice) the FADEC. The engine may have shut down, or OFF procedure
the engine may have recovered to minimum fuel
and ENG 1 (2) FAIL (Display) Yes - Red See page 3-87.
flow operation.
(Engine Red Box and FAIL Red If the autofeather is armed the propeller will In flight:
flag on ESA) feather when the affected engine is shut down. ENG 1 (2) FAIL (CAUTION) proce-
Simultaneously the auto-feather system will be dure
disarmed on the operative engine.
If the autofeather is not armed the propeller will be See page 3-90.
windmilling at 100% following engine failure.

FLAPS (Voice) Yes - Yellow No On the ground:

Flaps not at take-off setting, and take-off power Set flaps to the take-off configura-
set on both engines. tion.
In flight:
Aircraft has exceeded the flaps extended speed Reduce airspeed.
(VFE) limit.
Refer to Section V.
 ACAWS messages table (Contd.)

SPECIAL ALERTS

Message
Location Visual
ACAWS Alert Hush CONDITION CREW ACTION
NAV Color
PFD
Radar

GLIDESLOPE (Soft - Voice) Yes - Yellow Yes Deviation below glidescope greater than 1.3 dots. Adjust descent rate or Go-Around.

GLIDESLOPE (Loud - Voice) Yes - Yellow Yes Deviation below glidescope greater than 2 dots. Adjust descent rate or Go-Around.

GREEN LIGHT Yes Yes Green NA Aircraft at CARP. At the discretion of the PF, com-
mand paratroops to jump or release
aerial delivery load.

LANDING GEAR (Voice) - - NA No Landing gear is not down and locked with flaps set Lower landing gear.
greater than 77.97%.

LANDING GEAR (Voice) - - NA Yes Power lever No. 1 or No. 2 is below 38°, airspeed Lower landing gear.
is less than 150 knots, radar altitude is less than
500 feet, and landing gear is not down and
locked.

LIFT DUMPER (Voice) Yes - Yellow No LIFT DUMPER switch is set to ARMED, and See page 3-67.
either lift dumper is out with weight on wheels and
power lever angle greater than 50° on both
engines.

MAINTAIN CLIMB {X.X} Yes - Red NA TCAS has issued a Maintain Climb Resolution Crew should maintain a climb at the
Advisory over 2700 fpm. specified rate to avoid potential mid-
X.X represents climb rate in thousands of feet per air collision.
minute.
Example: 4.0 means 4000 fpm.

3-11
FAM.1C-27J-1
 ACAWS messages table (Contd.)

3-12
SPECIAL ALERTS

Message
FAM.1C-27J-1

Location Visual
ACAWS Alert Hush CONDITION CREW ACTION
NAV Color
PFD
Radar

MAINTAIN DESCENT {X.X} Yes - Red NA TCAS has issued a Maintain Descent Resolution Crew should maintain a descent at
Advisory over 2700 fpm. the specified rate to avoid potential
X.X represents descent rate in thousands of feet midair collision.
per minute.
Example: 3.5 means -3500 fpm.

MINIMUMS (Voice) Yes - Yellow No The landing gear is down and the aircraft has Depending upon conditions, land or
descended below the manually set baro altitude initiate missed approach.
reference minimums.

OVERSPEED (Clacker tone) - - NA No Aircraft has exceeded the maximum operating Reduce airspeed.
speed (VMO).

PULL UP (Voice) Yes - Red No Excessive terrain closure rate. Adjust flight path to avoid obstacle/
(Whoop,whoop) Impact will occur if immediate corrective action is terrain if required.
not taken.

RED LIGHT Yes Yes Red NA End of drop window reached. Select RED light and accomplish
Completion of Drop checklist.

SINK RATE (Voice) Yes - Red No Excessive sink rate. Adjust sink rate.

SLOW DOWN Yes Yes White NA Programmed slow down point has been reached. Initiate a slowdown as required to
reset current TOA constraint, CARP,
or LZ.

STALL (Voice) Yes - Red No Aircraft has exceeded the stall warning speed Increase airspeed above stall warn-
envelope (approximately 1.05 times the actual ing speed.
stall speed).
Reduce angle of attack.
 ACAWS messages table (Contd.)

SPECIAL ALERTS

Message
Location Visual
ACAWS Alert Hush CONDITION CREW ACTION
NAV Color
PFD
Radar

TERRAIN, TERRAIN (Voice) Yes - Red No Aircraft has penetrated the mode 2 GCAS warning Adjust flight path to avoid terrain, if
envelope. required.
TERRAIN (Voice) Yes - Yellow No

TOO LOW FLAPS (Voice) Yes - Yellow Yes Aircraft gear is down, radar altitude is 245 feet or Select approach flaps or inhibit as
less, and airspeed is less than 159 knots. appropriate.

TOO LOW GEAR (Voice) Yes - Yellow No Aircraft gear is up, radar altitude is 400 feet or less Lower the gear.
and airspeed is less than 150 knots.

TOO LOW TERRAIN (Voice) Yes - Yellow No Aircraft has penetrated the mode 4A GCAS warn- Adjust altitude and/or airspeed.
ing envelope.

TRIM (Voice) Yes Elevator normal trim is not set for take-off with Set normal elevator trim within take-
weight on wheels, and power lever angle greater off range.
and TRIM (Display) Yes - Yellow
than 50° on both engines.

TRIM (Voice) No Elevator emergency trim is not set on zero for Set emergency elevator trim to zero.
take-off with weight on wheels, and power lever
and EMERGENCY TRIM Yes - Yellow
angle greater than 50° on both engines.
(Display)

WAYPOINT TRANSITION Yes Yes White NA The active waypoint is being transitioned. Check next track.

WPT TRANSITION - - White

WINDSHEAR (Voice) Yes - Red Yes Radar windshear alert level 1, 2, or 3 active. During take-off or approach,
Windshear Recover procedure.
Avoid area of windshear.

3-13
FAM.1C-27J-1
FAM.1C-27J-1

ACAWS messages table

WARNINGS

ACAWS - RED CONDITION CREW ACTION

APU FIRE A fire is detected in the APU compart- On the ground:

ment and signaled by the F/ODS. The Aircraft - Stop
light in the APU fire handle is also illumi-
EMER & PARK handle - Pull & Set
nated.
APU FIRE handle - Pull and rotate
left or right (DISCH)
If fire persists:
APU start sw. - Pull and set STOP
See page 3-63.
In flight:
APU FIRE handle - Pull
If fire persists after 10 seconds:
APU FIRE handle - Rotate left or
right (DISCH)
APU start sw. - Pull and set STOP
See page 3-73.

AUTOFEATHER Autofeather not armed with weight on Do not take-off

wheels, and power lever angle greater or
than 50° on both engines.
During take-off run
TAKE-OFF ABORT procedure
See page 3-65.

CABIN ALTITUDE HI Cabin altitude exceeds 10000 feet. See page 3-169.

CGO SMK Smoke detected in cargo compartment Oxygen masks/goggles - Put on

area. Oxygen - ON/100%
Crew communications - Establish
See page 3-75.

DELTA PRESS HI Excessive differential pressure. See page 3-171.

3-14
 FAM.1C-27J-1

ACAWS messages table (Contd.)

WARNINGS

ACAWS - RED CONDITION CREW ACTION

ENG 1 (2) FIRE Engine fire detected in the respective On the ground:
engine. Aircraft - Stop
EMER & PARK handle - Pull & Set
FIRE handles (BOTH) - Pull
FIRE handle ILLUMINATED -
Rotate (MAIN)
ATC - Notify
Loadmaster - Notify
If fire persists after 30 seconds:
FIRE handle ILLUMINATED -
Rotate (AUX)
See page 3-61.
In flight:
FIRE handle ILLUMINATED - Pull
After 10 seconds, If fire persists:
FIRE handle ILLUMINATED -
Rotate (MAIN)
See page 3-69.

ENG 1 (2) MGT HI The respective engine\ MGT is equal or During start:
above 852 °C. EMERGENCY ENGINE SHUT-
DOWN procedure (affected eng.)
See page 3-87.
On the ground:
Below V1: TAKE-OFF ABORT
procedure
Above V1: Take-off continue
See page 3-87.
In flight:
Power lever (affected engine) -
Reduce
If MGT does not decrease withing
limit:
EMERGENCY ENGINE SHUT-
DOWN procedure (affected eng.)
See page 3-87.

E/E RACK SMK Smoke detected in electrical/electronic Oxygen masks/goggles - Put on

rack area. Oxygen - ON/100%
Crew communications - Establish
See page 3-73.

3-15
FAM.1C-27J-1

ACAWS messages table (Contd.)

WARNINGS

ACAWS - RED CONDITION CREW ACTION

LAVATORY SMK Smoke detected in lavatory area. Oxygen masks/goggles - Put on

Oxygen - ON/100%
Crew communications - Establish
See page 3-75.

ON-GROUND ATTITUDE Any landing gear lift jack extended with Return landing gear lift jacks to the
weight on wheels, and power lever angle normal OFF position.
greater than 50° on both engines.

PARK BRAKE PARKING brake set with weight on Release PARKING brake handle.
wheels and power lever angle greater
than 50° on both engines.

PITCH DISCONNECT The elevator JOM (Jam Override Mecha- See page 3-145.
nism) has disconnected.
Pitch control efficiency is reduced.

PROP 1 (2) LO PITCH A Ground Beta Enable (GBE) circuit fail- If after the overspeed governor test
STOP FAIL ure has been detected: the power levers have been main-
– Low pitch stop is removed, tained at or above FLT IDLE untill
– hydromechanical overspeed governor take-off:
is lost (no 104% protection available). ACAWS warning message - Disre-
The propeller could enter the ground or gard / Review mission requirements
reverse range in flight.
If after the overspeed governor test
the power levers have been moved
to GND IDLE before take-off:
EMERGENCY ENGINE SHUT-
DOWN procedure (affected eng.)
See page 3-89.

Q-FEEL FAIL Elevator Q-Feel channel 1 and channel 2 See page 3-140.
failures detected.

RUDDER TLU FAIL Rudder TLU 1 or 2 failure detected. See page 3-143.

START VLV 1 (2) OPEN Respective engine start valve is open On the ground:
when it is commanded closed. EMERGENCY ENGINE SHUT-
DOWN procedure (affected eng.)
See page 3-89.
In flight: (see page 3-89).

3-16
 FAM.1C-27J-1

ACAWS messages table

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

AC BUS 1 (2) OFF Respective AC BUS is not powered. See page 3-125.
Review the Fault Log.

AC CONFIG INVALID A fault has been detected during the Maintenance is required to clear the
power-up in the MC Aircraft Specific Data fault.
(ASD) table function, which utilizes air- To dispatch with the fault displayed,
craft serial number inputs to configure enter mode S code on the IFF 1/3
communication and navigation radios, page to restore TCAS II operation.
and IFF mode S.

ACMP 1 (2) OVERHEAT Respective hydraulic system, AC Motor ACMP switch 1 (2) - Guard up, OFF.
Pump overtemperature (above 200 ± See page 3-132.
2 °C) detected.

ADC 1 (2) AIRSPEED FAIL One or more values used by the respec- Select the other ADC and verify the
tive ADC to compute indicated airspeed BARO SET.
is invalid.

ADC 1 (2) ALTITUDE FAIL One or more values used by the respec- Select the other ADC and verify the
tive ADC to compute altitude is invalid. BARO SET.

ADC 1 (2) FAIL Respective ADC failed or ADC BIT fault Select the other ADC and verify the
detected. BARO SET.

AIRSPEED MISCOMPARE The airspeed difference between ADC 1 Compare the two airspeeds with the
and ADC 2 is greater than 5 knots. standby airspeed indicator to deter-
mine which one is more accurate.
Change pilot or copilot ADC source
as appropriate.

AIR/GND SIMULATE ON AIR/GROUND system forced to AIR or Ask Ground Crew to reset the switch.
GROUND state condition.

ALTITUDE MISCOMPARE The altitude difference between ADC 1 Compare the two altitudes with the
and ADC 2 is greater than 100 ft. standby altitude indicator to deter-
mine which one is more accurate.
Change pilot or copilot ADC source
as appropriate.

ANTISKID OFF Antiskid switch is off. None.

APU BATTERY FAULT APU battery fault detected. None.

APU BLD VLV FAIL APU bleed valve failure detected. See page 3-160.

APU BTL NO DISCH APU fire extinguisher bottle discharge On the ground:
commanded and APU cartridge not GROUND AIRCRAFT EVACUA-
blown. TION procedure
In flight: (see page 3-108).

3-17
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

APU EGT OVERTEMP DURING START: See page 3-108.

APU EGT overtemperature above
927 °C is detected.
NOT DURING START:
APU EGT overtemperature above
718 °C for more than 3 seconds or above
788 °C for 0.5 seconds is detected.

APU FAIL APU failure or APU/FADEC failure See page 3-109.

detected.

APU FIRE DETECT FAIL Both APU Fire Loops have failed. A fire Evaluate mission criticality. Abort
cannot be detected. unless operational necessity dic-
tates otherwise.

APU FEXT UNAVAIL APU fire extinguisher bottle has low On the ground:
pressure or APU cartridge is blown. Maintenance action required prior to
flight.
In flight:
Review mission requirements.

APU FUEL LO PRESS APU fuel pump has failed. Monitor APU operation.

APU GEN FAULT APU generator trips off line due to an See page 3-123.
over or under voltage, over or under fre-
quency, or feeder fault.

APU INLET DOOR FAIL APU intake door position does not match During start:
the commanded open position needed to If APU door is stuck closed, the APU/
start the APU. FADEC will not begin the start
sequence.
Note: If in icing conditions, the APU
door may be frozen in position. Once
out of icing conditions, attempt a
restart of the APU.

APU LO OIL PRESS APU oil low pressure detected See page 3-109.

APU OIL OVERTEMP APU high oil temperature detected See page 3-110.

APU OVERSPEED APU speed above 105% detected None.

APU/FADEC immediately shuts
down the APU.

APU UNDERSPEED APU speed below 95% detected None.

APU/FADEC immediately shuts
down the APU.

3-18
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

AUTOPILOT SVO Mission computer has detected a failure Remove power by pulling out the rel-
DISABLED of the engaged autopilot to respond to a evant circuit breakers of the engaged
disengage command within the allotted Autopilot.
time frame and has taken action to
remove 28 Vdc power to the servo
clutches; or 28 Vdc power is not avail-
able to the servo clutches due to an elec-
trical failure or open circuit breaker.

BIU #1 FAIL BIU #1 has failed its internal BIT or has See page 3-177.
stopped communication with the 1553B Review the Fault Log.
Data Bus.

BIU #2 FAIL BIU #2 has failed its internal BIT or has See page 3-177.
stopped communication with the 1553B Review the Fault Log.
Data Bus

BIU BACKUP MODE Both Mission Computers have failed. See page 3-179.

BLD OVERHEAT Bleed air, overheat detected. Engine Operation (See page 3-155).
APU Operation (See page 3-160).

BLD 1 (2) OFF Respective bleed air system is manually None.

selected off.

BLEED OVERPRESS Engine 1 or engine 2 bleed air overpres- See page 3-155.
sure detected.

CARGO DUCT Cargo air distribution duct, overheat See page 3-165.
OVERHEAT detected.

CGO UNLK The cargo door is not locked. See page 3-191.

CNRP TEMP HI The CNRP temperature is excessive. Reduce brightness level of CNRP.

COCKPIT DUCT Cockpit air distribution duct, overheat See page 3-164.
OVERHEAT detected.

CP AUTOPILOT FAIL The copilot's, DA/FD has a critical failure Use pilot DA/FD as required.
or 1553B Data Bus communication has
been lost. Copilot Flight Director and
Autopilot are inoperative.

CP SAMU TEMP HI Copilot’s SAMU has excessive tempera- Reduce brightness level of respec-
ture. (greater than 80 °C). tive SAMU.

CREW DOOR UNLK The crew door is not locked. See page 3-190.

DC BUS 1 (2) OFF Respective DC bus is not powered. See page 3-129 and page 3-130.
Review the Fault Log.

3-19
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

DC EMER BUS OFF DC Emergency bus is off. Review the Fault Log.

DC ESS BUS OFF DC Essential bus is off. Review the Fault Log.

DE-ICE PRESS LO De-ice low pressure is detected which See page 3-175.
results in incorrect inflation/deflation of
de-icing boots.

ECS/BLD CNTL FAULT Fault of the Standard ECS Digital Con- See page 3-163.
troller (SEDC).

EGI 1 (2) FAIL Respective output signals from EGI to Select the other INAV source
CNI failed

EMER BATTERY FAULT Fault detected in the emergency battery. None.

EMER PITCH TRIM SEL Emergency pitch trim is selected on FCS (Manual pitch control) Control pitch
2 control panel. trim with trim control (chinese hat) on
the either control wheel.

ENG 1 (2) AUTO The controlling Mission Computer has SINGLE ENGINE OPERATIONS
SHUTDOWN detected a Main Metering Valve failure procedure. See page 3-111.
and has initiated an Auto-Shutdown of Maintain directional control of the air-
the engine. craft with rudder, aileron, brakes and
nosewheel steering as required.

ENG 1 (2) AUX BTL NO Respective AUX fire extinguisher bottle Try to discharge the MAIN fire extin-
DISCH discharge commanded and bottle pres- guisher bottle if still available.
sure indicates no evidence of discharge.

ENG 1 (2) A/I FAIL Respective engine anti-ice valve sole- See page 3-173.
noid/position fault detected or the engine
anti-ice valve position does not match
the commanded position.

ENG 1 (2) FAIL A propulsion system failure has been See page 3-90.
identified by the FADEC. The engine
(Engine Red Box and FAIL
may have shut down, or the engine may
flag)
have recovered to minimum fuel flow
operation.
If the autofeather is armed the propeller
will feather when the affected engine is
shut down. Simultaneously the
autofeather system will be disarmed on
the operative engine.
If the autofeather is not armed the pro-
peller will be windmilling at 100% follow-
ing engine failure.

3-20
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

ENG 1 (2) FEXT UNAVAIL Eng 1: fire bottle 1 main cartridge is On the ground:
blown or fire bottle 1 has low pressure Maintenance action required prior to
and fire bottle 2 auxiliary cartridge is flight.
blown or fire bottle 2 has low pressure.
In flight:
Eng. 2: fire bottle 2 main cartridge is
blown or fire bottle 2 has low pressure Land - As soon as practicable.
and fire bottle 1 auxiliary cartridge is
blown or fire bottle 1 has low pressure.

ENG 1 (2) FIRE DETECT Complete loss of fire detection in the Evaluate mission criticality. Abort
FAIL respective nacelle. unless operational necessity dic-
tates otherwise.

ENG 1 (2) FLAMEOUT DURING START: See page 3-91.

The affected engine FADEC automati-
cally terminates the start cycle.
NOT DURING START IN FLIGHT: See page 3-91.
The affected engine FADEC has
attempted to auto-relight and failed. The
engine will be in the process of perform-
ing an automatic shutdown and if
AUTOFTHR is armed, the propeller will
autofeather.

ENG 1 (2) FUEL PRESS The fuel pressure entering the respective See page 3-92.
LO engine driven pump is less than 8.5 psi
as sensed by the existing pressure
switch for 3 seconds with the respective
FADEC in control in run or start mode
and the respective engine is not shut
down.

ENG 1 (2) FUEL SOV Failure on the associated Engine fuel None.
FAULT shut-off electrovalve is detected. The
electrovalve is locked in the last position.

ENG 1 (2) HP HI Respective engine horsepower is equal See page 3-92.

or above 4850.

ENG 1 (2) MGT HI The respective engine Measured Gas See page 3-92.
Temperature (MGT) is equal or above
833 °C with the engine not in the start
cycle (NG 72% or above) and the power
lever is between MAX REV and MAX
CONT.

ENG 1 (2) MN BTL NO Respective MAIN fire extinguisher bottle Try to discharge the AUX fire extin-
DISCH discharge commanded and bottle pres- guisher bottle if still available.
sure indicates no evidence of discharge.

3-21
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

ENG 1 (2) NG BACKUP Both torque sensors on the respective See page 3-93.
CNTL engine have failed and the engine is
being controlled via gas generator
speed.

ENG 1 (2) NO OIL PRESS Respective engine NG is greater than See page 3-93.
2% and oil pressure is less than 5 psig
for 15 consecutive seconds during start
or when motoring the engine.

ENG 1 (2) OIL ACCUM Low oil accumulator pressure detected Zero and Negative “g” operation is
FAIL during BIT check in the pre-start phase restricted to four seconds.
or a accumulator pressure transductor
fault has detected by NIU.

ENG 1 (2) OIL PRESS LO The respective engine oil pressure is See page 3-94.
below 35 psi (red line) for 2 seconds with
NG above 72%. Oil status recovers when
pressure is above 35 psi for 3 seconds.

ENG 1 (2) SHUTDOWN A FADEC shutdown advised BIT is set See page 3-94.
ADVISED for respective engine.

ENG 1 (2) VIB HI Respective engine vibration has See page 3-95.
exceeded its limit. When the vibration
level returns to within limits, the affected
engine vibration high message is
removed.

ENG ICE PROTECT OFF The Engine Ice Protection System is set Turn the ENGINE ICE PROT selec-
to OFF (via selector or via SAMU) with tor to ON or AUTO position or press
ice conditions detected. the SAMU soft-key ON or AUTO on
the ENG/NAC ICE PROT submenu.

E/E RACK VENT FAIL Electrical/electronic rack ventilation fail. See page 3-166.

FADEC 1 A & B (2 A & B) Respective engine FADEC A and B See page 3-99.
FAIL failed.

FADEC 1A (2A) START Respective engine, FADEC channel A FADEC Switch (Affected Engine) -
FAULT P2, T2, or Main Metering Valve (MMV) RESET then NORM.
sensor fault or MMV lane difference, or If the message remains and the
accelerate/decelerate fuel flow limits are engine is running, or if an engine
disabled. start must be attempted, ensure
the faulted FADEC is not in control.

3-22
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

FADEC 1B (2B) START Respective engine FADEC channel B FADEC Switch (Affected Engine) -
FAULT P2, T2, or Main Metering Valve (MMV) RESET then NORM.
sensor fault or MMV lane difference, or If the message remains and the
accelerate/decelerate fuel flow limits are engine is running, or if an engine
disabled. start must be attempted, ensure
the faulted FADEC is not in control.

FLAP ASYM A wing flap asymmetry has occurred. See page 3-78.

FUSELAGE BLD AIR Fuselage bleed air leak detected. Engine bleed leak (See page 3-156).
LEAK
APU bleed leak (See page 3-161).

GBOX 1 (2) NO OIL Displayed during start for respective See page 3-95.
PRESS engine if the gearbox oil pressure is less
than 15 psig after NP is greater than 3%
for ≥ 15 seconds.

GBOX 1 (2) OIL PRESS HI Respective engine gearbox oil pressure See page 3-95.
is above 250 psi and oil temperature is
45 °C or above.

GBOX 1 (2) OIL PRESS LO Respective engine gearbox oil pressure See page 3-96.
below 110 psi (red line) and NP above
72% for 2 seconds or faulty low pressure
switch.

GEN 1 (2) FAULT Respective engine generator trips off line See page 3-122.
due to an over or under voltage, over or Review the Fault Log.
under frequency, or feeder fault.

HEADING MISCOMPARE EGI 1 and 2 heading does not agree Check magnetic compass heading
between systems by more than 2°. on standby flight instrument (adjust
for magnetic variation) and select
most accurate system.

HOT START 1 (2) Respective engine Measured Gas Tem- See page 3-96.
perature (MGT) is equal or above 807 °C
for 3 seconds or more during the start
cycle.

HYD SYS 1 (2) ACMP Respective hydraulic system AC Motor ACMP switch 1 (2) - Guard up, OFF.
FAULT Pump has failed. See page 3-132.

HYD SYS 1 (2) ACMP OFF Respective hydraulic system ACMP None.
switch is set to OFF.

HYD SYS 1 (2) EDP Respective hydraulic system Engine See page 3-132.
FAULT Driven Pump has failed.

3-23
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

HYD SYS 1 (2) PRESS LO Respective EDP and ACMP low pres- See page 3-133.
sure (below 2000 ± 100 psi) detected on
the same system.

ICE CONDITION Icing conditions detected. Check that ENGINE ICE PROT and
PROPELLER ICE PROT selectors
are set to ON position and MODE
(WING AND TAIL) selector is set to
SLOW or FAST position.

ICE DETECT OFF Electronic Ice Detector is not supplied. Press the ELECTR SENSOR push-
button.

ICS FAIL The MC has lost communications with Use the Remote Radio Set Control
the Central Switching Unit (CSU) or the (RRSC) to operate V/UHF No. 1, and
CSU has lost power or had a major sys- select BACKUP on the MHIUs for
tem failure. backup ICS control.
No ACAWS audio will be available.

INAV POS MISCOMPARE The entered allowable position tolerance Review all valid navigation solutions
between INAV 1 and INAV 2 has been on both INAV CTRL SOLN pages
exceeded. and select the best solution.

INU 1 (2) FAIL Respective INU has failed. The BIT has Select an operative attitude refer-
detected a failure or communication is ence.
lost with the respective INU.

INU ATT MISCOMPARE The INU 1 and 2 pitch or roll outputs dif- Check against Combined Standby
fer by more than 2°. Flight Instrument and select most
accurate system.

IPC DATA BUS FAIL The (IPC) Inter-Processor Communica- See page 3-182.
tion Data Bus has failed. Both channels Review the Fault Log.
of the bus have failed.

L AFT ANTISKID FAIL Left aft anti-skid failure detected. See page 3-85.

L AOA HEAT FAIL Left AOA sensor heating failed. None.

L AUX FUEL PMP 1 (2) Respective left auxiliary fuel tank pump See page 3-120.
FAIL has failed.

L AUX FUEL TK LO LVL Left auxiliary fuel tank, low level Verify that at least one fuel boost
detected. pump on the left main fuel tank is set
to ON.

L AV DATA BUS FAIL The left Avionics Data Bus has failed. See page 3-182.
Both channels of the bus have failed. Review the Fault Log.

L BLD FAULT Engine 1 bleed air fault detected. See page 3-155.

3-24
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

L DSPLY DATA BUS FAIL The left Display Data Bus has failed. See page 3-182.
Both channels of the bus have failed. Review the Fault Log.

L FUEL GAUGE FAIL Left main or auxiliary fuel quantity gauge Review mission requirements.
has failed.

L FWD ANTISKID FAIL Left fwd anti-skid failure detected. See page 3-85.

L MAIN FUEL PMP 1 (2) Respective left main fuel tank pump has See page 3-120.
FAIL failed.

L MAIN FUEL TK LO LVL Left main fuel tank, low level detected. 1. Check fuel balance and total fuel
quantity and perform cross-feed
operation if necessary.
Otherwise:
2. Land ASAP.

L PARA DOOR UNLK Left paratrooper door unlocked. See page 3-191.

L PITOT HEAT FAIL Left pitot probe heating failed. None.

L PITOT HEAT OFF Left pitot probe heating is set off. Press the LH PITOT pushbutton on
the ICE PROTECTION control panel.

L PNL DATA BUS FAIL The left Panel Data Bus has failed. Both See page 3-183.
channels of the bus have failed. Review the Fault Log.

L TK LVL SENS FAIL Any left fuel tank low quantity or dump Monitor the fuel quantity indication on
level sensor has failed. FUEL control panel and ESA display.
Be aware that the fuel low level
ACAWS is not available.

L WSHLD A/I FAIL Left windshield anti-ice system failure See page 3-176.
detected.

LSGI NP 1 (2) HI LSGI is selected and NP is greater than See page 3-97.
76% for more than 10 seconds for
respective engine.

MC 1 (2) FAIL The respective mission computer has See page 3-178.
failed and is no longer controlling its
buses.

NAC 1 (2) OVERHEAT Respective engine/nacelle, overheat See page 3-71.

detected.

NG 1 (2) OVERSPEED Respective engine gas generator speed See page 3-97.
is above 103% (red line) for more than 2
seconds.

3-25
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

NIU 1 (2) FAIL Total failure of the respective engine NIU See page 3-100.
as determined by the NIU FAIL BIT mes-
sage or failure to communicate with the
mission computer.

NORM PITCH TRIM FAIL Normal pitch trim failure detected. See page 3-138.

NP 1 (2) LO Respective engine NP is below 98%, the See page 3-97.

engine is running and normal ground idle
has been selected for 10 seconds or
more.

OIL 1 (2) HOT The respective engine oil temperature is See page 3-98.
above 93 °C, or more than 86 °C for
more than 5 minutes.

OIL AUG 1 (2) FAIL ON Respective engine, oil cooler augmenta- If message persists for more than
tion has failed while on. 10 sec:
OIL COOLER FLAP (SAMU) - MAN,
OPEN - 100% (affected engine).

OIL QTY 1 (2) LO For 3 seconds or more, the respective Monitor oil pressure and tempera-
engine oil quantity is below 1.06 US gal- ture. Shutdown engine if necessary.
lons. Message is removed from the
Do not attempt a restart.
ACAWS display when the quantity is
above 1.26 US gallons for 10 seconds.

OIL TEMP 1 (2) LO The respective engine oil temperature is If oil temperature is between 45 °C
below 0 °C and the power lever is not in and 60 °C:
the GND IDLE detent. – Reduce power below 1000 HP (to
Or recover the ACAWS). If engine
power above 1000 HP is required
The engine oil temperature is between again, do not exceed 5 (five) min-
0 °C and 45 °C and horsepower is > utes of operation until oil temp is
1000. above 60 °C.
Or On the ground:
The engine oil temperature is between If oil temperature is below 0 (zero)
45 °C and 60 °C and horsepower is > °C:
1000 for more than 5 minutes. – Limit engine to GND IDLE power.
If oil temperature is between 0 °C
and 45 °C:
– Limit engine power to 1000 HP.
In flight:
If oil temperature is below 45 °C.
– Limit engine power to 1000 HP.

3-26
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

OVBD EXHAUST SWITCH The overboard exhaust switch is on. None.

ON

OVBD VALVE FAULT Overboard position not corresponding See page 3-166.
with aircraft condition or pilot command.

OXY LO QTY The liquid oxygen quantity in the crew See page 3-172.
and/or passengers converters is below 1
± 0.1 liter.

P AUTOPILOT FAIL The pilot's, DA/FD has a critical failure or Use copilot DA/FD as required.
1553B Data Bus communication has
been lost. Pilot Flight Director and Auto-
pilot are inoperative.

P SAMU TEMP HI Pilot’s SAMU has excessive tempera- Reduce brightness level of respec-
ture. (greater than 80 °C). tive SAMU.

PACK OVERHEAT Air conditioning pack, inlet air overheat See page 3-163.
detected.

PARK BRAKE ON The EMER AND PARK BRAKE handle is None.

pulled and rotated and engine power
levers are less than 50°.

PFD ATTITUDE SAME The pilot and copilot PFD attitude refer- Select different reference sources, if
ence source is the same. available.

PRESS SYS FAIL Pressurization system channel 1 and 2 See page 3-168.
fault detected. Automatic pressurization
control is lost.

PROP 1 (2) A/I FAIL A blade or spinner ice protection compo- See page 3-174.
nent for respective propeller has failed.
De-ice timer shuts off failed circuit.

PROP 1 (2) A/I OFF The Propeller 1 (2) Ice Protection Sys- Turn the PROPELLER ICE PROT
tem is set OFF with ice conditions selector to ON or AUTO position.
detected.

PROP 1 (2) CNTL LOST Ability by the FADEC to control the pro- EMERGENCY ENGINE SHUT-
peller is lost. DOWN procedure (affected
engine)
See page 3-100.

3-27
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

PROP 1 (2) NO BETA Ground Range is not available on the On the ground:
CNTL affected engine. Engine cannot enter the Before selection of GND IDLE.
BETA mode from the flight mode.
FADEC - RESET.
If Caution clears, resume normal
operation.
Otherwise:
ENGINE START selector - Pull and
set to STOP.
Maintenance action is required.
Landing with a known engine
BETA failure
In flight:
FADEC - RESET.
If Caution clears, resume normal
operation.
Otherwise see page 3-76.
Landing with ONE engine BETA
failure arisen after touchdown
On Ground (After touchdown):
GO-AROUND procedure - Apply
See page 3-76.

PROP 1 (2) OVERSPEED Propeller NP is 106% or above and the See page 3-100.
power lever is in the flight range.
In the ground range below FLT IDLE and
NP is 106% or above for more than 5
seconds.

PROP DITU FAIL The MC has lost communication with the See page 3-173.
propeller de-ice timer or the propeller de-
ice timer unit has lost power or failed.

PWR LEVER 1 (2) FAIL Both resolvers for the same engine See page 3-98.
power lever have failed as detected by
the FADEC. The ability to change power
on the engine is lost and the engine
maintains the last known good power
setting.

Q-FEEL SNGL CHNL FAIL Elevator Q-feel single channel failure See page 3-141.
detected.

Q-FEEL/TLU AD FAIL Failure of air data speed signal, to eleva- See page 3-144.
tor Q-feel and rudder travel limiting unit,
detected.

3-28
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

Q-FEEL/TLU MAN SEL AIR SPEED selector on FCS 2 panel is Manual mode selection following Air
set to any positions other than AUTO. Data fail.

R AFT ANTISKID FAIL Right aft anti-skid failure detected. See page 3-85.

R AOA HEAT FAIL Right AOA sensor heating failed. None.

R AUX FUEL PMP 1 (2) Respective right auxiliary fuel tank pump See page 3-120.
FAIL has failed.

R AUX FUEL TK LO LVL Right auxiliary fuel tank, low level Verify that at least one fuel boost
detected. pump on the right main fuel tank is
set to ON.

R AV DATA BUS FAIL The right Avionics Data Bus has failed. See page 3-182.
Both channels of the bus have failed. Review the Fault Log.

R BLD FAULT Engine 2 bleed air fault detected. See page 3-155.

R DSPLY DATA BUS FAIL The right Display Data Bus has failed. See page 3-182.
Both channels of the bus have failed. Review the Fault Log.

R FUEL GAUGE FAIL Right main or auxiliary fuel quantity Review mission requirements.
gauge has failed.

R FWD ANTISKID FAIL Right fwd anti-skid failure detected. See page 3-85.

R MAIN FUEL PMP 1 (2) Respective right main fuel tank pump See page 3-120.
FAIL has failed.

R MAIN FUEL TK LO LVL Right main fuel tank, low level detected. 1. Check fuel balance and total fuel
quantity and perform cross-feed
operation if necessary.
Otherwise:
2. Land ASAP.

R PARA DOOR UNLK Right paratrooper door unlocked. See page 3-191.

R PITOT HEAT FAIL Right pitot probe heating failed. None.

R PITOT HEAT OFF Right pitot probe heating is set off. Press the RH PITOT pushbutton on
the ICE PROTECTION control panel.

R PNL DATA BUS FAIL The right Panel Data Bus has failed. See page 3-183.
Both channels of the bus have failed. Review the Fault Log.

R TK LVL SENS FAIL Any right fuel tank low quantity or dump Monitor the fuel quantity indication on
level sensor has failed. FUEL control panel and ESA display.
Be aware that the fuel low level
ACAWS is not available.

3-29
FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

R WSHLD A/I FAIL Right windshield anti-ice system failure See page 3-176.
detected.

RADAR DEGRADED The radar BIT has detected a fault in the Radar update errors may occur. Lim-
radar. ited use of radar update is advised.
Radar video should be used with
caution.

RADAR FAIL The radar has failed BIT or lost 1553B Recycle radar power. If message is
left Display Bus communication. redisplayed, turn the radar off.

RADAR OVERHEAT The radar has overheated, detected by Turn the radar off if not needed. The
BIT. radar will automatically turn off if the
overheat remains active.

RAMP UNLK The ramp is not locked. See page 3-191.

RPS 1 (2) FAIL Respective Regulated Power Supply See page 3-183.
failed. Review the Fault Log.

RUDDER PCU FAIL The proper rudder actuator chamber has See page 3-142.
not been pressurized.
Message inhibited in flight.

RUDDER TLU OVERRIDE Rudder TLU (Travel Limiting Unit) OVRD See page 3-143.
pushbutton on FCS 2 control panel
pressed.

S PITOT HEAT FAIL/OFF Standby pitot probe heating is off or Icing Conditions - Exit / Avoid.
failed. Standby pitot heater and Conbined
Standby Instrument circuit breakers -
Check.
Combined Standby Flight Instrument
may be inoperative.

SIDE DEMIST OFF The Side Windows Demisting System is Press the WINDOWS DEMIST push-
set OFF. button on ICE PROTECTION control
panel.

STBY PITCH TRIM FAIL Standby pitch trim failure detected. See page 3-138.

STBY TRU FAULT Standby TRU fault detected. None.

SWS FAIL Both PLAs are above FLT IDLE, air- If ACAWS is persistent and until
speed is equal or greater than 60 kts and problem is solved, fly as follows:
angle of attack (AOA) signals are out of – Speed: use Minimum Maneuver/
tolerance or invalid. Operating speeds increased by 10
Kts.
– Landing distance is increased by
20%.

3-30
 FAM.1C-27J-1

ACAWS messages table (Contd.)

CAUTIONS

ACAWS - YELLOW CONDITION CREW ACTION

SWS FAIL OFF Possible stuck AOA vane, computed A/C Assess whether SAMU displayed
AOA > stall AOA and CAS ≥ 60 knots AOA is unreasonable. Turn SWS
and A/C is on the ground with both PLAs back ON. If SWS FAIL/OFF message
≥ 30.4°. When SWS FAIL OFF is dis- reoccurs and until problem is solved,
played, the SWS is automatically turned fly as follows:
OFF. – Speed: use Minimum Maneuver/
Operating speeds increased by 10
Kts.
– Landing distance is increased by
20%.

SWS OFF Stall Warning System selected to OFF on Select Stall Warning System to ON.
SAMU GCAS and STALL Menu.

TRU 1 (2) FAULT Respective TRU fault detected. See page 3-128.
Review the Fault Log.

WING BLD AIR LEAK Wing bleed air leak detected. Engine bleed leak (See page 3-156).
APU bleed leak (See page 3-161).

WOW FAIL Disagreement between WOW 1 and In regard to engine operation only:
WOW 2 systems. Do not attempt any ground mainte-
nance activities, such as FADEC cal-
ibration, propeller OSG test, or
maintenance unfeather.

W&T DE-ICE OFF The Wing and Tail Ice Protection System Set the MODE (WING AND TAIL)
is set OFF with icing conditions detected. selector to SLOW or FAST position.

W&T DE-ICE TIMER On the ground: Review mission requirements.

FAULT Normal or Alternate timer has failed. See page 3-175.
In flight:
Normal and Alternate timers have failed.

ACAWS messages table

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

AC BPCU COMM FAULT AC Bus Power Control Unit has lost com- None.
munication with the MC.

ADC 1 (2) DEGRADED Static Pressure Transducer Unit - SPTU Use data from remaining ADC if
1 (2) failed. available, otherwise use Combined
Standby Flight Instrument for air-
speed / altitude data.

3-31
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

ADC 1 (2) VVI FAIL The ADC BIT has determined that the At pilot’s discretion, change to other
pressure altitude rate is invalid. ADC for VVI data.

ADC SAME Both pilot and copilot set to ADC 1 or Change to separate ADCs if no other
ADC 2 in the SAMU. ADC failures/faults exist.

ADF FAIL LH-ADF receiver failed or 1553B left Select an alternate radio navigation.
Comm/Nav Bus communication is lost.

AFT CGO HIU FAIL The BIT has detected a fault in the aft The loadmaster needs to use a dif-
cargo HIU. ferent HIU.

AFT CGO ICS CNTL FAIL 1553B right Display Bus communication Switch to alternate ICS system if
lost with aft cargo ICS CONTROL panel. necessary.

AFT CGO ICS CNTL MC has detected an invalid switch/knob/ Check functions of aft cargo ICS
FAULT etc. input from the aft cargo ICS CON- CONTROL panel and discontinue
TROL panel. use if unreliable.

ANN DIM 1 (2) FAIL The annunciator panel lighting dimmer Review mission requirements.
unit has failed.

ANTISKID IBIT Antiskid IBIT is in progress. None.

APU BTL DISCH APU fire extinguisher bottle has been Review mission requirements.
discharged.

APU LOOP A (B) FAIL APU fire detector associated with loop None.
(path) A (B) is open, shorted or has a
sensor monitor failure. APU fire detection
redundancy is lost.

AUTOFEATHER OFF AUTOFTHR not armed (only in Flight If AUTOFTHR is required to be

Range). armed:
Press AUTOFTHR pushbutton,
check OFF light extinguishes and
ACAWS advisory message
AUTOFEATHER OFF disappears.

AUTOFEATHER SW FAIL AUTOFTHR pushbutton is failed. The autofeather is automatically

armed by Mission Computer.

AUTO SHUTDOWN One of the sensors required for AUTO Caution must be taken during the
INACTIVE SHUTDOWN has failed. AUTO SHUT- landing phase for the possibility of an
DOWN not available. This message MMV Auto Acceleration of an engine.
could be set if AUTO SHUTDOWN OFF
has been selected by SAMU.

BAU I #1 FAIL 1553B left Panel Bus communication lost See page 3-184.
with BAU I #1. Review the Fault Log.

3-32
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

BAU II #1 FAIL BAU II #1 1553B left Avionics Bus com- See page 3-184.
munication is lost. Review the Fault Log.

BAU II #2 FAIL BAU II #2 1553B right Avionics Bus com- See page 3-185.
munication is lost. Review the Fault Log.

BAU III #1 FAIL BAU III #1 1553B left Avionics Bus com- See page 3-186.
munication is lost. Review the Fault Log.

BAU III #2 FAIL BAU III #2 1553B right Avionics Bus See page 3-186.
communication is lost. Review the Fault Log.

BIU #1 (#2) DEGRADED Respective BIU #1 (#2) Built In Test Review mission requirements.
failed indicating possible loss of some
functions. One or more of the affected
components may have failed and/or
changed to a default state depending on
the failure mode of the BIU.

BLD LEAK DETECT IBIT Bleed leak detection IBIT is in progress. None.

CGO DIM U FAIL Cargo compartment lighting dimmer unit Review mission requirements.
has failed.

CGO LIGHT PNL FAIL 1553B left Panel Bus communication lost Review mission requirements.
with CARGO LIGHTING control panel.

CGO LIGHT PNL FAULT MC has detected an invalid switch/knob/ Check functions of CARGO LIGHT-
etc. input from the CARGO LIGHTING ING control panel and discontinue
control panel. use if unreliable.

CGO OPEN Cargo door is open and locked. None.

CMDU X FAIL CMDU X BIT detected a failure or 1553B Rearrange CMDU formats as
Display Bus communication is lost. needed.

CMDU X RESTART CMDU X BIT detected a failure and rec- Rearrange CMDU formats as
ommends a recycle to start in order to needed.
initialize operational mode.

CMDU X TEMP HI CMDU X LCD temperature is excessive Reduce the lighting level on the
(greater than 80 °C) respective CMDU to attempt to lower
the CMDU temperature.

CMDU X VIDEO LOST CMDU X video has failed, or a failure is Deselect NAV RADAR display on the
detected when selecting NAV RADAR affected CMDU, then reselect the
display. display. If the problem remains,
select the display on another CMDU.

3-33
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

CNI MSG A message is displayed on the CNI-MU See page 3-51.

(ICDU) scratch pad. Review the scratch pad message on
the CNI-MU (ICDU).

CNI SP 1 (2) FAIL Respective CNI-SP failed. None.

CNRP FAIL CNRP failed or 1553B right Panel Bus None.

communication is lost.

CNRP FAULT CNRP BIT detected a failure. Check for proper functioning of
CNRP. If not reliable, discontinue
use.

CP AUTOPILOT UNAVAIL The copilot side autopilot is unable to Use pilot DA/FD as required.
satisfy a request to engage. For external
factors to the DA/FD system such as
control panel failures, loss of AC power,
attitude reference, etc., this message will
be present.
For internal factors to the DA/FD system
such as servo loop BIT failures, this mes-
sage will be present only when the AP 2
pushbutton is depressed (i.e., AP 2
engage requested).

CP CNI MU FAIL The copilot CNI-MU (IDCU) has lost None.

power or failed.

CP DA/FD CTL PNL FAIL 1553B right Panel Bus communication None.
lost with copilot DA/FD control panel. CP
DA/FD Controls and source selection for
CDI not available.

CP DA/FD CTL PNL MC has detected an invalid switch/knob/ Check functions of CP DA/FD control
FAULT etc. input from the copilot DA/FD control panel and discontinue use if unreli-
panel. able.

CP HDG/CRS PNL FAIL 1553B right Panel Bus communication CP course knob not available, Pilot
lost with copilot Heading/Course select Heading selection can be used to set
panel. copilot heading.

CP HDG/CRS PNL FAULT MC has detected an invalid switch/knob/ Check functions of CP HDG/CRS
etc. input from the copilot Heading/ panel and discontinue use if unreli-
Course select panel. able.

CP HIU FAIL The BIT has detected a fault in the copi- Use a different HIU.
lot HIU.

CP ICS CNTL PNL FAIL 1553B right Panel Bus communication Switch to observer ICS system if
lost with copilot ICS CONTROL panel. necessary.

3-34
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

CP ICS CNTL PNL FAULT MC has detected an invalid switch/knob/ Check functions of CP ICS CON-
etc. input from the copilot ICS CONTROL TROL panel and discontinue use if
panel. unreliable.

CP ICS MON PNL FAIL 1553B right Display Bus communication Switch to observer ICS system if
lost with copilot ICS monitor panel. necessary.

CP ICS MON PNL FAULT MC has detected an invalid switch/knob/ Check functions of CP ICS monitor
etc. input from the copilot ICS monitor panel and discontinue use if unreli-
panel. able.

CP LIGHT CNTL PNL FAIL 1553B right Panel Bus communication Review mission requirements.
lost with COPILOT LIGHTING control
panel.

CP LIGHT PNL FAULT MC has detected an invalid switch/knob/ Check functions of COPILOT LIGHT-
etc. input from the COPILOT LIGHTING ING control panel and discontinue
control panel. use if unreliable.

CP REF SET PNL FAIL 1553B right Panel Bus communication Use pilot REF SET panel for relevant
lost with copilot Reference Set/Warning inputs.
panel. Note that baro reference cannot be
changed on copilot selected air data.

CP REF SET PNL FAULT MC has detected an invalid switch/knob/ Check functions of CP REF SET
etc. input from the copilot Reference Set/ panel and discontinue use if unreli-
Warning panel. able.

CP SAMU FAIL Copilot SAMU failed or 1553B right None.

Panel Bus communication is lost.

CP SAMU FAULT Copilot SAMU BIT detected a failure. Check for proper functioning of
SAMU.
If not reliable, discontinue use.

CP STICK SHAKER OFF STICK SHAKER COPILOT pushbutton None.

on FCS 1 control panel released.

CURSOR CNTL PNL FAIL 1553B left Display Bus communication Review mission requirements.
lost with CURSOR CONTROL panel.

CURSOR CNTL PNL MC has detected an invalid switch/knob/ Check switch settings. If fault
FAULT etc. input from the CURSOR CONTROL remains, place display switch to off.
panel.

CVR FAIL Cockpit Voice Recorder failed BIT None.

(power failed).

3-35
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

DFDR FAIL Digital Flight Data Recorder (DFDR) None.

failed or BIT detected a failure or 1553B
right Display Bus communication is lost.

DITCH SW ON The DITCH switch is set to ON. None.

DITU DEGRADED In flight DITU has lost the TAT signals Review mission requirements.
and if propeller anti-ice protection system
is selected ON, DITU sets the default
cycle.

DSDTS CARD INVALID DS-DTS detect RMM card invalid. Install RMM card valid.

DSDTS DOOR OPEN The Dual Slot - Data Transfer System Close the DS-DTS door or system
(DSDTS) door is open. will not record.

DSDTS FAIL The MC has lost communication with None.

DS-DTS or DS-DTS has lost power or
failed.

DTC SAME Identical cards are installed in the DTU. Remove duplicate cartridges and
reinstall appropriate cartridges.

EGI 1 (2) FOM DEGRADED FOM has degraded to greater than 6.9, Verify sensor status. Change INAV
which indicates an uncertainty of position solution from the INAV CTRL SOLN
greater than 548 yards. page, as required.

ELT FAIL The ELT has failed during testing. Maintenance is required.

ELT TRANSMITTING The ELT is transmitting. To deactivate the ELT, cycle the ELT
switch from ARM to OFF and back to
ARM.

EMS DATA DOWNLOAD Engine Monitoring System (EMS) data Do not cut off AC power until EMS
download in progress. data download is complete as indi-
cated by the “EMS DATA DOWN-
LOAD” ACAWS message disap-
pearing.

EMS DOWNLOAD ABORT EMS data download aborted. Maintenance action required to per-
form NIU data manual download.

ENG 1 (2) AUX BTL DISCH Respective AUX fire extinguisher bottle If required, use the MAIN fire extin-
has been discharged. guisher bottle.

ENG 1 (2) AUX BTL Respective AUX fire extinguisher bottle If required, use the MAIN fire extin-
UNAVAIL pressure low or auxiliary cartridge fault. guisher bottle if available.

3-36
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

ENG 1 (2) FUEL TEMP LO The respective engine fuel temperature Check oil temperature and attempt to
is 0 (zero) °C or less and the oil tempera- raise oil temperature to the upper
ture is above 60 °C. end of the normal range (86 °C)
using the oil cooler flap.

ENG 1 (2) MAINT VIB Propeller or engine vibration mainte- See page 3-101.
LIMIT nance limit exceeded.

ENG 1 (2) MN BTL DISCH Respective MAIN fire extinguisher bottle If required, use the AUX fire extin-
has been discharged. guisher bottle.

ENG 1 (2) MN BTL Respective MAIN fire extinguisher bottle If required, use the AUX fire extin-
UNAVAIL pressure low or main cartridge fault. guisher bottle if available.

ENG 1 (2) NO 109% Loss of engine gas generator overspeed See page 3-101.
PROTECT protection is detected.

ENG 1 (2) NO LIGHTOFF FADEC has not detected a 50 °C MGT See page 3-102.
rise within 12 seconds of initiation of fuel
flow and ignition. Unless the engine start
selector is held in the START position,
the FADEC will automatically terminate
the start sequence.

ENG 1 (2) NO MGT LIMIT Automatic temperature limiting has failed See page 3-102.
or a momentary temperature spike has
caused the FADEC temperature limiting
function to lock out.

ENG 1 (2) OIL PRESS HI The affected engine oil pressure is above See page 3-103.
90 psig and the oil temperature is above
60 °C.

ENG 1 (2) SHUTDOWN The respective engine has been shut- None.
down in the air with either the fire handle
or the engine start selector. The mes-
sage is set by the FADEC fuel shutoff
requested BIT and the fire handle has
been pulled or engine start selector is in
STOP.

ENG 1 (2) STAGNATED NG has not reached starter cutout speed See page 3-104.
START (65.5%) within 70 seconds of initiation of
the start cycle.
On the ground, FADEC automatically
discontinues the start cycle and shuts
down the engine.

3-37
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

ENG 1 (2) START SYS Both T 4.5 engine temperature sensors See page 3-104.
FAIL have failed or the main metering valve
has failed.

ENG ICE PROTECT ON Engine/nacelle ice protection is selected None.

ON (via selector or via SAMU), or
engine/nacelle ice protection is selected
AUTO (via selector or via SAMU) and ice
conditions are detected.

FADEC 1A (2A) COMM 1553B left Avionics Bus has lost commu- Auto-switch to FADEC B should
FAIL nication with the respective engine occur. If not, select B manually. If
FADEC channel A. light remains on, select other
FADEC.

FADEC 1A (2A) FAIL FADEC 1A (2A) has detected a internal Auto-switch to FADEC B should
failure of FADEC channel A. occur. If not, select B manually. If a
switch is not possible, RESET
FADEC A.

FADEC 1B (2B) COMM 1553B right Avionics Bus has lost com- Auto-switch to FADEC A should
FAIL munication with the respective engine occur. If not, select A manually. If
FADEC channel B. light remains on, select other
FADEC.

FADEC 1B (2B) FAIL FADEC 1B (2B) has detected a internal Auto-switch to FADEC A should
failure of FADEC channel B. occur. If not, select A manually. If a
switch is not possible, RESET
FADEC B.

FIRE DET LOOPS IBIT Engine/APU fire detectors IBIT is in None.

progress

FIRE LOOP 1A (2A) FAIL Respective fire detector associated with None.
loop (path) A is open, shorted or has a
sensor monitor failure.
Engine fire detection redundancy is lost.

FIRE LOOP 1B (2B) FAIL Respective fire detector associated with None.
loop (path) B is open, shorted or has a
sensor monitor failure.
Engine fire detection redundancy is lost.

FLAP LEVER UNLOCK FLAPS lever on FCS 1 control panel is Set FLAPS lever to an approved set-
between stops on the selector cam. ting.

FLT ST DIM 1 (2) FAIL Flight station lighting dimmer unit has Review mission requirements.
failed.

3-38
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

FUEL CNTL PNL FAULT MC has detected an invalid switch/knob/ Check functions of FUEL control
etc. input from the FUEL control panel. panel and discontinue use if unreli-
able.

FUEL FILTER 1 (2) The respective engine fuel filter impend- Maintenance is required at the next
ing bypass is detected by the NIU. Inhib- maintenance facilities.
ited if the engine fuel filter impending
bypass switch fault is detected.

FUEL QTY DEGRADED Fuel quantity is degraded for left and Review mission requirements.
right, main and auxiliary, fuel tanks.

FUEL X-FEED OPEN Cross-feed valve is in open position. None.

FWD CGO HIU FAIL The BIT has detected a fault in the fwd The loadmaster needs to use a dif-
cargo HIU. ferent HIU.

FWD CGO ICS CNTL FAIL 1553B left Display Bus communication Switch to alternate ICS system if
lost with fwd cargo ICS Control panel. necessary.

FWD CGO ICS CNTL MC has detected an invalid switch/knob/ Check functions of fwd cargo ICS
FAULT etc. input from the fwd cargo ICS Control Control panel and discontinue use if
panel. unreliable.

GCAS FAIL GCAS has lost one or more sensors and On the ground:
is not operating. Set current altimeter. If message
remains, maintenance is required
before flight.
In flight:
GCAS has failed but may automati-
cally recover if the failed/ invalid sen-
sor(s) are recovered. Verify pilot’s
selected sensor sources (radar alti-
tude, DADS, EGI, etc) are valid and
select the alternate source if
required.
The BIT has detected a GCAS software On the ground:
fault. Set current altimeter. If message
remains, maintenance is required
before flight.
In flight:
The system automatically shuts off.
Verify source systems are operating
and select ON from GCAS SAMU
page.

3-39
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

GCAS OFF The GCAS has been turned off by the If GCAS was not manually turned off
crew or a failure in the GCAS has by the crew (automatically turned
occurred and the system has automati- off), GCAS has failed. To prevent fail-
cally turned off. ing a mission computer, do not turn
GCAS back on. If GCAS was manu-
ally turned off, it may be safely turned
back on.
The GCAS has been turned off by the GCAS can be selected ON.
crew.

GPS 1 (2) FOM The respective GPS figure of merit is Change the navigation solution from
DEGRADED greater than 6.9. the INAV CTRL SOLN page, as
required.

GPS 1 (2) UNAVAILABLE GPS navigation data is not valid. This Change the navigation solution from
ACAWS pertains to the GPS only INAV the INAV CTRL SOLN page, as
solution. The use of GPS data by the EGI required.
can occur with as few as one satellite. It
is possible for the GPS to aid the EGI 1
solution with no GPS-Only solution avail-
able.

HF 1 (2) FAIL The respective HF radio has failed. The Select the other HF radio for commu-
CNI-MS has signalled that the respective nication if required.
HF radio has failed BIT. Note: During normal HF radio opera-
tion, if message appears following a
new frequency selection on CNI-MU
(ICDU), press the TEST soft-key
(R6) from COMM TUNE H page and
verify the TEST indication goes in
inverse video for few seconds. After
that, the HF Radio operates correctly.

ICE DETECT IBIT Electronic Ice Detector IBIT is in None.

progress.

IFF ALT FAIL IFF Mode C altitude reporting data Select the other DADS for pilot PFD.
source has failed.

IFF ANT FAIL IFF antenna failure detected. Advise air traffic control.

IFF FAIL The IFF has failed BIT or the MC has lost Advise air traffic control.
communication with the IFF.

IFF MODE 1 FAULT Initiated BIT has detected an IFF mode 1 Advise air traffic control.
failure.

IFF MODE 2 FAULT Initiated BIT has detected an IFF mode 2 Advise air traffic control.
failure.

3-40
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

IFF MODE 3 FAULT Initiated BIT has detected an IFF mode 3 Advise air traffic control.
failure.

IFF MODE C FAULT Initiated BIT has detected an IFF mode C Advise air traffic control.
failure.

IFF MODE S FAULT Initiated BIT has detected an IFF mode S Advise air traffic control.
failure.

INAV POS DIFFERENCE The entered allowable position tolerance Review present position on the
between INAV 1 and INAV 2 (POS POWER UP page and correct the
ALERT 1) has been exceeded. erroneous position.

L AOA HEAT OFF Left AOA sensor heating is set off. Press the LH AOA pushbutton on the
ICE PROTECTION control panel.

L FUEL CHNL COMM FAIL A failure in the left fuel quantity indicating Review mission requirements.
system, channel 1, has been detected.

L JET CMD ON L fuel jettison valve is commanded open. None.

L WSHLD TEMP SENS Left windshield NORMAL or ALTER- None.

FAIL NATE temperature sensor failed.

LIFT DUMPER ARM LIFT DUMPER switch on FCS 1 control None.

panel is set to ARMED.

MAINT DTC 90% The maintenance RMM card is 90 per- Replace the maintenance RMM card.
cent full and needs to be replaced.

MAINT DTC FULL The maintenance RMM card is full and Replace the maintenance RMM card.
needs to be replaced.

MAINT DTC NOT INSTLD The maintenance RMM card is not Install the maintenance RMM card.
installed.

MC 1 (2) FAULT The mission computer has a failed OR On the ground:

faulted power supply, OR cannot send Recycle power. If message does not
LPCR to the displays. clear, maintenance is required prior
to flight.
In flight:
Do not attempt reset. Maintenance is
required prior to next flight. The
remaining MC will support all MC
functions.

MC 1 (2) OVERHEAT The respective mission computer has Opening the Avionics or Electrical
exceeded the operational temperature. rack insulation blankets to increase
convective cooling.

3-41
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

MISSION DTC NOT The Mission planning cartridge is not Install the Mission planning cartridge.
INSTLD installed and information is not being
recorded to the cartridge.

NAC 1 (2) OVERHEAT Failure of the engine/nacelle overheat None.

FAIL controller has been detected.

NAV MODE DISENGAGE When an autopilot is engaged and cou- Re-engage the steering mode, as
pled to one of the CDI sources and the desired.
NAV capture transitions from engaged to
disengaged, this message is announced
for 10 seconds and then recovers.

NG 1 (2) HI NG is 102% or greater. See page 3-105.

NP 1 (2) HI NP is between 101% and 102% for more See page 3-105.
than 5 sec., or more than 102% with the
power lever in the flight range. If primary
propeller control fails to control RPM, the
mechanical overspeed governor should
safely maintain RPM at about 104%.

OBS HIU FAIL The BIT has detected a fault in the Elec- The observer crew member needs to
trical Rack HIU. use a different HIU.

OBS ICS CNTL PNL FAIL 1553B left Panel Bus communication lost Switch to alternate ICS system if
with observer ICS CONTROL panel. necessary.

OBS ICS CNTL PNL MC has detected an invalid switch/knob/ Check functions of observer ICS
FAULT etc. input from the observer ICS CON- CONTROL panel and discontinue
TROL panel. use if unreliable.

OBS ICS MON PNL FAIL 1553B right Panel Bus communication Switch to alternate ICS system if
lost with observer ICS monitor panel. necessary.

OBS ICS MON PNL FAULT MC has detected an invalid switch/knob/ Check functions of observer ICS
etc. input from the observer ICS monitor monitor panel and discontinue use if
panel. unreliable.

OIL FLAP 1 (2) AUTO FAIL Oil cooler flap automatic control has On the ground:
failed. Reset the NIU. If failure persists,
attempt to reduce oil temperature by
limiting reverse thrust, by manually
opening the oil cooler flap (if it is not
fully open) and/or exiting the Hotel
Mode.

3-42
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

OIL FLAP 1 (2) AUTO FAIL In flight:

(Contd:) Reset the NIU. Manually position oil
cooler flap as necessary (normally
an intermediate position) to maintain
oil temperature within limits.

OIL TEMP 1 (2) HI Respective engine is running and oil On the ground:
temperature is high but is less than Attempt to reduce oil temperature by
93 °C. limiting reverse thrust, by manually
opening the oil cooler flap (if it is not
fully open) and/or exiting the Hotel
Mode.
In flight:
Manually position oil cooler flap as
necessary (normally an intermediate
position) to maintain oil temperature
within limits.
Reduce power as necessary to main-
tain temperature below 93 °C.
If congealed oil is suspected:
Reduce power and descend to the
lowest practical altitude.
If temperature cannot be brought into
limits within 5 minutes, shutdown the
engine.

P AUTOPILOT UNAVAIL The pilot side autopilot is unable to sat- Use copilot DA/FD as required.
isfy a request to engage. For external
factors to the DA/FD system such as
control panel failures, loss of AC power,
attitude reference, etc., this message will
be present.
For internal factors to the DA/FD system
such as servo loop BIT failures, this mes-
sage will be present only when the AP 1
pushbutton is depressed (i.e., AP 1
engage requested).

P CNI MU FAIL The pilot CNI-MU (ICDU) has lost power None.
or failed.

P DA/FD CTL PNL FAIL 1553B left Panel Bus communication lost None.
with pilot DA/FD control panel. P DA/FD
Controls and source selection for CDI not
available.

3-43
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

P DA/FD CTL PNL FAULT MC has detected an invalid switch/knob/ Check functions of P DA/FD control
etc. input from the pilot DA/FD control panel and discontinue use if unreli-
panel. able.

P HDG/CRS PNL FAIL 1553B left Panel Bus communication lost P course knob not available, Copilot
with pilot Heading/Course select panel. Heading selection can be used to set
pilot heading.

P HDG/CRS PNL FAULT MC has detected an invalid switch/knob/ Check functions of P HDG/CRS
etc. input from the pilot Heading/Course panel and discontinue use if unreli-
select panel. able.

P HIU FAIL The BIT has detected a fault in the pilot Use a different HIU.
HIU.

P ICS CNTL PNL FAIL 1553B left Panel Bus communication lost Switch to observer ICS system if
with pilot ICS CONTROL panel. necessary.

P ICS CNTL PNL FAULT MC has detected an invalid switch/knob/ Check functions of P ICS CONTROL
etc. input from the pilot ICS CONTROL panel and discontinue use if unreli-
panel. able.

P ICS MON PNL FAIL 1553B left Display Bus communication Switch to observer ICS system if
lost with pilot ICS monitor panel. necessary.

P ICS MON PNL FAULT MC has detected an invalid switch/knob/ Check functions of P ICS monitor
etc. input from the pilot ICS monitor panel and discontinue use if unreli-
panel. able.

P LIGHT CNTL PNL FAIL 1553B left Panel Bus communication lost Review mission requirements.
with PILOT LIGHTING control panel.

P LIGHT CNTL PNL MC has detected an invalid switch/knob/ Check functions of PILOT LIGHTING
FAULT etc. input from the PILOT LIGHTING control panel and discontinue use if
control panel. unreliable.

P REF SET PNL FAIL 1553B left Panel Bus communication lost Use copilot REF SET panel for rele-
with pilot Reference Set/Warning panel. vant inputs.
Note that baro reference cannot be
changed on pilot selected air data.

P REF SET PNL FAULT MC has detected an invalid switch/knob/ Check functions of P REF SET panel
etc. input from the pilot Reference Set/ and discontinue use if unreliable.
Warning panel.

P SAMU FAIL Pilot SAMU fail or 1553B left Panel Bus None.
communication is lost.

3-44
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

P SAMU FAULT Pilot SAMU BIT detected a failure. Check for proper functioning of
SAMU.
If not reliable, discontinue use.

P STICK SHAKER OFF STICK SHAKER PILOT pushbutton on None.

FCS 1 control panel released.

PA FAIL A fault in the PA system has been None.

detected.

PRESS CHNL IBIT Pressurization system channel 1 or 2 None.

IBIT is in progress.

PRESS CNTL PNL FAULT Internal control panel redundancy lost. None.
Display and control functions are not
lost.

PRESS SNGL CHNL Pressurization system channel 1 or 2 None

FAULT fault detected. Automatic pressurization
control is not lost.

PROP 1 (2)-104% GOV Respective engine FADEC has detected See page 3-106.
FAIL loss of the hydromechanical 104% over-
speed governor.
Propeller overspeed governor test has Repeat the propeller overspeed gov-
failed. The message is removed when a ernor test after waiting 9 seconds. If
successful test is accomplished or 30 message remains, maintenance is
seconds after the engine start selector is required before flight.
placed to STOP.

PROP 1 (2) A/I ON The propeller anti-ice system has been None.
activated.

PROP 1 (2) NO 119% Both FADEC continuous BIT has See page 3-106.
PROTECT detected the loss of propeller overspeed
protection.

PROP 1 (2) OVERSPEED Respective propeller overspeed gover- Propeller Overspeed Governor test -
TEST INCONCLUSIVE nor test has been interrupted before Repeat the test.
completion, or the FADEC in control If second test is inconclusive,
detect that the test is not passed. maintenance action required prior
to flight.

PROP DITU A (B) FAIL Left (Right) propeller de-ice timer com- See page 3-174.
munication is lost or left (right) propeller
de-ice timer unit has lost power or failed.

R AOA HEAT OFF Right AOA sensor heating is set off. Press the RH AOA pushbutton on
the ICE PROTECTION control panel.

3-45
FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

R FUEL CHNL COMM Failure in the right fuel quantity indicating Review mission requirements.
FAIL system, channel 2, has been detected.

R JET CMD ON R fuel jettison valve is commanded open. None.

R WSHLD TEMP SENS Right windshield NORMAL or ALTER- None.

FAIL NATE temperature sensor failed.

RADALT 1 (2) FAIL Respective Radar Altimeter BIT has Use data from remaining Radar
detected a failure or 1553B Avionics Bus Altimeter.
communication is lost. Do not cycle power for the failed
Radar Altimeter.

RADAR CNTL PNL FAIL 1553B right Panel Bus communication Use CNI-MU RADAR CONTROL
lost with RADAR control panel. page (Soft Panel), as required.

RADAR CNTL PNL FAULT MC has detected an invalid switch/knob/ Check functions of RADAR control
etc. input from the RADAR control panel. panel and if unreliable use CNI-MU
RADAR CONTROL page (Soft
Panel), as required.

RAM AIR EMER VENT The RAM AIR EMER VENT switch has See page 3-163.
OPEN been selected OPEN.

RAMP DOWN Ramp is down. None.

READY FOR AIRDROP The aircraft internal pressure has been None.
reduced to the level required for the air-
drop.

RMP/CGO MASTER ON The ramp and cargo door MASTER None.

switch is ON.

SELCAL LINK Aircraft SELCAL Address is being Respond to HF radio call.

Paged.

SMK DETECT IBIT Smoke Detection System IBIT is in None.

progress.

START VLV 1 (2) FAIL The respective engine start valve failed Check bleed system.
to open within 8 seconds when com-
manded by the engine start selector
being placed in the START or MOT posi-
tion.

STBY INST FAULT Combined Standby Flight Instrument BIT Check on Combined Standby Flight
has detected a failure. One or more Instrument display presence of inval-
Combined Standby Flight Instrument idity flags on flight parameters.
functions are not available.

3-46
 FAM.1C-27J-1

ACAWS messages table (Contd.)

ADVISORIES

ACAWS - WHITE CONDITION CREW ACTION

STBY INST NO COMM Combined Standby Flight Instrument fails Monitor the Combined Standby Flight
to communicate with the Mission Com- Instrument for displaied flight infor-
puter via BAU Type III. MC monitoring of mation availability.
Standby Instrument BIT function is lost.

STBY PITCH TRIM SEL Standby pitch trim is selected on FCS 2 Control pitch trim with trim switch on
control panel. the FCS 2 control panel.

TACAN 1 (2) FAIL The CNI-MS has signaled that the Select the other TACAN for naviga-
TACAN has failed. tion if required.

TCAS FAIL The BIT has detected a failure. Repeat test and/or cycle power.

TCAS FAULT Radar altimeter, altitude/heading, tran- Try to select the other radar altimeter.
sponder, or transponder altimeter failed.

VOR/ILS 1 (2) FAIL The CNI-MS has signaled that the VOR/ Select the other VOR for navigation if
ILS has failed. required.

VUHF 1 (2) FAIL The respective V/UHF radio has failed. See page 3-186.
The CNI-MS has signalled that the
respective V/UHF radio has failed BIT.

WSHLD CNTL IBIT Main Windshields Anti-icing System IBIT None.

is in progress.

W&T DE-ICE CNTL IBIT Wing and Tail Ice Protection System IBIT None.
is in progress.

XTK LIMIT EXCEEDED The waypoint capture crosstrack limit Maneuver aircraft or resequence the
has been exceeded. waypoints, as required or increase
the XTK limit on the CNI-MU
PROGRESS 2/4 page.

TCAS

TRAFFIC ALERT AND COLLISION AVOIDANCE

SYSTEM (TCAS) AURAL AND VISUAL MESSAGES
TCAS messages generated are visually announced
on the CMDUs, and aurally announced via the ICS.
The active TCAS mode is visually displayed on the
CMDU PFD and can also be displayed on the NAV-
radar display when the TCAS overlay is used.

3-47
FAM.1C-27J-1

Traffic Displays
The traffic display depicts the position of the intruder
aircraft and their threat potential by means of color
coded symbology on the CMDU PFD and on the NAV-
radar display.

TCAS Traffic Display Symbologies

Symbol Intruder Color Description Recommended Action

Red-Filled Resolution Advisory (20 to 30 sec- Take Corrective or Preven-

00 Square onds, aircraft separation; symbol tive Action
and voice advisory

Yellow-Filled Traffic Advisory (intruder 20 to 48 Potential RA - Monitor

00 Circle seconds intruder symbol)
+02
White-Filled Proximity Intruder (less than 6 NM Monitor for Future Develop-
Diamond separation and ± 1200 feet) ment

White Diamond Non Threat (greater than 6 NM sep- Monitor for Future Develop-
-02 Outline aration or ± 1200 feet) ment

Aural Messages
The TCAS aural messages provide advisory alerts to
the flight crew by way of the headsets. The number of
times each message will sound for each alert appears
in parentheses.

TCAS aural messages table

ALERT CREW ACTION

Traffic Advisory (TA)

TRAFFIC (2) Traffic alert is in progress.

TRAFFIC (1) Traffic alert while a previous TA or RA is still in progress.

Preventive Resolution Advisories (RA)

MONITOR VERTICAL SPEED (1) A red ribbon restricts a region of the VVI for the CMDU PFD.

MAINTAIN VERTICAL SPEED, A red ribbon restricts a region of the VVI for the CMDU PFD. Current ver-
MAINTAIN (1) tical speed is permitted.

MAINTAIN VERTICAL SPEED, A red ribbon restricts a region of the VVI for the CMDU PFD. Current ver-
CROSSING MAINTAIN (1) tical speed is permitted. Aircraft flight path will cross the threat aircraft’s
altitude.

3-48
 FAM.1C-27J-1

TCAS aural messages table (Contd.)

ALERT CREW ACTION

Corrective Resolution Advisories (RA)

CLIMB (2) Climb at the rate shown on the RA indicator, nominally 1500 FPM.

DESCEND (2) Descend at the rate shown on the RA indicator, nominally 1500 FPM.

CLIMB CROSSING CLIMB (2) Same as ‘‘CLIMB’’ except that it further indicates momentarily passing
co-altitude with the conflicting traffic.

DESCEND CROSSING Same as ‘‘DESCEND’’ except that it further indicates momentarily pass-
DESCEND (2) ing co-altitude with the conflicting traffic.

ADJUST VERTICAL SPEED, Reduce climb or reduce descent to that shown on the RA indicator.
ADJUST (1)

ADJUST VERTICAL SPEED (1) Follows a RA to "weaken" the command. The vertical speed should be
increased or decreased to that shown on the RA indicator.

The following corrective RA messages indicate the RA in progress must be increased or reversed

CLIMB, CLIMB NOW (2) Follows a descend advisory when it has been determined that a reversal
of vertical speed is needed to provide adequate separation.

DESCEND, DESCEND NOW (2) Follows a climb advisory when it has been determined that a reversal of
vertical speed is needed to provide adequate separation.

INCREASE CLIMB (2) Follows a climb advisory when it has been determined that an increased
climb vertical rate is required.

INCREASE DESCENT (2) Follows a descend advisory when it has been determined that an
increased descent vertical rate is required.

Other Messages

CLEAR OF CONFLICT (1) The encounter has ended (range has started to increase).

TCAS SYSTEM TEST OK (1) TCAS self-test passed.

TCAS SYSTEM TEST FAIL (1) TCAS self-test failed.

3-49
FAM.1C-27J-1

Text Messages
The text messages are announced in the data blocks
displayed on the CMDU PFD display (located at the
right side of the display adjacent to the HSI) and the
NAV-radar display (located at the bottom of the dis-
play).
TCAS test messages table

MESSAGE TEST DESCRIPTION

PFD display (Top TCAS Text Message)

NAV-radar display (Middle TCAS Text Message)

(Blank) Indicates "RELATIVE" altitude display format.

FL TCAS intruder altitude data tags are presented in Flight Level format.

[No Bearing Intruder text message] Provide range, altitude and threat level of a "No Bearing" threat intruder.
(Example: TA 4.0 +05) (Example: TA intruder, 4.0 nm range, 500 ft above own A/C)

RNG LIMITING Indicates the Range Limiting mode is active.

(NAV-radar format only)

PFD display (Middle TCAS Text Message)

NAV-radar display (Right TCAS Text Message)

(Blank) Indicates "NORMAL" intruder altitude display format.

ABOVE Indicates "ABOVE" intruder altitude display format.

BELOW Indicates "BELOW" intruder altitude display format.

NO BRNG Associated with the "No Bearing Intruder text message".

TA NOT DSPL Indicates a TA intruder is present, but can not be depicted on the NAV-
(NAV-radar format only) radar display format.

RA NOT DSPL Indicates a RA intruder is present, but can not be depicted on the NAV-
(NAV-radar format only) radar display format.

PFD display (Bottom TCAS Text Message)

NAV-radar display (Left TCAS Text Message)

NO TCAS Indicates a loss of communication with the TCAS. The TCAS is not oper-
ating either due to an equipment failure or the TCAS power is off.

TCAS FAIL TCAS system is powered, but failed.

TCAS STBY The TCAS is either manually selected or defaulted to the STBY mode.

TCAS TEST The crew has initiated a functional test of TCAS.

TA ONLY TCAS is operating in the Traffic Advisory (TA) only mode.

TCAS TA/RA TCAS is operating in the Traffic Advisory / Resolution Advisory mode.

3-50
 FAM.1C-27J-1

CNI-MU (ICDU) Messages

The CNI-MS and mission computer generate text

messages which are displayed on the CNI-MU (ICDU)
scratch pad. These messages are based on the status
monitoring of the systems on the Left and Right
Comm/Nav Buses and also as a result of incorrect
CNI-MU (ICDU) keyboard entries.
The generation of a CNI-MU (ICDU) message also
causes the following ACAWS Advisory message:

CNI MSG (white)

The CNI-MU (ICDU) alert messages are grouped in

three categories; CAUTIONS, SYSTEM ADVISO-
RIES, and OPERATIONAL ADVISORIES.

CAUTION Messages
CAUTION messages indicate the existence of a haz-
ardous or impeding hazardous condition requiring
attention, but not necessarily immediate action.

CNI-MU (ICDU) scratch pad CAUTION messages table

SCRATCH PAD Message CONDITION CREW ACTION

EGI 1 FAIL EGI 1 failure detected. See ACAWS Caution message.

EGI 2 FAIL EGI 2 failure detected. See ACAWS Caution message.

GPS 1 FAIL GPS 1 failure detected. Select other INAV source.

GPS 2 FAIL GPS 2 failure detected. Select other INAV source.

HF 1 FAIL HF 1 failure detected. See ACAWS Advisory message.

HF 2 FAIL HF 2 failure detected. See ACAWS Advisory message.

INDEPENDENT CNI-MS is operating in Independent Initiate a transfer of the navigation

OPERATION Mode (both SPs operating, but not syn- and/or mission databases to allow
chronized and Nav solutions differ by dual operation, or configure for single
more than 10 miles). operation by powering off one of the
CNI-SPs

INS 1 FAIL INS 1 failure detected. See “INU 1 FAIL” ACAWS Caution
message.

INS 2 FAIL INS 2 failure detected. See “INU 2 FAIL” ACAWS Caution
message.

LF-ADF FAIL LF-ADF failure detected. See ACAWS Advisory message.

3-51
FAM.1C-27J-1

CNI-MU (ICDU) scratch pad CAUTION messages table (Contd.)

SCRATCH PAD Message CONDITION CREW ACTION

NO NAV 1 Attempting to activate a route with no Select valid navigation sensors and
navigation sensor selected on the INAV 1 activate route.
CTRL SENSORS 2/3 page. Upon dese-
lection of all navigation sensors.

NO NAV 2 Attempting to activate a route with no Select valid navigation sensors and
navigation sensor selected on the INAV 2 activate route.
CTRL SENSORS 2/3 page. Upon dese-
lection of all navigation sensors.

RESYNC OFFSIDE Indicates the SP is performing a resync None.

crossload of flight plan data after power Wait until message is cleared before
up. CNI-MU (ICDU) key depressions are attempting to operate CNI.
ignored while RESYNC OFFSIDE is dis-
played.

SINGLE OPERATION CNI-MS is operating in Single Mode (one None.

SP providing all functionally, other SP
failed).

SP 1 FAIL SP 1 detects internal fault or power is No crew action required, the other
lost. SP is automatically selected.

SP 1 MC 1 FAIL MC 1 failure detected by SP 1. None.

SP 1 MC 2 FAIL MC 2 failure detected by SP 1. None.

SP 2 FAIL SP 2 detects internal fault or power is No crew action required, the other
lost SP is automatically selected.

SP 2 MC 1 FAIL MC 1 failure detected by SP 2. None.

SP 2 MC 2 FAIL MC 2 failure detected by SP 2. None.

TACAN 1 FAIL TACAN 1 failure detected. See ACAWS Advisory message.

TACAN 2 FAIL TACAN 2 failure detected. See ACAWS Advisory message.

VOR 1 FAIL VOR 1 failure detected. See ACAWS Advisory message.

VOR 2 FAIL VOR 2 failure detected. See ACAWS Advisory message.

V/UHF 1 FAIL V/UHF 1 failure detected. See ACAWS Advisory message.

V/UHF 2 FAIL V/UHF 2 failure detected. See ACAWS Advisory message.

3-52
 FAM.1C-27J-1

SYSTEM ADVISORY Messages

SYSTEM ADVISORY messages indicate aircraft con-
figuration, condition of performance, operation of
essential equipment, or attract attention for routine
purposes.

CNI-MU (ICDU) scratch pad SYSTEM ADVISORY messages table

SCRATCH PAD Message CONDITION CREW ACTION

CHECK ALT Conflicting altitude constraint have been Correct input and re-enter.
CONSTRAINT detected in the active flight plan.

CHECK SPEED An active flight plan waypoint speed con- Correct input and re-enter.
CONSTRAINT straint cannot be met.

COPILOT CNI-ICDU FAIL Copilot CNI-MU (ICDU) failure detected. See ACAWS Advisory message.

END OF FLIGHT PLAN Indicates sequence of the LAST LEG Activate other route.
WPT in the active flight plan. The active
route is now invalid. The other route
must be activated to recover.

ENTER DATE System date has not been entered. Enter Date on Power Up page.

FLT PATH TOO STEEP? A descent flight path angle has been Correct input and re-enter.
selected that exceeds the limit.

FUEL QTY ERROR Estimated fuel for active flight plan and Check fuel condition and modify
total fuel quantity differ by more than route as required.
approximately 2500 pounds for more
than 10 minutes.

GREEN LIGHT Aircraft at CARP. If all other conditions indicate ready

for airdrop, begin airdrop.

HIGH HOLDING GND SPD The holding pattern turn radius exceeds Correct input and re-enter.
that maximum allowed (function of alti-
tude).

INDICATE FLIGHT Aircraft is on the ground within 10 NM of None.

COMPLETE the primary destination waypoint LAT/
LON.

INVALID ADF 1 CONTROL A mode or control command from the SP Execute valid control command.
to the LF-ADF has not been carried out
by the LF-ADF.

INVALID ADF 1 TUNE A tuning command from the SP to the Correct input and re-enter.
LF-ADF has not been carried out by the
LF-ADF.

INVALID HF 1 (2) A mode or control command from the SP Execute valid control command.
CONTROL to HF 1 or HF 2 has not been carried out
by the HF comm.

3-53
FAM.1C-27J-1

CNI-MU (ICDU) scratch pad SYSTEM ADVISORY messages table (Contd.)

SCRATCH PAD Message CONDITION CREW ACTION

INVALID HF 1 (2) TUNE A tuning command from the SP to HF 1 Correct input and re-enter.
or HF 2 has not been carried out by the
HF comm.

INVALID TAC 1 (2) A mode or control command from the SP Execute valid control command.
CONTROL to TACAN 1 or TACAN 2 has not been
carried out by the TACAN.

INVALID TAC 1 (2) TUNE A tuning command from the SP to Correct input and re-enter.
TACAN 1 or TACAN 2 has not been car-
ried out by the TACAN.

INVALID V/UHF 1 (2) WOD The V/UHF has not carried out the Word Correct input and re-enter.
of the Day command.

INVALID VOR 1 (2) A mode or control command from the SP Execute valid control command.
CONTROL to VOR 1 or VOR 2 has not been carried
out by the VOR.

INVALID VOR 1 (2) TUNE A tuning command from the SP to VOR Correct input and re-enter.
1 or VOR 2 has not been carried out by
the VOR.

INVALID VU 1 (2) A mode or control command from the SP Execute valid control command.
CONTROL to V/UHF 1 or V/UHF 2 has not been car-
ried out by the UHF comm.

INVALID VU 1 (2) TUNE A tuning command from the SP to V/UHF Correct input and re-enter.
1 or V/UHF 2 has not been carried out by
the UHF comm.

INVALID VU 1 (2) The V/UHF 1 or V/UHF 2 has not carried Correct input and re-enter.
HAVEQUICK out an SP Have Quick tuning command.

LAST LEG Indicates the active GO TO WPT on the Modify route as required.
LEGS page. It is the LAST WPT in the
active route.

LOW CALCULATED FUEL Fuel on board is not sufficient to com- Check fuel condition and modify
plete route and taxi without using up route as required.
reserve fuel.

MAG VAR MISCOMPARE Indicates a difference exists in the calcu- Maintenance action required to load
lated MAG VAR between the Master and appropriate magnetic variation data-
the Slave SPs. base.

MISSION DB The mission data bases in the CNI-SPs Crossload Mission data from the
MISCOMPARE are not the same (Comm presets, cus- desired source to the destination.
tom waypoints, stored routes, inhibited
waypoints, parachute data).

3-54
 FAM.1C-27J-1

CNI-MU (ICDU) scratch pad SYSTEM ADVISORY messages table (Contd.)

SCRATCH PAD Message CONDITION CREW ACTION

NAV DB MISCOMPARE The data or effectivity cycle for the world- Maintenance action required to load
wide navigation databases in the CNI- appropriate navigation database.
SPs are not the same.

NO ACTIVE ROUTE Attempting to select LNAV with no active Activate route.

route selected.

NOT ON INTERCEPT LNAV armed and aircraft is not on an Change aircraft heading or route.
HEADING intercept heading that allows the LNAV
route to be captured, or a course inter-
cept is selected which does not intercept
the current aircraft heading.

PILOT CNI-ICDU FAIL Pilot CNI-MU (ICDU) failure detected. See ACAWS Advisory message.

POSITION DIFFERENCE Computed navigation position from the Check navigation solutions and
CNI-SPs differ by more than 10 NM. update as required.

RED LIGHT End of drop window reached. Stop airdrop operation.

RESET ALT SEL? The SP has detected a condition where a If required, change the altitude
change of altitude is commanded but the selected on the reference set panel.
preselected altitude has not been reset.

SELCAL SELCAL link established. None.

SLOWDOWN Preprogrammed slowdown point has Decelerate to appropriate speed.

been reached.

SP 1 (2) DEFAULT MAG The current magnetic variation table is None.

VAR invalid and the affected SP 1 or SP 2 is
using the OFP default table.

SP 1 (2) MISSION DB SP 1 or SP 2 mission data base is If only one SP is affected, crossload

INVALID invalid. Mission data from the desired source
to the destination. If both SPs are
affected, Mission Data must be
reloaded from the DS-DTS or by
maintenance action.

SP 1 (2) NDB INVALID The worldwide navigation data base in Maintenance action required to load
SP 1 or SP 2 is corrupted. appropriate navigation database.

SP 1 (2) NDB OUT OF The worldwide navigation data base in Maintenance action required to load
DATE SP 1 or SP 2 is not current. appropriate navigation database.

SP SW MISCOMPARE The software part numbers for SP 1 and Maintenance action required to load
SP 2 are not the same. appropriate CNI-MS software.

TIMER 1 EXPIRED Count down/up timer has finished. None - for crew awareness.

TIMER 2 TARGET Current time has reached crew selected None - for crew awareness.
time.

3-55
FAM.1C-27J-1

CNI-MU (ICDU) scratch pad SYSTEM ADVISORY messages table (Contd.)

SCRATCH PAD Message CONDITION CREW ACTION

TIMER 3 INTERVAL Selected periodic time interval has None - for crew awareness.
elapsed.

TRANSFER ABORTED An error occurred while transferring data Attempt transfer again. If the transfer
to/from the mission computer and the is to the CNI from the MC, the data
transfer was aborted. can be loaded manually into the CNI.

TRANSFER COMPLETE A data transfer to/from the mission com- None.

puter has been successfully completed.

TRANSFER IN A data transfer to/from the mission com- None - for crew awareness.
PROGRESS puter is in progress.

UNABLE NEXT ALT Altitude constraint for the active waypoint Correct input and re-enter.
cannot be achieved.

UNABLE TO EXPAND CNI is unable to expand SAR pattern as

SAR initialized.

X MIN UNTIL CARP Indicates the number of minutes to the None - for crew awareness.
CARP (X = 20, 10, 6, or 1)

X SEC UNTIL CARP Indicates the number of seconds to the None - for crew awareness.
CARP (X = 10, 5, 4, 3, 2, or 1)

XTK LIM EXCEEDED? The crosstrack distance from aircraft to Check position and correct as
route exceeds the crosstrack limit required.
entered on the PROGRESS 2/4 page.

3-56
 FAM.1C-27J-1

OPERATIONAL ADVISORY Messages

OPERATIONAL ADVISORY messages indicate
improper operation of the CNI-MS.

CNI-MU (ICDU) scratch pad OPERATIONAL ADVISORY messages table

SCRATCH PAD Message CONDITION CREW ACTION

* DELETE * Displayed when the DEL key is entered None.

and no other messages are displayed in
the scratch pad.

ALREADY IN PERM LIST Inhibited NAVAID is already in the per- None.

manently inhibited NAVAID list. Navaid is already inhibited.

ALREADY IN TEMP LIST Inhibited NAVAID is already in the tem- None.

porarily inhibited NAVAID list. Navaid is already inhibited.

BEARING MUST BE IN Attempting to define a place/bearing/dis- Correct input and re-enter.

TRUE tance waypoint using a magnetic bearing
with a latitude greater than 72.5° N. or
59.5° S. Attempting to enter a magnetic
runway heading with an invalid to airfield
on a take-off airfield TOLD page.

DUPLICATE ID Indicates an entry of a duplicated radio Select a different ID or change the

preselect ID. existing ID.

DUPLICATE LABEL Indicates a duplicate waypoint label in Select a different ID or change the
the flight plan. existing ID.

FLIGHT PLAN FULL An attempt is made to enter more than Simplify flight plan or enter first 60
60 waypoints in a flight plan. waypoints then adjust plan along the
route.
Alternatively, use a different route for
the beginning and end of the flight
plan and switch at the appropiate
point in route.

FPL CONTAINS INVALID Inserted custom waypoint is not found in Create appropriate custom waypoint
WPT the custom waypoint data base. or change flight plan.

GPS/REF POS DISAGREE The entered alignment position dis- Correct input and re-enter.
agrees with the GPS position.

HEADING REQUIRED Attempting an INU alignment without a Enter heading.

heading entered.

INTERCEPT RANGE Indicates the range to the intercept is If intercept is correct, no action
>999 MI greater than 999 NM. required.
Correct data if intered in error.

INVALID DELETE An item has been selected for delete that None.
cannot be deleted.

3-57
FAM.1C-27J-1

CNI-MU (ICDU) scratch pad OPERATIONAL ADVISORY messages table (Contd.)

SCRATCH PAD Message CONDITION CREW ACTION

INVALID DIRECT TO Attempting to perform a direct to a CARP Perform direct to function using a
or DZESC waypoint. Attempting to per- valid waypoint.
form a direct to when the preceding way-
point was an approach waypoint.

INVALID ENTRY The entry of data to a soft-key field is Correct input and re-enter.
attempted, but the data in the scratch
pad does not match the correct format,
(e.g., characters instead of numbers,
etc.).

INVALID INTERCEPT Indicates that a valid intercept solution Correct input and re-enter.
does not exist.

LIST FULL The displayed list is full. Abort attempt to enter data or delete
items not required.

NO PRESENT POSITION Attempting an INU alignment without an Enter present position.

entered present position.

NOT A NAVAID No NAVAIDs were found with the given Correct input and re-enter.
identifier.

NOT ALLOWED An invalid operation has been attempted None.

using the soft-keys.

NOT AN AIRPORT No airport was found for the entered Correct input and re-enter.
identifier.

NOT IN DATABASE No navigation or custom data base items Correct input and re-enter.
were found with the given identifier.

RADIALS DO NOT Radials entered to define a waypoint Correct input and re-enter.
INTERSECT using place/bearing/place/bearing do not
intersect.

ROUTE ALREADY EXISTS A stored route with the same identifier Select a new name for the route or
already exists. delete the existing route.

RUNWAY N/A FOR SID A runway is selected for the origin air- Correct input and re-enter.
port, the flight plan contains a SID, but it
is not applicable to the selected runway.

RUNWAY NOT FOUND Runway identified for the origin airport Correct input and re-enter.
not a valid runway.

WAYPOINT NOT FOUND Specified waypoint is not in the stored Select a waypoint within the route.
route.

WIND OUT OF LIMITS The surface wind velocity is greater than Do not attempt airdrop.
the surface wind limit.

3-58
 FAM.1C-27J-1

CNI-MU (ICDU) scratch pad OPERATIONAL ADVISORY messages table (Contd.)

SCRATCH PAD Message CONDITION CREW ACTION

WPT IN FP Attempt to delete a custom waypoint as Abort deletion or change flight plans
aborted because the waypoint is being so that they do not include the way-
used in route 1 or route 2. point.

WPT LIST FULL Attempt to create a new custom waypoint Delete unneeded custom waypoints
as aborted because the list as full. and re-enter.

EMERGENCY PROCEDURES Analysis Of Consequences Of A Failure On The

Flight
Basic airmanship calls for a management review of
Procedures Initiation the remaining aircraft capabilities under the responsi-
– No action should be taken (apart from depressing bility of pilot.
MASTER WARNING / MASTER CAUTION switch In Flight bold face items will be performed by the Pilot
light and LANDING GEAR operation): Not Flying under supervision of the Pilot Flying.
• Until flight path is stabilized,
On the Ground the aircraft pilot will arrest the aircraft
• Under 400 ft above runway. and perform bold face items.
– Before performing a procedure, the crew must as-
In the following procedures: TAKE-OFF ABORT,
sess the situation as a whole, taking into consider-
RAPID DECOMPRESSION and DOUBLE ENGINE
ation the failures, when fully identified, and the flight
FLAMEOUT, the aircraft pilot will become Pilot Flying.
constraints imposed.
For those procedures containing bold face items or a
Task Sharing combinations of bold face and reference items, the
Pilot Not Flying first verifies that each bold face item
For all procedures, the general task sharing stated has been accomplished.
below is applicable. The Pilot Flying should remain
Pilot Flying throughout the procedure. The procedure is normally read aloud during such
PF - Pilot Flying, responsible for: verification, but Pilot Flying is not required to respond
except for the items not in agreement with the proce-
• Power levers, dure.
• Flight path and airspeed control,
• Aircraft configuration, Procedure reference items are also read aloud by the
Pilot Not Flying. The Pilot Flying does not need to
• Navigation. repeat these items, but should acknowledge that the
PNF - Pilot Not Flying, responsible for: items were heard and understood.
• Checklist reading, Appropriate action is taken by the crew member in
• Execution of required actions, whose area of responsibility each control is located.
• Actions on Overhead panel,
After positioning the control, the crew member taking
• Communications. the action states the procedure response.

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FAM.1C-27J-1

ENGINE SHUTDOWN

EMERGENCY ENGINE SHUTDOWN CONDITIONS

If any of the following conditions occur in flight or on
the ground, emergency engine shutdown is required.
1. Suspected engine mechanical failure (abnormal
vibration or roughness).
2. Visible fluid leaks.
3. Any ACAWS message with a crew action that di-
rects the accomplishment of the EMERGENCY
ENGINE SHUTDOWN procedures.

EMERGENCY ENGINE SHUTDOWN

1. FIRE 1 (2) handle – Pull P (PNF)

Pulling the FIRE 1 (2) handle results in:

– Engine driven electrical generator disconnection
– Hydraulic system fire shut-off valve to closed position
– Fuel shut-off electrovalve to closed position
– FPMU fuel shut-off valves to closed position
– Nacelle bleed air shut-off valve to closed position
– Propeller auxiliary feather pump energized
– Fire extinguisher agent switching is available

2. Power lever – FLT IDLE (GND IDLE if on the P (PNF)

ground)
3. ENGINE START 1 (2) selector – Pull and set to STOP P (PNF)

NOTE
If a propeller fails to feather, attempt manual
feathering with PROPELLER CTRL switch.

ENGINE SHUTDOWN IN FLIGHT (NO FAILURE CONDITION)

1. Power lever – FLT IDLE PNF

Wait 2 minutes:
2. ENGINE START 1 (2) selector – Pull and set to STOP PNF

When NG < 29%:

3. PROPELLER CTRL 1 (2) switch – Guard up, FTHR PNF

When propeller reaches full feather:

4. PROPELLER CTRL 1 (2) switch – NORM, guard down PNF
5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3-60
 FAM.1C-27J-1

GROUND EMERGENCIES

ENGINE FIRE ON GROUND - TAILPIPE FIRE OR TORCHING ON GROUND

If either of the following indications of engine fire occur:

– ENG 1 (2) FIRE (red) ACAWS warning message

and/or

– FIRE 1 (2) handle illuminated

1. Aircraft – Stop (brakes/GND IDLE/REV) P

When aircraft stopped:

2. EMER AND PARK BRAKE handle – Pull and set P

3. FIRE handles (BOTH) – Pull P
4. FIRE handle ILLUMINATED – Rotate to the left (MAIN) P
5. ATC – Notify CP
6. Loadmaster – Notify CP

If MAIN bottle discharge is unsuccessful:

Try to discharge the MAIN bottle again.

If MAIN bottle discharge is still unsuccessful or

if fire persists after 30 seconds:
7. FIRE handle ILLUMINATED – Rotate to the right (AUX) P

If AUX bottle discharge is unsuccessful:

Try to discharge the AUX bottle again.

If evacuation is required:
8. GROUND AIRCRAFT EVACUATION procedure – Apply P

CAUTION

• Use CO2 extinguishers only as a last resort:

CO2 can cause serious damages to com-
bustion chambers.

• Do not motor the engine when tailpipe fire

exists on engine shutdown since the fire
may be caused by an oil leak in the turbine
section.

3-61
FAM.1C-27J-1

NOTE
• If MAIN bottle discharge is successful
the following advisory messages ap-
pear:
– ENG 1 (2) MN BTL DISCH
– after 4 seconds
ENG 1 (2) MN BTL UNAVAIL
ENG 2 (1) AUX BTL UNAVAIL
If MAIN bottle discharge is unsuc-
cessful:
Caution ENG 1 (2) MN BTL NO
DISCH appears

• If AUX bottle discharge is successful

the following advisory messages ap-
pear:
– ENG 1 (2) AUX BTL DISCH
– after 4 seconds
ENG 1 (2) AUX BTL UNAVAIL
ENG 2 (1) MN BTL UNAVAIL
Check caution messages appear:
ENG 1 FEXT UNAVAIL
ENG 2 FEXT UNAVAIL
If AUX bottle discharge is unsuccess-
ful:
Caution ENG 1 (2) AUX BTL NO
DISCH appears

• Rotating the handle to the right dis-

charges the AUX bottle from the op-
posite nacelle into the affected
nacelle.

3-62
 FAM.1C-27J-1

APU FIRE ON GROUND

If either of the following indications of APU fire occur:

– APU FIRE (red) ACAWS warning message

and/or

– FIRE APU handle illuminated

– Fire warning acoustic signal from the Bail Out horn

APU/FADEC automatically shuts down the APU

1. Aircraft – Stop (brakes/GND IDLE/REV) P

When aircraft stopped:

2. EMER AND PARK BRAKE handle – Pull and set P

3. APU FIRE handle – Pull and rotate to the left or P
right (DISCH)

If bottle discharge is unsuccessful:

Try to discharge the bottle again.

NOTE
If bottle discharge is successful the following
messages appear:
– advisory APU BTL DISCH
– after a few seconds
caution APU FEXT UNAVAIL
If bottle discharge is unsuccessful:
Caution APU BTL NO DISCH appears.

If bottle discharge is still unsuccessful or if fire

indication persists:
4. APU start control switch – Pull and set to STOP P

If evacuation is required:

5. GROUND AIRCRAFT EVACUATION procedure – Apply P

3-63
FAM.1C-27J-1

GROUND AIRCRAFT EVACUATION

If it is necessary to evacuate the aircraft on the
ground, stop the aircraft and proceed as follows:
1. Aircraft – Stop (brakes/GND IDLE/REV) P
When aircraft stopped:
2. EMER AND PARK BRAKE handle – Pull and set P
3. ATC – Notify CP
4. Loadmaster – Notify P

WARNING

If there are passengers seated on seats in-

stalled on the ramp, they must quickly go
from the ramp seats to the cargo area fol-
lowing LM indications.
NOTE
To allow the ramp full open position, the sliders
must be set to the upper hole. The RAMP
DOOR switch shall be held on DN for few sec-
onds to unlock the ramp, then it must be re-
leased.
5. Ramp and cargo door – Open (if necessary) LM (CP)
NOTE
Seats installed on the ramp can be damaged
due to ramp opening.
6. Engine FIRE handles (BOTH) – Pull P
NOTE
Without AC power sources available communi-
cations with ATC must be done using back-up
radio, PA is no longer available and Ramp and
Cargo door operations are not possible.
7. APU FIRE handle – Pull P
8. BATT switch (before leaving the aircraft) – OFF P
9. Evacuate the aircraft – Evacuate ALL

WARNING

Using CREW ENTRY DOOR or SIDE EMER-

GENCY EXIT DOOR (TOILET) as emergency
exit when outside the aircraft immediately
turn and proceed on forward side to avoid
propeller impact (refer to Figure 3-2).

3-64
 FAM.1C-27J-1

CAUTION

The observer seat must be in fold up position to

facilitate exit from the flight compartment.

TAKE-OFF EMERGENCIES

TAKE-OFF ABORT
If the decision is made to abort a take-off, proceed as
follows:

1. Power levers – GND IDLE P

2. White BETA flags – Check displayed CP
NOTE
Check for symmetric power through positive
confirmation of BETA flags displayed on the
ESA format (below the HP gauges).
3. Power levers – Reverse up to MAX (if required) P

WARNING

In case of one engine failure and/or one en-

gine not in BETA range (BETA flag not dis-
played), aircraft controllability below 80 kts
is marginal.
To improve directional control pilot shall:
– use the nose wheel steering,
– apply on the affected engine the EMER-
GENCY ENGINE SHUTDOWN procedure,
– use reverse on good engine only if need-
ed and with caution.
4. Brakes – As required P

CAUTION

Following an aborted take-off or an heavily

braked landing, it is advisable to continue taxi-
ing, in order to facilitate brakes cooling.
NOTE
In case of aborted take-off at high speed above
135 kts, momentary thrust asymmetry is possi-
ble. This asymmetry can be easily controlled
with the rudder.

3-65
FAM.1C-27J-1

ENGINE FAILURE DURING TAKE-OFF

Engine failure during take-off may present two differ-
ent basic conditions:
1. Engine failure below V1
2. Engine failure above V1
Engine 1 (2) failure during the take-off roll. A propul-
sion system failure has been identified by the FADEC.
The engine may have shut down, or the engine may
have recovered to minimum fuel flow operation.
If the autofeather is armed the propeller will feather
when the affected engine is shut down. Simulta-
neously the autofeather system will be disarmed on
the operative engine.
If the autofeather is not armed the propeller will be
windmilling at 100% following engine failure.

Engine failure below V1

1. TAKE-OFF ABORT procedure – Apply P/CP

Engine failure above V1

If an engine failure occurs at a speed equal to or
higher than V1:

1. Directional control – Maintain PF

2. Rotate – At computed rotation speed PF
(see FAM.1C-27J-1-1)
3. Landing gear control lever – UP when positive indication of climb PNF
4. Speed – Maintain VCO PF
5. Climb to safe altitude (minimum 400 ft AGL) PF
6. Flaps – UP at proper speed ≥ VCO + 10 PNF
7. ENG 1(2) FAIL procedure – Apply PNF

ENGINE FIRE DURING TAKE-OFF

Engine fire during take-off may present two different
basic conditions:
1. Engine fire below V1
2. Engine fire above V1

Engine fire below V1

1. TAKE-OFF ABORT procedure – Apply P/CP

2. ENGINE FIRE ON GROUND procedure – Apply P

3-66
 FAM.1C-27J-1

Engine fire above V1

If an engine fire occurs at a speed equal to or higher
than V1:

1. Directional control – Maintain PF

2. Rotate – At computed rotation speed PF
(see FAM.1C-27J-1-1)
3. Landing gear control lever – UP when positive indication of climb PNF
4. Speed – Maintain VCO PF

At minimum 400 ft AGL:

5. ENGINE FIRE IN FLIGHT procedure – Apply PNF

(affected engine)

At safe altitude:

6. Flaps – UP at proper speed ≥ VCO + 10 PNF

7. SINGLE ENGINE OPERATIONS procedure – Apply PNF
8. Land – ASAP P
9. GROUND AIRCRAFT EVACUATION procedure – If required P

LIFT DUMPER SPECIAL ALERT

LIFT DUMPER (Voice) (yellow - flashing)

LIFT DUMPER switch is set to ARMED, and either lift

dumper is out with weight on wheels and power lever
angle greater than 50° on both engines.

Special alert heard before take-off

1. Power levers – FLT IDLE P

2. LIFT DUMPER switch – Check OFF P
3. LIFT DUMPER indicator – Check operation of the spoilers P

If Special Alert remains:

Do not attempt take-off.

NOSE WHEEL SHIMMY

Nose wheel shimmy is an indication of an unbalanced
condition of one or both the nose wheel tires or failure
of the steering system. If this occurs during take-off,
the decision to continue or abort depends on the
speed which has been reached.
If the take-off is continued:

1. NOSE WHEEL STEER switch – OFF P

2. Directional control – Maintain with rudder PF

3-67
FAM.1C-27J-1

NOTE
Nose wheel should be raised as soon as direc-
tional control permits to reduce the severity of
the shimmy.

If decision to abort is made:

1. TAKE-OFF ABORT procedure – Apply P/CP

NOSE WHEEL STEERING FAILURE

If decision to abort is made:

1. TAKE-OFF ABORT procedure – Apply P/CP

If the take-off is continued:

1. NOSE WHEEL STEER switch – OFF P

2. Directional control – Maintain with rudder P

TIRE FAILURE

If decision to abort is made:

1. Directional control – Maintain P

NOTE
Minimize use of brakes in case of main landing
gear tire failure.

2. TAKE-OFF ABORT procedure – Apply P/CP

If the take-off is continued:

1. Directional control – Maintain with steering, rudder PF

and aileron assistance
2. Landing gear – Do not retract PNF

After take-off carry out visual check of landing gear

from ground or from other aircraft.

3-68
 FAM.1C-27J-1

FIRE IN FLIGHT

ENGINE FIRE IN FLIGHT

If either of the following indications of engine fire occur:

– ENG 1 (2) FIRE (red) ACAWS warning message

and/or

– FIRE 1 (2) handle illuminated

1. FIRE handle ILLUMINATED – Pull PNF

After 10 seconds, if fire persists:

2. FIRE handle ILLUMINATED – Rotate to the left (MAIN) PNF

NOTE
The 10 seconds delay allows to reduce nacelle
ventilation in order to increase the agent effect.

If MAIN bottle discharge is unsuccessful:

Try to discharge the MAIN bottle again.

3. Power lever – FLT IDLE PNF

4. ENGINE START 1 (2) selector – Pull and set to STOP PNF

If MAIN bottle discharge is still unsuccessful or

if fire persists after 30 seconds:

5. FIRE handle ILLUMINATED – Rotate to the right (AUX) PNF

If AUX bottle discharge is unsuccessful:

Try to discharge the AUX bottle again.

6. SINGLE ENGINE OPERATIONS procedure – Apply PNF

7. Land – ASAP P

NOTE
• If MAIN bottle discharge is successful
the following advisory messages ap-
pear:
– ENG 1 (2) MN BTL DISCH
– after 4 seconds
ENG 1 (2) MN BTL UNAVAIL
ENG 2 (1) AUX BTL UNAVAIL
If MAIN bottle discharge is unsuc-
cessful:
Caution ENG 1 (2) MN BTL NO
DISCH appears

3-69
FAM.1C-27J-1

• If AUX bottle discharge is successful

the following advisory messages ap-
pear:
– ENG 1 (2) AUX BTL DISCH
– after 4 seconds
ENG 1 (2) AUX BTL UNAVAIL
ENG 2 (1) MN BTL UNAVAIL
Check caution messages appear:
ENG 1 FEXT UNAVAIL
ENG 2 FEXT UNAVAIL
If AUX bottle discharge is unsuccess-
ful:
Caution ENG 1 (2) AUX BTL NO
DISCH appears

• Rotating the handle to the right dis-

charges the AUX bottle from the op-
posite nacelle into the affected
nacelle.

TAILPIPE FIRE OR TORCHING IN FLIGHT

A tailpipe fire is defined as abnormal flame or torching
coming from the engine tailpipe.

If a tailpipe fire occurs:

1. EMERGENCY ENGINE SHUTDOWN procedure – Apply PNF

If the fire persists, the aircraft should be accelerated

as rapidly as possible, not exceeding maximum airspeed.
High airspeed should be maintained as long as heavy
smoke continues to come from the tailpipe area.

CAUTION

Do not motor the engine when tailpipe fire ex-

ists on engine shutdown since the fire may be
caused by an oil leak in the turbine section.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

If no tailpipe fire is observed and aircrew notices a loss

of engine oil quantity with heavy smoke coming out of the
tailpipe area, the engine should be monitored during flight:

1. Engine oil quantity – Monitor and apply, at ACAWS PNF

appearance, related oil emer-
gency procedures
2. EMERGENCY ENGINE SHUTDOWN procedure – Apply before landing PNF
3. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3-70
 FAM.1C-27J-1

NACELLE OVERHEAT
Respective engine/nacelle, overheat detected and indicated by:

NAC 1 (2) OVERHEAT (yellow) ACAWS caution message

The Figure 3-3 summarizes pilots' actions for Nacelle Overheat procedure.
1. BLEED APU pushbutton (if already pressed) – Release and check ON light PNF
extinguishes
2. Power lever (affected engine nacelle) – Reduce PF

If overheat message extinguishes:

3. Power lever (affected engine nacelle) – Maintain reduced power PF

4. Land – As soon as practicable P

If overheat message remains on:

3. BLEED ENG 1 and ENG 2 pushbuttons – OFF PNF

If overheat message extinguishes, assume

bleed leak downstream of affected engine
bleed shutoff valve.

4. BLEED ENG pushbutton – Press and check OFF light PNF

(unaffected engine nacelle) extinguishes

If overheat message does not return:

5. Land – As soon as practicable P

If overheat message returns:

5. BLEED ENG pushbutton – OFF PNF

(unaffected engine nacelle)
6. LOSS OF PRESSURIZATION procedure – Apply PNF
7. APU – Start if not already on PNF

NOTE
If engine restart is needed, BLEED APU push-
button press and check ON light illuminates.

8. Land – As soon as practicable P

If overheat message still remains on with en-

gines and APU bleed sources OFF:
4. EMERGENCY ENGINE SHUTDOWN – Apply PNF
procedure (affected engine)
5. BLEED ENG pushbutton – Press and check OFF light PNF
(unaffected engine nacelle) extinguishes
6. SINGLE ENGINE OPERATIONS procedure – Apply PNF
7. Land – ASAP P

3-71
FAM.1C-27J-1

Figure 3-3 Nacelle overheat procedure block diagram

3-72
 FAM.1C-27J-1

APU FIRE IN FLIGHT

If either of the following indications of APU fire occur:

– APU FIRE (red) ACAWS warning message

and/or

– APU FIRE handle illuminated

APU/FADEC automatically shuts down the APU

1. APU FIRE handle – Pull PNF

If fire persists after 10 seconds:

2. APU FIRE handle – Rotate to the left or right (DISCH) PNF

3. APU start control switch – Pull and set to STOP PNF

If bottle discharge is unsuccessful:

Try to discharge the bottle again.

If bottle discharge is still unsuccessful:

4. Land – ASAP (if fire indications persist) P

– As soon as practicable P
(if fire indications cease)

NOTE
If bottle discharge is successful the fol-
lowing messages appear:
– advisory APU BTL DISCH
– after a few seconds
caution APU FEXT UNAVAIL
If bottle discharge is unsuccessful:
Caution APU BTL NO DISCH appears

ELECTRICAL / ELECTRONIC EQUIPMENT SMOKE

– E/E RACK SMK (red) ACAWS warning message

– Letter "R" on aircraft icon illuminated (SMOKE DETECTOR control panel)

1. Oxygen masks/goggles – Put on ALL

2. Oxygen – ON/100% ALL
If VIP and ESCORT modules are in use:
2. EMER OXY MASK switch (PAX control panel) – Guard up, ON P
3. Crew communications – Establish ALL
4. EXHAUST MODE pushbutton – OVBD PNF
5. Descent – Start as necessary PF

3-73
FAM.1C-27J-1

When DIFF PRESS < 2.04 IN HG (1 psi):

6. OVBD VALVE switch – Guard up, FULL OPEN PNF

(ECS/BLEED control panel)

This alert may be triggered also by forward cargo or lavatory smoke.

WARNING

Inspection must be performed wearing gog-

gles and oxygen mask with portable oxygen
bottle.

If following forward Cargo and Lavatory areas inspection the smoke is confirmed:

7. CARGO AND/OR LAVATORY SMOKE procedure – Apply PNF

If following forward Cargo and Lavatory areas inspection the Electrical/Electronic equip-
ment smoke is confirmed:

7. Electrical control panel: PNF

– AC and DC TIE pushbuttons – OFF
– GEN 1 pushbutton – OFF
– AC BUS 1 and DC BUS 1 indicators – BUS OFF lights illuminate

If message is removed:

8. Refer to AC BUS 1 and DC BUS 1 utilities lost PNF

(see figure Figure 3-4 and Figure 3-5)
9. Land – ASAP P

If message remains:

8. Electrical control panel: PNF

– GEN 1 pushbutton – Press and check OFF light
extinguishes
– AC BUS 1 and DC BUS 1 indicators – BUS OFF lights extinguish
– GEN 2 pushbutton – OFF
– AC BUS 2 and DC BUS 2 indicators – BUS OFF lights illuminate
9. Refer to AC BUS 2 and DC BUS 2 utilities lost PNF
(see figure Figure 3-4 and Figure 3-5)
10. Land – ASAP P

3-74
 FAM.1C-27J-1

CARGO AND/OR LAVATORY SMOKE

– CGO SMK (red) ACAWS warning message

and/or

– LAVATORY SMK (red) ACAWS warning message

– Number "from 1 to 8" and/or letter "L" on aircraft icon

illuminated (SMOKE DETECTOR control panel)

1. Oxygen masks/goggles – Put on ALL

2. Oxygen – ON/100% ALL
If VIP and ESCORT modules are in use:
2. EMER OXY MASK switch (PAX control panel) – Guard up, ON P
3. Crew communications – Establish ALL
4. PACK pushbutton (ECS/BLEED control panel) – OFF PNF
5. Descent – Start PF
6. At safe altitude – Level off PF

WARNING

• Personnel using the extinguisher must

wear goggles and oxygen mask with
portable oxygen bottle.

• For safe altitude is intended an altitude

below 14000 ft. If MEA is higher than
14000 ft descend initially to MEA and di-
vert as soon as possible to reach lower
altitude.

7. Locate and kill source of smoke using PNF

portable extinguisher
8. EMER DEPR switch – Guard up, DUMP PNF
(PRESSURIZATION control panel)
9. PACK pushbutton – Press and check OFF light PNF
(ECS/BLEED control panel) extinguishes
10. Land – ASAP P

WING FIRE
Should a fire from one engine spread to the wing,
bank the aircraft trying to separate the fire from the
wing and Land ASAP. See TAILPIPE FIRE OR
TORCHING IN FLIGHT procedure.
Should the fire persist, proceed to immediate inflight
bailout or emergency landing or ditching at pilot's dis-
cretion.

3-75
FAM.1C-27J-1

LANDING EMERGENCIES

LANDING WITH ONE ENGINE INOPERATIVE

Before landing:

1. AUTOFTHR pushbutton – "ARMED", check OFF light unlit PNF

2. FLAPS lever – 1/reading 1 PNF
3. Landing gear control lever – Check DOWN PNF
4. FLAPS lever – 2/reading 2 PNF

After touchdown:

5. Power levers – GND IDLE PF

6. White BETA flag (operative engine) – Check displayed PNF

NOTE
Check positive confirmation of BETA flag dis-
played on the ESA format (below the HP gauge
operative engine).

7. Power lever (operative engine) – As required to stop and PF

maintain aircraft control

CAUTION

Using maximum reverse thrust on operative en-

gine, controllability below 80 kts becomes mar-
ginal without nose wheel steering. To improve
directional control use nose wheel steering at
the lower speed.

8. LIFT DUMPER indicator – Check spoilers extended PNF

9. Brakes – As required PF

LANDING WITH ENGINE "BETA" FAILURE

PROP 1 (2) NO BETA CNTL (yellow)

• Landing with a known engine BETA failure

WARNING

Controllability on Ground could be marginal

especially at low speed.

3-76
 FAM.1C-27J-1

In Flight
Before landing, at safe altitude:

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

NOTE
Engine can be restarded if necessary.

2. LANDING WITH ONE ENGINE INOPERATIVE – Apply PNF

procedure

• Landing with ONE engine BETA failure arisen after touchdown

On Ground (After touchdown)

NOTE
After landing, when power levers are brought to
FLT IDLE, only one green B is displayed.
If the power lever of the failed engine is set to
GND IDLE, the engine will remain in FLT IDLE
(only one BETA flag is displayed).

1. GO-AROUND procedure – Apply PF

At safe altitude:
2. FADEC switch (affected engine) – RESET then NORM PNF
If failure persists:

3. Landing with a known engine BETA failure – Apply PF

procedure

WARNING

If, for safety reasons, crew elects to remain

and stop on the runway, beware that affect-
ed engine will remain at Flight Idle power.
Power asymmetry will be then experienced
(one engine at GI and one at FI) and direc-
tional problems will increase as airspeed
decrease. Consider affected engine shut-
down during landing roll.

3-77
FAM.1C-27J-1

FLAPS ASYMMETRY

• No noticeable uncommanded yaw/roll motion during flap activation

FLAP ASYM (yellow) ACAWS caution message

An asymmetrical extension has occurred and the flaps are

automatically stopped when the asymmetry reaches 1°15'.

1. Autopilot – Disengage (if engaged) PF

2. FLAPS lever – Do not change current flaps PNF
lever position
3. Maximum speed – The lower between VFE of the PF
last known flaps configuration
and VFE of the current flaps lever
position
4. Land – As soon as practicable P

NOTE
Refer Figure 8-5 in the FAM.1C-27J-1-1 for
landing ground roll and distances with last
known flap position before asymmetry warning.
On final:

5. Speed – VTHR (VFINAL APP) last known PF

flaps configuration + 10 kts

• Uncommanded yaw/roll motion during flap activation

With/without:

FLAP ASYM (yellow) ACAWS caution message

Flap asymmetry could exceed 1°15' as a consequence

of a screwjack failure. In this case expect an uncommanded yaw-roll motion.
This failure could also lead to a reduction of lateral control power.

1. Autopilot – Disengage (if engaged) PF

2. Maintain aircraft control using: PF
– Lateral Control (if available)
– Rudder – As required (gentle inputs only)

CAUTION

In case of wheel/aileron lock, aggressive use of

rudder with/without differential power can lead
to unwanted yaw and/or bank oscillations.
– Aileron Trim – As required
– Asymmetric Power – As required
3. FLAPS lever – Do not change current flaps PNF
lever position

3-78
 FAM.1C-27J-1

4. Maximum speed – The lower between VFE of the PF

last known flaps configuration
and VFE of the current flaps lever
position
5. Speed – VTHR (VFINAL APP) last known PF
flaps configuration + 20 kts
6. Land – ASAP at a suitable airport P

CAUTION

Increased lateral control forces together with a

decrease of roll effectiveness can be expected
in case of Aileron Jam.

NOTE
• Maximum crosswind allowed: 10 kts.
• Weather minima:
– Visibility ≥ 1500 m and 500 ft ceiling.
or
– Minima for the instrument approach in-
creased by 20%.
apply whichever is higher.
• Increase landing ground roll and distances
for last known flap position before asymme-
try warning by 20% + 1000 ft.
For more accurate calculation refer Figure
8-5 in the FAM.1C-27J-1-1 adding 1000 ft.

REDUCED FLAPS LANDING

1. Land with the smallest possible amount of fuel. P

If necessary, FUEL JETTISON
On final

2. Speed – 1.2 VS flaps configuration PF

NOTE
Refer to Part VIII of FAM.1C-27J-1-1 for speeds
and distances.
At touchdown
If touchdown speed is greater than 135 KIAS:

3. HIGH SPEED LANDING procedure – Apply PF

(Refer to Section II)

3-79
FAM.1C-27J-1

LANDING GEAR UNSAFE INDICATION

Landing gear selected UP

Red UNLK light illuminated on one panel only:
1. Unsafe indication – Disregard PF/PNF

Red UNLK light or green arrow illuminated on both panels:

1. Speed – < 155 kt PF
2. Landing gear control lever – Recycle PNF

If red UNLK light or green arrow illumination on both panels persists:

3. Landing gear control lever – DOWN PNF
4. Speed – ≤ 200 kt PF
(when extended and locked)

Landing gear selected DOWN

Green arrow not illuminated on one panel only:
1. Unsafe indication – Disregard PF/PNF

Green arrow not illuminated on both panels:

1. Landing gear control lever – Recycle PNF

If green arrow not illuminated on both panels persists:

2. LANDING GEAR EMERGENCY – Apply PNF
EXTENSION procedure
NOTE
With one or more landing gears not down
locked or remaining retracted, landing gear
voice special alert is provided and red lamp in
the landing gear control lever knob illuminates.
If one or more landing gears do not lock down
or remain retracted:
3. LANDING WITH GEAR PARTIALLY EXTENDED – Apply PNF
procedure or LANDING WITH GEAR COMPLETELY
RETRACTED procedure

LANDING WITH GEAR PARTIALLY EXTENDED

• LANDING WITH NOSE GEAR DOWN ONLY

To land with main gear retracted and only the nose
gear down, proceed as follows:

1. Loadmaster – Notify P
2. Land with the smallest possible amount of fuel. If necessary, FUEL JETTISON P
3. Stow or secure all loose equipment ALL
4. PACK pushbutton (ECS/BLEED control panel) – OFF PNF

3-80
 FAM.1C-27J-1

5. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
When DIFF PRESS < 2.04 IN HG (1 psi):
6. Emergency escape hatch(es) – Open PNF/LM
7. RAMP-CARGO control panel: PNF
– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN
8. Seat belts – Fasten ALL
If VIP and ESCORT modules are in use:
8. FASTEN SEAT BELTS and NO SMOKING – ON PNF
pushbuttons (PAX control panel)
9. APU start control switch – Pull and set to STOP PNF
10. Ground assistance – Request P
11. PUBLIC ADDRESS – Brace for impact PNF
12. BAIL OUT switch (AERIAL DELIVERY panel) – Guard up, ON PNF
On ground:
13. Directional control – Maintain using steering PF
14. ENGINE START 1 and 2 selectors – Pull and set to STOP PNF

NOTE
After Engines and APU shut down, the Public
Address will not be available. In case of ground
aircraft evacuation, the evacuation command
must be given by alternative means: Bail Out
signals, voice etc.

15. GROUND AIRCRAFT EVACUATION procedure – Apply, if necessary P

16. BATT switch – OFF P

• LANDING WITH NOSE WHEEL RETRACTED

If the nose wheel cannot be extended, land with main
gear down. Hold the nose of the aircraft up as long as
possible and lower it slowly before the elevators lose
their effect. Use the following procedure to make a
nose gear up landing:

1. Loadmaster – Notify P
2. Land with the smallest possible amount of fuel. If necessary, FUEL JETTISON P
3. Stow or secure all loose equipment ALL
4. PACK pushbutton (ECS/BLEED control panel) – OFF PNF
5. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
When DIFF PRESS < 2.04 IN HG (1 psi):
6. Emergency escape hatch(es) – Open PNF/LM
7. RAMP-CARGO control panel: PNF
– DROP or LOAD indicator – Illuminated as required

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FAM.1C-27J-1

– MASTER switch – Guard up, ON

– Ramp-Cargo mode switch – Set to OPEN
8. Seat belts – Fasten ALL
If VIP and ESCORT modules are in use:
8. FASTEN SEAT BELTS and NO SMOKING – ON PNF
pushbuttons (PAX control panel)
9. APU start control switch – Pull and set to STOP PNF
10. Ground assistance – Request P
11. PUBLIC ADDRESS – Brace for impact PNF
12. BAIL OUT switch (AERIAL DELIVERY panel) – Guard up, ON PNF
13. After touchdown – Hold nose up as long as possible PF
and lower it slowly before the el-
evator loss

CAUTION

Do not use brakes.

14. After nose contact, use reverse thrust PF

CAUTION

Do not allow the nose to rise off the ground.

15. ENGINE START 1 and 2 selectors – Pull and set to STOP PNF

NOTE
After Engines and APU shut down, the Public
Address will not be available. In case of ground
aircraft evacuation, the evacuation command
must be given by alternative means: Bail Out
signals, voice etc.

16. GROUND AIRCRAFT EVACUATION procedure – Apply, if necessary P

17. BATT switch – OFF P

• LANDING WITH ONE MAIN GEAR RETRACTED

If one Main Landing Gear cannot be extended, pro-
ceed to landing using the following procedure:

1. Loadmaster – Notify P
2. Land with the smallest possible amount of fuel. If necessary, FUEL JETTISON P
3. Stow or secure all loose equipment ALL
4. PACK pushbutton (ECS/BLEED control panel) – OFF PNF
5. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF

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 FAM.1C-27J-1

When DIFF PRESS < 2.04 IN HG (1 psi):

6. Emergency escape hatch(es) – Open PNF/LM
7. RAMP-CARGO control panel: PNF
– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN
8. Seat belts – Fasten ALL
If VIP and ESCORT modules are in use:
8. FASTEN SEAT BELTS and NO SMOKING – ON PNF
pushbuttons (PAX control panel)
9. Make a normal approach PF
10. Do not “arm” the Lift Dumper PNF
11. APU start control switch – Pull and set to STOP PNF
12. Assume a normal landing attitude PF
13. Plan to touchdown with the aircraft aligned with the runway PF
and with small rate of descent on the side of the gear extended
14. PUBLIC ADDRESS – Brace for impact PNF
15. BAIL OUT switch (AERIAL DELIVERY panel) – Guard up, ON PNF
16. Power lever (faulty gear side) – FLT IDLE PF
17. ENGINE START selector (faulty gear side) – Pull and set to STOP PNF

WARNING

Do not select lift dumpers after touchdown

in order to improve the directional control
using the spoilers.

NOTE
After impact, at approximately 70 knots, the air-
craft lateral attitude can be controlled using lat-
eral controls (ailerons and spoilers). Using only
ailerons, minimum lateral control speed is ap-
proximately 85 knots.

18. Allow the aircraft to lean laterally PF

19. Directional control – Maintain using brakes with PF
moderation and steering

After aircraft has come to stop:

20. ENGINE START selector (operative engine) – Pull and set to STOP PNF

NOTE
After Engines and APU shut down, the Public
Address will not be available. In case of ground
aircraft evacuation, the evacuation command
must be given by alternative means: Bail Out
signals, voice etc.

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FAM.1C-27J-1

21. GROUND AIRCRAFT EVACUATION procedure – Apply, if necessary P

22. BATT switch – OFF P

LANDING WITH GEAR COMPLETELY RETRACTED

If the decision is made to land with landing gear com-
pletely retracted, proceed as follows:

CAUTION

Select a grass strip if possible; if landing on a run-

way, request foam if possible.

1. Loadmaster – Notify P
2. Land with the smallest possible amount of fuel. If necessary, FUEL JETTISON P
3. Landing gear control lever – Check UP PNF
4. Stow or secure all loose equipment ALL
5. PACK pushbutton (ECS/BLEED control panel) – OFF PNF
6. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
When DIFF PRESS < 2.04 IN HG (1 psi):
7. Emergency escape hatch(es) – Open PNF/LM
8. RAMP-CARGO control panel: PNF
– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN
9. Seat belts – Fasten ALL
If VIP and ESCORT modules are in use:
9. FASTEN SEAT BELTS and NO SMOKING – ON PNF
pushbuttons (PAX control panel)
10. Make a normal approach PF
11. Do not “arm” the Lift Dumper PNF
12. APU start control switch – Pull and set to STOP PNF
13. Assume a normal landing attitude PF
14. ENGINE START 1 and 2 selectors – Pull and set to STOP PNF
15. PUBLIC ADDRESS – Brace for impact PNF
16. BAIL OUT switch (AERIAL DELIVERY panel) – Guard up, ON PNF
17. After impact use rudder to maintain direction PF
NOTE
After Engines and APU shut down, the Public
Address will not be available. In case of ground
aircraft evacuation, the evacuation command
must be given by alternative means: Bail Out
signals, voice etc.

18. GROUND AIRCRAFT EVACUATION procedure – Apply, if necessary P

19. BATT switch – OFF P

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 FAM.1C-27J-1

TIRE FAILURE DURING LANDING

Before landing carry out visual check of landing gear
from ground or from other aircraft.

Nose landing gear tire failure

If one nose wheel tire is flat at the time of landing, a
normal landing may be made.
If both nose wheel tires are flat at the time of landing,
keep the nose wheels off the ground as long as possi-
ble and lower the aircraft nose slowly before the ele-
vators lose their effect.
After nose gear contact use maximum reverse and
minimum wheel braking.
Taxiing is not recommended.

Main landing gear tire failure

If one main landing gear tire is flat at the time of land-
ing, touch the nose gear down as soon as possible
and use maximum reverse thrust.
Taxiing is not recommended.
If both tires of a main landing gear are flat there will
probably be a tendency to swerve toward that side.
Line up and land on the side of the runway with the
good tires.
Touch the nose gear down as soon as possible, main-
tain directional control with the nose wheel steering
system: use wheel brakes (on the side opposite to the
flat tires only) to assist the nose gear in maintaining
directional control. Use reverse thrust cautiously, but
to the maximum possible extent to reduce landing roll.
Do not attempt to taxi.

ANTI-SKID FAILURE OR NOT OPERATIVE

L AFT ANTISKID FAIL (yellow) ACAWS caution message or

L FWD ANTISKID FAIL (yellow) ACAWS caution message or

R AFT ANTISKID FAIL (yellow) ACAWS caution message or

R FWD ANTISKID FAIL (yellow) ACAWS caution message or

During the ANTI-SKID test, if the four fail lights do not

extinguish simultaneously, braking action will be lost
below 35 knots on two symmetrical wheels.

1. ARM pushbutton (ANTISKID panel) – OFF PNF

2. LIFT DUMPER switch – ARMED PNF
3. Normal landing – Perform PF

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FAM.1C-27J-1

After touchdown:

4. LIFT DUMPER indicator – Check spoilers extended PNF

5. Power levers – MAX REV (as necessary) PF
6. Brakes – Gentle braking apply below 50 KIAS PF

WARNING

With ANTI-SKID system inoperative the use

of emergency brake is recommended.

NOTE
With ANTI-SKID system inoperative, multiply
by 1.4 the Landing Distance.

BRAKE FAILURE
In case of failure in the brake normal system proceed as follows:

WARNING

The ANTI-SKID system is inoperative.

NOTE
With ANTI-SKID system inoperative, multiply
by 1.4 the Landing Distance.
1. Power levers – MAX REV (as necessary) PF
2. EMER AND PARK BRAKE handle – Pull (gradually to the first stop) P

NOSE WHEEL STEERING FAILURE DURING LANDING

In the event that a Nose Wheel Steering failure is experienced:

1. NOSE WHEEL STEER switch – OFF P

2. Directional control – Maintain with rudder and with PF
differential braking
3. Power levers – GND IDLE, use reverse with PF
caution if necessary

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 FAM.1C-27J-1

ENGINE AND PROPELLER SYSTEM

ACAWS SPECIAL ALERT

ENG 1 (2) FAIL (Voice) (red - flashing)

(Engine Red Box and FAIL flag)

A propulsion system failure has been identified by the

FADEC. The engine may have shut down, or the
engine may have recovered to minimum fuel flow
operation.
If the autofeather is armed the propeller will feather
when the affected engine is shut down. Simulta-
neously the autofeather system will be disarmed on
the operative engine.
If the autofeather is not armed the propeller will be
windmilling at 100% following engine failure.

During take-off

1. ENGINE FAILURE DURING TAKE-OFF – Apply P

procedure

In Flight

1. ENG 1 (2) FAIL (CAUTION) procedure – Apply PNF

ACAWS WARNING MESSAGES

• ENGINE MALFUNCTIONS

ENG 1 (2) MGT HI (red)

The respective engine MGT is equal or above 852 °C.

During start

Ground start

1. EMERGENCY ENGINE SHUTDOWN – Apply P

procedure (affected engine)

Do not attempt a restart.

Refer to “MGT Limits” table on Section V and report peak temperature to maintanance.

In flight engine restart

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
Only for safety reasons a second restart may be attempted
(if possibile at lower ALT and via ENG bleed) if MGT remained
within 852-1000 °C for less than 3 sec.

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FAM.1C-27J-1

If unsuccessful:

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – ASAP P

Refer to “MGT Limits” table on Section V and report event to maintanance.

On the ground

Message appears below V1

1. TAKE-OFF ABORT procedure – Apply P

If MGT HI persist:

2. EMERGENCY ENGINE SHUTDOWN – Apply P

procedure (affected engine)

Message appears above V1

1. Take-off – Continue PF

At safe altitude (minimum 400 ft AGL),

ENG 1 (2) MGT HI In flight procedure apply.

In flight

1. Power lever (affected engine) – Reduce PNF

If MGT does not decrease within limits:

2. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

NOTE
If possible report time and peak temperature of
the overtemperature occurrence.

3. SINGLE ENGINE OPERATIONS procedure – Apply PNF

4. Land – ASAP P

Refer to “MGT Limits” table on Section V and report event to maintanance.

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 FAM.1C-27J-1

START VLV 1 (2) OPEN (red)

During engine start procedures the respective engine

start valve is open when it is commanded closed.

On the ground

1. EMERGENCY ENGINE SHUTDOWN – Apply P

procedure (affected engine)
If message remains displayed, close all bleed air sources (engines,
APU and external connection) and troubleshoot the problem.

In flight
Close all bleed air sources (engines and APU).

1. ECS/BLED control panel: PNF

– BLEED ENG 1 and ENG 2 pushbuttons – OFF
– BLEED APU pushbutton – Release and check ON light extinguishes
2. LOSS OF PRESSURIZATION procedure – Apply PNF
NOTE
With no bleed air source available, if an engine
restart is needed, a Windmill Engine Start shall
be performed.
3. Land – ASAP P

• PROPELLER FAILURES

PROP 1 (2) LO PITCH STOP FAIL (red)

A Ground Beta Enable (GBE) circuit failure has been detected:

– Low pitch stop is removed,
– Hydromechanical overspeed governor is lost (no 104% protection available).
If after the overspeed governor test the power levers have been maintained at or
above FLT IDLE untill take-off:
1. PROP 1 (2) LO PITCH STOP FAIL warning – Disregard / Review mission P (PNF)
message requirements

NOTE
Record the ACAWS warning and report to
Maintenance.
If after the overspeed governor test the power levers have been moved
to GND IDLE before take-off:
1. EMERGENCY ENGINE SHUTDOWN – Apply P (PNF)
procedure (affected engine)
Do not attempt a restart.
2. SINGLE ENGINE OPERATIONS procedure – Apply PNF
3. Land – ASAP P

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FAM.1C-27J-1

ACAWS CAUTION MESSAGES

• ENGINE MALFUNCTIONS

ENG 1 (2) FAIL (yellow)

(Engine Red Box and FAIL flag)

A propulsion system failure has been identified by the

FADEC. The engine may have shut down, or the
engine may have recovered to minimum fuel flow
operation. If the autofeather is armed the propeller will
feather when the affected engine is shut down. Simul-
taneously the autofeather system will be disarmed on
the operative engine. If the autofeather is not armed
the propeller will be windmilling at 100% following
engine failure. Proceed as follows:

NOTE
ENG 1 (2) FAIL message will be dis-
played until auto-relight fails, at which
time it will be replaced by the ENG 1 (2)
FLAMEOUT caution message.

On the ground

1. ENGINE START selector (affected engine) – Pull and set to STOP P

In flight

If NG is below 56%, and ENG FLAMEOUT message is displayed:

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

If there is no indication of engine or propeller damage (visual or other ACAWS):

2. INFLIGHT ENGINE RESTART procedure – Apply PNF

If the restart attempt fails:

3. SINGLE ENGINE OPERATIONS procedure – Apply PNF

4. Land – As soon as practicable P

If the engine is latched at approx. 70 to 75% NG:

1. Power lever (affected engine) – FLT IDLE recommended PF

2. ENGINE START selector – From RUN to START PNF
(affected engine) (momentarily), then RUN

The engine will return to normal power lever control and, the propeller will unfeather.

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 FAM.1C-27J-1

ENG 1 (2) FLAMEOUT (yellow)

During start
The affected engine FADEC automatically terminates
the start cycle. The flameout message is displayed for
30 seconds after the engine start selector is placed to
STOP.
During ground start:

1. ENGINE START selector (affected engine) – STOP P

Check for all engine malfunction indications.
If a restart is attempted:
2. FADEC switch (affected engine) – RESET then NORM P
Engine restart may be attempted if MGT < 175 °C
and NG is 0%.

During in flight start:

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
Check for all engine malfunction indications.
If a restart is attempted:
Engine restart may be attempted if MGT < 175 °C
and NG ≤ 29%.
2. INFLIGHT ENGINE RESTART procedure – Apply PNF
If a restart is not attempted:
2. SINGLE ENGINE OPERATIONS procedure – Apply PNF
3. Land – As soon as practicable P

Not during start in flight

The affected engine FADEC has attempted to auto-
relight and failed. The engine will be in the process of
performing an automatic shutdown and if AUTOFTHR
is armed, the propeller will autofeather. The flameout
message is displayed for 30 seconds after the engine
start selector is placed to STOP.

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
Check for all engine malfunction indications.
If a restart is attempted:
Engine restart may be attempted if MGT < 175 °C
and NG ≤ 29%.
2. INFLIGHT ENGINE RESTART procedure – Apply PNF
If a restart is not attempted:
2. SINGLE ENGINE OPERATIONS procedure – Apply PNF
3. Land – As soon as practicable P

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FAM.1C-27J-1

ENG 1 (2) FUEL PRESS LO (yellow)

The fuel pressure is less than 8.5 psi.

1. Pumps ACAWS messages – Check on the affected wing side PF/PNF

2. PUMP pushbuttons, XFEED pushbutton and – Check the fuel management PNF
ISOL pushbuttons (FUEL control panel) setting and make correction
if not in correct position
If fuel management setting is correct and one or more
of following condition is present:
– Fuel quantity decreasing at abnormal rate, or
– fuel unbalance, or
– unexpected rapid reduction of HP and MGT, and
variation of fuel flow.
3. FUEL LEAK procedure – Apply PNF

ENG 1 (2) HP HI (yellow)

Respective engine horsepower is equal or above 4850.

1. Power lever (affected engine) – Reduce PF

2. FADEC switch (affected engine) – RESET then NORM PNF
3. Power lever (affected engine) – Move to TAKE OFF and verify no PF
ACAWS message is displayed
If message does not appear resume normal operation.
If message appears again but HP is controllable:
4. Module power lever to maintain the affected engine within limits PF
If message appears again HP is uncontrollable:
4. EMERGENCY ENGINE SHUTDOWN – Apply PNF
procedure (affected engine)
Do not attempt a restart.
5. SINGLE ENGINE OPERATIONS procedure – Apply PNF
6. Land – As soon as practicable P

ENG 1 (2) MGT HI (yellow)

The respective engine Measured Gas Temperature

(MGT) is equal or above 833 °C with the engine not in
the start cycle (NG 72% or above) and the power
lever is between MAX REV and MAX CONT.

CAUTION

Exceedance of 833 °C limit may occur in flight

with Engine Anti-icing ON at high power setting.

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 FAM.1C-27J-1

1. Power lever (affected engine) – Reduce if conditions permit PF

If the caution does not recover or conditions

required engines full power:

2. BLEED ENG pushbutton (affected engine) – OFF PNF

NOTE
If condition permit deselect Engine Anti-icing if
ON.

ENG 1 (2) NG BACKUP CNTL (yellow)

Both torque sensors on the respective engine have

failed and the engine is being controlled via gas gen-
erator speed.
Attempt to regain torque sensing.

1. FADEC switch (affected engine) – RESET/ALT then NORM PNF

If unsuccessful, continue operation of the en-

gine is allowed. Available power is reduced and
reverse power is not available.

NOTE
Consider increase landing distance and refer to
Part VIII of FAM.1C-27J-1-1.
2. Land – As soon as practicable P
3. Power lever (affected engine) – GND IDLE only PF

ENG 1 (2) NO OIL PRESS (yellow)

Respective engine NG is greater than 2% and oil

pressure is less than 5 psig for 15 consecutive sec-
onds during start or when motoring the engine. The
message is removed 10 seconds after the engine start
selector is placed to STOP, or the engine start selector
is placed to STOP and then back to RUN or MOT.

On the ground

1. ENGINE START selector (affected engine) – Pull and set to STOP P

In flight

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

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FAM.1C-27J-1

ENG 1 (2) OIL PRESS LO (yellow)

The respective engine oil pressure is below 35 psi

(red line) for 2 seconds with NG above 72%. Oil sta-
tus recovers when pressure is above 35 psi for 3 sec-
onds.
1. EMERGENCY ENGINE SHUTDOWN – Apply unless a landing is imminent or PNF
procedure (affected engine) a greater emergency exists which
would preclude engine shutdown

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

ENG 1 (2) SHUTDOWN ADVISED (yellow)

A FADEC shutdown advised BIT is set for respective engine.

Avoid fast engine transient.

1. FADEC switch (affected engine) – RESET/ALT then NORM PNF

If message disappears:
Operate the engine normally.
If message remains:

2. FADEC switch (affected engine) – ALT then NORM PNF

If message still remains:

• Minimize throttle movements.
• Check engine behavior.

If engine behavior is normal:

3. Land – As soon as practicable, minimizing P

throttle movements until engine shutdown

If engine behavior is abnormal:

3. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

If in flight, do not attempt a restart:

4. SINGLE ENGINE OPERATIONS procedure – Apply PNF

5. Land – As soon as practicable P

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 FAM.1C-27J-1

ENG 1 (2) VIB HI (yellow)

Respective engine vibration has exceeded its limit.

When the vibration level returns to within limits, the
affected engine vibration high message is removed.

1. Power lever (affected engine) – Reduce (verify vibration high PF

message disappears)

If message is removed, continue operation at reduced power.

2. Power lever position – Do not increase PF

3. Land – As soon as practicable P

If message remains:

2. EMERGENCY ENGINE SHUTDOWN – Recommended PNF

procedure (affected engine)
3. SINGLE ENGINE OPERATIONS procedure – Apply PNF
4. Land – As soon as practicable P

GBOX 1 (2) NO OIL PRESS (yellow)

Displayed during start for respective engine if the

gearbox oil pressure is less than 15 psig after NP is
greater than 3% for ≥ 15 seconds. The message is
removed after oil pressure is above 15 psig, or 10 sec-
onds after the engine start selector is placed to STOP
or the engine start selector is placed to STOP and
then back to RUN or MOT.

On the ground

1. ENGINE START selector (affected engine) – Pull and set to STOP P

In flight

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

GBOX 1 (2) OIL PRESS HI (yellow)

Respective engine gearbox oil pressure is above 250

psi and oil temperature is 45 °C or above.

1. Power lever (affected engine) – Reduce PF

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FAM.1C-27J-1

If gearbox oil pressure cannot be reduced be-

low 250 psi within 2.5 minutes:
Engine shut down will be at the pilot's discretion
depending on the flight condition and situation.

If pilot determines shut down is required:

2. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
3. SINGLE ENGINE OPERATIONS procedure – Apply PNF
4. Land – As soon as practicable P

GBOX 1 (2) OIL PRESS LO (yellow)

Respective engine gearbox oil pressure below 110 psi

(red line) and NP above 72% for 2 seconds or faulty
low pressure switch.

1. EMERGENCY ENGINE SHUTDOWN – Apply unless a landing is imminent or PNF

procedure (affected engine) a greater emergency exists which
would preclude engine shutdown

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

HOT START 1 (2) (yellow)

Respective engine Measured Gas Temperature

(MGT) is equal or above 807 °C for 3 seconds or
more during the start cycle. The message will remain
on the ACAWS display for 10 seconds after the
engine start selector is placed to STOP or until the
engine start selector is placed to STOP and then back
to START or RUN or MOT.

On the ground
1. EMERGENCY ENGINE SHUTDOWN – Apply P
procedure (affected engine)

Do not attempt a restart and engine mainte-

nance is required.

In flight
1. EMERGENCY ENGINE SHUTDOWN – Apply PNF
procedure (affected engine)

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

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 FAM.1C-27J-1

LSGI NP 1 (2) HI (yellow)

LSGI is selected and NP is greater than 76% for more

than 10 seconds.

1. HIGH speed (affected engine) – Select P

If strong wind is present:

2. Aircraft heading – Change P

3. LOW speed (affected engine) – Select P

If message recurs:

4. HIGH speed (affected engine) – Select P

Low Speed Ground Idle is not available.

NG 1 (2) OVERSPEED (yellow)

Respective engine gas generator speed is above

103% (red line) for more than 2 seconds. Message is
removed when gas generator speed is below 103%
NG for more than 1 seconds.

1. Power lever (affected engine) – Reduce to bring NG within limits PF

If NG cannot be brought within limits:

2. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

3. SINGLE ENGINE OPERATIONS procedure – Apply PNF

4. Land – As soon as practicable P

NP 1 (2) LO (yellow)

Respective engine NP is below 98%, the engine is

running and normal ground idle has been selected for
10 seconds or more.

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

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FAM.1C-27J-1

OIL 1 (2) HOT (yellow)

The respective engine oil temperature is above 93 °C,

or more than 86 °C for more than 5 minutes.

1. Power lever (affected engine) – Reduce PF

2. OIL COOLER FLAPS (SAMU panel) – MAN, OPEN - 100% (affected engine) PNF

If oil temperature is not restored to operational

limits within five minutes:

3. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
4. SINGLE ENGINE OPERATIONS procedure – Apply PNF
5. Land – As soon as practicable P

If congealed oil is suspected, indicated by rise in oil temperature

during cruise, without a drop in oil pressure or quantity:

1. Power lever (affected engine) – Reduce PF

2. OIL COOLER FLAPS (SAMU panel) – MAN, CLOSE - 0% (affected engine) PNF
3. Descend to lowest practical altitude PF

If message remains:

4. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

6. Land – As soon as practicable P

PWR LEVER 1 (2) FAIL (yellow)

Both resolvers for the same engine power lever have

failed as detected by the FADEC. The ability to
change power on the engine is lost and the engine
maintains the last known good power setting.

On the ground

If power is frozen to any setting, engine must be shut down using the
FIRE handle; if time and condition permits, initially reduce the asymmetry
moving the good power lever at the same value of the affected engine.
If the power setting is frozen at GND IDLE engine can be shut down
with the ENGINE START selector.

During take-off

Normally take-off power is set well before the aircraft reaches 40-50 kts
and power setting is monitored and confirmed by CP.
If a Power Lever fail occurs before the appropriate power setting is reached,
take-off must be discontinued.

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 FAM.1C-27J-1

If Engine TAKE OFF power is NOT set:

1. Power levers – Reduce slowly to FLT IDLE/GND IDLE P

2. FIRE handle (affected engine) – Pull CP
3. Brakes – As required P

CAUTION

The use of reverse will worsen the asymmetry.

If Engine TAKE OFF power is set:

1. Take-off – Continue P

In flight

1. Power lever (affected engine) – Change the selected power lever PF

position (when conditions permit)
2. FADEC switch (affected engine) – RESET then NORM PNF

If message is removed, continue normal operation.

If message remains and power lever does not control engine:
Maintain flight conditions by modulating the operating power lever.
If the engine with a malfunctioning throttle is at a power setting
that would preclude this:

3. EMERGENCY ENGINE SHUTDOWN – Apply prior to landing PNF

procedure (affected engine)

Do not attempt a restart.

4. SINGLE ENGINE OPERATIONS procedure – Apply PNF

5. Land – As soon as practicable P

• FADEC FAILURES

FADEC 1 A & B (2 A & B) FAIL (yellow)

Respective engine FADEC A and B failed.

Automatic engine shutdown will occur.

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

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FAM.1C-27J-1

NIU 1 (2) FAIL (yellow)

Total failure of the respective engine NIU as deter-

mined by the NIU FAIL BIT message or failure to
communicate with the mission computer.

1. NIU RESET (SAMU panel) – NIU RESET, ENGINE (affected engine) PNF

If unable to recover in flight, continue to operate the engine normally.

2. OIL COOLER FLAPS (SAMU panel) – MAN, OPEN or CLOSE PNF

as required (affected engine)

NOTE
• Engine anti-icing is turned on automatically.

• The ACAWS will monitor for propeller gear-

box and engine low oil pressure via back-up
pressure switches, but oil temperature and
engine vibration will not be monitored.

• PROPELLER FAILURES

PROP 1 (2) CNTL LOST (yellow)

Ability by the FADEC to control the propeller is lost.

1. EMERGENCY ENGINE SHUTDOWN – Apply P (PNF)

procedure (affected engine)

If in flight, do not attempt a restart:

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

PROP 1 (2) OVERSPEED (yellow)

Propeller NP is 106% or above and the power lever is

in the flight range. Message is removed when NP is
below 106% for more than 3 seconds. In the ground
range below FLT IDLE and NP is 106% or above for
more than 5 seconds.

1. EMERGENCY ENGINE SHUTDOWN – Apply P (PNF)

procedure (affected engine)

If in flight, do not attempt a restart:

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

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 FAM.1C-27J-1

ACAWS ADVISORY MESSAGES

• ENGINE MALFUNCTIONS

ENG 1 (2) MAINT VIB LIMIT (white)

Propeller or engine vibration maintenance limit

exceeded.

1. Power lever (affected engine) – Fore or aft may cause the PF

message to disappear

Notify maintenance after landing.

ENG 1 (2) NO 109% PROTECT (white)

Loss of engine gas generator overspeed protection is detected.

On the ground

1. ENGINE START selector (affected engine) – Pull and set to STOP P

If the propeller is turning:

2. PROPELLER CTRL switch (turning propeller) – FTHR P

When propeller feathered:

3. PROPELLER CTRL switch (turning propeller) – NORM and guard down P

Wait 30 seconds after propeller stop rotating.

NOTE
If in high speed wind conditions refer to proce-
dure in Section VII.
4. Circuit breakers on Rear Upper CB panel: – Open then closed CP
– (FADEC) 2A (L 6)
– (FADEC) 1B (L 7)
5. Circuit breakers on Rear Mid CB panel: – Open then closed CP
– (FADEC) 1A (R 22)
– (FADEC) 2B (R 23)

If ACAWS message clears:

Attempt a restart, ensuring that propeller is sta-
tionary prior to initiating the restart.
If ACAWS message does not clear or reappears:
Do not attempt a restart.

In flight
Monitor NG closely and if accompanied by other gas
generator overspeed failures perform engine shutdown.

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ENG 1 (2) NO LIGHTOFF (white)

FADEC has not detected a 50 °C MGT rise within 12

seconds of initiation of fuel flow and ignition. Unless
the engine start selector is held in the START posi-
tion, the FADEC will automatically terminate the start
sequence. The message will remain on the ACAWS
display for 30 seconds, or until lightoff (recovery BIT
from the FADEC), or until the engine start selector is
placed to STOP for more than 10 seconds and then to
RUN or MOT.
NOTE
The pilot may override the automatic shutdown
by holding the engine start selector to START.
If this is done, the associated advisory mes-
sage will appear, while the start attempt contin-
ues.
1. ENGINE START selector (affected engine) – Pull and set to STOP PNF
Allow the engine to stop rotating.

2. ENGINE START selector (affected engine) – MOT for 30 seconds PNF

A restart may be attempted.

ENG 1 (2) NO MGT LIMIT (white)

Automatic temperature limiting has failed or a

momentary temperature spike has caused the
FADEC temperature limiting function to lock out.

On the ground
1. ENGINE START selector (affected engine) – Pull and set to STOP P
Do not attempt a restart.

In flight
1. FADEC switch (affected engine) – RESET then NORM PNF
If the message persists two kind of problems could have occurred:
• MGT values have reached the upper limit:
– The FADECs will declare MGT fail when the MGT reaches 1093 °C.
– MGT temperature limiting is disabled.
– MGT caution and warning color indication are always provided
by Mission Computer.
– As temperature comes back down the enunciated temperature will follow
but the fault will be latched until a further FADEC reset is performed.

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• MGT fault due to an electrical problem:

– As long as the electrical problem persists, a very low value
will be displayed (about 38 °C with engine running).
– MGT temperature limiting is disabled.
– If the electrical problem disappears, a FADEC reset is necessary
to clear the fault and to re-activate the temperature limiting control.
2. Power lever (affected engine) – Reduce (if possible) PF
3. Bleed on affected engine – Deselect, if necessary PNF
4. Land – As soon as practicable P

ENG 1 (2) OIL PRESS HI (white)

The affected engine oil pressure is above 90 psig and

the oil temperature is above 60 °C.

On the ground

2.5 minutes of operation allowed, then:

1. ENGINE START selector (affected engine) – Pull and set to STOP P
Maintenance is required.

In flight

1. Power lever (affected engine) – Reduce to FLT IDLE PF

If message remains:

2. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
Do not attempt a restart.

3. SINGLE ENGINE OPERATIONS procedure – Apply PNF

4. Land – As soon as practicable P
If message disappears:

2. Power lever (affected engine) – Advance to previous position and PF

start stopwatch
If message appears again and within 28 seconds disappears:
Continue normal operation.
If message remains displayed for more than 28 seconds:

3. Power lever (affected engine) – Reduce to maintain engine oil PF

pressure (EPSI) below 90 psig
Review mission requirements.

If message still remains:

4. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)

Do not attempt a restart.

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FAM.1C-27J-1

5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

6. Land – As soon as practicable P

ENG 1 (2) STAGNATED START (white)

NG has not reached starter cutout speed (65.5%)

within 70 seconds of initiation of the start cycle. On
the ground, FADEC automatically discontinues the
start cycle and shuts down the engine.

On the ground

NOTE
The pilot may override the automatic
shutdown by holding the engine start se-
lector to START. If this is done, the asso-
ciated advisory message will appear,
while the start attempt continues.

1. ENGINE START selector (affected engine) – Pull and set to STOP P

Another start may be attempted.

In flight

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
Do not attempt a restart.

2. SINGLE ENGINE OPERATIONS procedure – Apply PNF

3. Land – As soon as practicable P

ENG 1 (2) START SYS FAIL (white)

Both T 4.5 engine temperature sensors have failed or

the main metering valve has failed.

On the ground
Abort the mission.

In flight

If the affected engine is running:

1. Normal engine operation – May be continued P

If the affected engine is shut down, do not attempt a restart.

2. Land – As soon as practicable P

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 FAM.1C-27J-1

NG 1 (2) HI (white)

Gas generator speed is 102% or greater.

On the ground

1. ENGINE START selector (affected engine) – Pull and set to STOP P

Another start may be attempted.

In flight

Engine operation can be continued.

1. Power lever (affected engine) – Reduce to bring NG within PF

normal limits

If NG cannot be brought below 102%:

2. EMERGENCY ENGINE SHUTDOWN – Apply when conditions permit PNF

procedure (affected engine)

Do not attempt a restart.

3. SINGLE ENGINE OPERATIONS procedure – Apply PNF

4. Land – As soon as practicable P

• PROPELLER FAILURES

NP 1 (2) HI (white)

Power turbine speed is between 101% and 102% for

more than 5 seconds, or more than 102% and the
power lever is in the flight range. If primary propeller
control fails to control RPM, the mechanical over-
speed governor should safely maintain RPM at about
104%.

On the ground
This message may come on momentarily dur-
ing the propeller overspeed governor test.
If on at other times:

1. ENGINE START selector (affected engine) – Pull and set to STOP P

Maintenance is required before flight.

In flight
Engine operation can be continued.

1. EMERGENCY ENGINE SHUTDOWN – Apply before landing PNF

procedure (affected engine)

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FAM.1C-27J-1

PROP 1 (2) NO 119% PROTECT and/or PROP 1 (2)-104% GOV FAIL (white)

Both FADEC continuous BIT has detected the loss of

propeller overspeed protection and/or respective
engine FADEC has detected loss of the hydrome-
chanical 104% overspeed governor.

During ground start

1. ENGINE START selector (affected engine) – Pull and set to STOP P

If the propeller is turning:

2. PROPELLER CTRL switch (turning propeller) – FTHR P

When propeller feathered:

3. PROPELLER CTRL switch (turning propeller) – NORM and guard down P

Wait 30 seconds after propeller stop rotating.

NOTE
If in high speed wind conditions refer to proce-
dure in Section VII.

4. Circuit breakers on Rear Upper CB panel: – Open then closed CP

– (FADEC) 2A (L 6)
– (FADEC) 1B (L 7)
5. Circuit breakers on Rear Mid CB panel: – Open then closed CP
– (FADEC) 1A (R 22)
– (FADEC) 2B (R 23)

If ACAWS message clears:

Attempt a restart, ensuring that propeller is stationary
prior to initiating the restart.
If ACAWS message does not clear or reappears:
Do not attempt a restart and maintenance is required.

In flight
• Only PROP 1(2)-104% GOV FAIL message:

1. Power turbine speed (NP) – Monitor PNF

CAUTION

If NP is more than 104% and rapidly increasing

EMERGENCY ENGINE SHUTDOWN proce-
dure (affected engine) apply.

2. Rapid throttle movements – Avoid PF

3. Land – As soon as practicable P
Perform normal landing.

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 FAM.1C-27J-1

• Only PROP 1 (2) NO 119% PROTECT message:

Continue normal operation during flight.

For landing:

1. Aircraft weight – Reduce, if practicable P

2. Land – As soon as practicable P
3. Power levers – FLT IDLE PF

After touchdown, perform transition from FLT IDLE to

GND IDLE at reduced speed (below 100 KCAS).

4. Power turbine speed (NP) – Monitor PNF

CAUTION

If NP is more than 110% on ground EMERGEN-

CY ENGINE SHUTDOWN procedure (affected
engine) apply.
Reverse thrust if required, then affected engine LSGI
and shut down.
Perform taxi with one engine.

• Only PROP 1 (2) NO 119% PROTECT and PROP 1(2)-104% GOV FAIL messages:

1. Power turbine speed (NP) – Monitor PNF

CAUTION

If NP is more than 104% and rapidly increasing

EMERGENCY ENGINE SHUTDOWN proce-
dure (affected engine) apply.

2. Rapid throttle movements – Avoid PF

3. Land – As soon as practicable P
4. Aircraft weight – Reduce, if practicable P
5. Power levers – FLT IDLE PF

After touchdown, perform transition from FLT IDLE to

GND IDLE at reduced speed (below 100 KCAS).

6. Power turbine speed (NP) – Monitor PNF

CAUTION

If NP is more than 110% on ground EMERGEN-

CY ENGINE SHUTDOWN procedure (affected
engine) apply.
Reverse thrust if required, then affected engine LSGI
and shut down.
Perform taxi with one engine.

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FAM.1C-27J-1

APU SYSTEM

ACAWS CAUTION MESSAGES

APU BTL NO DISCH (yellow)

APU fire extinguisher bottle discharge commanded

and APU cartridge not blown.

On the ground

1. GROUND AIRCRAFT EVACUATION procedure – Apply P

In flight

1. Land – ASAP P

APU EGT OVERTEMP (yellow)

During Start: APU EGT overtemperature above

927 °C is detected.
Not During Start: APU EGT overtemperature above
718 °C for more than 3 seconds or above 788 °C for
0.5 seconds is detected.

On the ground

APU/FADEC automatically shuts down the APU.

After 30 seconds a restart attempt is allowed, if
start fails again maintenance is required.

In flight

1. APU start control switch – Pull and set to STOP unless a PNF
greater emergency exists which
could need APU running

If necessary a restart can be attempted.

NOTE
This message will be triggered also when both
temperature sensors fail, in this case the EGT
indication disappears.

WARNING

Landing with this message displayed will

cause an automatic APU shutdown at
touchdown.

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 FAM.1C-27J-1

APU FAIL (yellow)

APU failure or APU/FADEC failure detected.

If the following APU failures are detected the
APU will shut down automatically:

APU auto
Fault messages that generate
shutdown
the APU FAIL message
GND FLT
Start switch BIT failure • •
Stop switch BIT failure • •
Both speed signal failure • •
Fail to crank • •
Low acceleration • •
APU/FADEC power interrupt • •
Deceleration • •
Fail to light • •
Door failed closed • •
Watchdog time-out • •
APU/FADEC power off • •
Airborne BIT failure •
Lop switch fail •
Lop sw BIT failure •
Both t/cs failed (EGT overtemperature) •
Hot sw BIT failure •

After 30 seconds a restart attempt is allowed, if

start fails again do not attempt a restart.
In flight, when the APU is not automatically shut down:

1. APU start control switch – Pull and set to STOP unless a PNF
greater emergency exists which
could need APU running

If necessary a restart can be attempted.

APU LO OIL PRESS (yellow)

APU oil low pressure detected. Proceed as follows:

On the ground
APU/FADEC automatically shuts down the APU.
After 30 seconds a restart attempt is allowed, if
start fails again maintenance is required.

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FAM.1C-27J-1

In flight

1. APU start control switch – Pull and set to STOP unless a PNF
greater emergency exists which
could need APU running

If necessary a restart can be attempted.

APU OIL OVERTEMP (yellow)

APU high oil temperature detected.

On the ground
APU/FADEC automatically shuts down the APU.
After 30 seconds a restart attempt is allowed, if start fails again maintenance is required.

In flight

1. APU start control switch – Pull and set to STOP unless a PNF
greater emergency exists which
could need APU running
If necessary a restart can be attempted.

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 FAM.1C-27J-1

SINGLE ENGINE OPERATIONS

WARNING

An unfeathered propeller may rotate up to

3% NP for up to 2 hours. If the 2 hours limit
is exceeded, do not attempt engine restart.

1. Power lever (operating engine) – TAKE OFF if necessary then PF

MAX CONT
2. Autopilot / Yaw Damper (if engaged) – Disengage PF

NOTE
If the Autopilot is disengaged also Yaw Damper
function disengagement will occur.
3. Speed – Observe the “minimum maneu- PF
ver/operating speeds” table on
Section VI
4. ATC – Notify PNF
5. BLEED ENG pushbutton (failed engine) – OFF PNF
6. GEN pushbutton (failed engine) – OFF PNF
7. Fuel SHUT-OFF VALVE ENG pushbutton – Guard up, OFF PNF
(failed engine)
8. XFEED pushbutton – As required PNF
9. Booster pump pushbuttons – As required PNF

CAUTION

In case of cross-feed, ensure feeding of opera-

tive engine.
10. APU – Start PNF
11. Electrical control panel: PNF
– AC Bus TIE pushbutton (operating engine) – Check flow bar extinguishes
12. ECS/BLEED control panel: PNF
– BLEED APU pushbutton – ON
13. ACMP indicator (HYD. panel) (failed engine) – Check RUN light lit PNF
14. TCAS – TA only PNF
15. LANDING WITH ONE ENGINE – Apply PNF
INOPERATIVE procedure

NOTE
• When flying with one engine it is advisable
to keep the APU running for immediate en-
gine restart capability.

• Refer to Part IV "Climb" of FAM.1C-C-27J-

1-1 for Cruise and Service Ceilings.

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FAM.1C-27J-1

DOUBLE ENGINE FLAMEOUT

Double engine flameout will cause in sequence the 1st failed engine
to coarse propeller and the 2nd failed engine to windmill.

1. 1st failed engine:

EMERGENCY ENGINE SHUTDOWN – Apply CP
procedure
2. 2nd failed engine (windmilling NP > 4%)
15% ≤ NG ≤ 29% and MGT decreasing:
ENGINE START selector – Pull, set to STOP, START CP
(momentarily) then RUN

NOTE
If engine restart is attempted with MGT > 175
°C and/or outside the windmilling envelope, en-
gine unsuccessful restart (e.g. HOT START)
event may occur.

3. APU (if available) – Start CP

Do not wait for successful engine start prior
to starting APU

WARNING

Engine restart must be attempted within 5

minutes if NP is between 3% and 100%. If
the 5 minutes limit is exceeded, engine dam-
age may occur.

After engine start:

4. FADEC switch – RESET then NORM CP

If 2nd failed engine restart is unsuccessful and APU is available:

5. APU ASSISTED STARTING – Apply to both engines, starting CP

from the engine with propeller
windmilling

NOTE
If engine start is performed on the 1st failed en-
gine, push the FIRE handle IN before attempt-
ing the restart.

If neither engine restart is successful:

6. EMERGENCY ENGINE SHUTDOWN procedure – Apply to both engines CP

7. Speed – Best glide speed P
(see "Maximum Glide" table)
8. FORCED LANDING or DITCHING procedure – Apply P/CP

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 FAM.1C-27J-1

Aircraft Mass
Lb 40000 45000 50000 55000 60000 65000
Kg 18144 20412 22680 24948 27216 29484
Pressure Distance (NM)
Altitude 135 145 154 164 173 183 KCAS
(ft)
30000 60 21.2 19.7 18.6 17.5 16.6 15.6
25000 50 18.3 17 16 15 14.3 13.4
Time to
20000 40 15.1 14 13.2 12.4 11.8 11
Descent
15000 30 11.7 10.9 10.2 9.6 9.1 8.5 (min)
10000 20 8.1 7.5 7 6.6 6.3 5.8
5000 10 4.2 3.9 3.6 3.4 3.3 3

MAXIMUM GLIDE (Time / Speed / Distance to Descent with both propellers feathered)
CAUTION: The best descent speed decreases approximately from 1.4 VS (both propellers
feathered) to 1.3 VS in case of one propeller feathered and the other windmilling.
In the last case distance and time to descent will reduce approximately by 25%.

If only one engine can be restarted:

6. EMERGENCY ENGINE SHUTDOWN procedure – Apply to non operative engine CP
7. SINGLE ENGINE OPERATIONS procedure – Apply CP

If 2nd failed engine restart is unsuccessful and APU is not available:

5. ENGINE START selector (2nd failed engine) – Pull and set to STOP CP
6. Speed – Speed > 135 KCAS, to maintain P
a minimum of 4% NP on coarse
propeller engine

NOTE
• Hydraulic will be available for primary con-
trols above NP = 4%.
• Rudder use should be minimized.
• In case of complete loss of hydraulic power
(NP < 4%) FCS will revert to "Manual Con-
trol" and the following consideration apply:
– Normal/Emergency pitch - Guard up, EMER
trim switch MODE
– PITCH STBY trim - Check down
cover guard
– Elevator normal trim - Use as required
switch

7. Electrical control panel: CP

– BATT switch – Guard-up, OVRD
– Battery charge/discharge indicators – Arrows pointing away from the
EMER BATT and APU BATT illuminate

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FAM.1C-27J-1

– DC Emer/Essen Bus TIE pushbutton – Guard-up, press and check

flow bar illuminates

NOTE
After three APU start attempts, the aircraft bat-
teries system can support all utilities on Emer-
gency and Essential busses for a maximum of
27 minutes.

8. FORCED LANDING or DITCHING procedure – Apply P/CP

Before landing:

CAUTION

With complete electrical failure flaps cannot be

operated.

9. LANDING GEAR EMERGENCY – Apply CP

EXTENSION procedure
10. Approach speed – About 1.3 VS for the flaps P
configuration (not below 125 kt)

On final:

11. Aircraft – Trimmed on pitch and roll P

12. FCS 2 control panel: CP
– Normal/Emergency pitch trim switch MODE – NORM, guard down
– ACCUMULATOR pushbutton – Guard up, press and check
ON light illuminates
(at 500 ft AGL)

CAUTION

Do not try to perform flight path control during

the first 5 seconds following the accumulator
activation to avoid PIO.

NOTE
• A sudden push/pull stick force transient of
about 10 kg can be expected.

• The accumulator will support about 10 pitch

maneuvers of ± 5° in powered control. Then
the control reverts to manual again.

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 FAM.1C-27J-1

INFLIGHT ENGINE RESTART

Monitor the engine parameters on CMDU during start

and be prepared to discontinue the start if any of the
following non-FADEC controlled conditions are
observed:
1. Torching (visible fire in the tailpipe for more than a
few seconds), sparks in the exhaust, or excessive
smoke.
2. MGT rapidly approaching or exceeding 807 °C.
3. No indication of power section oil pressure within
15 seconds of NG rotation (ENG 1 (2) NO OIL
PRESS caution).
4. No indication of propeller gearbox oil pressure
within 15 seconds of NP rotation (GBOX 1 (2) NO
OIL PRESS caution).
5. No NG within 10 seconds after actuation of the
ENGINE START selector to START.

NOTE
The maximum airstart altitude with fuel
boost pumps operating is 25000 feet. The
maximum airstart altitude fuel boost
pumps not operating for JP-5, JP-8, Jet A
and Jet A-1 fuels is 25000 feet. The max-
imum airstart altitude with fuel boost
pumps not operating for JP-4 and Jet B
fuels is estimated to be 7000 feet.

Engine Rotor Lockup

The rotor lockup is a phenomenon that could occur
during engine shut down.
The engine rotor locks up when the cooling turbine
case closes down on a hot rotor. This phenomenon is
most severe at high altitude when cold outer air tem-
perature cools the turbine case quickly.

The rotor lockup is suspected when a normal run

down to 0% NG is between 2 and 4 minutes.

CROSSBLEED START

Refer to Section V for engine restart in flight limitations.

1. Power lever (operating engine) – MAX CONT PF

2. ECS/BLEED control panel: PNF
– BLEED ENG pushbutton (operating engine) – Check FAULT and OFF lights unlit
– BLEED ENG pushbutton (non-operating engine) – Check FAULT light lit

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FAM.1C-27J-1

3. FUEL control panel: PNF

– Booster pump pushbuttons – Pressed and check lights unlit
– Fuel SHUT-OFF VALVE ENG 1 and 2 pushbuttons – Guards down and check lights unlit
4. Power lever (non-operating engine) – FLT IDLE PNF
5. ENGINE START selector (non-operating engine) – Pull and set to STOP PNF
6. FIRE handle (non-operating engine) – IN PNF
7. PROPELLER CTRL 1 and 2 switches – NORM (guards down) PNF
8. FADEC switch (non-operating engine) – RESET then NORM PNF
9. Engine display – Review PF/PNF
– MGT (non-operating engine) – Less than 175 °C
– NG (non-operating engine) – Less than 29%

If rotor lockup is suspected:

10. ENGINE START selector (non-operating engine) – MOT until MGT is below 175 °C PNF

CAUTION

If NG is stuck at 0% during motoring, cease mo-

toring and attempt a restart after 45 minutes if
operative conditions permits.

11. ACAWS – Review PF/PNF

12. ENGINE START selector (non-operating engine) – START (momentarily), then RUN PNF

WARNING

Maximum time allowed above 807 °C (MGT)

is 2 seconds without maintenance action.

After engine start:

13. FADEC switch – RESET then NORM PNF

14. Power lever – Advance as required PF
15. BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT and OFF lights unlit PNF
16. AUTOFTHR pushbutton status – Check PNF

If OFF light is lit and ACAWS advisory message

AUTOFEATHER OFF is present:

17. AUTOFTHR pushbutton – Press, check OFF light extinguishes PNF

and ACAWS advisory message
AUTOFEATHER OFF disappears

If engine start is unsuccessful and no adverse

message/condition occurs another engine re-
start could be attempted.

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 FAM.1C-27J-1

If engine start is still unsuccessful:

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
2. SINGLE ENGINE OPERATIONS procedure – Apply PNF
3. Land – As soon as practicable P

APU ASSISTED STARTING

Refer to Section V for engine restart in flight limitations.

1. APU – Running
2. ECS/BLEED control panel: PNF
– BLEED APU pushbutton – ON
– BLEED ENG pushbutton (failed engine) – Check FAULT light extinguishes
3. FUEL control panel: PNF
– Booster pump pushbuttons – Pressed and check lights unlit
– Fuel SHUT-OFF VALVE ENG 1 and 2 pushbuttons – Guards down and check lights unlit
4. Power lever (non-operating engine) – FLT IDLE PNF
5. ENGINE START selector (non-operating engine) – Pull and set to STOP PNF
6. FIRE handle (non-operating engine) – IN PNF
7. PROPELLER CTRL 1 and 2 switches – NORM (guards down) PNF
8. FADEC switch (non-operating engine) – RESET then NORM PNF
9. Engine display – Review PF/PNF
– MGT (non-operating engine) – Less than 175 °C
– NG (non-operating engine) – Less than 29%

If rotor lockup is suspected:

10. ENGINE START selector (non-operating engine) – MOT until MGT is below 175 °C PNF

CAUTION

If NG is stuck at 0% during motoring, cease mo-

toring and attempt a restart after 45 minutes if
operative conditions permits.

11. ACAWS – Review PF/PNF

12. ENGINE START selector (non-operating engine) – START (momentarily), then RUN PNF

WARNING

Maximum time allowed above 807 °C (MGT)

is 2 seconds without maintenance action.

After engine start:

13. FADEC switch – RESET then NORM PNF

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FAM.1C-27J-1

14. Power lever – Advance as required PF

15. ECS/BLEED control panel: PNF
– BLEED APU pushbutton – Release and check ON light extinguishes
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT and OFF lights unlit
16. AUTOFTHR pushbutton status – Check PNF

If OFF light is lit and ACAWS advisory message

AUTOFEATHER OFF is present:

17. AUTOFTHR pushbutton – Press, check OFF light extinguishes PNF

and ACAWS advisory message
AUTOFEATHER OFF disappears

If engine start is unsuccessful and no adverse

message/condition occurs another engine re-
start could be attempted.

If engine start is still unsuccessful:

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
2. SINGLE ENGINE OPERATIONS procedure – Apply PNF
3. Land – As soon as practicable P

WINDMILLING ENGINE STARTING

NOTE
This procedure must be applied after the
other procedures have been unsuccess-
ful as last resort.

Refer to Section V for engine restart in flight limitations.

1. Aircraft speed – 0.42 mach or greater PF
(check advisory table)
2. NG – 15% minimum PF

Altitude (ft) KCAS

Below 6000 Not cleared
6000 260
10000 230
15000 210
20000 205
22000 200
Above 22000 Not cleared

Minimum windmill speed envelope (ISA)

3-118
 FAM.1C-27J-1

3. ECS/BLEED control panel: PNF

– BLEED ENG pushbutton (operating engine) – Check FAULT and OFF lights unlit
– BLEED ENG pushbutton (non-operating engine) – Check FAULT light lit
4. FUEL control panel: PNF
– Booster pump pushbuttons – Pressed and check lights unlit
– Fuel SHUT-OFF VALVE ENG 1 and 2 pushbuttons – Guards down and check lights unlit
5. Power lever (non-operating engine) – FLT IDLE PNF
6. ENGINE START selector (non-operating engine) – Pull and set to STOP PNF
7. FIRE handle (non-operating engine) – IN PNF
8. PROPELLER CTRL 1 and 2 switches – NORM (guards down) PNF
9. FADEC switch (non-operating engine) – RESET then NORM PNF
10. Engine display – Review PF/PNF
– MGT (non-operating engine) – Less than 175 °C
– NG (non-operating engine) – Less than 29%
11. ACAWS – Review PF/PNF
12. ENGINE START selector (non-operating engine) – START (momentarily), then RUN PNF

WARNING

Maximum time allowed above 807 °C (MGT)

is 2 seconds without maintenance action.

After engine start:

13. FADEC switch – RESET then NORM PNF

14. Power lever – Advance as required PF
15. BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT and OFF lights unlit PNF
16. AUTOFTHR pushbutton status – Check PNF

If OFF light is lit and ACAWS advisory message

AUTOFEATHER OFF is present:

17. AUTOFTHR pushbutton – Press, check OFF light extinguishes PNF

and ACAWS advisory message
AUTOFEATHER OFF disappears

If engine start is still unsuccessful:

1. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
2. SINGLE ENGINE OPERATIONS procedure – Apply PNF
3. Land – As soon as practicable P

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FAM.1C-27J-1

OTHER INFLIGHT EMERGENCIES

FUEL SYSTEM

BOOSTER PUMP FAILURE

L MAIN FUEL PMP 1 (2) FAIL (yellow) ACAWS caution message and/or

R MAIN FUEL PMP 1 (2) FAIL (yellow) ACAWS caution message and/or

L AUX FUEL PMP 1 (2) FAIL (yellow) ACAWS caution message and/or

R AUX FUEL PMP 1 (2) FAIL (yellow) ACAWS caution message

WARNING

Do not recycle fuel booster pump or circuit

breaker.

1. Fuel booster pump affected – OFF PNF

2. XFEED pushbutton – As necessary PNF

• If both pumps of the same tank are inoperative (gravity feed),

fuel will not transfer if the pumps of the other tank are on.
Verify residual range and minimum fuel available. See Note below.

• If all booster pumps are inoperative “ENG 1 (2) FUEL PRESS LO” Caution
message will appear, compute residual range and revise mission.
See Note below.

NOTE
• Minimum usable fuel (Main tanks 300 lb /
Auxiliary tanks 3600 lb).
• Umbalance limits.
• Altitude limits:
– JP-8, JP-5, Jet A and Jet A-1 fuels: No
limitations,
– JP-4 and Jet B fuels: Max continuous op-
erating envelope up to altitudes of 10000
ft and max 5 min. for transient operating
envelope from 10000 ft up to 20000 ft.

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 FAM.1C-27J-1

FUEL LEAK
Alert condition:
– Unexpected rapid reduction of fuel flow, HP, and MGT;
– ENG 1(2) FUEL PRESS LO caution message ASSOCIATED with
fuel boost pump ON
– APU shut down if previously running;
– Fuel quantity decreasing at abnormal rate, or fuel unbalance, or crew
observation of fuel leakage;
– Fuel smell in the cabin.
When one or more of the above conditions occurred, the fuel leakage is expected.
If fuel leakage is confirmed:

1. PUMP 1 (2) pushbuttons (affected wing side) – OFF PNF

2. XFEED pushbutton – Close if previously open PNF
3. EMERGENCY ENGINE SHUTDOWN procedure – Apply PNF
4. ISOL pushbutton (affected wing side) – Close PNF
If in flight, do not attempt a restart:

WARNING

Be alert of fire warnings.

5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

6. Land – As soon as practicable P

NOTE
Fuel crossfeed valve must remain closed to
prevent the leak affecting both sides.
Consider fuel unbalance lim itation.

3-121
FAM.1C-27J-1

ELECTRICAL SYSTEM

In case of failure of a generator, a TRU or the distribu-

tion system (bus failure) no action is required from the
crew since special protection and control circuits (fail-
safe) will isolate the failed generator/TRU and trans-
fer its share of load to other working generator/TRU.
The failure of one utility is sensed and isolated by cir-
cuit breakers installed upstream on the bus: in case of
overcurrent these protections automatically cut off
power.
NOTE
Only one reset is allowed if circuit breaker
trip-off.

WARNING

In case of booster pump circuit break-

er trip-off do not attempt reset, to
avoid the possibility of fuel fire.

SINGLE GENERATOR FAILURE

GEN 1 FAULT or GEN 2 FAULT (yellow) ACAWS caution message

This failure is also indicated by the illumination of the

appropriate generator pushbutton FAULT light on the
electrical control panel. In this case, the relevant AC
BUS is automatically supplied by the other generator
or if the APU is running, the APU generator automati-
cally supplies the failed generator bus.

If APU generator is not available (APU not running):

1. AC Bus 1 and AC Bus 2 TIE pushbuttons – Check flow bars illuminate PNF

If APU generator is available (APU running):

1. AC Bus 1 or AC Bus 2 TIE pushbutton – Check flow bar illuminates PNF

2. GEN pushbutton – Release and re-press the PNF
pushbutton
If reset is successful:

3. GEN voltage on each of 3 phases – Check PNF

4. (APU not running) PNF
– AC Bus 1 and AC Bus 2 TIE pushbuttons – Check flow bars extinguish
(APU running)
– AC Bus 1 or AC Bus 2 TIE pushbutton – Check flow bar extinguishes
5. AC BUS 1 and AC BUS 2 OFF indicators – Check unlit PNF

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 FAM.1C-27J-1

If reset is unsuccessful:

3. GEN pushbutton – OFF PNF

4. AC BUS 1 and AC BUS 2 OFF indicators – Check unlit PNF

APU GENERATOR FAILURE

APU GEN FAULT (yellow) ACAWS caution message

This failure is also indicated by the illumination of the

APU generator pushbutton FAULT light on the electri-
cal control panel. In this case, the generator back-up
facility is lost.

1. GEN pushbutton – Release and re-press the PNF

pushbutton

If reset is successful:

2. APU voltage on each of 3 phases – Check PNF

If reset is unsuccessful:

2. APU pushbutton – OFF PNF

NO 1 AND NO 2 GENERATOR FAILURE WITH APU GENERATOR AVAILABLE

GEN 1 FAULT and GEN 2 FAULT (yellow) ACAWS caution message

These failures are also indicated by the illumination of

the FAULT lights in both GEN pushbuttons on the
electrical control panel. In this case, the APU genera-
tor supplies all the buses.

1. AC Bus 1 and AC Bus 2 TIE pushbuttons – Check flow bars illuminate PNF
2. GEN 1 and GEN 2 pushbuttons – Release and re-press the PNF
pushbuttons

If at least one generator is recovered:

3. GEN voltage on each of 3 phases – Check PNF

4. AC Bus TIE pushbutton (generator recovered) – Check flow bar illuminates PNF

If neither generator is recovered:

3. GEN 1 and GEN 2 pushbuttons – OFF PNF

4. AC BUS 1 and AC BUS 2 OFF indicators – Check unlit PNF
5. AC Bus 1 and AC Bus 2 TIE pushbuttons – Check flow bars illuminate PNF

3-123
FAM.1C-27J-1

NO 1 AND NO 2 GENERATOR FAILURE WITHOUT APU GENERATOR AVAILABLE

GEN 1 FAULT and GEN 2 FAULT (yellow) ACAWS caution message

AC BUS 1 OFF and AC BUS 2 OFF (yellow) ACAWS caution message

DC BUS 1 OFF and DC BUS 2 OFF (yellow) ACAWS caution message

These failures are also indicated by the illumination of

the FAULT lights in both GEN pushbuttons on the
electrical control panel. In addition the AC BUS 1
OFF, AC BUS 2 OFF, DC BUS 1 OFF and DC BUS 2
OFF indicators on the electrical control panel illumi-
nate. In this failure condition all loads supplied by AC
main buses and DC main buses are lost.
Only the utilities connected to DC EMER BUS, DC
ESSEN BUS, HOT EMER BAT BUS and HOT APU
BAT BUS are supplied by the aircraft batteries.

1. AC BUS 1 and AC BUS 2 OFF indicators – Check lit PNF

2. DC BUS 1 and DC BUS 2 OFF indicators – Check lit PNF
3. GEN 1 and GEN 2 pushbuttons – Release and re-press the PNF
pushbuttons

If neither generator is recovered:

4. GEN 1 and GEN 2 pushbuttons – OFF PNF

5. BATT switch – Guard-up, OVRD PNF
6. Battery charge/discharge indicators – Arrows pointing away from the PNF
EMER BATT and APU BATT
illuminate
7. DC Emer/Essen Bus TIE pushbutton – Guard-up, press and check flow PNF
bar illuminates
8. Transmission selector switch (BACKUP ICS panel) – BACKUP PF/PNF
9. Remote radio set control (RRSC) – Set V/UHF1 frequency as required PNF
10. ISOL pushbuttons and XFEED pushbutton – Open, check horizontal flow bars PNF
illuminate
11. Compute residual range and revise mission considering: PNF
– Minimum usable fuel
– Altitude limits

NOTE
In case of fuel gravity feed consider the follow-
ing:
• Minimum usable fuel (Main tanks 300 lb /
Auxiliary tanks 3600 lb).
• Umbalance limits.

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 FAM.1C-27J-1

• Altitude limits:
– JP-8, JP-5, Jet A and Jet A-1 fuels: No
limitations,
– JP-4 and Jet B fuels: Max continuous op-
erating envelope up to altitudes of 10000
ft and max 5 min. for transient operating
envelope from 10000 ft up to 20000 ft.

CAUTION

With complete electrical failure (see Figure 3-4)

flaps cannot be operated.

NOTE
After three APU start attempts, the aircraft bat-
teries system can support all utilities on Emer-
gency and Essential busses for a max of 27
minutes.
12. Land – ASAP P

FAILURE OF 115/200 V AC BUS 1

AC BUS 1 OFF (yellow) ACAWS caution message

This failure is also indicated by illumination of the AC

BUS 1 OFF indicator on the electrical control panel. In
this case, the AC BUS 1 is automatically isolated from
the rest of the system.
Refer to Figure 3-4 (left column) for a list of utilities
lost in case of a AC BUS 1 failure.

FAILURE OF 115/200 V AC BUS 2

AC BUS 2 OFF (yellow) ACAWS caution message

This failure is also indicated by illumination of the AC

BUS 2 OFF indicator on the electrical control panel. In
this case, the AC BUS 2 is automatically isolated from
the rest of the system.
Refer to Figure 3-4 (right column) for a list of utilities
lost in case of a AC BUS 2 failure.

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FAM.1C-27J-1

The following utilities are available for landing.

28 Vdc EMER BUS (PP3)

AC bus 1 and 2 fail monitor Cabin press. control / indication Eng. 1 FPMU fire handle L/G attitude variation indication
AC bus 1 sensing Cockpit/cargo air distrib. indic. Eng. 1 oil cooler flap extension LH AOA sensor heater
AC bus 2 sensing Cockpit/cargo man. temp. contr. Eng. 1 HP/LP bleed air control at LH pitot heater
ADC 1 Chute release (pilot and copilot) low power setting Magnetometer
Aileron trim (normal) / indication CMDU 1 and 2 Eng. 1 starter valve Mission computer No. 1 backup
Annunc. / displays dimm. unit 1 Combined standby flight instrum. Eng. 1 & 2 fire extinguishers Modified HIU (pilot)
Annunciators test (pilot) Crew oxygen “low level” indicat. Eng. 1 & 2 fire hyd. s/o valves Nacelle Interface Unit 1 (LH)
Antiskid (aft) DC EMER bus monitoring Eng. 1 & 2 fuel shut-off valve Nose wheel steering
Antiskid inoperative indication DELTA PRESS HI warning FADEC 2B and 1A Observer/Cargo HIU
APU Ditch function Flap position indication Passenger OXY ON advisory
APU fire detection (loop A & B) Doors warnings Flood lights (pilot and copilot) Q-feel RTLU
APU fuel boost pump E/E equipment cooling control Fuel cross feed valve Q-feel, manual mode
APU fuel S.O.V. E/E equipment smoke detection Fuel jettison Ram air emergency vent
APU GCU backup EGI 1 primary power Fuel pumps 2 (LH-RH, main- Ramp and cargo door
aux) indication
APU inlet door Electrical system control panel Ramp shut-off valve
Fuel q.ty control unit channel 1
Bail out indication / control Electronic Ice Detector, Control RH Power Panels Distrib. Unit 1
GBEV 1 rly 1A
BAU I Electronic Ice Detector, PWR IN Rudder TLU indication
GBEV 2 rly 2B
BAU II No. 1 Pwr / Aux Elevator trim tab (emergency) Rudder trim control / indication
GCU 1 backup
BAU III No. 1 backup Elevator trim tab indication Standby ADC
Jump drop control
BIU No. 1 backup EMER DEPRESS (DUMP Standby TRU control
function) Landing Field Elevation
Bleed air leak detection test 1 Static pressure transducer unit 1
Eng. 1 anti-ice press. indication (selected value)
Bus power control unit backup Stick shaker (pilot)
Eng. 1 auxiliary feather pump Landing gear (primary) control
Cabin-to-ambient differential Stick shaker indication
pressure indication Eng. 1 bleed air control / indicat. Landing gear indication V/UHF 1
Cargo smoke detection LH Eng. 1 fire/overheat detection Landing gear retrac.-extens.
WOW 1
CABIN ALTITUDE HI warning 1A-2B Lavatory smoke detection

28 Vdc ESSEN BUS (PP4)

AC external power control Cargo smoke detection RH Eng. 2 oil cooler flap extension Oxygen mask (VIP/Escort
ADC 2 Cabin press. control/indication Eng. 2 starter valve modules)
Air conditioning system indic. CMDU 5 FADEC 1B and 2A Passenger oxygen “low level”
indication (RH-LH)
Annunc. / displays dimm. unit 2 DC ESSEN bus monitoring Fuel pumps 1 (LH-RH, main-
aux) indication Pilot and copilot chart holders
Annunciators test (copilot) DELTA PRESS HI warning
Fuel q.ty control unit channel 2 Q-feel RTLU
Antiskid (fwd) E/E equip. cooling, indication /
warning GBEV 1 rly 1B Refuel flood panel light
APU bleed air control / indication
RH AOA sensor heater
APU fire extinguisher cartridge 1 EGI 2 primary power GBEV 2 rly 2A
EMER DEPRESS (DUMP GCU 2 backup RH pitot heater
APU remote fire exting. control
function) Hydraulic accumulator s/o valve Spoilers (emergency)
APU remote fire warning light
Emergency exit lights ICS central switching unit Standby pitot heater
Autofeather
Eng. 2 anti-ice press. LH Power Panels Distrib. Unit 2 Static pressure transducer unit 2
BAU II No. 2 Pwr / Aux
Eng. 2 auxiliary feather pump Lift dumpers Stick shaker (copilot)
BAU III No. 2 backup
Eng. 2 bleed air control / indicat. Mission computer No. 2 backup Wander lights
BIU No. 2 backup
Eng. 2 fire/overheat detection Modified HIU (copilot) Wing & tail de-icing (ALTERN
Bleed air leak detection test 2
1B-2A Modified HIU (LH fwd cargo) power input)
CABIN ALTITUDE HI warning
Eng. 2 FPMU fire handle Nacelle Interface Unit 2 (RH) Wing & tail de-icing (ALTERN
Cabin altitude indication control & IBIT)
Eng. 2 HP/LP bleed air control at Normal pitch trim
Cabin altitude rate of change low power setting Wing & tail de-icing indications
Indication

HOT EMER BAT BUS (PP5) HOT APU BAT BUS (PP6)

Eng. 1 and 2 fire extinguishers Refuel - defuel 1 and 2 APU fire extinguisher cartridge 2
Entrance light Loading lights

3-126
 FAM.1C-27J-1

Refer to Figure 3-4 and Figure 3-5 for a list of utilities

lost in case of a double generator failure without APU
generator available.

DOUBLE GENERATOR FAILURE WITHOUT APU GENERATOR AVAILABLE UTILITIES LOST

or
AC BUS FAILURE UTILITIES LOST

115/200 Vac BUS 1 (XP1) 115/200 Vac BUS 2 (XP2)

AC bus 1 off indication LH 200 Vac sanitary sockets AC bus 2 off indication LH and RH side windows heater
Bleed Air leak detection LH AOA sensor heater Anticollision lights Mission computer No. 2 main
BAU III No. 1 main LH pitot heater BAU III No. 2 main Public address
BIU No. 1 main LH propeller anti-icing / de-icing BIU No. 2 main RH 200 Vac sanitary sockets
Cargo dimming unit LH sliding window heater Cargo general lighting RH AOA sensor heater
Cargo winch LH static line retrieval Cargo temperature sensor fan RH pitot heater
Cockpit air distrib. priority valve LH TT sensor heater Cockpit Priority Ventilation RH propeller anti-icing / de-icing
Cockpit temperature sensor fan LH windshield heater function RH static line retrieval
DA/FD 1 monitor Mission computer No. 1 main DA/FD 2 monitor RH TT sensor heater
E/E equip. cooling, fan power 1 Oxygen quantity indicators E/E equip. cooling, fan power 2 RH windshield heater
Flight sta. dimming units 1 & 2 (crew and passenger) Flight sta. dimming units 1 & 2 Standby TRU power 2
Fuel pumps 1 (main-aux) Radar heater fan Fuel pumps 2 (main-aux) TRU 2
LH & RH Standby TRU power 1 LH & RH
XP2 check
HF 1 TCAS II processor HF 2
Hot cup TRU 1 Hydraulic AC pump 1
Hydraulic AC pump 2 XP1 check

26Vac BUS 1 (XP5) 26Vac BUS 2 (XP4)

Flap asymmetry detection Flap asymmetry detection

Syncro ref. 1 to AOA sensor Syncro ref. 2 to AOA sensor

Figure 3-4

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FAM.1C-27J-1

FAILURE OF ONE TRU

TRU 1 FAULT or TRU 2 FAULT (yellow) ACAWS caution message

This failure is also indicated by the illumination of the

appropriate TRU pushbutton FAULT light on the elec-
trical control panel. In this case, the failed TRU DC
BUS is automatically transferred to the operating
TRU. It is also possible to insert the STBY TRU if
desired.

1. DC Bus TIE pushbutton – Check flow bar illuminates PNF

2. TRU pushbutton – Release and re-press the PNF
pushbutton

If reset is successful:

3. TRU voltage and current – Check PNF

4. DC Bus TIE pushbutton – Check flow bar extinguishes PNF

If reset is unsuccessful:

3. TRU pushbutton – OFF PNF

4. DC BUS 1 and DC BUS 2 OFF indicators – Check unlit PNF
5. Standby TRU selector – LH or RH (towards failed TRU) PNF
6. STBY TRU pushbutton – ON PNF
7. Left or right TIE indicator – Check flow bar illuminates PNF
8. DC Bus TIE pushbutton – Check flow bar extinguishes PNF

FAILURE OF SECOND TRU (WITH STBY TRU "ON")

TRU 1 FAULT and TRU 2 FAULT (yellow) ACAWS caution message

This failure is also indicated by the illumination of the

second TRU pushbutton FAULT lights on the electri-
cal control panel. In this case, both DC BUS 1 and
BUS 2 are automatically supplied by the STBY TRU.

1. STBY TRU pushbutton – Check ON light lit PNF

2. DC Bus TIE pushbutton – Check flow bar illuminates PNF
3. Left or right TIE indicator – Check flow bar illuminates PNF
4. 2nd failed TRU pushbutton – Release and re-press the PNF
pushbutton
If reset is successful:

5. TRU voltage and current – Check PNF

6. DC Bus TIE pushbutton – Check flow bar extinguishes PNF

If reset is unsuccessful:

5. 2nd failed TRU pushbutton – OFF PNF

6. DC BUS 1 and DC BUS 2 OFF indicators – Check unlit PNF

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 FAM.1C-27J-1

FAILURE OF NO 1 AND NO 2 TRU (WITH STBY TRU "OFF")

TRU 1 FAULT and TRU 2 FAULT (yellow) ACAWS caution message

DC BUS 1 OFF and DC BUS 2 OFF (yellow) ACAWS caution message

These failures are also indicated by the illumination of

the FAULT lights in both TRU pushbuttons on the
electrical control panel. In addition the DC BUS 1 OFF
and DC BUS 2 OFF indicators on the electrical control
panel illuminate. As no automatic switch-in takes
place, a manual selection of STBY TRU is required.

1. DC BUS 1 and DC BUS 2 OFF indicators – Check lit PNF

2. TRU 1 and TRU 2 pushbuttons – Release and re-press the PNF
pushbuttons

If at least one TRU is recovered:

3. FAILURE OF ONE TRU procedure – Apply PNF

If neither TRU is recovered:

3. TRU 1 and TRU 2 pushbuttons – OFF PNF

4. Standby TRU selector – Either on LH or RH PNF
5. STBY TRU pushbutton – ON PNF
6. Left or right TIE indicator – Check flow bar illuminates PNF
7. DC Bus TIE pushbutton – Check flow bar illuminates PNF
8. DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish PNF

FAILURE OF 28 V DC BUS 1

DC BUS 1 OFF (yellow) ACAWS caution message

This failure is also indicated by illumination of the DC

BUS 1 OFF indicator on the electrical control panel. In
this case, the DC BUS 1 is automatically isolated from
the rest of the system.
Refer to Figure 3-5 (left column) for a list of utilities
lost in case of a DC BUS 1 failure.

1. DC BUS 1 OFF indicator – Check lit PNF

2. EMER BATT charge/discharge indicator – Arrow pointing away from the PNF
EMER BATT illuminates
3. DC Emer/Essen Bus TIE pushbutton – Guard-up, press and check flow PNF
bar illuminates
4. EMER BATT charge/discharge indicator – Arrow pointing towards the PNF
EMER BATT illuminates

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FAM.1C-27J-1

FAILURE OF 28 V DC BUS 2

DC BUS 2 OFF (yellow) ACAWS caution message

This failure is also indicated by illumination of the DC

BUS 2 OFF indicator on the electrical control panel. In
this case, the DC BUS 2 is automatically isolated from
the rest of the system.
Refer to Figure 3-5 (right column) for a list of utilities
lost in case of a DC BUS 2 failure.

1. DC BUS 2 OFF indicator – Check lit PNF

2. APU BATT charge/discharge indicator – Arrow pointing away from the PNF
APU BATT illuminates
3. DC Emer/Essen Bus TIE pushbutton – Guard-up, press and check flow PNF
bar illuminates
4. APU BATT charge/discharge indicator – Arrow pointing towards the APU PNF
BATT illuminates

DC BUS FAILURE UTILITIES LOST

28 Vdc BUS 1 (PP1) 28 Vdc BUS 2 (PP2)

ADF Landing-taxi lights, covert mode Air conditioning system control Landing gear (secondary)
Aileron trim (emergency) LH 28 Vdc sanitary sockets Cockpit/cargo auto temperature control
Cargo lighting control panel LH Power Panels Distrib. Unit 1 control and fault indication Passengers Front / Center /
Cargo winch control LH propeller de-icing Cockpit priority ventilation indic. Rear Modules
CMDU 3 LH static line retrieval, control Copilot lighting control panel Propeller synchrophasing
CNI-MU (ICDU) 1 LH windshield heater, off/fault CMDU 4 Radar altimeter 2
indication CNI-MU (ICDU) 2 Rain repellent (copilot side)
CNI-SP 1
LH wiper CNI-SP 2 RH 28 Vdc sanitary sockets
CNRP
Load enable switch DA/FD processor 2 RH landing light
DA/FD processor 1
Pilot lighting control panel DC bus 2 off indication RH Power Panels Distrib. Unit 2
DA/FD servo
Portable Maintenance Aid DDV HTR de-icing RH Propeller de-icing
DC bus 1 off indication
Radar altimeter 1 Demist indication RH static line retrieval, control
DF
Radar DC/AC inverter Dual Slot - Data Transfer RH windshield heater, off/fault
Digital Flight Data Recorder
Radar Rx/Tx/Processor mount System indication
EGI 2 secondary power
Rain repellent (pilot side) EGI 1 secondary power RH wiper
Eng. 1 oil cooler flap retraction
SAA/SAMA Eng. 2 oil cooler flap retraction Rudder trim (emergency)
Fatiguemeter
SAMU 1 External lights master mode SAMU 2
Fuel LH isolation valve
TACAN 1 Formation lights TACAN 2
Fuel pumps 1 (LH-RH, main-
aux) control Visual Ice detector heater Fuel pumps 2 (LH-RH, main- Taxi lights
Hyd. oil quantity indication Visual Ice detector, light & cont. aux) control Urinal drain de-icing
Hyd. pump 2, control / indicator Voice recorder Fuel RH isolation valve VIP and Service modules
Hyd. sys. 2, low press. switches VOR 1 Fuselage position lights VOR 2
Hyd. triple pressure indicator Wing & tail de-icing (NORM Hyd. pump 1, control / indicator V/UHF 2
IFF and DCU power input) Hyd. sys. 1, low press. switches Wings and tail position lights
Landing gear attitude variation Wing & tail de-icing (NORM WOW 2
Landing lights, LH control & IBIT)
Wings-engines inspection lights

Figure 3-5

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 FAM.1C-27J-1

TOTAL LOSS OF ELECTRICAL POWER

In the event of total loss of electrical power (Emer-
gency battery and APU battery included) the following
system will be operable:

1. Engines
– Engine and nacelle anti-ice system
– Engine control (only emergency shut-down)

2. Fuel system
– Fuel available to engines and APU by gravity feed, consider
minimum usable fuel: main tanks 300 lb / auxiliary tanks 3600 lb

3. Flight controls
– Aileron (trim excluded) and spoilers
– Rudder (trim excluded)
– Elevator (trim excluded)

4. Lighting system
– Emergency exits indications lights

5. Landing gear system

– Emergency extension

6. Wheel brakes (antiskid excluded)

7. Antishimmy system

8. Oxygen system

CAUTION

In ice formation conditions take into ac-

count that the Windshield Anti-ice system
and Pitot Anti-ice systems are lost.

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FAM.1C-27J-1

HYDRAULIC SYSTEM

WARNING

In the event of hydraulic pipe failure,

the low flash point of hydraulic fluid
(81 °C), may cause fire. Be alert for fire
warnings; if any appears apply EN-
GINE FIRE procedure.

AC MOTOR PUMP OVERTEMPERATURE OR FAILURE

ACMP 1 OVERHEAT or ACMP 2 OVERHEAT (yellow) ACAWS caution message or

HYD SYS 1 ACMP FAULT or HYD SYS 2 ACMP FAULT (yellow) ACAWS caution message

The AC Motor Pump 1 (ACMP 1) or 2 (ACMP 2) over-

temperature (above 200 ± 2 °C) is detected or pres-
sure switch detects pressure lower than 2000 ± 100
psi. This failure is also indicated by the illumination of
the ACMP 1 or 2 indicator FAULT light on the hydrau-
lic control panel.

If message remains:

1. ACMP switch (pump affected) – Guard up, OFF PNF

ENGINE DRIVEN PUMP FAILURE

HYD SYS 1 EDP FAULT or HYD SYS 2 EDP FAULT (yellow) ACAWS caution message

The Engine Driven Pump 1 (EDP 1) or 2 (EDP 2)

pressure switch detects pressure lower than 2000 ±
100 psi. This failure is also indicated by the illumina-
tion of the EDP 1 or 2 indicator FAULT light on the
hydraulic control panel.

Check hydraulic oil quantity indicator for presence of leaks.

1. ACMP 1 or 2 indicator – Check RUN light lit PNF

If RUN light is unlit:

2. ACMP 1 or 2 switch – Guard up, ON PNF

3-132
 FAM.1C-27J-1

HYDRAULIC SYSTEM 1 FAILURE

HYD SYS 1 PRESS LO (yellow) ACAWS caution message and

HYD SYS 1 EDP FAULT and HYD SYS 1 ACMP FAULT (yellow) ACAWS caution message

TThe Engine Driven Pump 1 (EDP 1) and AC Motor

Pump 1 (ACMP 1) pressure switches detect pressure
lower than 2000 ± 100 psi. This failure is also indi-
cated by the illumination of the EDP 1 and ACMP 1
indicators FAULT lights on the hydraulic control panel.
If the hydraulic system 1 fails, all utilities connected to
this system, except steering, are also connected to
hydraulic system 2 which is sufficient to ensure nor-
mal operation.

Check hydraulic oil quantity indicator for presence of leaks.

1. ACMP 1 indicator – Check RUN light lit PNF

If RUN light is unlit:

2. ACMP 1 switch – Guard up, ON and check PNF

pressure restored

If the pressure is not restored:

3. ACMP 1 switch – OFF PNF

4. HYD SYS pushbutton (Flaps position indicator) – Press and check NORM light PNF
extinguishes and ALT light
illuminates

Before landing

5. NOSE WHEEL STEER switch – OFF P

At touchdown

6. Directional control – Maintain with rudder and with PF

differential braking
7. Power levers – GND IDLE, use reverse with PF
caution if necessary

NOTE
Due to lack of steering, taxi the aircraft to the
parking area using the differential braking de-
vice and engine power avoiding sharp turns.

3-133
FAM.1C-27J-1

HYDRAULIC SYSTEM 2 FAILURE

HYD SYS 2 PRESS LO (yellow) ACAWS caution message and

HYD SYS 2 EDP FAULT and HYD SYS 2 ACMP FAULT (yellow) ACAWS caution message

Check hydraulic oil quantity indicator for presence of leaks.

1. ACMP 2 indicator – Check RUN light lit PNF

If RUN light is unlit:

2. ACMP 2 switch – Guard up, ON and check PNF

pressure restored

If the pressure is not restored:

3. ACMP 2 switch – OFF PNF

The following hydraulic system 2 utilities are lost:

• LIFT DUMPER
• NORMAL BRAKING WITH ANTISKID
• LANDING GEAR NORMAL EXTENSION
• LANDING GEAR JACK EXTENSION
• RAMP AND CARGO DOOR

Before landing

4. FLAPS lever – As required PNF

5. LANDING GEAR EMERGENCY – Apply PNF
EXTENSION procedure

At touchdown

WARNING

No normal brake with anti-skid available, ap-

ply emergency brakes.

CAUTION

No lift dumper available.

6. Power levers – GND IDLE, use reverse with PF

caution if necessary
7. EMER AND PARK BRAKE handle – Pull (gradually to the first stop) P

3-134
 FAM.1C-27J-1

TOTAL LOSS OF HYDRAULIC SYSTEMS 1 AND 2

HYD SYS 1 PRESS LO and HYD SYS 2 PRESS LO (yellow) ACAWS caution message or

HYD SYS 1 EDP FAULT and HYD SYS 2 EDP FAULT (yellow) ACAWS caution message and

HYD SYS 1 ACMP FAULT and HYD SYS 2 ACMP FAULT (yellow) ACAWS caution message

The following hydraulic utilities are lost:

• POWERED CONTROLS (LONGITUDINAL & RUDDER)
• FLAPS
• SPOILERS
• LIFT DUMPER
• STEERING
• NORMAL BRAKING WITH ANTISKID
• LANDING GEAR NORMAL EXTENSION
• LANDING GEAR JACK EXTENSION
• RAMP AND CARGO DOOR
1. FCS 2 control panel: PNF
– Normal/Emergency pitch trim switch MODE – Guard up, EMER
– PITCH STBY trim cover guard – Check down
2. Speed – Maintain trims speed PF

NOTE
• A push/pull stick force transient of about 10
kg (22 lb) can be expected.

• Refer to Section VI for handling character-

istics.

3. Land – ASAP P

CAUTION

Due to lack of rudder, yaw control is lost.

Max crosswind component is 5 kt.

NOTE
Due to lack of spoilers, roll response is re-
duced.

Before landing, at safe altitude:

4. LANDING GEAR EMERGENCY – Apply PNF

EXTENSION procedure
5. Approach speed – About 1.3 VS for the flaps PF
configuration (not below 125 kt)

3-135
FAM.1C-27J-1

On final:

6. FCS 2 control panel: PNF

– ACCUMULATOR pushbutton – Guard up, press and check
ON light illuminates
(at 500 ft AGL)
– Normal/Emergency pitch trim switch MODE – NORM, guard down

CAUTION

Do not try to perform flight path control during

the first 5 seconds following the accumulator
activation to avoid PIO.

NOTE
• A sudden push/pull stick force transient of
about 10 kg (22 lb) can be expected.

• The accumulator will support about 10 pitch

maneuvers of ± 5° in powered control. Then
the control reverts to manual again.

7. NOSE WHEEL STEER switch – OFF P

At touchdown:

WARNING

No normal brake with anti-skid available, ap-

ply emergency brakes.

CAUTION

No lift dumper available.

8. Power levers – GND IDLE, use reverse with PF

caution if necessary
9. EMER AND PARK BRAKE handle – Pull (gradually to the first stop) P

Do not taxi.

WARNING

• No directional control available.

• Be prepared to make emergency ground

evacuation in case of departure from the
runway

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 FAM.1C-27J-1

HYDRAULIC OIL LEAKAGE

HYDRAULIC OIL QUANTITY decreases below nor-

mal value with/without associated ACAWS.

HYD SYS 1 PRESS LO or HYD SYS 2 PRESS LO (yellow) ACAWS caution message and/or

HYD SYS 1 EDP FAULT or HYD SYS 2 EDP FAULT (yellow) ACAWS caution message and/or

HYD SYS 1 ACMP FAULT or HYD SYS 2 ACMP FAULT (yellow) ACAWS caution message

1. HYD OIL QTY indicator – Monitor PNF

If hydraulic oil leakage is confirmed:

2. ACMP 1 (2) switch – OFF PNF

Consider for EMERGENCY ENGINE SHUTDOWN

If hydraulic pressure is lost:

3. HYDRAULIC SYSTEM 1 (2) FAILURE procedure – Apply PNF

4. Land – ASAP P

After landing

5. Power levers – GND IDLE, use reverse with PF

caution if necessary

CAUTION

The low flash point of hydraulic fluid is 81 °C.

Therefore the use of reverse should be avoided if
hydraulic leak is suspected into the nacelle to min-
imize the risk of fire.

3-137
FAM.1C-27J-1

FLIGHT CONTROLS

FAILURE OF TRIMS

• AILERON TRIM FAILURE

1. AILERON EMER switch – Guard up and operate PNF

• ELEVATOR TRIM FAILURE

NORM PITCH TRIM FAIL (yellow) ACAWS caution message

1. PITCH STBY switch – Guard up and operate PNF

2. ACAWS message – Advisory STBY PITCH TRIM PF/PNF
SEL appears

• ELEVATOR STAND-BY TRIM FAILURE

STBY PITCH TRIM FAIL (yellow) ACAWS caution message

If normal trim has already failed:

Longitudinal trim functionality is lost.

CAUTION

• 0.5 g < NZ < 1.5 g (Return to Base).

• With HYDRAULIC power contr4ols avail-

able use of emergency pitch trim is not rec-
ommended due to trim tab damage.

1. Speed – Maintain trims speed PF

2. Controllability – Verify before landing PF
3. Land – As soon as practicable P
4. FLAPS lever – As required PNF

NOTE
• Flaps full down are recommended for land-
ing with pitch trim locked in the full nose
down position.

• Max speed allowed is the speed at which

the failure occurred.

At touchdown:

5. Speed – 1.3 VS (Min speed) PF

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 FAM.1C-27J-1

If normal trim is available:

Continue normal flight considering redundancy loss.

• EMERGENCY ELEVATOR TRIM FAILURE (MANUAL CONTROL)

In manual condition (full hydraulic failure "verified"),
the longitudinal trim functionality is lost.

1. Speed – Maintain trims speed PF

2. Land – As soon as practicable P
3. FLAPS lever setting landing – As available PNF

CAUTION

With complete hydraulic failure flaps cannot be

operated.

NOTE
Max speed allowed is the speed at which the
failure occurred.

On final:

4. FCS 2 control panel: PNF

– ACCUMULATOR pushbutton – Guard up, press and check
ON light illuminates
(at 500 ft AGL)
– Normal/Emergency pitch trim switch MODE – NORM, guard down

At touchdown:

5. Speed – 1.3 VS (Min speed) PF

• RUDDER TRIM FAILURE

1. RUDDER EMER switch – Guard up and operate PNF

3-139
FAM.1C-27J-1

FAILURE OF Q-FEEL

• Q-FEEL SYSTEM FAILURE

Q-FEEL FAIL (red) ACAWS warning message

Elevator Q-feel channel 1 and channel 2 failures

detected.

If failure occurs in cruise (high speed):

1. Speed – Maintain trims speed PF

2. Controllability – Verify before landing PF
3. Land – As planned P
4. FLAPS lever – 2 PNF

CAUTION

For any flaps configuration do not exceed 0.5 g

< NZ < 1.5 g.

At touchdown:

5. Speed – 1.3 VS (Min speed) PF

NOTE
• At low speed expect out of trim forces sig-
nificantly higher than normal.

• Max speed allowed is the speed at which

the failure occurred.

If failure occurs in climb/approach (low and medium speed):

1. Speed – Maintain trims speed (Max speed) PF

2. Controllability – Verify before landing PF
3. Land – As soon as practicable P
4. FLAPS lever – 2 PNF

CAUTION

• For any flaps configuration do not exceed

0.5 g < NZ < 1.5 g.

• Max speed allowed is the speed at which

the failure occurred.

At touchdown:

5. Speed – 1.3 VS (Min speed) PF

3-140
 FAM.1C-27J-1

• Q-FEEL SINGLE CHANNEL FAILURE

Q-FEEL SNGL CHNL FAIL (yellow) ACAWS caution message

Elevator Q-feel single channel failure detected.

If failure occurs in cruise (high speed):

1. Speed – Maintain trims speed PF

2. Controllability – Verify before landing PF
3. Land – As planned P
4. FLAPS lever – 2 PNF

NOTE
• At low speed expect out of trim forces high-
er than normal.

• Max speed allowed is the speed at which

the failure occurred.

At touchdown

5. Speed – 1.3 VS (Min speed) PF

If failure occurs in climb/approach (low and medium speed):

1. Speed – Maintain trims speed PF

2. Controllability – Verify before landing PF
3. Land – As soon as practicable P
4. FLAPS lever – 2 PNF

NOTE
Max speed allowed is the speed at which the
failure occurred.

At touchdown

5. Speed – 1.3 VS (Min speed) PF

FLAPS EXTENSION / RETRACTION FAILURE

1. FLAPS lever – Set closed to actual flaps position PNF

2. Speed – Observe the most restricted PF
Flaps Extended Speed (VFE).
Refer to Section V
3. HYD SYS pushbutton (Flaps position indicator) – Press and check NORM light PNF
extinguishes and ALT light
illuminates
4. FLAPS lever – Set as required PNF

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FAM.1C-27J-1

If no flaps movement occurs:

5. FLAPS lever – Set closed to actual flaps position PNF

6. REDUCED FLAPS LANDING procedure – Apply PNF

RUDDER ACTUATOR FAILURE

RUDDER PCU FAIL (yellow) ACAWS caution message

The proper rudder actuator chamber has not been

pressurized.

On the ground

If message appears after ACMP 2 switch set to AUTO:

1. Rudder – Check for correct operation PF

If rudder does not work properly:

Abort the mission, flight in this condition is not permitted.

If rudder works properly:

2. ECU circuit breakers Q FEEL RTLU – Open then closed PNF

(overhead CB panel D 2 and D 23)

If message remains, perform the following procedure

before to declare a mission abort:
a. ECU “CB” Q FEEL RTLU (D 2 and D 23) – Open PNF
b. ACMP 1 and ACMP 2 switches – OFF PNF
c. Depressurize hydraulic systems with flight PF/PNF
control manual inputs (rudder and elevator)
d. ECU “CB” Q FEEL RTLU (D 2 and D 23) – Closed PNF
Wait for 20 seconds, if message does not appear
set ACMP 2 switch to AUTO, otherwise abort the mission.
Wait for 20 seconds, if message does not appear
set ACMP 1 switch to AUTO and follow the stated
procedure, otherwise abort the mission.

If message is removed:

3. ACMP 1 switch – AUTO (guard down) PNF

If message appears after ACMP 1 switch set to AUTO:

Set ACMP 1 switch to OFF and depressurize the
hydraulic system 1 with flight control manual inputs.

1. ECU “CB” Q FEEL RTLU (D 2 and D 23) – Open then closed PNF
2. Rudder – Check for correct operation PF
If rudder does not work properly:
Abort the mission, flight in this condition is not permitted.

3-142
 FAM.1C-27J-1

If rudder works properly:

3. ACMP 1 switch – AUTO (guard down) PNF

If message appears again:
Abort the mission, flight in this condition is not permitted.
If message does not appear, continue normal operation.

NOTE
Should the message appear at engine shut
down (following the hydraulic transient) due to
a failure occurred during the engine start cycle,
reset the ECU by cycling the circuit breakers Q
FEEL RTLU.

In flight

This message is inhibited.

RUDDER TRAVEL LIMITATION UNIT FAILURE

RUDDER TLU FAIL (red) ACAWS warning message

1. TLU OVRD pushbutton (FCS 2 control panel) – Guard up, ON PNF

2. ACAWS message – Caution RUDDER TLU PF/PNF
OVERRIDE appears
3. Speed – Reduce and override RTLU stops PF

Reduce speed below 150 KCAS and apply full pedal

to override the RTLU stops (use asymmetric engine to
compensate for full rudder deflection).
NOTE
During rudder pedal operation, an increase of
effort (approx. 44 lb (20 kg)) is required when
pushing against RTLU stops to increase the
rudder command authority.

4. Rudder pedal application – According to the "directional PF

control limitations" table below
5. Land – As planned P
6. FLAPS lever – 2 PNF

At touchdown
7. Speed – 1.3 VS (Min speed) PF

NOTE
If the override of the RTLU stops is not suc-
cessful, apply the following limitation:
- Max crosswind = 10 kt.

3-143
FAM.1C-27J-1

WARNING

Directional control limitations

SPEED RUDDER MOVEMENT PEDAL DEFLECTION

< 160 KIAS No limitation Full application
160 ≤ KIAS ≤ 190 Gentle < 1/3 of full application
< 1/3 of full application for a/c
weight up to 26000 Kg (57320 Lb)
190 ≤ KIAS ≤ 220 Gentle
< 1/4 of full application for a/c
weight > 26000 Kg (57320 Lb)
< 1/4 of full application for a/c
220 ≤ KIAS ≤ 260 Gentle
weight ≤ 26000 Kg (57320 Lb)

RUDDER TRAVEL LIMITATION UNIT MALFUNCTION

If rudder authority appears insufficient with respect to
flight conditions, but no (RUDDER TLU FAIL) ACAWS
warning message is displayed.

1. RUDDER TRAVEL LIMITATION UNIT – Apply PNF

FAILURE procedure

AIR DATA FAILURE

Q-FEEL/TLU AD FAIL (yellow) ACAWS caution message

Failure of air data speed signal, to elevator Q-feel and

rudder travel limiting unit, detected.

1. Manual airspeed indicator – Check MAN light flashing PF/PNF

2. On SAMU panel – Select other DADS through PNF
PFD hard-key

If message remains:

3. FCS 2 control panel: PNF

– AIR SPEED rotary selector – Select as required (see "manual
airspeed selection" table below)
– Manual airspeed indicator – MAN light steadily lit

NOTE
VMAX allowed 230 KCAS, 0.48 Mach.

4. ACAWS message – Caution Q-FEEL/TLU MAN SEL PN/PNF

appears

3-144
 FAM.1C-27J-1

NOTE
Trim rate at low speeds is about the half of nor-
mal condition.

Selector position Airspeed

LOW < 150 KIAS
MED 150 ≤ KIAS ≤ 210
HIGH > 210 KIAS

Manual airspeed selection

5. Land – As planned P
6. FLAPS lever – 2 PNF

At touchdown

7. Speed – 1.3 VS (Min speed) PF

PITCH DISCONNECT

PITCH DISCONNECT (red) ACAWS warning message

The elevator JOM (Jam Override Mechanism) has

disconnected. Pitch control efficiency is reduced.

1. Land – As soon as practicable P

2. Check both control columns free PF,PNF
3. Speed – Above 1.3 VS and below 230 KIAS PF
4. Load factors – 0.5 g < NZ < 1.5 g PF
5. VAPP – Increase by 10 KIAS PF
6. Landing distance – Multiply by 1.18 PF
7. Reduce smoothly to flare PF

LONGITUDINAL CONTROL JAMMING

1. Control column both pilots – Pull to act the JOM in sequence PF/PNF

NOTE
Expect abrupt displacement of the free control
column.

2. PITCH DISCONNECT procedure – Apply PNF

3-145
FAM.1C-27J-1

LATERAL CONTROL JAMMING

If during flight a lateral control system jamming
occurs, apply the following procedure:

1. SPOILER switch – Guard up, IN PNF

2. Rudder – As required to control bank and PF
aircraft heading
3. Controllability check – Perform PF
4. Land – As soon as practicable P
5. FLAPS lever – 2 PNF

At touchdown

6. Speed – 1.3 VS (Min speed) PF

CAUTION

• 0.5 g < NZ < 1.5 g (Return to Base).

• Reduce aircraft weight if possible.
• Perform flap 2 position, approach and land.
• During final approach asymmetric power
must be used to align the aircraft with the
runway.
• Max crosswind component is 5 kt.
• After nose wheel touchdown reset spoiler
switch in normal position, use lift dumpers.
• Use of reverse must be avoided.

SPOILER SYSTEM FAILURE

If a spoiler system malfunction is suspected, proceed
as follows:

1. SPOILER switch – Guard up, IN PNF

NOTE
• With SPOILER switch in IN position, lift
dumpers will not be available for landing.
See "Lift Dumpers Failure" and "Lateral
Control Jamming" procedures.

• Expect higher than normal lateral force.

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 FAM.1C-27J-1

SPOILER SYSTEM FAILURE TO EXTEND

There is no (Spoiler System failure to extend) indica-
tion in the cockpit:

NOTE
• Reduced roll rate and increased "adverse
yaw", especially at low airspeed shall be ex-
pected.

• No lift dumper available at landing. Do not

arm lift dumper.

LIFT DUMPERS FAILURE

In case of lift dumpers system failure or in case of
hydraulic system 2 loss:

1. Increase ground roll by 10%

2. Increase landing distance by 8%

3. Increase Critical field length or Acceleration Stop Distance by 3%

For more detailed information refer to FAM.1C-27J-1-1.

3-147
FAM.1C-27J-1

AUTOPILOT SYSTEM

AUTOPILOT DISENGAGE SYSTEM FAILURE

Autopilot remains engaged when commanded to disengage.

<AP1 or AP2> (as applicable) message on the left side at the top of both PFDs remains displayed

AP1 or AP2 (as applicable) arrow on the DA/FD control panel remains illuminated

1. Control Yoke A/P button (control wheel) – Press to manually disengage PF

autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly

NOTE
If a commanded disconnection has not been
processed, the MC will normally remove electri-
cal power from the servo clutches and the
ACAWS Caution message "AUTOPILOT SVO
DISABLED" appears.

If autopilot does not disconnect:

2. Elevator Trim command (control wheel) – Act PF

If autopilot does not disconnect:

3. Control wheel – Use to manually override PF

autopilot control

NOTE
If Autopilot does not disconnect and conditions
permit another way to force Autopilot disen-
gagement is to release AP1 or AP2 pushbutton
(as applicable) on DA/FD control panel.

If autopilot is still engaged:

4. Circuit breakers on Pilot Overhead CB panel: – Open PNF

– DA/FD SERVO (F 22)
– DA/FD PROCESSOR 1 (F 23 and F 24)
– DA/FD PROCESSOR 2 (F 7 and F 8)

Do not re-engage Autopilot.

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 FAM.1C-27J-1

HARDOVER IN ANY SINGLE AXIS OR TWO AXES SIMULTANEOUSLY

The aircraft will deviate from an assigned or expected attitude.

NOTE
Following a hardover in roll axis immediately
before disengagement of the Autopilot at 200 ft
AGL, the pilot should be aware that, due to ap-
preciable heading change, a go-around ma-
neuver may be considered.

If autopilot does not disconnect automatically:

1. AUTOPILOT DISENGAGE SYSTEM – Apply PNF

FAILURE procedure

AUTOPILOT JAMMED (SERVO/CABLE CONTROL SYSTEM)

ON ANY SINGLE AXIS OR ON TWO AXES SIMULTANEOUSLY
The aircraft is not able to maintain or follow the
assigned attitude due to the control jammed in the
affected axis/axes.

1. Elevator Trim position – Check PF/PNF

NOTE
If jamming is on longitudinal axis, Elevator Trim
could be commanded to Nose UP or Nose
DOWN position.

2. Autopilot – Disengage PF

If autopilot does not disconnect:

3. AUTOPILOT DISENGAGE SYSTEM – Apply PNF

FAILURE procedure
4. LONGITUDINAL CONTROL JAMMING proce- – Apply (as required) PNF
dure and/or LATERAL CONTROL JAMMING
procedure

OSCILLATING PITCH, YAW OR ROLL CONTROL AXIS AND INABILITY

TO MANUALLY OR AUTOMATICALLY DISENGAGE
Aircraft experiences oscillations (vibration) in one of
the control axis, the Flight Path Director Indicator
(FPDI) on PFD may oscillate and the Autopilot disen-
gagement system fails to disengage.

1. Autopilot – Disengage PF

If autopilot does not disconnect:

2. AUTOPILOT DISENGAGE SYSTEM – Apply PNF

FAILURE procedure

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FAM.1C-27J-1

INABILITY TO DISENGAGE AUTOPILOT AFTER

"Q-FEEL/TLU AD FAIL" ACAWS MESSAGE
The aircraft will deviate from the intended attitude.
ECU dynamic pressure signals disagree and the
automatic Autopilot disengagement does not occur
following the "Q-FEEL/TLU AD FAIL" ACAWS caution
message.

If autopilot does not disconnect automatically:

1. AUTOPILOT DISENGAGE SYSTEM – Apply PNF

FAILURE procedure
2. AIR DATA FAILURE procedure – Apply PNF

DEVIATION IN PITCH, YAW OR ROLL ATTITUDE WITHOUT ANNUNCIATION

(VISUAL OR VOICE) IN APPROACH MODE WITH AUTOPILOT ENGAGED
In approach mode the aircraft deviates from engaged
and coupled autopilot flight path and consequent dis-
agreement with FD commands and ILS raw data.

NOTE
Although "AP DSNG" red annunciation on the
PFD may not have illuminated, other annuncia-
tion such as the CDM symbol (diamond shape
if Autopilot engaged / circle shape if Autopilot
not engaged) or the aural "AUTOPILOT" Spe-
cial Alert of the Autopilot disengagement might
be provided.

1. Control Yoke A/P button (control wheel) – Press to manually disengage PF

autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly
2. Stabilize aircraft PF
3. AP1 or AP2 pushbutton DA/FD control panel – Press to engage the opposite PF
(as applicable) autopilot (if above 500 ft)

If the malfunction persists:

4. AUTOPILOT DISENGAGE SYSTEM – Apply PNF

FAILURE procedure

3-150
 FAM.1C-27J-1

ERRONEOUS PITCH TRIM COMMAND

Possible mistrim due to erroneous Autopilot Trim
input.
Pilot recognition could be:
– Pitch trim indicator not coherent with yoke move-
ment
– Continuous yoke vibration with no trim indication
movement.

1. Control wheel – Hold firmly PF

2. Control Yoke A/P button (control wheel) – Press to manually disengage PF
autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly
3. Elevator Trim command (control wheel) – Use to manually trim the aircraft PF
4. AP1 or AP2 pushbutton DA/FD control panel – Press to engage other autopilot PF
(as applicable)

If failure persists:

5. AUTOPILOT DISENGAGE SYSTEM – Apply PNF

FAILURE procedure

ERRONEOUS FLIGHT DIRECTOR DISPLAY(S) COMMANDS

Flight Path Director Indicator (FPDI) steering cues dis-
played on the single/both PFD's are not consistent
with navigation data. The aircraft may deviate from the
assigned or expected attitude if such navigation data
are followed by Autopilot or Pilot.

If Flight Director is coupled to Autopilot:

1. Control Yoke A/P button (control wheel) – Press to manually disengage PF

autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly
2. AP1 or AP2 pushbutton DA/FD control panel – Press to engage other autopilot PF
(as applicable) and check:
– PFD indications have to be
consistent with navigation
data

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FAM.1C-27J-1

If the failure persists:

3. Control Yoke A/P button (control wheel) – Press to manually disengage PF

autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly
4. Fly with raw data PF

If Flight Director only is engaged:

1. Longitudinal / lateral mode – Cross-check both Flight Director PF/PNF

indication consistencies with re-
spect to the navigation raw data
If the misbehavior persists:

2. Lateral mode pushbutton DA/FD control panel – Deselect the relevant Flight PNF
(as applicable) Director mode(s) and check:
– Relevant Flight Director
mode(s) annunciation is/are
removed
– Longitudinal and/or lateral
steering bar is/are removed
3. Fly with raw data PF

LOSS OF PITCH, YAW OR ROLL CONTROL AFTER AUTOPILOT

ENGAGEMENT (AUTOPILOT BASIC MODES)
The aircraft will deviate from the assigned attitude.

1. Control Yoke TCS button (control wheel) – Press to manually override PF

autopilot control and check:
– TCS message on the right
side at the top of both PFDs
displays
2. Stabilize aircraft PF
3. Control Yoke TCS button (control wheel) – Release TCS button and check: PF
– TCS message is removed
– Aircraft holds the assigned
attitude

If the malfunction persists:

4. Control Yoke A/P button (control wheel) – Press to manually disengage PF

autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly

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 FAM.1C-27J-1

5. AP1 or AP2 pushbutton DA/FD control panel – Press to engage other autopilot PF
(as applicable)

If the malfunction persists:

6. Control Yoke A/P button (control wheel) – Press to manually disengage PF

autopilot and check:
– AP DSNG message on the left
side at the top of both PFDs
starts flashing
– AUTOPILOT (Voice) ACAWS
special alert message sounds
repeatedly
7. Manually fly the aircraft PF

LANDING GEAR

LANDING GEAR EMERGENCY EXTENSION

1. Speed – Reduce below 155 kt PF
2. Landing gear control lever – DOWN PNF
3. LG emergency extension handle – Pull PNF
4. Landing gear indicators – Check three green arrows PF/PNF

NOTE
NLG arrow shall illuminate in 20 seconds.

If NLG green arrow does not illuminate:

5. Speed – If conditions permit, accelerate in PF

straight and level flight until NLG
is locked down (do not exceed
155 kt) and stabilize
6. NLG indicator – Check green arrows PF/PNF

If one or more landing gears do not lock down

or remain retracted:

7. LANDING WITH GEAR PARTIALLY – Apply PNF

EXTENDED procedure or LANDING WITH (see page 3-80 or page 3-84)
GEAR COMPLETELY RETRACTED
procedure

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FAM.1C-27J-1

LANDING GEAR EXTENSION FAILURE

(LANDING GEAR CONTROL LEVER LOCKED ON UP)

CAUTION

ANTI-SKID system is not operative:

refer to "Anti-skid Failure or Not Operative" pro-
cedure.

1. Speed – Reduce below 155 kt PF

2. LG emergency extension handle – Pull PNF
3. Landing gear indicators – Check three green arrows PF/PNF

NOTE
• NLG arrow shall illuminate in 20 seconds.

• The three red UNLK lights remain lit.

If NLG green arrow does not illuminate:

4. Speed – If conditions permit, accelerate in PF

straight and level flight until NLG
is locked down (do not exceed
155 kt) and stabilize
5. NLG indicator – Check green arrows PF/PNF

If one or more landing gears do not lock down

or remain retracted:

6. LANDING WITH GEAR PARTIALLY – Apply PNF

EXTENDED procedure or LANDING WITH (see page 3-80 or page 3-84)
GEAR COMPLETELY RETRACTED
procedure

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 FAM.1C-27J-1

BLEED SYSTEM

BLEED FAILURE DURING ENGINE OPERATION

• ENG 1 OR 2 BLEED AIR S/O VALVE FAILURE

L BLD FAULT or R BLD FAULT (yellow) ACAWS caution message

In this case the left or right bleed air shut-off valve

position does not match the ENG pushbutton com-
mand. This failure is also indicated by the illumination
of the relevant ENG pushbutton FAULT light on the
ECS/BLEED control panel.

1. BLEED ENG pushbutton – Release and check: PNF

– FAULT light extinguishes and
OFF light illuminates
– ACAWS message disappears

Relevant bleed source is lost.

• ENG BLEED OVERHEAT OR OVERPRESSURE

BLD OVERHEAT (yellow) ACAWS caution message or

BLEED OVERPRESS (yellow) ACAWS caution message

Any of this failure is followed by automatic closure of

all BASOV also indicated by the illumination of the
FAULT lights on both ENG pushbuttons on the ECS/
BLEED control panel and, only for overheat condition,
also by BLEED OVHT indicator light.

1. BLEED ENG 1 and ENG 2 pushbuttons – Release and check FAULT PNF
lights extinguish and OFF
lights illuminate

When relevant failure indications disappear:

2. BLEED ENG 1 pushbutton – Press and check OFF light PNF

extinguishes

If relevant failure indications come on again:

3. BLEED ENG 1 pushbutton – OFF PNF

When relevant failure indications disappear:

4. BLEED ENG 2 pushbutton – Press and check OFF light PNF

extinguishes
If relevant failure indications come on again:

5. BLEED ENG 2 pushbutton – OFF PNF

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NOTE
Consider to repeat steps 1. thru 5. after 1 min-
utes if retain that the cause of overheat is in-
duced by outside environmental condition.

When relevant failure indications disappear:

6. APU – Start if not running PNF

7. BLEED APU pushbutton – ON PNF

If relevant failure indications come on again:

8. BLEED APU pushbutton – Release and check ON light PNF

extinguishes

Bleed system is lost.

NOTE
Engine restart may be attempted by APU
Bleed.

9. LOSS OF PRESSURIZATION procedure – Apply PNF

• ENG BLEED LEAK

FUSELAGE BLD AIR LEAK (yellow) ACAWS caution message or

WING BLD AIR LEAK (yellow) ACAWS caution message

Any of this failure is followed by automatic closure of

all BASOV also indicated by the illumination of the
FAULT lights on both ENG pushbuttons on the ECS/
BLEED control panel.

1. BLEED ENG 1 and ENG 2 pushbuttons – Release and check FAULT PNF
lights extinguish and OFF
lights illuminate

Do not select APU Bleed.

2. LOSS OF PRESSURIZATION procedure – Apply PNF

NOTE
Engine restart may be attempted by APU
Bleed.

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• ENG BLEED OVERHEAT WITH ENG 1 OR 2 BASOV FAILURE

BLD OVERHEAT (yellow) ACAWS caution message and

L BLD FAULT or R BLD FAULT (yellow) ACAWS caution message

In this case the overheat condition is associated with

the fail of the left or right BASOV automatic closure.
These failures are also indicated by the illumination of
the BLEED OVHT indicator and FAULT lights on both
ENG pushbuttons on the ECS/BLEED control panel.

1. BLEED ENG 1 and ENG 2 pushbuttons – OFF PNF

If: – Both FAULT lights extinguish and

– L or R BLD FAULT message disappears.
2. ENG BLEED OVERHEAT OR – Apply PNF
OVERPRESSURE procedure

If: – L or R BLD FAULT message remains and

– L or R FAULT light does not extinguish and
– Overheat condition disappears.
Overheat source has been isolated and one
bleed is available (with valve jammed open).

2. BLEED ENG pushbutton (BASOV open) – Press and check OFF light PNF
extinguishes

If: – L or R BLD FAULT message remains and

– L or R FAULT light does not extinguish and
– Overheat condition remains.
Impossibility to isolate overheated bleed side.

2. Power lever (affected engine) – Reduce PF

If overheat condition ceases:

3. Power lever (affected engine) – Maintain reduced power PF

4. Land – As soon as practicable P

Do not use reverse power.

If overheat condition remains:

3. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
4. LOSS OF PRESSURIZATION procedure – Apply PNF
5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

Do not select APU Bleed.

6. Land – ASAP P

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• ENG BLEED LEAK WITH ENG 1 OR 2 BASOV FAILURE

FUSELAGE BLD AIR LEAK or WING BLD AIR LEAK (yellow) ACAWS caution message and

L BLD FAULT or R BLD FAULT (yellow) ACAWS caution message

In this case the fuselage or wing bleed leak condition

is associated with the fail of the left or right BASOV
automatic closure. These failures are also indicated
by the illumination of the FAULT lights in both ENG
pushbuttons on the ECS/BLEED control panel.

1. BLEED ENG 1 and ENG 2 pushbuttons – Release and check: PNF

– FAULT lights extinguish and
OFF lights illuminate
– L or R BLD FAULT message
disappears

If: – L or R BLD FAULT message disappears and

– L or R FAULT light does not extinguish and
– Air leak condition disappears.
Engine bleed sources are lost.
NOTE
Engine restart may be attempted by APU
Bleed.

2. LOSS OF PRESSURIZATION procedure – Apply PNF

If: – L or R BLD FAULT message remains and

– L or R FAULT light does not extinguish and
– Air leak condition does not disappear.
Impossibility to avoid overheating due to air leakage.

2. Power lever (affected engine) – Reduce PF

If leak condition ceases:

3. Power lever (affected engine) – Maintain reduced power and be PF

alert for bleed overheat message
4. Land – As soon as practicable P

If leak condition remains:

3. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
4. LOSS OF PRESSURIZATION procedure – Apply PNF
5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

Do not select APU Bleed.

6. Land – ASAP P

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• ENG BLEED OVERPRESSURE WITH ENG 1 OR 2 BASOV FAILURE

BLEED OVERPRESS (yellow) ACAWS caution message and

L BLD FAULT or R BLD FAULT (yellow) ACAWS caution message

In this case the overpressure condition is associated

with the fail of the left or right BASOV automatic clo-
sure. These failures are also indicated by the illumina-
tion of the FAULT lights on both ENG pushbuttons on
the ECS/BLEED control panel.

1. BLEED ENG 1 and ENG 2 pushbuttons – OFF PNF

If: – Both FAULT lights extinguish and

– L or R BLD FAULT message disappears.
2. ENG BLEED OVERHEAT OR – Apply PNF
OVERPRESSURE procedure

If: – L or R BLD FAULT message remains and

– L or R FAULT light does not extinguish and
– Overpressure condition disappears.
Overpressure source has been isolated and
one bleed is available (with valve jammed
open).

2. BLEED ENG pushbutton (BASOV open) – Press and check OFF light PNF
extinguishes

If: – L or R BLD FAULT message remains and

– L or R FAULT light does not extinguish and
– Overpressure condition remains.
Impossibility to isolate bleed side in overpressure.

2. Power lever (affected engine) – Reduce PF

If overpressure condition ceases:

3. Power lever (affected engine) – Maintain reduced power PF

4. Land – As soon as practicable P

If overpressure condition remains:

3. EMERGENCY ENGINE SHUTDOWN – Apply PNF

procedure (affected engine)
4. LOSS OF PRESSURIZATION procedure – Apply PNF
5. SINGLE ENGINE OPERATIONS procedure – Apply PNF

Do not select APU Bleed.

6. Land – ASAP P

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BLEED FAILURE DURING APU OPERATION

• APU BLEED AIR SERVO VALVE (BSV) FAILURE

APU BLD VLV FAIL (yellow) ACAWS caution message

In this case the APU bleed air shut-off valve position

does not match the APU pushbutton command.
This failure is also indicated by the illumination of the
APU pushbutton FAULT light on the ECS/BLEED con-
trol panel.

1. BLEED APU pushbutton – Release and check: PNF

– FAULT and ON lights
extinguish
– ACAWS message disappears

APU bleed source is lost. If Engine Bleed is se-

lected ON, they will automatically operate.

If it is not possible to select ON the Engine Bleed:

2. LOSS OF PRESSURIZATION procedure – Apply PNF

• APU BLEED OVERHEAT

BLD OVERHEAT (yellow) ACAWS caution message

This failure is followed by automatic closure of APU

BSV also indicated by the illumination of the BLEED
OVHT indicator and FAULT light on APU Bleed push-
button on the ECS/BLEED control panel.

1. BLEED APU pushbutton – Release and check: PNF

– FAULT and ON lights
extinguish
– ACAWS message disappears

APU bleed source is lost. If Engine Bleed is se-

lected ON, they will automatically operate.

If it is not possible to select ON the Engine Bleed:

2. LOSS OF PRESSURIZATION procedure – Apply PNF

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• APU BLEED LEAK

FUSELAGE BLD AIR LEAK (yellow) ACAWS caution message or

WING BLD AIR LEAK (yellow) ACAWS caution message

This failure is followed by automatic closure of APU

BSV also indicated by the illumination of the FAULT
light on APU Bleed pushbutton on the ECS/BLEED
control panel.
1. BLEED APU pushbutton – Release and check: PNF
– FAULT and ON lights
extinguish
– ACAWS message disappears

NOTE
If message disappears, try to reset APU Bleed
if necessary.
– If message appears again set APU Bleed
OFF. APU Bleed source is lost and Engine
Bleed automatically operates.
– If message does not appear continue normal
operation with all bleed.

If ACAWS message remains:

2. ENG BLEED LEAK procedure – Apply PNF

• APU BLEED OVERHEAT WITH APU BSV FAILURE

BLD OVERHEAT (yellow) ACAWS caution message and

APU BLD VLV FAIL (yellow) ACAWS caution message

In this case the overheat condition is associated with

the fail of the APU BSV automatic closure.
This failure is also indicated by the illumination of the
BLEED OVHT indicator and FAULT light on APU
pushbutton on the ECS/BLEED control panel.
1. BLEED APU pushbutton – Release and check ON light PNF
extinguishes

If: – APU BLD VLV FAIL message disappears and

– FAULT light extinguishes and
– Overheat condition disappears.
APU bleed source is lost. If Engine Bleed is
selected ON, they will automatically operate.

If it is not possible to select ON the Engine Bleed:

2. LOSS OF PRESSURIZATION procedure – Apply PNF

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If: – APU BLD VLV FAIL message remains and

– FAULT light does not extinguish and
– Overheat condition disappears.
APU bleed source is lost and Engine Bleed
automatically operates.

If: – APU BLD VLV FAIL message remains and

– FAULT light does not extinguish and
– Overheat condition remains.
2. APU start control switch – Pull and set to STOP PNF

APU bleed source is lost. If possible, select ON the

Engine Bleed.

If it is not possible to select ON the Engine Bleed:

3. LOSS OF PRESSURIZATION procedure – Apply PNF

• APU BLEED LEAK WITH APU BSV FAILURE

FUSELAGE BLD AIR LEAK or WING BLD AIR LEAK (yellow) ACAWS caution message and

APU BLD VLV FAIL (yellow) ACAWS caution message

In this case the fuselage or wing bleed leak condition

is associated with the fail of the APU BSV automatic
closure. These failures are also indicated by the illu-
mination of the FAULT light on APU pushbutton on
the ECS/BLEED control panel.

1. BLEED APU pushbutton – Release and check ON light PNF

extinguishes

If: – APU BLD VLV FAIL message disappears and

– FAULT light extinguishes and
– Air leak condition disappears.
APU bleed source is lost. If possible, select ON
the Engine Bleed.

If it is not possible to select ON the Engine Bleed:

2. LOSS OF PRESSURIZATION procedure – Apply PNF

If: – APU BLD VLV FAIL message disappears and

– FAULT light extinguishes and
– Air leak condition remains.
APU bleed source is lost.

2. ENG BLEED LEAK procedure – Apply PNF

If: – APU BLD VLV FAIL message remains and

– FAULT light does not extinguish and
– Air leak condition remains.
2. APU start control switch – Pull and set to STOP PNF

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APU bleed source is lost. If possible, select ON

the Engine Bleed.

If it is not possible to select ON the Engine Bleed:

3. LOSS OF PRESSURIZATION procedure – Apply PNF

AIR CONDITIONING SYSTEM

ECS CONTROLLER AUTOMATIC FUNCTION FAILURE

ECS/BLD CNTL FAULT (yellow) ACAWS caution message

Standard ECS Digital Controller (SEDC) fault

detected. Automatic temperature control is lost.
Engine Bleed High pressure/Low pressure automatic
switching function based on altitude/external tempera-
ture is lost.

1. ECS/BLEED control panel: PNF

– TEMP CTRL pushbuttons (COCKPIT / CARGO) – MAN
– COCKPIT and CARGO rotary selectors – As required

NOTE
This condition may result in acoustic noise.

ENVIRONMENTAL CONTROL UNIT OVERHEAT

PACK OVERHEAT (yellow) ACAWS caution message

Air conditioning pack, inlet air overheat detected.

Flow Control Valve is automatically commanded
closed. This failure is also indicated by the illumination
of the PACK pushbutton OVHT light on the ECS/
BLEED control panel.
1. PACK pushbutton – Release and check: PNF
(ECS/BLEED control panel) – OFF light illuminates
– Overheat indications
extinguish

If overheat indications disappear:

2. LOSS OF PRESSURIZATION procedure – Apply PNF

When DIFF PRESS < 2.04 IN HG (1 psi):

3. RAM AIR EMER VENT switch – Guard up, OPEN PNF

(ECS/BLEED control panel)
4. ACAWS message – Advisory RAM AIR EMER PF/PNF
VENT OPEN appears

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If overheat indications do not disappear within 30 seconds:

2. ECS/BLEED control panel: PNF

– APU BLEED pushbutton – If not already deselected, release
and check ON light extinguishes
– BLEED ENG 1 and ENG 2 pushbutton – If not already deselected, OFF
3. LOSS OF PRESSURIZATION procedure – Apply PNF

When DIFF PRESS < 2.04 IN HG (1 psi):

4. RAM AIR EMER VENT switch – Guard up, OPEN PNF

(ECS/BLEED control panel)
5. ACAWS message – Advisory RAM AIR EMER PF/PNF
VENT OPEN appears

NOTE
If needed, engine restart may be attempted by
any Air Bleed source. In this case de-selection
of HIGH FLOW (MODE) pushbutton on ECS /
BLEED control panel is desirable.

COCKPIT AIR DISTRIBUTION DUCT OVERHEAT

COCKPIT DUCT OVERHEAT (yellow) ACAWS caution message

Cockpit air distribution duct, overheat detected.

This failure is also indicated by the illumination of the
TEMP CTRL (COCKPIT) pushbutton OVHT light on
the ECS/BLEED control panel.

1. ECS/BLEED control panel: PNF

– TEMP CTRL (COCKPIT) pushbutton – MAN
– COCKPIT rotary selector – Decrease (towards COLD position)

If overheat indications remain:

2. PACK pushbutton (ECS/BLEED control panel) – OFF PNF

3. LOSS OF PRESSURIZATION procedure – Apply PNF

When DIFF PRESS < 2.04 IN HG (1 psi):

4. RAM AIR EMER VENT switch – Guard up, OPEN PNF

(ECS/BLEED control panel)
5. ACAWS message – Advisory RAM AIR EMER PF/PNF
VENT OPEN appears

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CARGO AIR DISTRIBUTION DUCT OVERHEAT

CARGO DUCT OVERHEAT (yellow) ACAWS caution message

Cargo air distribution duct, overheat detected.

This failure is also indicated by the illumination of the
TEMP CTRL (CARGO) pushbutton OVHT light on the
ECS/BLEED control panel.

1. ECS/BLEED control panel: PNF

– TEMP CTRL (CARGO) pushbutton – MAN
– CARGO rotary selector – Decrease (towards COLD position)

If overheat indications remain:

2. PACK pushbutton (ECS/BLEED control panel) – OFF PNF

3. LOSS OF PRESSURIZATION procedure – Apply PNF

When DIFF PRESS < 2.04 IN HG (1 psi):

4. RAM AIR EMER VENT switch – Guard up, OPEN PNF

(ECS/BLEED control panel)
5. ACAWS message – Advisory RAM AIR EMER PF/PNF
VENT OPEN appears

COCKPIT AIR DISTRIBUTION PRIORITY LOSS

Cockpit air distribution priority valve position does not
match the PRIORITY pushbutton command.
This failure is indicated by the illumination of the
FAULT light on PRIORITY pushbutton on the ECS/
BLEED control panel.

If FAULT light does not extinguish within 10 seconds

after COCKPIT PRIORITY selection:

1. PRIORITY pushbutton – Press and check lighted "arrow" PNF

(ECS/BLEED control panel) and FAULT light extinguish

Cockpit Priority function is lost. Increasing on transient

cooling or heating times in case of aircraft hot or cold
soak.

If FAULT light does not extinguish within 10

seconds after COCKPIT PRIORITY deselection:

2. PRIORITY pushbutton – Release and check lighted PNF

(ECS/BLEED control panel) "arrow" illuminates and FAULT
light extinguish

Cockpit Priority function cannot be deactivated. Ex-

pect an increased cockpit air inflow.

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EQUIPMENT COOLING SYSTEM

AIR EXTRACTION FAN FAILURE

E/E RACK VENT FAIL (yellow) ACAWS caution message

Electrical/electronic rack cooling fan fault or under-

floor ventilation valve fault detected. The only failure
of the cooling fan is also indicated by illumination of
the EXHAUST MODE pushbutton FAULT light on the
ECS/BLEED control panel.

1. EXHAUST MODE pushbutton – Release and check: PNF

(ECS/BLEED control panel) – OVBD light illuminates and
FAULT light extinguishes, if
illuminates
– ACAWS message disappears

When DIFF PRESS < 2.04 IN HG (1 psi):

2. OVBD VALVE switch – Guard up, FULL OPEN PNF

(ECS/BLEED control panel)

OVERBOARD VALVE FAILURE

OVBD VALVE FAULT (yellow) ACAWS caution message

If in flight and EXHAUST MODE pushbutton released

(OVBD light lit) following Air Extraction Fan failure:

1. Cabin Altitude Display (PRESS. control panel) – Monitor variation PNF

If Cabin Altitude variation is within normal limits:

2. Descent – Start PF
3. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
4. ATC – Inform PNF
5. At safe altitude – Level off PF

WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

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 FAM.1C-27J-1

When DIFF PRESS < 2.04 IN HG (1 psi):

6. OVBD VALVE switch (ECS/BLEED panel) – Guard up, FULL OPEN PNF
7. EMER DEPR switch (PRESS. control panel) – NORM, guard down PNF
8. Land – ASAP P

If abnormal Cabin Altitude increasing:

2. LOSS OF PRESSURIZATION procedure – Apply PNF

3. Land – ASAP P

If on ground with throttles in take-off power position:

1. OVBD VALVE switch (ECS/BLEED panel) – Guard up, FULL CLOSE CP

If ACAWS message disappears:

Automatic Overboard valve opening/closure
feature is lost. Manually operate as required.

If ACAWS message remains:

Impossibility to pressurize the cabin.

If in flight:

1. OVBD VALVE switch (ECS/BLEED panel) – Guard up, FULL CLOSE PNF

If ACAWS message disappears:

Automatic Overboard valve opening/closure
feature is lost. Manually operate as required.

If ACAWS message remains:

2. Cabin Altitude Display – Monitor variation PNF

(PRESSURIZATION control panel)

If abnormal Cabin Altitude increasing:

3. LOSS OF PRESSURIZATION procedure – Apply PNF

If after landing:

1. OVBD VALVE switch (ECS/BLEED panel) – Guard up, FULL OPEN PNF

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PRESSURIZATION SYSTEM

PRESSURIZATION SYSTEM FAILURE

PRESS SYS FAIL (yellow) ACAWS caution message

Pressurization system controller 1 and 2 fault

detected. Automatic pressurization control is lost.

If the following conditions occur:

– The CABIN ALTITUDE HI ACAWS message appears;

– There is a rapid loss of pressurization with aircraft altitude above 14000 ft

1. RAPID DECOMPRESSION procedure – Apply P/CP

Otherwise proceed as follows:

1. Mode selector (PRESSUR. control panel) – MAN (momentarily), then AUTO PNF

If ACAWS message remains:

2. Mode selector (PRESSUR. control panel) – Select MAN PNF

If ACAWS message disappears:

3. MANUAL RATE CTRL rocker switch – Operate as necessary PNF

(PRESSURIZATION control panel)

If ACAWS message does not disappear, as-

sume that also Manual pressurization control is
lost and proceed as follows:

3. Descent – Start PF
4. ATC – Inform PNF
5. At safe altitude – Level off PF
6. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF

WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

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RAPID DECOMPRESSION

CABIN ALTIUTDE HI (red) ACAWS warning message

The ACAWS message appears if:

– the cabin altitude is > 9700 ft (aircraft altitude < 28500 ft)
or
– the cabin altitude is > 10400 ft (aircraft altitude > 28500 ft)

1. Oxygen masks – Put on ALL

2. Oxygen – ON/100% ALL
3. Crew communications – Establish ALL
4. Emergency descent – Notify P
5. Power levers – FLT IDLE P
6. Descent – Start P

Simultaneously:

7. Loadmaster – Notify P
8. PASSENGER OXYGEN control panel: CP
– MANUAL TURN ON lever – ON

If VIP and ESCORT modules are in use:

8. EMER OXY MASK switch (PAX control panel) – Guard up, ON CP

9. PRESSURIZATION control panel: CP
– Mode selector – Select MAN
– MANUAL RATE CTRL rocker switch – DEC

If pressurization is restored, continue Manual

operation to maintain proper cabin altitude.

If cabin pressure is uncontrollable:

No structural damage

10. Speed – VMO/MMO P

11. ATC – Inform CP
12. At safe altitude – Level off P
13. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP CP

WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

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NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

Structural damage is suspected

10. Speed – Below 155 kt P

11. Landing gear – DOWN CP
12. PACK pushbutton (ECS/BLEED control panel) – OFF CP

When DIFF PRESS < 2.04 IN HG (1 psi):

13. RAM AIR EMER VENT switch – Guard up, OPEN CP

(ECS/BLEED control panel)
14. ACAWS message – Advisory RAM AIR EMER P/CP
VENT OPEN appears
15. ATC – Inform CP
16. At safe altitude – Level off P
17. Land – ASAP P

WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

LOSS OF PRESSURIZATION
If the following conditions occur:
– The CABIN ALTITUDE HI ACAWS message appears;
– There is a rapid loss of pressurization with aircraft altitude above 14000 ft

1. RAPID DECOMPRESSION procedure – Apply P/CP

Otherwise proceed as follows:

1. PRESSURIZATION control panel: PNF

– Mode selector – Select MAN
– MANUAL RATE CTRL rocker switch – Operate as necessary
– Pressurization displays – Monitor pressurization values

If data on display are within normal control limits assume

Manual pressurization control is available.
Continue Manual operation to maintain proper cabin altitude.

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 FAM.1C-27J-1

If data on display are abnormal assume that also Manual

pressurization control is lost and proceed as follows:

2. Descent – Start PF
3. ATC – Inform PF
4. At safe altitude – Level off PF
5. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF

WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

EXCESSIVE DIFFERENTIAL PRESSURE

DELTA PRESS HI (red) ACAWS warning message

Try to control pressurization in Manual:

1. PRESSURIZATION control panel: PNF

– Mode selector – Select MAN
– MANUAL RATE CTRL rocker switch – Operate as necessary
– Pressurization displays – Monitor pressurization values

If unsuccessful:

2. PACK pushbutton (ECS/BLEED control panel) – OFF PNF

When DIFF PRESS < 2.04 IN HG (1 psi):

3. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
4. Oxygen masks – Put on ALL
5. Oxygen – ON/100% ALL

If VIP and ESCORT modules are in use:

5. EMER OXY MASK switch (PAX control panel) – Guard up, ON PNF
6. Crew communications – Establish ALL
7. Descent – Start PF
8. ATC – Inform PNF
9. At safe altitude – Level off PF

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WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

OXYGEN SYSTEM

LOW QUANTITY ALERT

OXY LO QTY (yellow) ACAWS caution message

This failure is also indicated by caution light (labeled

LOW) on oxygen quantity indicator of the affected
converter.

1. Oxygen quantity indicators – Check which converter shows P/CP

the low level condition

Depending of aircraft mission and configuration:

2. PASS-CREW CROSS FEED lever – ON CP

(Passenger OXYGEN REGULATOR)

NOTE
Reference time, for two crew member only and
one converter on board, is 2.37 hours in NOR-
MAL mode and 0.8 hours in 100% mode. For
further details refer to figure "oxygen duration
table" in Section I of this manual.

NO FLOW INDICATION ON OXYGEN REGULATOR

(while using oxygen system)
1. Oxygen masks – Connect to the portable oxygen ALL
bottles

NOTE
Reference time is 113.2 minutes in NORMAL
mode and 30.3 minutes in 100% mode.

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 FAM.1C-27J-1

ICE PROTECTION SYSTEMS

CAUTION

Even if the aircraft is equipped with Elec-

tronic Ice Detector to detect ice condition,
crew must visually check ice accretion on
wing surface and Visual Ice Detector.
Based on these checks crew can evalu-
ate the intensity of ice conditions.

ENGINE ANTI-ICING SYSTEM FAILURE

ENG 1 (2) A/I FAIL (yellow) ACAWS caution message

Respective engine anti-ice valve solenoid/position

fault detected or the engine anti-ice valve position
does not match the commanded position.
1. FADEC switch (affected engine) – RESET then NORM PNF

If FADEC reset is unsuccessful (message remains):

2. NIU RESET (SAMU panel) – NIU RESET, ENGINE (affected engine) PNF

If failure persists:
– Avoid areas of possible ice formation condition.
– Leave immediately zones of possible ice formation conditions.

PROPELLER ANTI-ICING SYSTEM

PROP DITU FAIL (yellow) ACAWS caution message

The MC has lost communication with the propeller de-

ice timer or the propeller de-ice timer unit has lost
power or failed.
1. PROPELLER ICE PROT 1 and 2 selectors – OFF PNF
2. Circuit breakers on Overhead CB panel: – Open simultaneously, wait PNF
– DE-ICING - PROP 1 (B 21) 5 seconds and then close
– DE-ICING - PROP 2 (B 4) simultaneously

If reset is successful:

3. PROPELLER ICE PROT 1 and 2 selectors – ON and monitor the correct PNF
functioning of affected propeller
anti-icing system

If failure persists (message remains):

– Avoid areas of possible ice formation condition.
– Leave immediately zones of possible ice formation conditions.

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FAM.1C-27J-1

PROP 1 (2) A/I FAIL (yellow) ACAWS caution message

A blade or spinner ice protection component for

respective propeller has failed. De-ice timer shuts off
failed circuit.
1. PROPELLER ICE PROT 1 and 2 selectors – OFF PNF
2. Circuit breakers on Overhead CB panel: – Open simultaneously, wait PNF
– DE-ICING - PROP 1 (B 21) 5 seconds and then close
– DE-ICING - PROP 2 (B 4) simultaneously

If reset is successful:

3. PROPELLER ICE PROT 1 and 2 selectors – ON and monitor the correct PNF
functioning of affected propeller
anti-icing system

If failure persists (message remains):

– Avoid areas of possible ice formation condition.
– Leave immediately zones of possible ice formation conditions.

PROP DITU A FAIL (white) ACAWS advisory message

Left channel propeller de-ice timer communication is

lost or left channel propeller de-ice timer unit has lost
power or failed.
1. Circuit breaker on Overhead CB panel: – Open PNF
– DE-ICING - PROP 1 (B 21)

The ACAWS advisory message "PROP DITU A FAIL"

will remain displayed on CMDU.

CAUTION

If this procedure is not attempted, a failure to

the left channel propeller de-ice timer, might
cause a total failure of the propeller anti-ice/de-
ice system. If this occurs, refer to PROP DITU
FAIL procedure.

PROP DITU B FAIL (white) ACAWS advisory message

Right channel propeller de-ice timer communication is

lost or right channel propeller de-ice timer unit has
lost power or failed.
1. Circuit breaker on Overhead CB panel: – Open PNF
– DE-ICING - PROP 2 (B 4)

The ACAWS advisory message "PROP DITU B FAIL"

will remain displayed on CMDU.

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CAUTION

If this procedure is not attempted, a failure to

the right channel propeller de-ice timer, might
cause a total failure of the propeller anti-ice/de-
ice system. If this occurs, refer to PROP DITU
FAIL procedure.

WING AND TAIL DE-ICING SYSTEM

W&T DE-ICE TIMER FAULT (yellow) ACAWS caution message

On the ground

NORMAL or ALTERNATE timer has failed.

Maintenance is required before flight.

In flight

NORMAL and ALTERNATE timers have failed.

NOTE
Do not move the MODE (WING AND TAIL) se-
lector to OFF position to maintain appropriate
icing stall warning threshold until clear of ice.

1. Leave and avoid icing conditions PF

2. Minimum operating speeds – Observe, refer to "Minimum maneuver/ PF
operating icing speeds with wing and
tail de-icing system in failure" table
3. Ice accretion – Monitor PF,PNF

If the aircraft is not clear of ice:

4. Landing distance – Multiply by 1.18 PF

5. Landing speeds – Refer to "Threshold speeds with PF
wing and tail de-icing system in
failure" table

DE-ICE PRESS LO (yellow) ACAWS caution message

De-ice low pressure is detected which results in incor-

rect inflation/deflation of de-icing boots.

1. Leave and avoid icing conditions PF

2. Minimum operating speeds – Observe, refer to "Minimum maneuver/ PF
operating icing speeds with wing and
tail de-icing system in failure" table
3. Ice accretion – Monitor PF,PNF

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FAM.1C-27J-1

If the aircraft is not clear of ice:

4. Landing distance – Multiply by 1.18 PF

5. Landing speeds – Refer to "Threshold speeds with PF
wing and tail de-icing system in
failure" table

MAX Weight (KG / LB x 1000)

Flaps Flight Phase Bank 20 / 22 / 24 / 26 / 28 / 30 / 30.5 /
Angle 44 48.4 52.8 57.2 61.6 66 67.1
UP Cruise 30° 157 165 171 178 184 191 193

2 Approach 30° 139 145 152 158 164 170 172

2 Go-Around 15° 123 130 135 141 146 151 152

FULL Final Approach 30° 115 120 126 131 136 140 -

Minimum maneuver/operating icing speeds (KCAS) with wing and tail de-icing system in failure

Threshold speeds (KCAS)

Weight (KG / LB x 1000)
Flaps
20 / 22 / 24 / 26 / 28 /
44 48.4 52.8 57.2 61.6
2 129 135 141 147 152

FULL 115 120 126 131 136

Threshold speeds with wing and tail de-icing system

in failure

WINDSHIELD ANTI-ICING SYSTEM FAILURE

L (R) WSHLD A/I FAIL (yellow) ACAWS caution message

A Main Windshield A/I System component has failed

(heater film, two temperature sensors, WHCU, …).

Degraded visibility on affected main windshield may

be expected.

If both messages appear:

1. Leave and avoid icing conditions PF

2. Ice accretion – Monitor PF,PNF

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AVIONIC SYSTEM

NOTE
The meaning of the terms "FAIL" and
"FAULT" used on avionics system mes-
sages is as follows:
– “FAIL" is used to indicate when the
communication from equipment to
1553B Data Bus is lost. In this case the
equipment functionality is completely
lost.
– "FAULT" is used when the equipment
BIT detects a failure (switch/knob/etc.
invalid signal). In this case the equip-
ment functions could be unreliable.

ACAWS CAUTION MESSAGES

BIU #1 FAIL (yellow)

BIU #1 has failed its internal BIT or has stopped com-

munication with the 1553B Data Bus.

Aircraft will have reduced operational capability:

1. Land – As soon as praticable P

The following interfaces are degraded or unavailable:

Air/Ground Sw Pos ACAWS LPCR Control

EGI 1 Power Enable Oxygen Quantity ACAWS
Engine 1 Aux Pump Contactor Monitor Parking Brake ACAWS
Engine 1 Feather Propeller Switch Monitor Pilot Yoke Buttons
Engine 1 Start Switch Monitor Pilot Stick Shaker
Feather Engine 1 Commanded Propeller 1 Ice Protection On Off ACAWS
Ice Condition Detection TCAS
Left Flap Position UHF/DF Bearing
LH Pitot Heating Switch ACAWS

BIU #2 FAIL (yellow)

BIU #2 has failed its internal BIT or has stopped com-

munication with the 1553B Data Bus.

Aircraft will have reduced operational capability:

1. Land – As soon as praticable P

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The following interfaces are degraded or unavailable:

Autofeather Armed Status Engine 2 Start Switch Monitor

Copilot Stick Shaker Feather Engine 2 Commanded
Copilot Yoke Buttons Propeller 2 Ice Protection ACAWS
Crew Door Status ACAWS RH Pitot Heating Switch Status ACAWS
DC Essential Bus Status Right Flap Position
EGI 2 Power Enable Synchrophase Status
Engine 2 Aux Pump Contactor Monitor VHF/UHF COM 2 Antenna Selection
Engine 2 Feather Propeller Switch Monitor

MC 1 FAIL (yellow)

Mission Computer 1 has failed and is no longer con-

trolling its buses.

CAUTION

Do not attempt to reset in flight.

All avionics are fully functional except radar video in both CMDU No. 2 and CMDU No. 3.

NOTE
In the event of dual mission computer failure,
refer to BIU BACKUP MODE condition.

MC 2 FAIL (yellow)

Mission Computer 2 has failed and is no longer con-

trolling its buses.

CAUTION

Do not attempt to reset in flight.

All avionics are fully functional except radar video in both CMDU No. 4 and CMDU No. 5.

NOTE
In the event of dual mission computer failure,
refer to BIU BACKUP MODE condition.

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BIU BACKUP MODE (yellow)

Both Mission Computers have failed.

LAND As soon as practicable and CONSIDER WEATHER LIMITATIONS FOR APPROACH

1. PRESSURIZATION control panel: PNF

– Mode selector – Select MAN
– MANUAL RATE CTRL rocker switch – Adjust
2. Barometric altimeter – Set as required and verify on PNF
PFD
3. ACAWS – Acknowledge individually PNF
pressing MASTER WARNING /
CAUTION switch lights
4. COMM & NAV data are available through CNI-MU PNF
5. FCS 2 control panel: PNF
– Manual airspeed indicator – MAN light flashing
– AIR SPEED rotary selector – Select as required (see "manual
airspeed selection" table below)
– Manual airspeed indicator – MAN light steadily lit

Selector position Airspeed

LOW < 150 KIAS
MED 150 ≤ KIAS ≤ 210
HIGH > 210 KIAS

Manual airspeed selection

If "XX" displayed for HP-MGT:

6. FADEC switch (affected engine/s) – ALT PNF
7. EQUIPMENT AFFECTED/LOST – Check (see Figure 3-6) PF,PNF
8. Before landing: PF,PNF
– FCS 2 control panel – Select as required
– Land altitude feature – Not available
– Stall warning – Not available
– FLAPS lever – 2
– Speed – 1.3 VS (Min speed)
– Landing distance – Increase by 30%
9. After landing: PF
– Reverse – Minimize
– LSGI – Not available
– Taxi phase – Minimize
– Engine running – Minimize

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FAM.1C-27J-1

The following table address the ACAWS messages processed in the BIU backup mode:

Message Category Message Category

LANDING GEAR (Voice) Special Alert ADC 2 AIRSPEED FAIL Caution

LANDING GEAR {Flaps} Special Alert ADC 2 ALTITUDE FAIL Caution

OVERSPEED Special Alert ADC 1 FAIL Caution

APU FIRE Warning ADC 2 FAIL Caution

CABIN ALTITUDE HI Warning AIRSPEED MISCOMPARE Caution

CGO SMK Warning ALTITUDE MISCOMPARE Caution

DELTA PRESS HI Warning BIU BACKUP MODE Caution

E/E RACK SMK Warning BLD OVERHEAT Caution

ENG 1 FIRE Warning BLEED OVERPRESS Caution

ENG 1 MGT HI Warning FUSELAGE BLD AIR LEAK Caution

ENG 2 FIRE Warning HEADING MISCOMPARE Caution

ENG 2 MGT HI Warning INU ATT MISCOMPARE Caution

LAVATORY SMK Warning L BLD FAULT Caution

PITCH DISCONNECT Warning NAC 1 OVERHEAT Caution

Q-FEEL FAIL Warning NAC 2 OVERHEAT Caution

RUDDER TLU FAIL Warning R BLD FAULT Caution

ADC 1 AIRSPEED FAIL Caution WING BLD AIR LEAK Caution

ADC 1 ALTITUDE FAIL Caution

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EQUIPMENT AFFECTED/LOST

AVIONICS
AUTOPILOT Lost

DISPLAYS • CMDU No. 1 and 5 display basic flight information

• CMDU No. 2 and 4 displays engine and ACAWS information
• Displays available on PFDs: IAS; Altitude; Attitude; VSI; HDG; Baro pressure
and Time
• Navigation information such as VOR, ILS or DME is NOT displayed on the PFD
• Faul Log page not available
NAVIGATION • CNI-MU display digital readout of VOR and TACAN information
• CNI-MU support INAV solutions and provide all normal displays for INAV such
as the LEGS page and LEGS Progress pages
• VOR deviation, glideslope deviation, LOC deviation and Marker Beacon indica-
tion are LOST

SAMUs and CNRP Inoperative

COMM-NAV RADIO Available through CNI-MU or Remote Radio Set Control

ALTIMETER Barometric setting default to STD pressure

REFERENCE SET ALT REF / SPD digital readouts and baro setting are blanked
WARNING PANEL

IFF Mode C Lost - IFF frozen last setting

OTHER SYSTEMS
DE ICE • Prop de-ice is defaulted to ON in the air
• Eng anti-ice is automatically set to ON
INTERNAL LIGHTING MC remotely controlled lighting functions is lost and frozen to last setting
CONTROL PANEL (CMDUs, SAMUs, CNI-MUs, CNRP, ICS, Heading/Course panels, Combined
Standby Instrument panel, Reference Set Warning panels, DA/FD Control panel and
Radar Control panel)

ENGINE • Oil cooler flaps fully open

• Oil cooler augmentor not available
• HP not filtered and display values may briefly exceed normal limits and should
be averaged
• LSGI is not available on ground
• Prop synchrophase disarmed
• OIL P and OIL T not available
• Autofeather is armed and BETA lights indications are lost

FLIGHT CONTROLS • Q-Feel Auto mode Lost, Manual mode still available
• Trim rate at low speeds slower than normal
STALL WARNING Lost

PRESSURIZATION • Automatic pressurization lost

• Land altitude feature is not available

Figure 3-6

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FAM.1C-27J-1

IPC DATA BUS FAIL (yellow)

The IPC 1553B Data Bus (Channels A and B) has failed.

The following interfaces are degraded or unavailable:

BIU # 1 Interfaces IFF

BIU # 2 Interfaces TCAS

L AV DATA BUS FAIL (yellow)

The Left Avionics 1553B Data Bus (Channels A and B) has failed.
The following interfaces are degraded or unavailable:

BAU II # 1 Fwd Cargo ICS CONTROL Panel

BAU III # 1 NIU 1
DA/FD 1 Propeller De-icing Timer
FADEC 1A Radar Altimeter 1
FADEC 2A

R AV DATA BUS FAIL (yellow)

The Right Avionics 1553B Data Bus (Channels A and B) has failed.
The following interfaces are degraded or unavailable:

BAU II # 2 FADEC 2B
BAU III # 2 NIU 2
DA/FD 2 Propeller De-icing Timer
FADEC 1B Radar Altimeter 2

L DSPLY DATA BUS FAIL (yellow)

The Left Display 1553B Data Bus (Channels A and B) has failed.
The following interfaces are degraded or unavailable:

CMDU 1 DADS 1
CMDU 2 LPCR
CMDU 3 Pilot ICS Monitor Panel
Cursor Control Panel

R DSPLY DATA BUS FAIL (yellow)

The Right Display 1553B Data Bus (Channels A and B) has failed.
The following interfaces are degraded or unavailable:

Aft Cargo ICS Control Panel DADS 2

Copilot ICS Monitor Panel DFDR
CMDU 4 DS-DTS
CMDU 5

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 FAM.1C-27J-1

L PNL DATA BUS FAIL (yellow)

The Left Panel 1553B Data Bus (Channels A and B) has failed.
The following interfaces are degraded or unavailable:

BAU I # 1 Pilot ICS CONTROL Panel

Fwd Cargo Lighting Control Panel Pilot Lighting Control Panel
ICS CSU Pilot Reference Set Warning Panel
Observer ICS CONTROL Panel Pilot SAMU
Pilot Heading/Course Panel

R PNL DATA BUS FAIL (yellow)

The Right Panel 1553B Data Bus (Channels A and B) has failed.
The following interfaces are degraded or unavailable:

Comm/Nav Radio Panel Copilot SAMU

Copilot Heading/Course Panel ICS CSU
Copilot ICS CONTROL panel Observer ICS Monitor Panel
Copilot Lighting Control Panel Radar Control Panel
Copilot Reference Set Warning Panel

RPS 1 FAIL (yellow)

The Regulated Power Supply 1 has failed.

The following interfaces are degraded or unavailable:

Aft Cargo ICS Control Pilot Heading/Course Remote Panel

Cursor Control Pilot ICS Control
Observer ICS Control Pilot ICS Monitor
Pilot DA/FD Control Panel Pilot Reference Set Warning Panel

RPS 2 FAIL (yellow)

The Regulated Power Supply 2 has failed.

The following interfaces are degraded or unavailable:

Copilot DA/FD Control Panel Copilot Reference Set Warning Panel

Copilot Heading/Course Panel Fwd Cargo ICS Control
Copilot ICS Control Observer ICS Monitor
Copilot ICS Monitor Radar Control Panel

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FAM.1C-27J-1

ACAWS ADVISORY MESSAGES

BAU I #1 FAIL (white)

BAU Type I #1 has failed. The following interfaces are degraded or unavailable:

Anti-Skid Status Fuel Control Panel Status ACAWS

Cabin Pressurization Controller 1 Fault ACAWS Fwd Loadmaster MHIU Lighting
CNI-MU (ICDU) 1 Edge Lighting Pilot MHIU Lighting
Copilot MHIU Lighting (RPS 1) PPDU 1 BIT Response 1 (LSB)
DE-ICE (WING & TAIL) ACAWS (RPS 2) PPDU 2 BIT Response 1 (LSB)
ECS System Status Pressurization Control Panel ACAWS Status
Electronic Equip. Rack Cooling Fan Fault ACAWS Remote Radio Set Control Display
Electronic Ice Detector Off ACAWS Standby Instrument Edge Lighting
ELT Control Time Delay Monitor Engine 1 FADEC A/B
ELT Verify Monitor Time Delay Monitor Engine 2 FADEC A/B
Engine 1/2 Low Speed Ground Idle Control Windshield Anti-Ice Monitoring ACAWS
Engine/Nacelle Ice Protection Status Wing & Tail Anti-Icing Switch ACAWS

BAU II #1 FAIL (white)

BAU Type II #1 has failed.

This failure causes an Air Data signal loss condition not displayed by ACAWS message.
1. Manual airspeed indicator (FCS 2 control panel) – Monitor PF/PNF

If MAN light flashing:

2. FCS 2 control panel: PNF

– AIR SPEED rotary selector – Select as required (see "manual
airspeed selection" table below)
– Manual airspeed indicator – MAN light steadily lit

Selector position Airspeed

LOW < 150 KIAS
MED 150 ≤ KIAS ≤ 210
HIGH > 210 KIAS

Manual airspeed selection

NOTE
VMAX allowed 230 KCAS, 0.48 Mach.

3. ACAWS message – Caution Q-FEEL/TLU MAN SEL PN/PNF

appears

NOTE
Trim rate at low speeds is about the half of nor-
mal condition.

4. Land – As planned PF
5. FLAPS lever – 2 PNF

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 FAM.1C-27J-1

At touchdown

6. Speed – 1.3 VS (Min speed) PF

The following interfaces are degraded or unavailable:

ADF 1 Left Bleed Status ACAWS

Cabin Pressurization Controller 2 ACAWS Left Control Surfaces Position Monitoring
Cargo Door Open/Closed ACAWS Left Paratrooper Door ACAWS
Cargo Door Unlocked/Locked ACAWS Pilot A-O-A Probe Heating ACAWS
Cargo Duct Overheat ACAWS Pilot Pitot Probe Heating ACAWS
Cockpit Duct Overheat ACAWS Q-Feel Single Channel Fail ACAWS
Ditching Toggle Switch On ACAWS Q-Feel/TLU Air Data Fail ACAWS
Engine 1 Gearbox Low Oil Pressure ACAWS Q-Feel/TLU Air Data Signal Loss
Engine 1 Nacelle Anti-Icing Low Pressure ACAWS Ram Air Emergency Vent Open ACAWS
Engine 1 Oil Cooler Flap Open/Close Command Rudder TLU Override Status ACAWS
Engine 1 Power Section Low Oil Pressure Rudder Trim Position Monitoring
Fuselage Bleed Status ACAWS Side Window Demist ACAWS
HF 1 TACAN 1
Hydraulic System 1 Status ACAWS TCAS
IFF VHF/UHF COM 1 Antenna Select
Left AC And DC Power Bus Status VHF-NAV 1

BAU II #2 FAIL (white)

BAU Type II #2 has failed. The following interfaces are degraded or unavailable:

Automatic Q-Feel Capability Load Monitoring

Bleed Overheat ACAWS Ramp And Cargo Master Panel ACAWS
Copilot AOA Probe Heating ACAWS Ramp Door Position ACAWS
Copilot Pitot Probe Heating ACAWS Ramp Unlocked/Locked ACAWS
CVR BIT Status Right AC And DC Power Bus Status
ELT BIT Status Right Bleed ACAWS Status
Emergency Pitch Trim Selected ACAWS Right Control Surfaces Position Monitoring
Engine 2 Gearbox Low Oil Pressure ACAWS Right Paratroopers Door Unlocked/Locked ACAWS
Engine 2 Nacelle Anti-Icing Low Pressure ACAWS Rudder Surface Position Monitoring
Engine 2 Oil Cooler Flap Open/Close ACAWS Standby Pitch Trim Selected ACAWS
Engine 2 Power Section Low Oil Pressure ACAWS Standby Pitot Probe Heating Off/Fault ACAWS
Flap Asymmetry ACAWS Standby TRU Fault ACAWS
Flap Lever Unlock ACAWS TACAN 2
HF 2 VHF-NAV 2
Hydraulic System 2 Status ACAWS Wing Bleed Air Status ACAWS

NOTE
When BAU II #2 fails the ACAWS mes-
sage "ELT TRANSMITTING" will be an-
nounced. The ELT continues to operate
normally, but monitoring and control are
lost. Unless the ELT impact switch has
been activated, the ELT will not be trans-
mitting. If in doubt, monitor 121.5 MHz or
243 MHz for ELT tone.

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FAM.1C-27J-1

BAU III #1 FAIL (white)

BAU Type III #1 has failed. The following interfaces are degraded or unavailable:

APU Fire Bottle Status ACAWS Engine 1 Overheat Detection

APU Pump Fuel Quantity Control Unit - Left Channel
APU FADEC Left Lift Dumper Out
Any Gear STATUS Left Touchdown Switch Monitor
Cabin Pressure Controller (Loss of redundancy) Normal Pitch Trim Fail ACAWS
ELT Position Proximity Sensor Electronic Unit - Primary Channel
Engine 1 Fire APU Loop A Fire Detected Smoke Detection ACAWS
Engine 1 Fire Handle Switch STATUS Standby Instrument ACAWS
Engine 1 Overheat Controller ACAWS Standby Pitch Trim Fail ACAWS

BAU III #2 FAIL (white)

BAU Type III #2 has failed.

The following interfaces are degraded or unavailable:

APU Agent Discharge Status Engine 2 Overheat Detection

APU Inlet Door Status Fuel Cross-Feed Valve Position ACAWS
APU Status Fuel Quantity Control Unit - Right Channel
APU FADEC Generator 1 Fault ACAWS
Any Gear STATUS Generator 2 Fault ACAWS
Cabin Pressure Controller (Loss of redundancy) Lift Dumper Arm Switch STATUS
Cabin Pressure Monitoring Proximity Sensor Electronic Unit - Secondary Channel
Engine 2 Fire APU Loop B Fire Detected Right Lift Dumper Out Monitor
Engine 2 Fire Handle Switch STATUS Right Touchdown Monitor
Engine 2 Overheat Controller ACAWS

COMMUNICATION SYSTEMS

V/UHF RADIO FAILURE

VUHF 1 (2) FAIL (white)

The respective V/UHF radio has failed. The CNI-MS

has signalled that the respective V/UHF radio has
failed BIT.
1. On CNRP panel – Set to the other V/UHF radio PNF
antenna
– COMM hard-key – Press, check COMM 1/2 menu
– VU ANT SEL soft-key – Press, check ANTENNA
SELECT submenu
– VU1 or VU2 soft-key – Press to switch the other antenna

If message is removed, the problem should be regarded as

a antenna failure only and normal operation may continue.

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 FAM.1C-27J-1

If message remains, indicated tuning and control for

V/UHF 1 (2) radio may be incorrect.
When using a V/UHF 1 (2) radio which has a message, any frequency
or mode change should be verified by a voice radio check.

Alternatively:

2. Pilot's transmission selector switch – BACKUP and use the RRSC to PNF
(BACKUP ICS panel) operate V/UHF 1.

MISCELLANEOUS

INFLIGHT EVACUATION OF THE AIRCRAFT

In flight emergency exits are shown in Figure 3-7. If
the aircraft is under control and time permits, utilize
exits in the following order: ramp and cargo door or
paratroop doors.
Because of various difficulties, an overwater bailout
should only be carried out when circumstances do not
permit ditching (i.e. near a shore, when wind or sea
conditions make ditching impossible).

1. Power levers – As necessary to reduce speed PF

2. Parachutes/Life Jackets – Wear ALL

WARNING

Do not attempt to inflate life jackets prior to

bailing out as they could binder the exit of the
wearers. The use of life jackets is limited to
overwater bail out.

3. Available radios – Distress call PNF

4. IFF – EMER through CNI-MU (ICDU) PNF
5. Descend to safe altitude – Start PF

WARNING

For safe altitude is intended an altitude be-

low 14000 ft. If MEA is higher than 14000 ft
descend initially to MEA and divert as soon
as possible to reach lower altitude.

At safe altitude:

6. PACK pushbutton (ECS/BLEED control panel) – OFF PNF

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FAM.1C-27J-1

Figure 3-7 Emergency exits in flight or on ground

3-188
 FAM.1C-27J-1

When DIFF PRESS < 2.04 IN HG (1 psi):

7. EMER DEPR switch – Guard up, DUMP PNF

(PRESSURIZATION control panel)
8. If possible, head the aircraft toward an isolated area PF
9. RAMP-CARGO control panel: PNF
– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN
10. Airspeed – Reduce if possible to 130 kt PF
11. FLAPS lever – 2 PNF
12. JUMP pushbutton (AERIAL DELIVERY panel) – Press (GREEN LIGHT) PNF
13. Trims – As required PF
14. Loadmaster – Notify P

NOTE
Give evacuate-aircraft signal over the PA sys-
tem or ICS or BAIL OUT switch.

15. Evacuate the aircraft – Evacuate ALL

CAUTION

The observer's seat must be in position to facil-

itate exit.

DOORS AND HATCHES UNLOCKED IN FLIGHT

Unlocking of doors or ramp and cargo door in flight is
indicated by the relevant ACAWS caution message
and by yellow annunciator lights located respectively
on the door status indicator panel and on the LOAD
MASTER PANEL.
nlocking of an emergency hatch and side emergency
exit door (toilet) can only be detected visually

WARNING

• The pilot will immediately notify passen-

gers and crew to fasten their safety belts
and put on the oxygen masks if the un-
locking of a door, ramp and cargo door
or emergency hatch is detected in flight.

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FAM.1C-27J-1

• For safe altitude is intended an altitude

below 14000 ft. If MEA is higher than
14000 ft descend initially to MEA and di-
vert as soon as possible to reach lower
altitude.

• The aircraft shall be completely depres-

surized before the crew member begins
to perform a door check. The crew mem-
ber shall carry out the check wearing a
parachute or a restraining harness.

• CREW ENTRANCE DOOR UNLOCKED

CREW DOOR UNLK (yellow) ACAWS caution message

The possibility of crew entrance door opening is mini-

mal. However, in the event that the relevant ACAWS
caution message displays, proceed as follows:
1. Oxygen masks – Put on ALL
2. Oxygen – ON/100% ALL

If VIP and ESCORT modules are in use:

2. EMER OXY MASK switch (PAX control panel) – Guard up, ON PNF
3. Crew communications – Establish ALL
4. Safety belts – Fasten ALL

If VIP and ESCORT modules are in use:

4. FASTEN SEAT BELTS and NO SMOKING – ON PNF

pushbuttons (PAX control panel)
5. EMER DEPR switch (PRESS control panel) – Guard up, DUMP PNF
6. Descent at safe altitude (constant IAS speed) – As required PF

WARNING

Try to lock the door mechanically by means

of ropes or constraint chains as available. DO
NOT TRY TO LOCK THE DOOR BY USING
THE HANDLE.

If the crew entrance door opening possibility persists:

7. Left power lever – FLT IDLE PF

8. EMERGENCY ENGINE SHUTDOWN – Apply PNF
procedure (left engine)
9. SINGLE ENGINE OPERATIONS procedure – Apply PNF
10. Land – ASAP P

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 FAM.1C-27J-1

• REAR DOOR OR RAMP AND/OR CARGO DOOR OR AN EMERGENCY HATCH UNLOCKED

L PARA DOOR UNLK (yellow) ACAWS caution message or

R PARA DOOR UNLK (yellow) ACAWS caution message or

RAMP UNLK (yellow) ACAWS caution message and/or

CGO UNLK (yellow) ACAWS caution message

In the event that a ACAWS caution message displays

or in case the side emergency exit door (toilet) or the
emergency hatch unlocks, proceed as follows:
1. Oxygen masks – Put on ALL
2. Oxygen – ON/100% ALL

If VIP and ESCORT modules are in use:

2. EMER OXY MASK switch (PAX control panel) – Guard up, ON PNF
3. Crew communications – Establish ALL
4. Safety belts – Fasten ALL

If VIP and ESCORT modules are in use:

4. FASTEN SEAT BELTS and NO SMOKING – ON PNF

pushbuttons (PAX control panel)
5. Descent at safe altitude (constant IAS speed) – As required PF
6. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF

NOTE
If it cannot be determined what caused the
ACAWS message, the flight may be continued,
at the pilot's discretion, with the aircraft depres-
surized.

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FAM.1C-27J-1

WINDOW DAMAGE (CRACK)

If a crack is found at the inner or at the outer layer of a
window, proceed as follows:
1. Damaged window anti-icing or demisting – OFF PNF
system electrical supply
2. PACK pushbutton (ECS/BLEED control panel) – OFF PNF
3. Descent at safe altitude (constant IAS speed) – Start (as required) PF

WARNING

• For safety altitude is intended an alti-

tude below 14000 ft. If MEA is higher
than 14000 ft descend initially to MEA
and divert as soon as possible to reach
lower altitude.

• In case of crack of a windshield descend

at low speed.

NOTE
For extended cruise, consider increased Fuel
and Oxygen requirements.

4. ATC – Inform PNF

If descent to safe altitude is not possible, proceed as follows:

4. Oxygen masks – Put on ALL

5. Oxygen – ON/100% ALL

If VIP and ESCORT modules are in use:

5. EMER OXY MASK switch (PAX control panel) – Guard up, ON PNF
6. Crew communications – Establish ALL
7. Safety belts – Fasten ALL

If VIP and ESCORT modules are in use:

7. FASTEN SEAT BELTS and NO SMOKING – ON PNF

pushbuttons (PAX control panel)

When DIFF PRESS < 2.04 IN HG (1 psi):

8. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
9. RAM AIR EMER VENT switch – Guard up, OPEN PNF
(ECS/BLEED control panel)
10. ACAWS message – Advisory RAM AIR EMER VENT PNF
OPEN appears

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 FAM.1C-27J-1

MAXIMUM GLIDE
The aircraft glide characteristics are shown in Figure
3-8 by means of two charts that allow to obtain the
optimum glide speed as a function of the weight and
the ground distance covered, without wind, as a func-
tion of the altitude.
The above mentioned data have been referred to the
following configurations:

Engines: WINDMILLING
Propellers: FEATHERED
Flaps: RETRACTED
Landing gear: RETRACTED

• OPTIMUM GLIDE SPEED

This is obtained from the upper chart of Figure 3-8 by
selecting on the x-coordinate the aircraft weight
expressed in lb.
From this point a vertical line is drawn upward until the
intersection with the chart line, then, moving horizon-
tally leftward, the value corresponding to the optimum
glide speed in KCAS is found.

• GROUND DISTANCE COVERED

The ground distance covered is obtained from the
lower chart of Figure 3-8 that is valid only if the KCAS
previously obtained, is observed. Enter the chart with
altitude feet data on the y-coordinate and, following
from this point one of the existing squint lines or a line
parallel to them, the x-coordinate is intersected, thus
identifying a point that will give the value, in nautical
miles, corresponding to the ground distance that can
be covered in absence of wind.

FORCED LANDING

• PREPARATION

1. Crew – Notify P

CAUTION

If time permits prior to landing, all crew mem-

bers should wear protective helmets to mini-
mize the possibility of injury from objects
becoming loose during impact.

2. Land with the smallest possible amount of fuel. P

If necessary, FUEL JETTISON procedure apply

3-193
FAM.1C-27J-1

3. IFF – EMER through CNI-MU (ICDU) PNF

4. ELT – Check ARM PNF
5. ATC (Available radios) – Distress call PNF
6. Descend to safe altitude – Start PF
7. Safety belts – Fasten ALL

If VIP and ESCORT modules are in use:

7. FASTEN SEAT BELTS and NO SMOKING – ON PNF

pushbuttons (PAX control panel)

When possible:

8. PACK pushbutton (ECS/BLEED panel) – OFF PNF

When DIFF PRESS < 2.04 IN HG (1 psi):

9. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF

10. RAMP-CARGO control panel: PNF

– DROP or LOAD indicator – Illuminated as required
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN

• APPROACH

11. Landing gear control lever – DOWN PNF

12. FLAPS lever – FULL PNF
13. PUBLIC ADDRESS – Brace for impact PNF

WARNING

Maintain an angle of approach as low as

possible and do not exceed recommended
airspeed. Rate of descent as low as possi-
ble. Land at an airspeed 10 KIAS above VS.

14. Loadmaster – Notify P

NOTE
Give evacuate-aircraft signal over the PA sys-
tem or ICS or BAIL OUT switch.

15. GROUND AIRCRAFT EVACUATION – Apply P

procedure

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 FAM.1C-27J-1

Figure 3-8 Maximum glide

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FAM.1C-27J-1

FUEL JETTISON
If fuel jettison becomes necessary proceed as follows:
1. ATC – Advise of intention to dump fuel PNF

Fly over a non urban area or open sea.

2. Unnecessary radio equipment – OFF PNF

3. All unnecessary electrical equipment – Disconnect PNF
4. ANTICOL switch (EXTERNAL LIGHT panel) – OFF PNF
5. FUEL control panel: PNF
– Booster pump pushbuttons – Pressed and check lights unlit
– ISOL pushbuttons – Open, check horizontal flow bars
illuminate
– XFEED pushbutton – Close, check vertical flow bar illuminates
– LH and RH JTSN pushbuttons – Guards-up, ON
6. ACAWS message – Advisories L JET CMD ON and R PF/PNF
JET CMD ON appear

Visually check that fuel flows out from both nozzles.

NOTE
Fuel will be dumped until a reserve of 665 liters
(525 kg; 1160 lbs) is left in each main tank; at
this point automatic jettison shut off will occur.
Should the automatic system fails to operate or
if a major reserve is desired, it is sufficient to re-
lease the LH and RH JTSN pushbuttons (ON
lights extinguish).

At desired quantity:

7. LH and RH JTSN pushbuttons – Release and check: PF/PNF

(FUEL control panel) – ON lights extinguish
– L JET CMD ON and R JET
CMD ON messages
disappear

Visually check that fuel flow from both nozzles stops.

NOTE
FUEL DAMP RATE (2 main tanks + 2 aux tanks)
8 pumps "ON" - FDR = (2 x 293) = 586 lb/min ± 10%
4 pumps "ON" - FDR = (2 x 156) = 312 lb/min ± 10%

If conditions permit, the following procedures are recommended when dumping fuel:
1. Do not dump fuel under 5000 ft above ground
2. Do not dump in a circular pattern to avoid turning into the dropping fuel.
3. Avoid engine power changes as static charges could conceivably build up and ignite the fuel.
4. After the dumping operation, inspect the aircraft interior for fumes.

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 FAM.1C-27J-1

CARGO JETTISON be considered as one unit. Pallets/platforms joined

together in a train by a coupler should be separated if
Jettisoning cargo may be dangerous, due to possible the conditions of the emergency permit, and jetti-
loss of aircraft control or structural damage; therefore, soned one at a time.
the pilot must evaluate carefully the emergency situa-
tion, operational considerations, availability of suitable If the normal airdrop system is operative, cargo may
drop area. be jettisoned using the aerial delivery system and nor-
mal airdrop procedures. If an extraction system mal-
function is known to have occurred prior to the
WARNING initiation of airdrop, the cargo may be jettisoned the
same as cargo palletized on rollers but not rigged for
airdrop.
Personnel jettisoning cargo must wear An extraction system malfunction occurring after initi-
parachutes or restraining harness. ation of airdrop may be extremely dangerous if the
cargo has started to move out of the aircraft. If this sit-
Depressurization is required prior to jettison opera- uation occurs, the "Procedure for Emergency Cargo
tions, and the crew members must use oxygen until Jettison" in this section must be used.
the aircraft has reached an altitude below 10000 feet.
Cargo should be jettisoned out the ramp and door,
opened in the airdrop position. Jettison of Cargo not on Rollers
Jettison of large, heavy palletized or unpalletized
Jettison by Hand cargo resting on the floor should be attempted only as
a last resort.
Relatively light weight cargo should be jettisoned by
hand, always through the ramp and cargo door. The
paratroop doors should be used only when the ramp WARNING
and cargo door cannot be opened.

Jettison of Cargo Palletized on Rollers Pilot must be aware that heavy cargo
resting on the floor may be difficult to
Palletized cargo or heavy cargo on rollers (not rigged move and may become misplaced and
for airdrop) may be jettisoned only if the aircraft center wedged in the aft area causing out-of-
of gravity remains within limits for landing (refer Sec- limit center of gravity travel and loss
tion V). of aircraft control.
Oversized cargo palletized on multiple pallets should

Procedure for Emergency Cargo Jettison

It is not possible to give a detailed procedure for jettisoning

in an emergency due to the variety of possible loads and
conditions. The following provides a basic procedure for
cargo jettison, but it must be supplemented on the basis of
pilot judgement for the specific conditions.
1. All cargo restraint tiedowns securing the pallet- – Remove LM
ized load to the cargo ramp floor
2. Load ready for jettison – Notify LM

NOTE
The maximum pallet height for a single pallet is
76 inches, measured from the top of the rollers.
For a double pallet jettison, the maximum pallet
height is 72 inches, measured from the top of
the rollers. Triple pallet jettison is not autho-
rized.

3-197
FAM.1C-27J-1

3. RAMP-CARGO control panel: PNF

– DROP indicator – Illuminated
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to OPEN

WARNING

Before attempting to jettison, may be sure

that cargo will safely clear aircraft. The air-
craft center of gravity should be computed
to ensure that the center of gravity will re-
main within normal limits for landing.

4. Fly in a nose up attitude (about 10°, 150 kts, and flaps as required) PF
to obtain a component of gravity for the extraction force
5. RH EMER REL handle – Pull to EMER position at the LM
command to jettison
6. Load clear (or condition) – Notify LM
7. RAMP-CARGO control panel: PNF
– MASTER switch – Guard up, ON
– Ramp-Cargo mode switch – Set to CLOSE

When cargo and ramp door closed:

8. RAMP-CARGO control panel: PNF

– Ramp-Cargo mode switch – Set to OFF
– MASTER switch – OFF, Guard down

INFLIGHT RELEASE OF LIFERAFT

If severe vibrations occur in flight and the cause is
unknown, immediately reduce power and decrease
airspeed. Extend the flaps and ask a crew member to
make a visual inspection of the liferaft compartment
and tail through the rear windows. If a raft has been
released and hung on the tail, "fish-tail" the aircraft
slightly, or carry out a shallow banking maneuver to
right or left.

Land ASAP.

CAUTION

Do not reverse propellers after landing if

the liferaft was not released in flight. Do-
ing so the raft might be drawn into the
propeller.

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 FAM.1C-27J-1

DITCHING DITCHING PROCEDURES

Under ideal conditions of wind and sea, and by skilful Ditching

execution of the recommended techniques, ditching
can usually be accomplished with a high degree of Figure 3-10 illustrates the emergency exits and the
success. However, due to the high-wing configuration evacuation routes to be used after ditching.
of the aircraft fuselage flooding should be expected.
Consideration of various unfavorable factors involved
in a bailout over water limits the decision recommend- WARNING
ing bailout to several specific instances; namely, when
visual contact is made with land or adequate surface
help; when wind and sea conditions are such as to If time permits, prior to ditching, all
preclude the ditching; when fire or loss of control crew members should wear protective
makes ditching impossible. helmets to minimize the possibility of
Therefore it is considered better to ditch if circum- injury due to objects becoming loose
stances permit since this makes available the addi- during impact.
tional liferaft and survival equipment carried in the
aircraft. The following are the standard alarm bell signals for
In any event, the decision to ditch or bailout must be ditching:
taken by the pilot in view of the existing circum- SIX SHORT RINGS PREPARE FOR DITCHING
stances. This decision should never be delayed until
the fuel supply is exhausted since the most effective ONE LONG RING BRACE FOR IMPACT
ditching approach is made with power on and at
speed slightly above the stall speed. Emergency Ditching Equipment
Ditching equipment should be ready at all times when
DITCHING CHARACTERISTICS flying over water. Prior to each overwater flight, the
aircraft commandant will ensure that the necessary
The ditching characteristics of C-27J aircraft have
equipment is aboard, in serviceable condition, and
been determined by similarity of the water tank tests
stowed in the proper places.
conducted on a 1:9 scale model of the G222.
These tests have demonstrated that the aircraft can
sustain ditching conditions with a nose up angle Emergency Exits for the Crew
between 10° and 16°.
Maximum deceleration values, determined in worst In Figure 3-10 emergency exits are shown.
conditions, are well within the limits.
Normally crew members will use the forward over-
Severe damage to the main structure is highly head hatches or side windows to evacuate the air-
unlikely, while damage to the main landing gear fairing craft. When the load being carried permits, the stairs
is possible. Should the latter occur, rapid pitch move- to the upper central door should be set in place before
ments will be induced, leading to vertical accelera- take-off.
tions near the maximum limit.
Emergency Exits for Passengers
To minimize this possibility, the best nose up angle for
an aircraft with undamaged fairings has been reduced The commandant is responsible for briefing passen-
from 14° to 10°, which has been found to be the opti- gers before the flight. He will assign emergency exits
mum for accelerations, speed and glide path in the and liferafts and will explain techniques for using the
event of landing gear fairing damage. emergency equipment.
Passengers shall be divided into groups according to
NOTE liferaft capacity and number.
The loadmaster will normally be seated in the cargo
These characteristics assume a power- compartment when freight and/or passengers are on
on approach, approximate 10° nose up board. He will give assistance to passengers during
angle with flaps in landing configuration, evacuation.
landing gear retracted, and touchdown at
10 kt above stall speed (VS).

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FAM.1C-27J-1

Preparation for Ditching EVACUATION OF THE AIRCRAFT

Plans for ditching cannot be made without taking the Evacuation of the aircraft after ditching should be
wind direction and sea conditions into consideration. accomplished in an orderly manner in the shortest
Waves move downwind, as does also the spray from time possible. This cannot be done well without prac-
wave crests. Swells, however, do not always indicate tice and in the event that the fuselage is dark and fill-
wind direction and can be very large even when the ing with water, further difficulty can be expected.
wind is calm as a result of underwater currents. Over Immediately after the aircraft comes to a stop, addi-
the sea the pilot must be more exacting and alert tional emergency equipment may be collected and
when judging height. distributed to each crew member.
If ditching in high sea, it is recommended that ditching The crew members evacuate the aircraft through the
is between the front and the crest of the wave head- hatch previously assigned to them, in the correct
ing parallel to the wave front. This case will result in order, and carrying the required equipment.
the least damage to the aircraft and it is in accor- They must also see that each piece of equipment for
dance with the general procedures to be used for safe use in the liferaft is secured by lines to prevent its
ditching. Under no circumstances ditch with heading being lost overboard.
perpendicular to the wave fronts; moreover, ditching
on the low side or on the aft side of the wave is not NOTE
recommended.
For ditching techniques see Figure 3-11. At the end of the ditching run, the aircraft
will adopt a side rolled position with one
wing tip in the water. In this condition, the
Evaluation of Sea Conditions emergency exit on the appropriate side
If ditching is made in daylight and in high sea, deter- should be used.
mination of wind and waves direction and wind speed
is necessary. This evaluation should be made flying
as long as the emergency conditions permit.
CREW DUTIES
Larger waves may be noted from higher altitude and When it is certain that the aircraft has come to a com-
will be seen. Even if such waves are confused with plete stop, each crew member will proceed with the
the surrounding surface, from a higher altitude, it will following duties:
be possible to identify the most dangerous waves.
Secondary waves, or minor ones, will only become 1. All crew members will check each other for inju-
visible at low altitude; therefore, it is necessary to ry and render assistance as possible.
make a continuous examination of the surface during 2. The copilot pulls the liferaft ejection handle lo-
the approach. cated near the front bulkhead in the electronic
Wave crests give indications of wind speed as fol- equipment bay (Figure 3-12). He then exits
lows: through the forward overhead escape hatch and
4 to 6 kt: Small waves, short but well defined, ensures that the liferafts have been properly
clear. Not broken on the top. ejected.
11 to 16 kt: Small long waves with some white crests. 3. The loadmaster pulls the liferaft ejection handle
17 to 21 kt: Medium waves, more pronounced in located in the cargo compartment in position
shape, with many white crests. corresponding to fuselage frame (Figure 3-12).
He then exits through the center or aft overhead
28 to 33 kt: Breaking waves covered with white foam;
escape hatch and ensures that the liferafts have
normally going in well defined rows in the
been properly ejected. If they have not been re-
direction of the wind.
leased, he will proceed to the manual release.
41 to 47 kt: High waves with long white foam lines
along the direction of the wind. Sea
begins to be high.
WARNING
Once main and secondary waves have been identi-
fied, they will be checked at low altitude, on different
headings, if circumstances permit. To ensure proper liferafts ejection and
In this way, an area of minor turbulence, where the inflation, the handle must be pulled
ditching attempt should be made, can be selected. completely (about 4 inch (104 mm) of
travel).

3-200
 FAM.1C-27J-1

4. When the crew has determined that equipment

is properly launched, they will board assigned
liferaft (Figure 3-13).
5. If possible, the pilot ensures that all emergency
equipment has been removed and all crew
members and passengers have been safely
evacuated; and then exits through the forward
overhead escape hatch and boards the as-
signed liferaft.

WARNING

In an emergency, the pilot's and copi-

lot's side windows may be used as
emergency exits. In this case however,
heavy flooding of the aircraft may oc-
cur.

DITCHING (BOTH ENGINES OPERATIVE)

When aircraft ditching and evacuation are required

1. Send distress signals. Determine position, course, in- P/CP

tention, time and postion of intended touchdown and
transmit mayday. Plan to touchdown on the windward
side and parallel to waves
2. Alert cabin crew/load master to prepare for ditching P
and seat passengers as forward as possible. Wear life
jackets. Ensure cargo escape ladders are in position
3. Burn off or jettison fuel to reduce touchdown speed PF/PNF
and increase buoyancy
4. Plan a Flap 2 landing unless the configuration is not P
achievable
5. APU – ON if available CP

Below 5000 feet

6. Passenger signs (if applicable) – ON CP

7. EMER DEPR switch (PRESS. control panel) – Guard up, DUMP PNF
8. ECS/BLEED control panel: CP
– PACK pushbutton – OFF
– OVBD VALVE switch – Guard up, FULL CLOSE
9. Life vests, shoulder harnesses and seat belts – ON ALL
10. Cabin preparation – Confirm complete LM
11. Final position – Transmit CP

3-201
FAM.1C-27J-1

12. Review after impact procedures: P

– APU Fire Handle PULL to prevent discharge of fuel
from ruptured fuel lines
– Open flight deck windows to ensure no cabin differen-
tial pressure prevents the opening of escape hatches
– Do not open entry/cargo doors or ramp as they may
be partially submerged
– Initiate evacuation
– Proceed to assigned ditching stations, launch rafts
and evacuate the aircraft as soon as practicable

Ditching final

13. Omit normal LANDING checklist ALL

14. FLAPS lever – 2 (Hydraulic power available) CP
15. Landing gear control lever – Confirm UP CP
16. Engines FIRE handles – Pull (to stop engines if running, CP
feather propellers and isolate
fuel lines)
17. Airspeed – 20 kt above VS P
(see Figure 3-9 below)

Figure 3-9 Ditching optimum glide path speed

At 500 feet

18. Advise crew/load master – "Ditching is imminent" CP

19. DITCH switch (PRESS. control panel) – Guard up, ON CP
20. FLIGHT Accumulator – ON (APU not available) CP

At 50 feet

21. Advise crew/load master – "Brace for impact" CP

3-202
 FAM.1C-27J-1

22. Rate of descent – Maintain airspeed until flare P

initiation. Flare aircraft to achieve
minimum rate of descent at
touchdown. At flare, rotate
smoothly to touchdown attitude
of 9-13 degrees, controlling rate
of descent and speed reduction
with accurate pitch attitude
variations

After touchdown

23. APU FIRE Handle – Pull CP

24. EVACUATION – Initiate P

Ditching with One Engine Operative Upwind Ditching

When ditching with only one engine operative adopt The basic rules for ditching with both engines opera-
the following technique. Apply the procedures speci- tive are still valid, in addition to the following:
fied for ditching with both engines operative. On final
1. Maintain nose up condition, avoid nose striking
approach, It is advisable to hold speed 20 kt above
the face of the wave.
stall speed until flare out, at which time speed will be
reduced to 10 kt above stall speed. 2. Touchdown immediately behind the crest of a
rising wave, avoid the face of the wave.
Ditching with Both Engines Inoperative 3. Hold nose up after first impact.
The basic rules for ditching with both engines opera-
tive are still valid. In addition propellers should be in Night Ditching
feather position.
Night ditching will be conducted with the aid of instru-
ments to establish correct aircraft altitude.
Crosswind Ditching
1. The same steps as in daylight condition applies.
The basic rules for ditching with both engines opera-
tive are still valid, in addition to the following: 2. Use landing lights as necessary.

1. Keep the wings level and crab the aircraft to kill 3. Hold wings level to avoid digging a wing tip into
drift. It may be advantageous to permit some water and cart wheeling the aircraft.
drift to maintain a parallel relationship with a
wave.
2. Land on the downward side of the swell or wave.

3-203
FAM.1C-27J-1

Figure 3-10 Emergency exits after ditching

3-204
 FAM.1C-27J-1

Figure 3-11 Ditching techniques

3-205
FAM.1C-27J-1

Figure 3-12 Liferaft release

3-206
 FAM.1C-27J-1

Figure 3-13 Liferaft - 25 man

3-207 / ( 3-208 blank )

 FAM.1C-27J-1

Section IV

CREW DUTIES

Contents page • plan the mission by analyzing information concern-

ing its nature, preparing the flight plan including
INTRODUCTION ................................................. 4-1 check of forecast weather conditions terrain, dan-
PILOT ................................................................... 4-1 ger or forbidden areas, mission route, NOTAMS,
COPILOT ............................................................. 4-1 fuel, radio assistance, crew and/or passengers list,
OBSERVER ......................................................... 4-2 and special instructions;
LOADMASTER .................................................... 4-2
LOADMASTER’S CHECKLIST ............................ 4-2 • determine that the weight and center of gravity are
PASSENGERS BRIEFING CHECKLIST ........... 4-39 within prescribed limits and assist the load master
in checking the load distribution;
• check, with the load master, that all cargo and
equipment onboard are properly stowed and tied
INTRODUCTION down;
• supervise the execution of the preflight checks as-
When operating a cargo aircraft, the optimum flight
signed to individual crew members;
crew performance can be obtained only through effec-
tive coordination among crew members. Specific • personally check all equipment for emergency bail-
duties for each crew member are outlined and illus- out, ditching, and survival kits;
trated in Section II - NORMAL PROCEDURES and in
Section III - EMERGENCY PROCEDURES of this • brief passengers in accordance with the checklist.
manual. Thorough knowledge of his duty, each crew Check that all passengers have been briefed on
member will ensure the necessary condition and the the location and operation of emergency equip-
exact sequence of activities to be performed by the ment and are familiar with inflight emergency sig-
whole crew during a mission. nals and emergency exits;
• coordinate the activities of crew members and all
This Section outlines additional duties for each mem- personnel onboard during airdrop or paratroop
ber of the crew, and contains a checklist for passen- dropping;
gers briefing.
• assign individual postflight duties;
• check that required documents are prepared.

PILOT

The pilot, in addition to his main duties (see Sections COPILOT

II and III) has responsibility to:
• be thoroughly familiarized with the instructions for It is responsibility of the copilot to accomplish his
the assigned mission; assigned duties and, if necessary, to replace the air-
craft commander and complete the mission if possible
• ensure that each crew member has his own pre- or return to base. The copilot should be able to take
flight duties; check and coordinate his activities; command of the aircraft whenever necessary.
The pilot has to remember that the copilot could
become in emergency the aircraft commander and

4-1
FAM.1C-27J-1

has then to participate to the maximum extent in the • prepare the aircraft for all types of airdrop mis-
main planning and execution phases of the mission. sions, install and rig mission equipment and loads
It is the specific responsibility of the copilot to: inside the aircraft;
• assist the pilot in planning the mission by obtaining • check the cargo and rig tie downs during flight, as
pertinent information on the weather forecast, nav- necessary;
igation and required fuel quantity;
• supervise, following the pilot's orders, normal and
• cooperate with the pilot for exterior and interior emergency airdrop activities;
checks;
• supervise the passengers;
• perform, before the flight, the visual and operation-
al check of navigation equipment;
• report to the pilot any malfunction in the cargo
compartment (load/offload/airdrop) and suggest
• assist the pilot during flight. corrective actions, if any is possible/applicable.

OBSERVER LOADMASTER'S CHECKLIST

It is duty of the observer, if present and/or applicable, Refer to "Cargo Loading and Off-loading Manual -9"
to assist pilot and copilot in specific operational duties for aircraft preparation and loading, for each specific
assigned by the aircraft commander. The normal type of mission.
duties are described in Section II of this manual. When more than one crew member must perform the
same check, only the first member provides the center
column response. Each other member responses only
with his position (e.g. “Loadmaster“). Checks indi-
LOADMASTER cated by quotation marks around the item shall
require a verbal response of the item quoted. A slash
(/) line is used to indicate the either listed crew mem-
The loadmaster is responsible for all loading and
ber is to respond to a procedure; a comma indicates
unloading operations and for all loads onboard. It is
that all listed members are to respond. When applica-
loadmaster's specific responsibility to:
ble, the following abbreviations have been used: P
• plan loading activities, compute the center of grav- (Pilot), CP (Copilot), LM (Loadmaster) and GC
ity position and check that it is within prescribed (Ground Crew).
limits;
• check that the cargo compartment is properly NOTE
equipped for the specific mission; Operation that are marked by (+) star
• check manifest for cargo and/or personnel; does not need to be performed when a
“Daily Inspection” has been previously
• supervise loading operations specifying the load- accomplished by maintenance in accord-
ing sequence and the onboard position for each ance with FAM.1C-27J-6 “Inspection Re-
item; check the activities of personnel involved in quirements”.
loading/unloading operations;
• check that load is properly tied down;

BEFORE EXTERIOR INSPECTION

1. Aircraft attitude – Normal condition

2. Wheel chocks – In place
3. Static ground wire connected – Checked
4. A.C./D.C. external power – Connect (if necessary)
5. Anti-tilting jack – As required

4-2
 FAM.1C-27J-1

6. Nose gear safety pin installed – Checked

7. Main landing gear safety pins installed – Checked
8. Air intake plugs:
– Right engine – Removed
– Conditioning system – Removed
– Left engine – Removed
– APU (ventilation and oil cooler inlets) – Removed
9. Pitot Covers – Removed
10. Total Air Temperature (TAT) sensor covers – Removed
11. Electronic Ice Detector (EID) probe cover – Removed

A. In Flight Compartment

Carry out a flight compartment inspection, following the panels scan

sequence shown in Figure 4-1.

1. Batteries connected (underfloor fwd cargo compartment) – Checked

NOTE
Depending on light condition, illuminate the two white
dome lights in the flight compartment and the white dome
light located above the entrance door in cargo compart-
ment for two minutes by the ENTRANCE pushbutton on
the CARGO LIGHTING panel, left side of crew entrance
door.

2. ENTRANCE pushbutton – Press (if necessary)

+ 3. Emergency portable light – In place
+ 4. Log book and relevant documentation – Check technical status of the
aircraft
5. Weight and balance data – Check that all the data are
available onboard
6. Survival equipment – Check
7. Fire extinguisher bottle (flight compartment) – Secure, check pressure
8. Observer's smoke goggles – In place
9. Observer's headset – In place and properly connected
10. Observer's OXYGEN REGULATOR:
– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
– Pressure – >/= 70 psig
11. Observer's quick-don oxygen mask – In place and properly connected
12. Circuit breakers (panels) – IN

4-3
FAM.1C-27J-1

Figure 4-1 Flight compartment panels scan sequence

4-4
 FAM.1C-27J-1

NOTE
• If the passenger oxygen LH and RH converters are not
installed, check the correct condition (open and
clipped) of the circuit breakers OXY LOW QTY PAX -
LH and RH (Overhead CB panel E 10 and E 9).

• Check the correct condition (open and clipped) of the

circuit breaker REFUEL DEFUEL 1 (Rear Mid CB pan-
el S 16)

13. Load enable switch – OFF, Guarded

14. External power switch – OFF, Guarded
15. First aid kit – In place
16. Forward overhead escape hatch, closed, locking pin – Checked
removed and aircraft evacuation line stowed
+ 17. Emergency portable light – In place
+ 18. LIFERAFT handle IN and safetied – Checked
19. Pilot portable oxygen bottle in place and charged – Checked
20. Pilot utility light – In place
21. Pilot sun visor – Stowed leterally

NOTE
If the sun visor is not stowed correctly, deploy and remove
it from the rod. Stow and fasten the sun visor, always de-
ployed, laterally on the same rod.

22. Rain repellent bottle (pilot) installed and charged – Checked

23. Pilot's seat – General condition
24. Copilot's seat – General condition
25. Rain repellent bottle (copilot) installed and charged – Checked
26. Copilot utility light – In place
27. Copilot sun visor – Stowed leterally

NOTE
If the sun visor is not stowed correctly, deploy and remove
it from the rod. Stow and fasten the sun visor, always de-
ployed, laterally on the same rod.

28. Copilot portable oxygen bottle in place and charged – Checked

1. Left Console

29. Pilot's ICS CONTROL panel:

– Function select switch – As required
– Transmit select switch – As required
30. Pilot's transmission selector switch (BACKUP ICS panel) – NORM
31. Pilot's headset – In place and properly connected
32. Pilot's quick-don oxygen mask – In place and properly connected

4-5
FAM.1C-27J-1

33. NOSE WHEEL STEER switch – OFF

34. Pilot's smoke goggles – In place

2. Left Main Instrument Panel

35. Pilot's OXYGEN REGULATOR:

– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
– Pressure – >/= 70 psig
36. EMER AND PARK BRAKE handle – IN

3. Center Console

37. Observer's ICS CONTROL panel:

– Function select switch – As required
– Transmit select switch – As required
38. PAX control panel:
– EMER OXY MASK switch – Secured
39. PILOT LIGHTING control panel:
– MODE switch – NORM
– Interior light controls – As required
40. RRSC (V/UHF panel) – OFF
41. RAMP-CARGO control panel:
– MASTER switch – OFF (guard down)
– Ramp-Cargo mode switch – OFF
42. AERIAL DELIVERY control panel:
– BAIL OUT switch – OFF (guard down)
43. PRESSURIZATION control panel:
– Mode selector – AUTO
– AUTO RATE switch – NORM
– DITCH switch – OFF (guard down)
– EMER DEPR switch – NORM (guard down)
44. Throttle quadrant assembly:
– GUST LOCK lever – ON
– Engine power levers – GND IDLE
45. FCS 1 control panel:
– FLAPS lever – Match actual flaps position
– RUDDER EMER trim switch – Secured
– LIFT DUMPER switch – OFF
46. FCS 2 control panel:
– AILERON EMER trim switch – Secured
– SPOILER switch – NORM (guard down)
– STAND BY (PITCH) trim switch – Secured
– MODE (PITCH) switch – NORM (guard down)
– AIR SPEED selector – AUTO
47. LG emergency extension handle – Check in place

4-6
 FAM.1C-27J-1

48. COPILOT LIGHTING control panel:

– Interior light controls – As required
49. CURSOR CONTROL panel:
– Master DISPLAY select switch – OFF
50. RADAR control panel:
– MASTER selector – OFF

4. Central Main Instrument Panel

51. TAXI LIGHT switch – OFF

52. LANDING LIGHTS switches – OFF
53. Landing gear control lever – Check DOWN

5. Overhead Console

54. Front overhead control panel:

– PILOT WIPER selector – OFF
– EMER EXIT switch – DISARM
– MODE (EXTERNAL LIGHT) switch – NORM
– EXTERNAL LIGHT switches – OFF
– FIRE handles – IN
– FIRE/OVHT DET TEST switch – Check OFF
– ELT switch – ARM (guard down)
– COPILOT WIPER selector – OFF
55. FUEL control panel:
– LH and RH JTSN pushbuttons – Ensure pushbuttons are
physically released
– SHUT-OFF VALVE ENG 1 and ENG 2 pushbuttons – Ensure pushbuttons are
physically released
56. ENGINE START control panel:
– ENGINE START 1 and 2 selectors – Check STOP
57. APU control panel:
– APU start control switch – STOP
58. ECS/BLEED control panel:
– RAM AIR EMER VENT switch – CLOSE (guard down)
– OVBD VALVE (CKPT RACK VENT) switch – AUTO (guard down)
– COCKPIT and CARGO rotary selectors – Check for 12 o'clock position
59. Electrical control panel:
– AC and DC SOURCE selectors – OFF
– BATT switch – OFF (guard down)
– Standby TRU source rotary selector – OFF
60. FADEC/Propeller control panel:
– PROPELLER CTRL 1 and 2 switches – NORM (guards down)
– FADEC 1 and 2 switches – NORM
61. ICE PROTECTION control panel:
– ENGINE ICE PROT selector – OFF
– PROPELLER ICE PROT 1 and 2 selectors – OFF
– MODE (WING AND TAIL) selector – OFF

4-7
FAM.1C-27J-1

– ELECTR SENSOR (ICE DETECTORS) pushbutton – Ensure pushbutton is

physically released
– AIRFOIL (ICE DETECTORS) switch – OFF
62. HYDRAULICS control panel:
– ACMP 1 and 2 switches – Guards up, OFF
63. Overhead circuit breakers (panel) – IN

6. Right Main Instrument Panel

64. Copilot's OXYGEN REGULATOR:

– SUPPLY lever (green) – OFF
– Air dilution lever (white) – NORMAL OXYGEN
– Emergency lever (red) – NORMAL
– Pressure – >/= 70 psig

7. Right Console

65. Copilot's smoke goggles – In place

66. Copilot's quick-don oxygen mask – In place and properly connected
67. Copilot's headset – In place and properly connected
68. Copilot's transmission selector switch (BACKUP ICS panel) – NORM
69. Copilot's ICS control panel:
– Function select switch – As required
– Transmit select switch – As required
70. Copilot's AERIAL DELIVERY control panel:
– BAIL OUT switch – OFF (guard down)
71. Passenger’s oxygen:
a. Pressure gauge – Check pressure
b. PASS-CREW CROSS-FEED lever – OFF

If passenger oxygen converters are not installed:

b. PASS-CREW CROSS FEED lever – ON

c. MANUAL TURN ON lever – ON. Check oxygen delivery
(PASSENGER OXYGEN ON
green light should come on)
d. MANUAL TURN ON lever – OFF.
(PASSENGER OXYGEN ON
green light should come off in
few minutes)
e. Leave the passenger control panel as follows:
- MANUAL TURN ON lever – OFF
- PASS-CREW CROSS-FEED lever – OFF

4-8
 FAM.1C-27J-1

EXTERIOR INSPECTION
Conduct a walk-around inspection, following the route
shown in Figure 4-2. A inspection ladder is required
when checking engine inlet air ducts, engine nacelles
and engine exhaust areas.

NOTE
Before performing the checks, verify that
the ground personnel has made aircraft
surfaces clear of ice, frost or drifting
snow.

1. FORWARD FUSELAGE, Left Side

+ – Fuselage (skin and side windows) – General condition

+ – Windows – General condition
– Visual ice detector probe – General condition
– Static ports – General condition
– Wing and engine scan light – General condition
– Angle of Attack (AOA) vane – Free movement, general condition
– Total Air Temperature (TAT) sensor – General condition
– Static ports drain hole – Clear
– PITOT tube – General condition
– STANDBY PITOT tube – General condition

2. NOSE SECTION

– Radome – General condition

+ – Windshields and wipers – General condition
– PITOT drain holes (3) – Clear
– Electronic Ice Detector (EID) probe – General condition

3. FORWARD FUSELAGE, Right Side

+ – Fuselage (skin and side windows) – General condition

– PITOT tube – General condition
– Angle of Attack (AOA) vane – Free movement, general condition
– Static ports – General condition
– Total Air Temperature (TAT) sensor – General condition
– Static ports drain hole – Clear
– Wing and engine scan light – General condition
– Emergency exit door – Closed, handle stowed
+ – Windows – General condition

4. NOSE GEAR and FUSELAGE Underside

+ – Taxi light – General condition

– Nose landing gear forward doors – Open
– Nose gear – Check for hydraulic fluid leaks

4-9
FAM.1C-27J-1

Figure 4-2 Exterior inspection diagram

4-10
 FAM.1C-27J-1

– Nose gear safety pin – Remove

– Nose landing gear forward doors – Close and check for locked position
– Shock absorber – General condition
– Wheels and tires – General condition
– Fuselage underside skin – General condition
– Antennas – General condition
– Anti-collision lights – General condition
– OVBD valve – General condition (fully open)

5. Right POWERPLANT

– Propeller – General condition

+ – Engine air intake – Cover removed, check for foreign objects
+ – Oil cooler air intake – Cover removed, check for foreign objects
+ – Doors and cowlings – Check, closed and locked, general condition
– Oil cooler flap – General condition
– Powerplant – Check for fuel, oil or hydraulic fluid leaks
– Exhaust – General condition

6. Right WING

+ – Leading edge and de-icing boots – General condition

– Landing light – General condition
– Position lights (green) – General condition
– Fuel dynamic intake – General condition
– Static dischargers (2) – Check
– Aileron and tabs – General condition
– Flaps – General condition
+ – Wing – General condition, fuel leaks

7. Right MAIN LANDING GEAR FAIRING

– Air conditioning air intake – General condition

– Single point refueling door – Open, check all switches OFF. Refueling
cap closed. Close the door. (as required)
– Main landing gear – Check for hydraulic fluid leaks
– Main landing gear safety pin – Remove
– SYS 2 hydraulic accumulator – Pressure 1450 psi at 20 °C
– Shock absorber – General condition
– Free fall assister – Pressure 348 ± 10 psi at 20 °C (see table
4-9 on FAM.1C-27J-2-2 as reference for dif-
ferent ambient temperatures)
– Wheels and tires – General condition
+ – Brakes (fwd & aft) – General condition plus wear pin indicators
– Landing gear compartment door – Close and lock
– Crew oxygen converter – Check installed and condition

4-11
FAM.1C-27J-1

+ – Passenger oxygen RH converter – Check installed (as required) and condition

– AC motor pump 2 – Check
+ – Oxygen compartment doors – Check, closed and locked
– Oil filter By-Pass indication – Check
+ – Windows – General condition

8. Rear FUSELAGE, Right Side

– Paratroop door – Check, closed and locked, check seal

+ – Fuselage, tail (skin) – General condition
– HF towel bar antenna – General condition
– Ramp and cargo door – General condition
– Anti-tilt jack – Remove (if installed)
– Bottom position light (white) – General condition
– Underskin antennas – General condition

9. EMPENNAGES

– Horizontal stabilizer and elevator – General condition

– Trim tabs – General condition
– Static dischargers (3 left, 3 right) – Check
– Fin and rudder – General condition
– Static dischargers (5) – Check
– Rear position light (white) – General condition
– Anti-collision light – General condition
– Tail antennes VOR/LOC (left & right) – General condition
– Vortex generator (17 tail left side) – General condition

10. Rear FUSELAGE, Left Side

+ – Fuselage, tail (skin) – General condition

– HF towel bar antenna – General condition
– Paratroop door – Check, closed and locked, check seal
+ – Windows – General condition

11. Left MAIN LANDING GEAR FAIRING

– EXT POWER (D.C. and A.C.) door – As required

– External service socket spare door – Check, closed and locked
+ – Passenger oxygen LH converter – Check installed (as required)
– AC motor pump 1 – Check
– Oil filter By-Pass indication – Check
– Hydraulic test connection access door – Check, closed and locked
– Oxygen compartment door – Check, closed and locked
– Main landing gear – Check for hydraulic fluid leaks
– Main landing gear safety pin – Remove
– Shock absorber – General condition

4-12
 FAM.1C-27J-1

– Free fall assister – Pressure 348 ± 10 psi at 20 °C (see table

4-9 on FAM.1C-27J-2-2 as reference for dif-
ferent ambient temperatures)
– SYS 1 hydraulic accumulator – Pressure 1450 psi at 20 °C
– Parking/Emergency brake accumulator – Pressure 1000 psi at 20 °C
– Wheels and tires – General condition
+ – Brakes (fwd & aft) – General condition plus wear pin indicators
– Landing gear compartment door – Close and lock
+ – APU exhaust – General condition
+ – APU fire extinguisher bottle discharge indicators – Checked
– External air supply door – As required
– Fire access doors – Clear
+ – APU air intake door – General condition (fully closed)
+ – APU oil cooler air intake – Cover removed, clear
+ – APU oil cooler air exhaust – Cover removed, clear

12. Left WING

– Flaps – General condition

– Aileron and tabs – General condition
– Trim – Neutral
– Static dischargers (2) – Check
– Fuel dynamic intake – General condition
– Position light (red) – General condition
+ – Leading edge and de-icing boots – General condition
– Landing light – General condition
+ – Wing – General condition, fuel leaks

13. Left POWERPLANT

+ – Doors and cowlings – Check, closed and locked, general condition

– Exhaust – General condition
– Oil cooler flap – General condition
– Powerplant – Check for fuel, oil or hydraulic fluid leaks
– Propeller – General condition
+ – Engine air intake – Cover removed, check for foreign objects
+ – Oil cooler air intake – Cover removed, check for foreign objects

14. Crew Entrance Door

+ – Stair – General condition

4-13
FAM.1C-27J-1

TOP OF AIRCRAFT INSPECTION

Maintenance personnel normally accomplish the
items in this checklist. However, it is the pilot's
responsibility to ensure that this inspection has been
accomplished before flight.
Enter the aircraft and then, through the forward over-
head escape hatch, gain access to the outside of the
aircraft.
Walk only in the track provided (Figure 4-3) and
check:

WARNING

All necessary safety precautions should be observed.

Conducting this inspection during high winds or oth-
er severe weather conditions can be dangerous. Un-
der these circumstances the pilot may waive this
inspection.

CAUTION

Use extreme care at all times to avoid scratching or dent-

ing the skin while walking on the fuselage.

a. Forward FUSELAGE
– Skin – General condition
+ – Escape hatch and panels – General condition/closed
– Antennas – General condition
– Formation lights (2) – General condition
b. Left WING
– Skin – General condition
+ – De-icing boots – General condition
– Refueling plugs – Properly closed
– Formation lights (3) – General condition
– Flight control surfaces – General condition
c. Right WING
– Skin – General condition
+ – De-icing boots – General condition
– Refueling plugs – Properly closed
– Formation lights (3) – General condition
– Flight control surfaces – General condition

4-14
 FAM.1C-27J-1

Figure 4-3 Walkways an aircraft top surface

4-15
FAM.1C-27J-1

d. Central and Rear FUSELAGE

+ – Life raft doors – Properly closed
– Skin – General condition
– Antennas – General condition
– Rear position light (white) – General condition
– Formation lights (5) – General condition
– Empennages – General condition
+ – De-icing boots – General condition
+ – Escape hatches and panels – Properly closed
– Flight control surfaces – General condition
Re-enter the aircraft and close the hatch. Ensure that latch-
ing mechanism is properly actuated.

CARGO COMPARTMENT INSPECTION

NOTE
If a crew and the aircraft is away from home station (or de-
ployed station) and the ground time is less than 24 hours
or after a crew change for a different mission profile, a thru-
flight inspection (O) dot items shall be accomplished in-
stead of complete preflight check.
If the ground time exceed 24 hours, then a complete pre-
flight inspection is required.

Cargo Compartment (general)

O 1. Crew entrance door – Checked

– Perform Interior inspection. Close the door and visually
check that the door hooks engage the eyebolts and the
DOOR UNLOCKED warning light is extinguished.

NOTE
Door warning light check may be accomplished later if no
power is on aircraft.

O 2. Emergency equipment:
– Restraint harness – Fitted and adjusted
– Survival equipment – Checked
– Parachute and safety belts – Checked
– First aid kits – Checked
3. Loading system – Check (if applicable)
– Perform operational check in accordance with "Cargo
Loading and Off-loading Manual -9", as required.
O 4. Cargo floor – Checked
– Damage to floor
– Missing tie down rings
– Damaged seat/litter studs
– Cleanliness
O 5. LIFERAFT handle IN and safetied – Checked

4-16
 FAM.1C-27J-1

Cargo Compartment (left side)

O 1. CARGO LIGHTING control panel – As required

O 2. ICS CONTROL panel (forward cargo) – As required
O 3. Forward cargo transmission selector switch – NORM
(BACKUP ICS panel)
O 4. Emergency portable light – In place
O 5. Fire extinguisher above crew entrance door – Installed and checked
O 6. Axe above crew entrance door – In place and fastened
O 7. Emergency exit ladder – Checked
8. Litter stanchions – Checked (if applicable)
9. Seats and safety belts – Checked (install if necessary)
10. Tie down devices – Checked
O 11. LOAD MASTER PANEL switches – Checked (all controls in OFF
position and guarded down)
O 12. Emergency portable light – In place
13. Left paratroop door and warning light – Checked for operation

NOTE
Door warning light check may be accomplished later if no
power is on aircraft.

O 14. ICS CONTROL panel (aft cargo) – As required

O 15. Rear portable lamp – In place (under curtain)
O 16. Fire extinguisher and axe – Installed and checked
17. Anti-tilting jack extension – In place and secured
18. Auxiliary ground loading ramps – Checked
19. Jump platforms – As required
20. Litter provisions – As required
21. Anchor cable static line – As required
22. Elevator accumulators (Hydraulic System # 1) – Check, 1000 psi
23. HYD System # 1 – 1000 psi
24. Rudder accumulator – Check, 2000 psi
25. Pendulum release system – Check (if applicable)

Cargo Compartment (right side)

1. Elevator accumulator (Hydraulic System # 2) – Check, 1000 psi

2. HYD System # 2 – 1000 psi
3. Litter provisions – As required
4. Anti-tilting jack – In place and secured
O 5. Emergency oxygen bottles in place and charged – Checked
O 6. Rear portable lamp – In place (under curtain)
7. Right paratroop door and warning light – Checked for operation

4-17
FAM.1C-27J-1

NOTE
Door warning light check may be accomplished later if no
power is on aircraft.

O 8. Emergency portable light – In place

9. Seats and safety belts – Checked (install if necessary)
10. Tie down devices – Checked
O 11. Aft overhead escape hatch, closed, locking pin removed – Checked
and aircraft evacuation line stowed
O 12. Emergency portable light – In place
O 13. Emergency exit ladder – Checked
O 14. Center overhead escape hatch, closed, locking pin – Checked
removed and aircraft evacuation line stowed
O 15. Emergency portable light – In place
O 16. Inspection ladder – Checked
17. Connecting rods & cross beams – Check
O 18. EMER HOOK REL handle in place and pinned – Checked
19. Toilet – Checked
O 20. Side emergency exit door, closed and locked, handle – Checked
safety pin in place and inner knob set to UNLKD position
O 21. Emergency portable light – In place
O 22. Portable oxygen bottle in place and charged – Checked
23. PREFLIGHT checklist – Complete

4-18
 FAM.1C-27J-1

PRELIMINARY COCKPIT PREPARATION

(No External Power Source available)

APU starting procedure requires an interphone sys-

tem available for communication between flight crew
and ground crew to be sure that danger areas are
clear (Figure 4-4), ground crew is in a safe position,
fire extinguishing equipment is in place and quick
warning can be given if necessary.

NOTE
APU boost pump is installed into left main tank and sup-
plies APU. It is possible to supply APU by means of the fuel
pumps located in the four tanks, provided that the aircraft
is connected to an AC external power source (AC GPU).
If APU is fed by means of the pumps located in AUX tanks,
it is necessary to open relevant LH and/or RH ISOL valve.
In case APU is supplied by RH tank pump group, it is nec-
essary to open also XFEED valve.

1. Before exterior inspection – Complete

2. Exterior inspection – Complete
3. Cargo compartment inspection – Complete
4. Log book – Checked
5. Load and balance sheet – Checked
6. Electrical control panel:
– BATT switch – ON
– Battery charge/discharge indicators – Arrows pointing away from the EMER
BATT and APU BATT illuminate
– EMER BATT voltage – Check (24 V thru 26 V)
– APU BATT voltage – Check (24 V thru 26 V)
– GEN 1, GEN 2 and APU pushbuttons – Check pressed and lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– TIE pushbuttons – Check pressed
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit

CAUTION

If on CMDU ACAWS advisory message "PROP DITU A

FAIL" or "PROP DITU B FAIL" is present, power down the
aircraft and restart.

7. Interphone (crew communication) – Check

8. Transmission selector switch (BACKUP ICS panel) – BACKUP
9. Remote radio set control (RRSC) – Perform test and set V/UHF1
frequency as required

4-19
FAM.1C-27J-1

10. Fire Protection System test (front overhead panel):

– FIRE/OVHT DET TEST switch – LOOP A OVHT and hold ACAWS
message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1A/2A FAIL
– NAC 1/2 OVERHEAT
– NAC 1/2 OVERHEAT FAIL
– APU FIRE
– APU LOOP A FAIL
– FIRE/OVHT DET TEST switch – LOOP B and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1B/2B FAIL
– APU FIRE
– APU LOOP B FAIL

NOTE
During the test, all the fire handles will be illuminated red,
the MASTER WARNING and MASTER CAUTION lights
will flash (no MASTER CAUTION light for LOOP B) and
the aural tone will be heard in the headsets and from the
flight deck speakers. When the test is ended the aural tone
and MASTER WARNING and MASTER CAUTION lights
will extinguish.

11. ECS/BLEED control panel:

– All pushbuttons (BLEED ENG pushbuttons pressed – Check lights unlit
and BLEED APU pushbutton released)

NOTE
Without any bleed source BLEED ENG 1 and/or ENG 2
FAULT light(s) may be lit.

12. APU control panel:

– APU start control switch – START (momentarily), then RUN
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when RPM
is greater than 50%
– AVAIL light illuminates green 3
seconds after RPM has reached 95%
– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will shut down au-
tomatically on ground only.

– RPM % digital display – Check 100%

4-20
 FAM.1C-27J-1

When the APU is "ready-to-load" (AVAIL light lit):

If “PA FAIL” Advisory message is displayed:

13. Circuit breaker ICS-CSU (D 3) on Overhead CB panel – Open and wait until “ICS FAIL”
Caution ACAWS message
is displayed
– Close and check that the following
ACAWS messages disappear:
– ICS FAIL
– OBS HIU FAIL
– AFT CGO HIU FAIL
– PA FAIL
14. Electrical control panel:
– APU generator voltage – Check (108 V thru 118 V)
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate
– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar unlit
– DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing towards the EMER
BATT and APU BATT illuminate
15. Bleed Leak test:
– BLEED LEAK TEST pushbutton – Press and hold, check that following
(ECS/BLEED control panel) ACAWS messages are displayed as
long as test pushbutton is pressed:
– BLD LEAK DETECT IBIT
– FUSELAGE BLD AIR LEAK
– WING BLD AIR LEAK
16. ECS/BLEED control panel:
– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit

NOTE
If APU is not available as bleed source, engine starting can
be performed with external air source provided that AC ex-
ternal power is available (refer to "Starting Right Engine
with External Air" procedure).

17. GUST LOCK lever – OFF

18. OIL QUANTITY (HYD QTY) indicator – SYS 1 check MIN ½
– SYS 2 check MIN ¾
19. HYDRAULICS control panel:
– ACMP 2 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 1 indicator

4-21
FAM.1C-27J-1

CAUTION

To detect a dormant rudder failure ACMP 2 switch shall be

set to AUTO first. This sequence is to be followed because
if this dormant failure is associated to the loss of hydraulic
system 1 it will cause loss of rudder functionality.

20. BRAKE ACC (Hyd. triple pressure indicator) – Check pressure

(not less than 1000 psi)
21. COPILOT LIGHTING control panel:
– TEST switch – LAMP and hold (all annunciators
illuminate)
– TEST switch – DISP and hold (each digit of
digital all displays shows 8)
– Interior light controls – As required
22. EMER EXIT switch – ON, check all emergency portable
lights and EXIT sign lights illuminate,
then ARM
23. Transmission selector switch (BACKUP ICS panel) – NORM
24. CNI-MU (ICDU) panel (V/UHF radio):
– COMM TUNE hard-key – Press, check COMM TUNE
INDEX page and set V/UHF1
frequency as required
25. PRELIMINARY COCKPIT PREPARATION checklist – Complete

PRELIMINARY COCKPIT PREPARATION

(DC External Power Source available)

1. Before exterior inspection – Complete

2. Exterior inspection – Complete
3. Cargo compartment inspection – Complete
4. Log book – Checked
5. Load and balance sheet – Checked
6. Electrical control panel:
– BATT switch – ON
– Battery charge/discharge indicators – Arrows pointing away from the EMER
BATT and APU BATT illuminate
– EMER BATT voltage – Check (24 V thru 26 V)
– APU BATT voltage – Check (24 V thru 26 V)
– GEN 1, GEN 2 and APU pushbuttons – Check pressed and lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– TIE pushbuttons – Check pressed
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit
7. Interphone (crew communication) – Check
8. DC external power supply – Connect

4-22
 FAM.1C-27J-1

9. Electrical control panel:

– AVAIL light on DC EXT pushbutton – Check lit
– DC EXT pushbutton – ON
– DC EXT voltage – Check (25 V thru 28 V)
– DC Bus TIE pushbutton – Check flow bar illuminates
– DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish
– CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing towards the EMER
BATT and APU BATT illuminate

CAUTION

If on CMDU ACAWS advisory message "PROP DITU A

FAIL" or "PROP DITU B FAIL" is present, power down the
aircraft and restart.

10. Transmission selector switch (BACKUP ICS panel) – BACKUP

11. Remote radio set control (RRSC) – Perform test and set V/UHF1
frequency as required
12. Fire Protection System test (front overhead panel):
– FIRE/OVHT DET TEST switch – LOOP A OVHT and hold ACAWS
message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1A/2A FAIL
– NAC 1/2 OVERHEAT
– NAC 1/2 OVERHEAT FAIL
– APU FIRE
– APU LOOP A FAIL
– FIRE/OVHT DET TEST switch – LOOP B and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1B/2B FAIL
– APU FIRE
– APU LOOP B FAIL

NOTE
During the test, all the fire handles will be illuminated red,
the MASTER WARNING and MASTER CAUTION lights
will flash (no MASTER CAUTION light for LOOP B) and
the aural tone will be heard in the headsets and from the
flight deck speakers. When the test is ended the aural tone
and MASTER WARNING and MASTER CAUTION lights
will extinguish.

4-23
FAM.1C-27J-1

13. ECS/BLEED control panel:

– All pushbuttons (BLEED ENG pushbuttons pressed – Check lights unlit
and BLEED APU pushbutton released)

NOTE
Without any bleed source BLEED ENG 1 and/or ENG 2
FAULT light(s) may be lit.

14. APU control panel:

– APU start control switch – START (momentarily), then RUN
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when RPM
is greater than 50%
– AVAIL light illuminates green 3
seconds after RPM has reached 95%
– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will shut down au-
tomatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):
If “PA FAIL” Advisory message is displayed:

15. Circuit breaker ICS-CSU (D 3) on Overhead CB panel – Open and wait until “ICS FAIL”
Caution ACAWS message
is displayed
– Close and check that the following
ACAWS messages disappear:
– ICS FAIL
– OBS HIU FAIL
– AFT CGO HIU FAIL
– PA FAIL
16. Electrical control panel:
– APU generator voltage – Check (108 V thru 118 V)
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate
– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar extinguishes
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– DC EXT pushbutton – Release and check ON light
extinguishes
NOTE
DC external power equipment may be removed after the
APU generator is on-line.

17. DC external power supply – Disconnect

4-24
 FAM.1C-27J-1

18. Bleed Leak test:

– BLEED LEAK TEST pushbutton – Press and hold, check that following
(ECS/BLEED control panel) ACAWS messages are displayed as
long as test pushbutton is pressed:
– BLD LEAK DETECT IBIT
– FUSELAGE BLD AIR LEAK
– WING BLD AIR LEAK
19. ECS/BLEED control panel:
– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit

NOTE
If APU is not available as bleed source, engine starting can
be performed with external air source provided that AC ex-
ternal power is available (refer to "Starting Right Engine
with External Air" procedure).

20. GUST LOCK lever – OFF

21. OIL QUANTITY (HYD QTY) indicator – SYS 1 check MIN ½
– SYS 2 check MIN ¾
22. HYDRAULICS control panel:
– ACMP 2 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 1 indicator

CAUTION

To detect a dormant rudder failure ACMP 2 switch shall be

set to AUTO first. This sequence is to be followed because
if this dormant failure is associated to the loss of hydraulic
system 1 it will cause loss of rudder functionality.

23. BRAKE ACC (Hyd. triple pressure indicator) – Check pressure

(not less than 1000 psi)
24. COPILOT LIGHTING control panel:
– TEST switch – LAMP and hold (all annunciators
illuminate)
– TEST switch – DISP and hold (each digit of
digital all displays shows 8)
– Interior light controls – As required
25. EMER EXIT switch – ON, check all emergency portable
lights and EXIT sign lights illuminate,
then ARM
26. Transmission selector switch (BACKUP ICS panel) – NORM

4-25
FAM.1C-27J-1

27. CNI-MU (ICDU) panel (V/UHF radio):

– COMM TUNE hard-key – Press, check COMM TUNE
INDEX page and set V/UHF1
frequency as required
28. PRELIMINARY COCKPIT PREPARATION checklist – Complete

PRELIMINARY COCKPIT PREPARATION

(AC External Power Source available)

1. Before exterior inspection – Complete

2. Exterior inspection – Complete
3. Cargo compartment inspection – Complete
4. Log book – Checked
5. Load and balance sheet – Checked
6. Electrical control panel:
– BATT switch – ON
– Battery charge/discharge indicators – Arrows pointing away from the EMER
BATT and APU BATT illuminate
– EMER BATT voltage – Check (24 V thru 26 V)
– APU BATT voltage – Check (24 V thru 26 V)
– GEN 1, GEN 2 and APU pushbuttons – Check pressed and lights unlit
– TRU 1, TRU 2 and CHARGE pushbuttons – Check lights unlit
– TIE pushbuttons – Check pressed
– DC BUS 1 and DC BUS 2 OFF indicators – Check lit
– AC BUS 1 and AC BUS 2 OFF indicators – Check lit
7. Interphone (crew communication) – Check
8. AC external power supply – Connect
9. Electrical control panel:
– AVAIL light on AC EXT pushbutton – Check lit
– AC EXT pushbutton – ON
– AC EXT voltage – Check (108 V thru 118 V)
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate
– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar unlit
– DC BUS 1 and DC BUS 2 OFF indicators – Check extinguish
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– CHARGE pushbuttons – Check lights unlit
– Battery charge/discharge indicators – Arrows pointing towards the EMER
BATT and APU BATT illuminate

CAUTION

If on CMDU ACAWS advisory message "PROP DITU A

FAIL" or "PROP DITU B FAIL" is present, power down the
aircraft and restart.

4-26
 FAM.1C-27J-1

10. CNI-MU (ICDU) panel (V/UHF radio):

– COMM TUNE hard-key – Press, check COMM TUNE INDEX
page and set V/UHF1 frequency
as required
11. Fire Protection System test (front overhead panel):
– FIRE/OVHT DET TEST switch – LOOP A OVHT and hold ACAWS
message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1A/2A FAIL
– NAC 1/2 OVERHEAT
– NAC 1/2 OVERHEAT FAIL
– APU FIRE
– APU LOOP A FAIL
– FIRE/OVHT DET TEST switch – LOOP B and hold
ACAWS message displayed:
– FIRE DET LOOPS IBIT
– ENG 1/2 FIRE
– FIRE LOOP 1B/2B FAIL
– APU FIRE
– APU LOOP B FAIL

NOTE
During the test, all the fire handles will be illuminated red,
the MASTER WARNING and MASTER CAUTION lights
will flash (no MASTER CAUTION light for LOOP B) and
the aural tone will be heard in the headsets and from the
flight deck speakers. When the test is ended the aural tone
and MASTER WARNING and MASTER CAUTION lights
will extinguish.

12. ECS/BLEED control panel:

– All pushbuttons (BLEED ENG pushbuttons pressed – Check lights unlit
and BLEED APU pushbutton released)

NOTE
Without any bleed source BLEED ENG 1 and/or ENG 2
FAULT light(s) may be lit.

13. Bleed Leak test:

– BLEED LEAK TEST pushbutton – Press and hold, check that following
(ECS/BLEED control panel) ACAWS messages are displayed as
long as test pushbutton is pressed:
– BLD LEAK DETECT IBIT
– FUSELAGE BLD AIR LEAK
– WING BLD AIR LEAK

4-27
FAM.1C-27J-1

If prolonged operations without APU are required do not perform

steps 14. thru 17.
The APU start can be delayed until after Avionic Start Up has
been performed (refer to “Starting APU (APU not running)” pro-
cedure).

14. APU control panel:

– APU start control switch – START (momentarily), then RUN
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when RPM
is greater than 50%
– AVAIL light illuminates green 3
seconds after RPM has reached 95%
– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will shut down au-
tomatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):

15. Electrical control panel:

– APU generator voltage – Check (108 V thru 118 V)
– AC EXT pushbutton – Release and check ON light
extinguishes
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars remain lit

NOTE
AC external power equipment may be removed after the
APU generator is on-line.

16. AC external power supply – Disconnect

17. ECS/BLEED control panel:
– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit
18. GUST LOCK lever – OFF
19. OIL QUANTITY (HYD QTY) indicator – SYS 1 check MIN ½
– SYS 2 check MIN ¾
20. HYDRAULICS control panel:
– ACMP 2 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 1 indicator

4-28
 FAM.1C-27J-1

Figure 4-4 Danger areas

4-29
FAM.1C-27J-1

CAUTION

To detect a dormant rudder failure ACMP 2 switch shall be

set to AUTO first. This sequence is to be followed because
if this dormant failure is associated to the loss of hydraulic
system 1 it will cause loss of rudder functionality.

21. BRAKE ACC (Hyd. triple pressure indicator) – Check pressure

(not less than 1000 psi)
22. COPILOT LIGHTING control panel:
– TEST switch – LAMP and hold (all annunciators
illuminate)
– TEST switch – DISP and hold (each digit of
digital all displays shows 8)
– Interior light controls – As required
23. EMER EXIT switch – ON, check all emergency portable
lights and EXIT sign lights illuminate,
then ARM
24. PRELIMINARY COCKPIT PREPARATION checklist – Complete

AVIONIC START UP
CNI Power Up

1. CNI-MU (ICDU) panel:

– INDX hard-key – Press, check INDEX 1/2 page
– POWER UP soft-key – Press, check POWER UP page
– MSTR AV ON soft-key – Press, check transition from large
to small font
– DATE soft-key – Enter date via the scratch pad
– “2L” Database valid dates – Verify database is valid for current
date
– TIME soft-key – Enter Time via the scratch pad
If GPS alignment is used:

– GPS/LAST/REF soft-key – Press until GPS is highlighted

– Current GPS position and FOM – Displayed on both CNI-MU (ICDU)
– FOM on both CNI-MU (ICDU) – Wait until FOM 3 are displayed
– AUTONAV soft-key – Press
If LAST alignment is used:

– GPS/LAST/REF soft-key – Press until LAST is highlighted

– AUTONAV soft-key – Press
If REF alignment is used:

– GPS/LAST/REF soft-key – Press until REF is highlighted

– Local Latitude and Longitude or – Enter via the scratch pad and
relevant IDENT press "4L" soft-key
– "4L" soft-key – Check for correct local
Latitude/Longitude
– AUTONAV soft-key – Press

4-30
 FAM.1C-27J-1

NOTE
If LAST/REF alignment is used and GPS FOM is greater
than 3, deselect "GPS" as sensor on INAV CTRL SEN-
SORS page 2/3.
Re-selection of "GPS" is possible only after FOM is steadi-
ly below 3.

If EGI alignment monitoring is required:

2. CNI-MU (ICDU) panel (INS alignment):

– NAV CTRL hard-key – Press, check INAV1 (2) CTRL SOLN
1/3 page
– NEXT PAGE hard-key – Press until INAV1 (2) CTRL INDX 3/3
page is displayed
– INS1 soft-key – Press, check INS1 (2) STATUS 1/2
page
– ALIGN soft-key – Press, check INS1 (2) ALIGN page

For full alignment completion make sure the aircraft symbol is

shown in the NAV-radar display format on CMDU No. 2 and 4.

3. CMDUs and combined standby flight instrument – Check formats and selections
4. SAMUs – Set (as required)
5. CNRP – Set (as required)
6. CNI-MU (ICDU) panel (IFF, TCAS II):
– IFF hard-key – Press, check IFF 1/3 page
– POWER soft-key – Press, check ON highlighted
– STBY/ON soft-key – Press, check ON highlighted
– MODE S soft-key – Press, check ON highlighted
– CODE soft-key – Press, check or digity (if required) the
relevant Mode S Octal code on the
scratch pad (see Code Table on
FAM.1C-27J-1CL-1)
– MODE C soft-key – Press, check ON highlighted
– MODE 3 soft-key – Press, check ON highlighted
– TCAS soft-key – As required press, check ON
highlighted
– MODE TEST soft-key – Press to perform TCAS II and
Transponder self-test
– Other modes – As required
– STBY/ON soft-key – Press, check STBY highlighted
7. Maintenance RMM card on DS-DTU – Check installed
8. Flight Plan – Load (if required)
9. ACAWS messages – Check
10. AVIONIC START UP checklist – Complete

4-31
FAM.1C-27J-1

STARTING APU (If APU is not running)

1. APU start up clearance – Request by V/UHF1

2. APU control panel:
– APU start control switch – START (momentarily), then RUN
– APU start availability indicator – START light illuminates green when
RPM is between 0% and 50%
– START light extinguishes when RPM
is greater than 50%
– AVAIL light illuminates green 3
seconds after RPM has reached 95%
– EGT °C digital display – Check < 927 °C

NOTE
If temperature exceeds 927 °C the APU will shut down au-
tomatically on ground only.

– RPM % digital display – Check 100%

When the APU is "ready-to-load" (AVAIL light lit):

3. Electrical control panel:

– APU generator voltage – Check (108 V thru 118 V)

If AC External Power source is used:

– AC EXT pushbutton – Release and check ON light

extinguishes
– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars remain lit

If DC External Power source is used:

– AC Bus 1 and Bus 2 TIE pushbuttons – Check flow bars illuminate

– AC BUS 1 and AC BUS 2 OFF indicators – Check extinguish
– DC Bus TIE pushbutton – Check flow bar extinguishes
– TRU 1 and TRU 2 voltage – Check (22 V thru 29 V)
– DC EXT pushbutton – Release and check ON light
extinguishes

NOTE
External power equipment may be removed after the APU
generator is on-line.

4. External power supply – Disconnect

If APU bleed source is required:

5. ECS/BLEED control panel:

– BLEED APU pushbutton – ON
– BLEED ENG 1 and ENG 2 pushbuttons – Check FAULT lights unlit

4-32
 FAM.1C-27J-1

6. HYDRAULICS control panel:

– ACMP 2 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 2 indicator
– ACMP 1 switch – AUTO (guard down) and check
pressure (3000 psi) on HYD
SYS 1 indicator
7. STARTING APU checklist – Complete

CHECK WITH ELECTRICAL POWER ON

1. BATT switch – ON, check (24 V ÷ 26 V)

2. Transmission selector switch (BACKUP ICS) – Check

3. BAIL OUT switch – Checked

4. ICS control panels (forward and aft cargo) side – Checked

5. AC external power supply – Connected

6. Electrical control panel (AC EXT pushbutton) – Checked ON

7. Fire propection system – Tested

8. ECS/BLEED control panel (Eng-IN / APU-OUT) – Set

9. Bleed leak – Tested

10. Smoke detectors – Tested

11. PRESSURIZATION control panel – Tested

12. ANTISKID control panel – Tested / OFF

13. Lighting LAMP and DISP control panel – Tested

14. EMER EXIT lights – ON Checked

15. GUST LOCK lever – OFF

16. Hydraulics ACMP 2 - 1 switch – AUTO (guard down)

17. HYD triple pressure & QTY indicators – Checked

18. FLAPS – Checked

19. LIFT DUMPER – Checked

20. STEERING – Checked

21. Trim (Rudder, Aileron and Pitch) normal & emergency – Checked

22. SPOILER emergency – Checked

23. Ramp and cargo door – Checked

24. Hydraulics ACMP 1 - 2 switch – OFF

25. Cargo compartment lighting – Checked

26. Retrieval winch (as required) – Checked

27. Cargo winch (as required) – Checked

4-33
FAM.1C-27J-1

28. CNI-MUs (ICDU):

– POWER UP page – Initialized
– Enter DATE
– Master Avionic ON
– Autonav press
– PERF Weight page initilized
29. Maintenance page (SAMU):
– NIU – Reset
30. FADEC switch – RESET then NORM

BEFORE LOADING

1. Load planning – Completed

2. Anti-tilting jack – Installed as required
3. Ramp and cargo door – Positioned as required
4. Manifest – Checked

NOTE
Check manifest against cargo and for items that require
special handling.

5. Cargo inspection – Completed

NOTE
Check general condition of cargo, for dangerous materials,
and for contaminated items.

LOADING
Refer to "Cargo Loading and Off-loading Manual -9" for loading
instructions for various types of mission.

AFTER LOADING

1. Ramp and cargo door – Closed and latched, checked

2. Anti-tilting jack – Stowed
3. Loose equipment – Stowed, secured
4. Cargo – Check for fumes or leaks
5. Load restraint – Checked
6. Ramp slides – Set (as necessary)

WARNING

When passenger seats are located on the ramp, one of

the ramp slide must be positioned out of the airdrop
sequence position.

4-34
 FAM.1C-27J-1

7. EMER AND PARK BRAKE handle – Pull and rotate

8. Passenger/Cargo manifest – Checked
9. Weight and Balance Form – Completed
10. Passenger briefing – Accomplished

FLIGHT COMPARTMENT

1. Headset and cable – Ready

2. Oxygen – Set
3. FLIGHT COMPARTMENT checklist – ”Complete” CP,LM

BEFORE STARTING ENGINES

1. Portable fire extinguisher (if available) – Positioned outside a wingtip

2. Wheel chocks – ”Chocks removed” LM/GC
3. Crew entrance door – As required LM/CP

NOTE
• Starting with a Ground Crew the crew en-
trance door must be closed.

• If a Loadmaster is a Ground Crew the crew

entrance door is open.

4. Ramp and cargo door – ”Closed” LM

5. BEFORE STARTING ENGINES checklist – ”Complete” CP,LM

STARTING ENGINES

WARNING

Before starting the engines, the Ground Crew

or Loadmaster must be in position to see both
the propeller and the tail pipe during the start
and to visually advise the pilot of any anomaly
in case the interphone becomes unservice-
able.
For Engine 2, this position shall be outboard
and forward of the engine.
For Engine 1, if the Loadmaster is the “Ground
Crew”, his position shall be inside the crew
entrance door; from this safe position he can
communicate directly with the pilot in case of
interphone failure.

1. Clear Engine 2 – ”Engine 2 Clear” LM/GC

2. Clear Engine 1 – ”Engine 1 Clear” LM/GC

4-35
FAM.1C-27J-1

If starting clearance is given by Loadmaster:

3. Crew entrance door – “Closed” LM

4. Taxi area – Clear

CAUTION

Ensure that surrounding area is clear of obstruc-

tions prior to entering the aircraft.

5. STARTING ENGINES checklist – ”Complete” CP,LM

BEFORE TAXI

1. Crew aboard; doors and overhead escape – Closed, checked, lights out
hatches
2. Stowaway check – Complete
a. Physically inspect all accessible interior
areas, i.e., flight compartment, cargo
compartment, and the cargo ramp and door
area to ensure that no unauthorized persons
are aboard.
Seats and seats belts and shoulder
harnesses for passengers fastened.
3. BEFORE TAXI checklist – ”Complete” CP,LM

TAXI

1. Observe lower side of wings and engine

nacelles for leaks, etc.
2. Inform pilot of cargo compartment temperature
changes when necessary
3. TAXI checklist – ”Complete” CP,LM

BEFORE TAKE-OFF

1. Interior and exterior scan – Complete

– Flaps position – Checked

NOTE
When checking the flaps, either on the ground or
in flight, the outboard and inboard flap section on
both sides of the aircraft will be checked through
the windows.

2. Cabin and load restraint – Secured

3. Windows and door hatches – Closed
4. BEFORE TAKE-OFF checklist – ”Complete” CP,LM

4-36
 FAM.1C-27J-1

LINE UP

1. Doors – Closed
2. Safety belt – Fastened
3. LINE UP checklist – ”Complete” CP,LM

AFTER TAKE-OFF/CLIMB

1. Flaps – Check flaps full up

2. Wings and nacelles – Scanned
3. SAMU panel (pilot/copilot):
– OIL COOLER FLAPS (both engines) – Check flap position 0% (close)

If only one or both Oil Cooler Flaps are in open position:

– OIL COOLER FLAPS – MAN, CLOSE - 0% then

AUTO (affected engine)
4. Cabin and cargo – Secured
5. Passengers – Briefed, as required
6. AFTER TAKE-OFF checklist – ”Complete” CP,LM

CRUISE

1. Periodically scan wing and engine nacelles and

report any abnormalities to the pilot
2. Periodically perform a complete check of the
cargo compartment for leaks, cargo restraint
and passenger comfort
3. Passengers – Briefed, as required
4. CRUISE checklist – ”Complete” CP, LM

DESCENT

1. Passengers – Briefed, as required

2. Cabin and cargo – Secured
3. Ramp position slides – Set as necessary
4. Toilet door – Secured
5. All loose items – Secured
6. DESCENT checklist – ”Complete” CP,LM

4-37
FAM.1C-27J-1

BEFORE LANDING

1. Safety belt – Fastened

WARNING

Remain seated until complete stop of the air-

craft.

2. BEFORE LANDING checklist – ”Complete” CP,LM

ENGINE SHUTDOWN

1. Oxygen – OFF

WARNING

Make sure propeller of Engine 1 is stationary

before exit from aircraft.

2. Exit clearance – Door opened on command

of pilot
3. Wheel chocks – ”Chocks in place” LM/GC
4. External Power Source – Connected, as required
5. ENGINE SHUTDOWN checklist – ”Complete” CP,LM

OFF-LOADING

1. Ramp and cargo door – As required

2. Off-loading of passengers – Completed
3. Off-loading of cargo and baggage – Completed

NOTE
Refer to applicable ”Cargo Loading and Off-load-
ing Manual -9” for cargo off-loading.

BEFORE LEAVING THE AIRCRAFT

1. Cargo compartment – Cleaned

2. Ramp and cargo door – Closed
3. Equipment – Checked, secured
4. Aircraft log book – Discrepancies entered
5. BEFORE LEAVING THE AIRCRAFT checklist – ”Complete” CP,LM

4-38
 FAM.1C-27J-1

PASSENGERS BRIEFING materials are secure, before boarding. Troops

and/or passengers are responsible for the re-
CHECKLIST moval, after flight, of all ammunitions or explo-
sives from the aircraft. The load master and/or
When the aircraft is operated for transport of passen- the troop commander shall check the cargo
gers, briefing must be held before and during the flight compartment after the troops have left the air-
as necessary. This is normally done by the pilot, but craft.
he can delegate this duty to other crew members. The
c. Electronic devices.
briefing is normally divided into three parts: before
departure - over water flight (when applicable) - The use of transistor radio sets, electric battery
arrival. shavers or other personal or professional elec-
The briefing will cover the following subjects: tronic devices is prohibited.
d. Lighters.
Before departure
Due to fire risk, methane, propane or "see
1. Crew introduction. through" lighters are not permitted onboard.
2. Flight destination. e. Narcotics.
3. Estimated flight time. Narcotics, marijuana and other dangerous
drugs are not permitted onboard without spe-
4. Flight level and cabin altitude.
cific authorization.
5. Weather conditions enroute.
10. Opening of doors during flight.
6. Seats and safety belts operation.
• Either in flight or on ground, doors may be
• All passengers must be accommodated on opened by an authorized crew member only.
seats equipped with safety belts.
11. Emergency procedures.
7. Movement inside the aircraft.
a. Signals.
• Passengers must be instructed to remain seat-
1. Bailout:
ed, with safety belts fastened, during taxi, take-
3 short rings on alarm bell for preparation;
off, landing and any time this order is given by
1 long ring on the alarm bell for bailout.
the pilot or other crew member.
2. Emergency landing or ditching:
8. Permission to smoke.
6 short rings on the alarm bell for prepara-
• Permission to smoke will be given by the pilot tion; 1 long ring on the alarm bell immedi-
(or by the troop commander or by the load ately before touchdown.
master as applicable at his own discretion).
3. Emergency landing immediately after take
Smoking is not permitted during take-off, ap-
off:
proach and landing. In no case it is permitted
1 long ring on the alarm bell.
to smoke on the ground at a distance of less
than 50 ft from the aircraft. 4. Whenever allowed by time and circum-
stances, passengers will be informed of
9. Dangerous or restricted materials.
any emergency condition.
a. Dangerous materials.
b. Use of parachutes.
Explosive, flammable, corrosive materials or
• When applicable, instruction will be given on
materials producing toxic, or irritating smoke
the way the parachute can be donned and
emission are not permitted onboard without
used.
specific authorization.
c. Bailout (when applicable).
b. Explosives and ammunition.
1. Alarm bell rings: 3 short, followed by 1
When transporting troops and/or passengers
long.
having materials such as explosives or ammu-
nitions, the pilot and troop commander (if appli- 2. Exits: loading ramp and paratroop doors.
cable) shall verify that all above mentioned

4-39
FAM.1C-27J-1

3. Don exposure suits, boots and heavy Arrival

clothes.
The briefing, as indicated in Section II, paragraph
d. Emergency landing. DESCENT, will include following subjects:
1. Alarm bell signals: 6 short, followed by 1 1. Flight destination.
long, only 1 long, if immediately after take-
off. 2. Estimated time of arrival.

2. Remain seated until the aircraft has come 3. Use of seat belts.
to a complete stop. 4. No smoking.
3. Exits: crew entrance door, ramp, paratroop 5. Leaving the aircraft.
doors and upper doors (hatches).
• Passengers shall remain seated with seat
4. Indicate axe locations. belts fastened until an authorized crew mem-
5. Leave the aircraft quickly and calmly: tak- ber gives the order to leave the aircraft.
ing survival kits and heavy clothes. 6. Instructions regarding ground transport on arrival.
e. Depressurization. 7. Estimated departure time from an intermediate
1. In case of aircraft depressurization, due to stopover (if applicable).
an unlatched door, or fire inside the fuse-
lage, smoke, vapor or any other reason, re- Information to passengers
main seated with seat belt fastened and
observe nearest passengers for sickness The following information will be given to passengers
or fainting. during the flight:

2. Fire inside the fuselage, smoke or vapor. 1. Exit location (in flight - on ground - at sea).
Leave the affected zone, sit down and fas-
2. Emergency alarm bell signals.
ten seat belts. Do not use fire extinguisher
if not expressly ordered. Observe nearest 3. Emergency equipment locations (first aid kit, ax-
passengers for sickness or fainting. es, emergency radio and life rafts).
4. Position to be maintained during emergency land-
Overwater flight (when applicable) ing or ditching.
1. Use of survival equipment on the sea. 5. No smoking advise and related instructions.
2. Parachute release after ditching.
3. Ditching.
a. Alarm bell signals: 6 short, followed by 1 long.
b. Remain seated until the aircraft has come to a
complete stop. There may be two separate
touchdowns.
c. Leave aircraft through upper hatches.
d. Inflate life vest and sit down in the assigned
space on the life rafts, pulled out from their
compartments in the wings.
4. Demonstrate wearing of life vest and inflation pro-
cedures. Assign places on the life rafts.
5. Indicate life raft locations and corresponding con-
trol handles, axes and emergency radio set.
6. Where to assemble after leaving the aircraft.

4-40
 FAM.1C-27J-1

Section V

OPERATING LIMITATIONS

Contents page MINIMUM CREW REQUIREMENT

INTRODUCTION ................................................. 5-1
MINIMUM CREW REQUIREMENT ..................... 5-1 The minimum required crew necessary to fly the air-
INSTRUMENT INDICATIONS ............................. 5-1 craft is composed of pilot and copilot.
DEFINITIONS ...................................................... 5-5 Additional crew members may be added depending
ENVIRONMENTAL CONDITIONS ....................... 5-6 on expected operating mission.
ENGINE AND PROPELLER LIMITATIONS ........ 5-6
APU LIMITATIONS ............................................ 5-10
FUEL SYSTEM LIMITATIONS .......................... 5-10
OIL SYSTEM LIMITATIONS .............................. 5-12 INSTRUMENT INDICATIONS
AIRSPEED AND ALTITUDE LIMITATIONS ...... 5-12
CENTER OF GRAVITY LIMITATIONS .............. 5-14 The instrument indications contained in this section
WIND LIMUTATIONS ........................................ 5-14 are referred to flight compartment displayed indica-
WEIGHT LIMITATIONS ..................................... 5-16 tions.
MANEUVER LIMITATIONS ............................... 5-16
GROUND OPERATIONS .................................. 5-17
TIRE OPERATING LIMITATIONS ..................... 5-17 ENGINE INSTRUMENT INDICATIONS
AIRCRAFT-AIRFIELD COMPATIBILITY ........... 5-17
BRAKES OPERATING LIMITS .......................... 5-22 Each engine instrument has a white/green (normal),
PARATROOP AIRDROP LIMITS ...................... 5-23 yellow (precautionary), and red (maximum) range of
AIRDROP LIMITS .............................................. 5-23 operation as indicated by the colored arcs and colored
APPROACH AND LANDING ............................. 5-24 digital readouts.
FLIGHT CONTROL LIMITATIONS .................... 5-24
HYDRAULIC SYSTEM LIMITATIONS ............... 5-24 Maximum Limits Red Radial Line and
FIRE PROTECTION SYSTEM LIMITATIONS ... 5-24 Arc/Boxed Digital Readout
AVIONIC SYSTEM LIMITATIONS ..................... 5-24
Precautionary Range Yellow Radial Line and
ELECTROMAGNETIC COMPATIBILITY ........... 5-28
Arc/Boxed Digital Readout
FUEL ASYMMETRY LIMITATIONS .................. 5-28
Normal Operating Green Arc/White Digital
Range Readout

INTRODUCTION
The engine instrument colors do not directly corre-
spond to ACAWS colors associated with Advisories,
This section contains aircraft operating limitations. Cautions, and Warnings.
Following limitations have been completely tested in The ACAWS and maintenance log messages are pro-
flight and allow a satisfactory aircraft operation and vided based on the need for crew and/or maintenance
controllability in the whole flight envelope. to be aware of a condition or take action.
As an example, when some instruments operate in
the yellow range, the condition is only of interest to
maintenance. Therefore, the condition will be
recorded in the maintenance log and no ACAWS mes-
sage will be provided.

5-1
FAM.1C-27J-1

Similarly, when most instruments enter the red range, The following engine instrument indications are dis-
an ACAWS “CAUTION” is provided to indicate crew played on the Engine Status and ACAWS (ESA) for-
action required, but when the engine MGT enters the mat of the selected CMDU:
red range, an ACAWS “WARNING” is provided indi-
cating immediate pilot action is required.

O Horsepower (HP)

Red Radial/Digital Readout 4780 to 4840 HP for more than 5 seconds or greater than
4860

Yellow Digital Readout 4780 to 4840 HP (less than 5 seconds) or greater than max-
imum continuous horsepower schedule + 74 HP for 5 min-
utes or more

Green Arc/White Digital Readout -1500 to 4760 HP or maximum continuous horsepower

schedule + 74 HP for less than 5 minutes

O Measured Gas Temperature (MGT)

Red Radial/Arc/Digital Readout Greater than 852 °C

Yellow Radial/Arc/Digital Readout 834 to 852 °C

Green Arc/White Digital Readout - 75 to 833 °C

O Gas Generator Speed (NG)

(100% = 15265 RPM)

Red Radial/Arc/Digital Readout 103% or greater

Yellow Radial/Arc/Digital Readout 102%

Green Arc/White Digital Readout 0 to 101%

O Power Turbine Speed (NP)

(100% = 14267 turbine RPM and 1020.7 propeller RPM)

Red Digital Readout 106% and greater

Yellow Digital Readout Zero to 70 (except during start), or 76 to 98, or 102 to 105%

White Digital Readout 71 to 75, or 99 to 101%

NOTE
In Hotel mode indication will show yellow; how-
ever, NPs between 20 and 30% are acceptable.
O Gearbox Oil Pressure (G PSI)

(HOTEL MODE, 20 to 30% RPM NP)

Red Digital Readout Less than 15 PSI, or 250 PSI or greater when oil temp is
60 °C or greater

Yellow Digital Readout 210 to 249 PSI when oil temp is 60 °C or greater

White Digital Readout 15 PSI to 209 PSI

5-2
 FAM.1C-27J-1

(LOW SPEED GROUND IDLE, 71 to 75% RPM NP)

Red Digital Readout Less than 110 PSI, 250 PSI or greater when oil temp is
60 °C or greater, or pressure sensor fault and pressure
switch indicates low

Yellow Digital Readout 210 to 249 PSI when oil temp is 60 °C or greater

White Digital Readout 110 to 209 PSI

(GROUND IDLE/FLIGHT)

Red Digital Readout Less than 110 PSI, 250 PSI or greater when oil temp is
60 °C or greater, or pressure sensor fault and pressure
switch indicates low

Yellow Digital Readout 110 to 169 PSI or 210 to 249 PSI when oil temp is 60 °C or
greater

White Digital Readout 170 to 209 PSI

O Engine Oil Pressure (EPSI)

Red Digital Readout Less than 35 PSI, 100 PSI or greater when oil temp is
greater than 60 °C, or pressure sensor fault and pressure
switch indicates low

Yellow Digital Readout 35 to 39 PSI, above 90 PSI when oil temp is greater than
60 °C

White Digital Readout 40 to 90 PSI

NOTE
The low pressure yellow and red indications are
not active during startup.
O Oil Temperature (TEMP)

Red Digital Readout 86 to 93 °C for 5 minutes or more, or greater than 93 °C

Yellow Digital Readout Less than 0 °C at HP other than ground idle, or less than
45 °C at HP greater than 1000 HP, or 45 to 59 °C at HP
greater than 1000 HP for greater than 5 minutes, or 86 to
93 °C for less than 5 minutes

White Digital Readout Less than 0 °C with HP at ground idle, less than 45 °C with
HP at 1000 or less, or 45 to 59 °C at HP greater than 1000
HP for less than 5 minutes, or 60 to 85 °C

O Oil Quantity (QTY)

Yellow Digital Readout Less than 1.06 gallons

White Digital Readout 1.06 or more gallons

INSTRUMENT MARKINGS
For instrument markings refer to Figure 5-1.

5-3
FAM.1C-27J-1

Figure 5-1 Instrument markings

5-4
 FAM.1C-27J-1

DEFINITIONS FINE TRACKING

Intended as all the fine control activities which leads to

GENTLE COURSE CHANGING MANEUVERS high gain control in the attempt to maintain a precise
tasks or an exact sight line.
Intended as pitch, roll and pedal control application in In this category are included: Precise Landing, Fine
a progressive, non-aggressive manner within a load Bank Control, Tight Flight Formation, Nose pointing.
factor range of about 0.7-1.5 as: pitch control to
change flight path in vertical plane, pitch and roll appli-
cation for turn-entry/turn-exit, sufficient pedal applica- TAXI, TAKE-OFF (T/O FLAP)
tion to coordinate any gentle maneuver. All the operation on the ground performed to reach the
in-flight condition through taxi, take-off run, rotation,
ROLL AND BANK TO BANK ROLL lift-off and climb following the take-off procedures
defined in the FAM.1C-27J-1-1 "Performance Data
Intended as partial roll or bank to bank maneuver Manual".
applied in a non-aggressive manner to achieve a
maximum bank angle of +/- 60 deg.
LANDING

RAPID ROLL AND AGGRESSIVE BANK TO BANK All the operation performed to arrest the aircraft on the
MANEUVER ground from in-flight condition through approach,
flare, touch down, landing run, brake maneuver and
Intended as aggressive application of wheel deflection taxi back.
in roll or bank to bank maneuver in an aggressive Normal landing must be performed in flaps 2 or FULL.
manner to achieve a steady state loaded condition, to However emergency landing can be performed with
change turn direction or to return in wing level condi- other flap setting considering the appropriate stall
tion. speed reference.

DYNAMIC AND STEADY HEADING UP TO FULL STALL APPROACH

PEDAL APPLICATION
Intended as speed reduction and AoA increase
Intended as gentle, non-aggressive and aggressive beyond the point of stick shaker activation. This condi-
application of pedal up to full deflection. tion can be achieved with a slow down maneuver with
nominal deceleration rate of 1.0 Kts/sec.
STEADY HEADING UP TO FULL ALLOWED PEDAL
APPLICATION ONE G STALL

Intended as gentle, non-aggressive application of Achievement of the Clmax following the stall approach
pedal up to allowed deflection defined by load pur- in nearly symmetric flight with prompt pitch control
poses. release and stall recovery at the g-break or roll off.

LARGE PITCH STICK APPLICATION

ACCELERATED STALL
Intended as application of stick deflection up to full
stick or AoA/Nz limitation. Achievement of the Stall from a banked turn under
steady load factor reducing the speed or increasing
These maneuvers can be: pull up, push over, roller
progressively the load factor at constant speed.
coster, wind up turn.
Prompt stall recovery releasing the stick and relevel-
ling the wing at g-break or roll off.
PARTIAL PITCH STICK APPLICATION

Intended as application of stick deflection up to the SUSTAINED STALL

AoA/Nz limitation.
This maneuvers can be: pull up, push over, roller The "Sustained Stall" is the flight condition reached
coster, wind up turn. with the achievement of Stall conditions without a
pitch control release.

5-5
FAM.1C-27J-1

WING CONFIGURATION NOTE

Wing configurations are defined by the flap deflections All engine and propeller limitations shown
as indicated in the table below: in Figure 5-2 are flight station indicated
limits and not maintenance manual limits.
Inside = 0.0° /
UP 0% Cruise
Outside = 0.0°
MEASURED GAS TEMPERATURE (MGT) LIMITS
Inside = 5.0° /
1 25% Take-off MGT Limits During Engine Start
Outside = 11.25°
Take-off / MGT Temp. Time Limit Action
Inside = 10.0° /
2 50% Airdrop /
Outside = 22.50° 807 - 850 °C 3 seconds or less No maintenance
Approach
Paratroop / Inside = 15.0° / More than 3 Maintenance
3 75% 807 - 850 °C
Airdrop Outside = 33.75° seconds required
Note time and Maintenance
Inside = 20.0° / > 851 °C
FULL 100% Land temperature required
Outside = 45.00°

MGT Limits During Engine Operation

ENVIRONMENTAL CONDITIONS MGT Temp. Time Limit Action

833 - 852 °C No time limit No maintenance

AMBIENT CONDITIONS Note time and Maintenance
> 852 °C
temperature required
The aircraft is cleared to operate within the following
conditions:

Take-off and Landing ENGINE STARTER LIMITS

Airport Pressure ≤ 8500 ft Starter duty cycle: 70 seconds on, 60 seconds off
Altitude for 5 cycles, then 20 minute
cooling time is required.
Outside Ambient -55 °C ≤ OAT ≤ ISA +35 °C
Temperature
ENGINE AIRSTART LIMITS

IN FLIGHT Refer to Figure 5-3 for engine airstart limits.

If the starter is inoperative or bleed air is not available
Maximum OAT ISA +35 °C and the propeller is feathered, the windmilling relight
Minimum OAT -55 °C is possible only at high speed to obtain a minimum
NG of 15% (28% maximum).

PROPELLER LIMITS FOR FLT IDLE - HIGH

ENGINE AND PROPELLER SPEED GND IDLE TRANSITION
LIMITATIONS Maximum speed for transitioning the power levers
from FLT IDLE to High Speed GND IDLE during a
The engine is limited to 5 minutes at TAKE OFF power ground roll (landing or take-off abort) is 135 KIAS.
as indicated by a countdown timer under the CMDU In emergency operation the transitioning speed may
horsepower (HP) display. be performed up to 140 KIAS.
Operating time limits, allowable MGT, NG, and NP
ranges, oil temperature, and oil pressure are as
shown in Figure 5-2.

5-6
 FAM.1C-27J-1

F1 AE2100D2 F1 F2 AE2100D2A F2 ENGINE

AND R391 PROPELLER LIMITATIONS
ENGINE AND PROPELLER OPERATING LIMITS

OIL PRESSURE PSIG OIL TEMP

MGT NG NP
CONDITION PLA PROP °C
°C %RPM %RPM ENGINE
GEAR BOX (ENGINE)

GND IDLE
START (8) < 807 (1) > 72 N/A (2) (14) (3) (4) (12)
FI - 55°

GROUND
OPERATIONS
FEATHERED LSGI (13) < 833 (5) ≥ 72 20 - 30 ≥ 15

UNFEATHERED LSGI GND IDLE < 833 (5) ≥ 72 71 - 75 (6) 110 - 210 40 - 90 60 - 85 (7)

UNFEATHERED HSGI < 833 (5) ≥ 72 99 (6) 170 - 210

MAXIMUM REVERSE
MAX REV < 833 < 102 101 170 - 210 40 - 90 60 - 85
(on GND only)

TAKE OFF
NORMAL TAKE OFF ≤ 852 (9) < 102 99 - 101 170 - 210 40 - 90 60 - 85

FLIGHT
MAX CONTINUOUS MAX CONT
< 833 (15) < 102 99 - 101 (11) 170 - 210 40 - 90 60 - 85 (10)
IDLE FLT IDLE

NOTE
(1) Starting (start sequence, below 65% NG) MGT (8) Engine life cycle is defined as any engine start to an
> 807 °C for a maximum of 3 seconds is permitted. idle condition. Airworthiness Regulations require
Refer to table “MGT limits during engine start” operators to record all engine cycles.
(2) An indication of increasing oil pressure must be not- (9) If MGT exceeds 852 °C perform EMERGENCY EN-
ed within 15 seconds of propeller rotation. GINE SHUTDOWN procedure (refer to Section III).
(3) An indication of increasing oil pressure must be not- (10) If engine oil temperature exceeds 93 °C engine
ed within 15 seconds of gas generator rotation. shutdown is recommended, maintenance is re-
quired.
(4) Engine starts are prohibited when engine oil tem-
perature is -40 °C or below with MIL-L-23699 oil. (11) Transient operations up to 112% propeller RPM
during transition from FLT IDLE to GND IDLE is ac-
(5) Ground operation MGT reference temperature is
ceptable.
below 600 °C (not a limitation).
(12) Blade angle changes when the engine is not oper-
(6) Avoid stabilized operation between 52-68 and 76-
ating should not be accomplished when the oil tem-
85% propeller RPM (turbine shaft and propeller crit-
perature is less than -40 °C.
ical speed range).
(13) Hotel mode.
(7) Engine power is limited to ground idle when oil tem-
perature is less than 0 °C, and to 1000 HP when en- (14) If the engines are cold, gearbox oil pressure above
gine oil temperature is less than 45 °C during 250 PSI is allowed until the engines oil tempera-
ground operation. tures are above 45 °C.
(15) Refer to table “MGT limits during engine operation”
(page 5-6).

Figure 5-2

5-7
FAM.1C-27J-1

Figure 5-3 In flight engine starting envelope

5-8
 FAM.1C-27J-1

PROPELLER AUX PUMP OPERATING LIMITS If additional time is required, the engine
may be restarted prior to the 5 hours time
limit and be operated for a minimum of 20
Operating Time Required Cool Off Time minutes prior to the subsequent shutdown.

30 SECONDS 5 MINUTES (2) If the 2 hours time limit is exceeded, do

not attempt engine restart.
1 MINUTE 10 MINUTES The engine must be started prior to the 2
2 MINUTES 20 MINUTES hours time limit and operated at idle power
for at least 5 minutes to scavenge the
3 MINUTES 30 MINUTES pumps.

Static propeller feathering is limited to two cycles. A (3) If the 5 minutes time period is exceeded,
cycle is counted each time the aux feather pump is engine damage may result. In this case,
used to drive the propeller from feather to reverse to do not attempt engine restart as the po-
feather. Feathering is limited to four commands. A tential for engine fire exists.
feather command is counted each time the FIRE han- The engine must be started prior to the 5
dle is pulled or the PROPELLER CONTROL switch is minutes time limit and operated at idle pow-
placed to FEATHER. er for at least 5 minutes to scavenge the
pumps. This time to scavenge the pumps is
not required if NP decreased below 3%
BETA RANGE LIMITATIONS within 30 seconds after engine shutdown.
Selection of Beta mode in flight is prohibited.
(4) If propeller rotation above 3% is needed to
obtain hydraulic power (about 4%), the pro-
WARNING peller may rotate from 3% to 20% RPM NP
for longer than 5 minutes with no risk of fire
as long as no attempt is made to restart the
Positioning a power lever below the engine.
FLT IDLE position while airborne is
prohibited. This can result in propeller NOTE
overspeed with damage to compo- If the propeller does not reach or stay in
nents, loss of electrical generators, the full feather position and controlling oil
and high drag levels. Loss of the air- pressure is not available, the propeller
craft can occur. counterweights will stabilize the blade an-
gle at approximately 66 degrees. The pro-
peller will windmill on the counter-weights
WINDMILLING/FEATHER PROPELLER
at up to 40% NP depending on airspeed.
LIMITATIONS
The windmilling/feather propeller limitations are sum-
marized in the table below: CAUTION

Windmilling/Feather Propeller Limits

Do not select FTHR using the PROPEL-
NP = 0% 0% < NP ≤ 3% 3% < NP ≤ 100% LER CTRL switch with the engine operat-
5 hours 2 hours 5 minutes ing at any power setting other than LSGI.
Do not select UNFTHR with the engine
(1) (2) (3) (4) operating at any power setting. Engine
damage may result.
NOTE

(1) If the 5 hours time period is exceeded,

engine damage may result. In this case,
do not attempt engine restart as the po-
tential for engine fire exists.

5-9
FAM.1C-27J-1

PROPELLER BLADE STRAIN RESTRICTIONS NORMAL OPERATION

The maximum crosswind and tailwind restrictions for The APU operating limitations are as follows:
static ground runs are as follows:

Static Ground Run Crosswind and Tailwind - Altitude: from -1000 to 30000 ft
Restrictions - RPM: 100% (± 5%) constant speed

Wind Max - EGT temperature: Continuous Ground:

Engine Power
direction wind speed 718 °C for 3 seconds or 788 °C
(SHP)
(Deg) (Kts) for 0.5 seconds, with auto-shut
down
0 - 45
and No limitations No limitations Flight Operation:
315 - 0 718 °C for 3 seconds or 788 °C
0 - 25 4705 for 0.5 seconds, without auto-
45 - 90 shut down
26 - 35 Less than 2500
271 - 315
36 - 45 Less than 1250
0 - 20 4705 FUEL SYSTEM LIMITATIONS
91 - 135
21 - 35 Less than 2500
226 - 270
36 - 45 Less than 1250 The fuel recommended for the F1 AE2100D2 F1
F2 AE2100D2A F2 engine is JP-8. Acceptable
0 - 15 4705 alternate fuels include JP-5, JP-4 or Jet A/Jet A-1 per
136 - 225 16 - 35 Less than 2500 ASTM-D-1655.
Mixing these fuels with each other, or with NATO
36 - 45 Less than 1250 equivalents of these fuels, is permitted. In this case,
all operations will be in accordance with the proce-
dures and limitations consistent with the more restric-
REVERSE LIMITATIONS tive of the mixed fuels.
If JP-8 fuel is not available, other fuels may be used
To prevent the lower cowl from exceeding its tempera- as alternate or emergency fuels as specified on the
ture limit, reverse power is limited for a maximum of 2 Fuel Availability Chart (refer to Figure 5-4).
minutes. The engine power available when using alternate or
If condition permits during landing on austere (semi- emergency fuels is not affected due to electronic fuel
prepared) airfields, to avoid possible FOD damage to scheduling: in fact a specific engine torque (or horse-
the engine when reverse power is used, start moving power) is only function of power lever position.
the power levers from MAX REV to GND IDLE at
approximately 60 KIAS and have the power levers at
GND IDLE by the time 30 KIAS is reached. Avoid the
CAUTION
use of reverse power during subsequent ground oper-
ations.
To avoid fuel freezing, fuel temperature
should be at least 6 °F or 4 °C above the
freeze point defined in the Fuel Availabil-
APU LIMITATIONS ity Chart.
The fuel temperature should be consid-
ered to be equal to the TAT (displayed on
STARTING both CNI-MUs "DADS 1(2) page").
If the TAT drops below the above limit,
The limitations for APU starting are as follows: the aircraft should be flown to an altitude
where temperatures are higher.
- Altitude: from -1000 to 25000 ft
- EGT temperature: 927 °C with auto-shut down on
ground only

5-10
 FAM.1C-27J-1

MILITARY FUEL NATO COMMERCIAL

FREEZE POINT
SPECIFICATION GRADE SYMBOL DESIGNATION

°F °C

RECOMMENDED FUEL

KEROSENE MIL-T-83133 JP-8 (1) F-34 (1) -53 -47

ALTERNATE FUELS

HIGH FLASH
POINT MIL-T-5624 JP-5 (1) F-44 (1) -51 -46
KEROSENE

F-35 (2) (3) -53 -47 JET A-1 (3)

KEROSENE -40 -40 JET A (3)

MIL-T-5624L JP-4 (3) F-40 (3) -72 -58 JET B (2) (3)

HIGH FLASH
POINT F-43 (2) (3) -51 -46
KEROSENE

NOTE
(1) Contains fuel system icing inhibitor (FS II).
(2) Does not contain fuel system icing inhibitor (FS II).
(3) Fuel icing inhibitors per MIL-I- 27686 shall be required for operation in
ambient cold soak conditions below 1.7 °C (35 °F) whether they are
premixed in the fuel (as with JP-4, JP-5 and JP-8) or mixed by the
operator in accordance with AC-20-29B.

Figure 5-4 Fuel availability chart

5-11
FAM.1C-27J-1

ENGINE GRAVITY FEED MAXIMUM AIRSPEED

If JP-4 and Jet B fuels are used, engine gravity feed • MAXIMUM OPERATING speed (VMO):
(no booster pump operating) is limited up to 20000 ft
– With flaps UP 260 KCAS /
under the following conditions:
0.55 Mach
– Lower than 10000 ft: None – With fuel in the Auxiliary tanks 235 KCAS
– From 10000 up to 20000 ft: 5 minutes maximum greater than the fuel in the
Main tanks
– Above 20000 ft: Gravity feed not
allowed
MINIMUM AIRSPEED
Refer to Section VI for Stall Speeds and Minimum
Control Speeds in Air. In any case the minimum speed
OIL SYSTEM LIMITATIONS above 15000 ft cannot be less than 87 KCAS (engine
operating limits).
The oils recommended for the F1 AE2100D2 F1
F2 AE2100D2A F2 engine, propeller and APU are
MAXIMUM DESIGN MANEUVERING SPEED (VA)
as follows:
Full application of aileron controls, as well as maneu-
Nato Temperature vers that involve angles of attack near the stall should
Specification be confined to speeds below these values:
Code Range

Engine -26 °C (-15 °F) WEIGHT VA

and above NZ = 2.5 g NZ = 3 g
MIL-PRF-23699D 0-156
APU -40 °C (-40 °F)
30500 kg (67241 lb) 199 KCAS 218 KCAS
and above
28500 kg (62831 lb) 192 KCAS 210 KCAS
The only authorized Specification MIL-PRF-23699D 27500 kg (60627 lb) 189 KCAS 207 KCAS
oils are AeroShell Turbine Oil 500/RoyCo 500, Esso/ 26000 kg (57320 lb) 183 KCAS 200 KCAS
Exxon Turbo Oil 2380, Mobil Jet II. 25000 kg (55116 lb) 180 KCAS 198 KCAS
22850 kg (50376 lb) 172 KCAS 188 KCAS
Nato Temperature 22350 kg (49273 lb) 170 KCAS 186 KCAS
Specification
Code Range
18350 kg (40455 lb) 154 KCAS 169 KCAS
Engine -40 °C (-40 °F) 17850 kg (39352 lb) 152 KCAS 166 KCAS
and above
MIL-PRF-7808L 0-148
APU -54 °C (-65 °F) MAXIMUM FLAPS EXTENDED SPEED (VFE)
and above

The only authorized Specification MIL-PRF-7808L oils Flaps position VFE

are Mobile Jet Oil RM 248 A. 1 180 KCAS
2 175 KCAS
3 172 KCAS
FULL 165 KCAS
AIRSPEED AND ALTITUDE
LIMITATIONS

FLIGHT ENVELOPE
Refer to Figure 5-5 for flight envelope (altitude and
Vcas).

5-12
 FAM.1C-27J-1

Figure 5-5 Flight envelope

5-13
FAM.1C-27J-1

LANDING GEAR MANEUVERING SPEED LIMITS WIND LIMITATIONS

• Landing Gear Operating speed (VLO)155 KCAS
This is the maximum speed at which CROSSWIND AND TAILWIND
it is safe both to extend and retract
the landing gear. Taxi operations in winds greater than 45 knots is not
permitted.
• Landing Gear Extended speed (VLE) 200 KCAS
This is the maximum speed at which Take-off and Landing are allowed, on dry and wet run-
the aircraft can be safely flown with way, with crosswind component not exceeding 25 kts
the landing gear extended. (gust included) and tailwind not exceeding 20 kts (gust
included).
For these conditions the following limitations apply:
RAMP, CARGO DOOR AND PARATROOP
DOORS SPEED LIMITS • During Take-off with crosswind and/or tailwind
conditions, the following limitations apply until the
The limits for ramp, cargo door and paratroop doors aircraft speed is greater than the wind speed (for
(after aircraft depressurization) are as follows: Rolling Take-off technique and performance pen-
alties refer to Section II “TAKE-OFF” paragraph).
• Maximum speed 180 KCAS
(operation and flight)
• Minimum speed 100 KCAS or 1.15 VS
Wind Maximum
(operation and flight) whichever is greater
Restrictions Engine Power
(Kts) (SHP)
CAUTION
0 - 15 4750
Take-off
Symultaneous opening in flight of para- Crosswind 2500
troops doors and, ramp and cargo doors 16 - 25
(Rolling Take-off)
is not allowed.

0 - 10 4750
ALTITUDE LIMITATION Take-off
Tailwind
component 2500
11 - 20
• Maximum operative altitude 30000 ft (Rolling Take-off)

• Maximum crosswind for lateral C.G. out-of-bal-

ance condition greater than 1500 kgm is 5 kts.
CENTER OF GRAVITY LIMITATIONS
For further informations refer to FAM.1C-27J-1-1
The location of the center of gravity for any weight manual Part III and Part VIII.
configuration, determined from the Loading Data
manual, must fall within the percent of the Mean Aero-
dynamic Chord (MAC) shown on the Center of Gravity
Operational Envelope (Figure 5-6).
These limitations represent the combined structural,
aerodynamic, and control limitations that must be
observed to obtain safe and effective aircraft perfor-
mance.
For information and method of calculating the aircraft
center of gravity, refer to the Cargo Loading manual
and to the Loading Data manual.

5-14
 FAM.1C-27J-1

Figure 5-6 Center of gravity operational envelope

5-15
FAM.1C-27J-1

WEIGHT LIMITATIONS MANEUVER LIMITATIONS

PROHIBITED MANEUVERS
PAVED RUNWAYS
The following maneuvers are prohibited:

Normal Mission • Aerobatics Maneuvers

Tactical Mission
(Ferry or Logistic) • Large and Abrupt Dynamic Coupled Control Inputs

WEIGHT • Sustained Stall

NZ = 2.5 g NZ = 3 g
Kg (Lb)
• Sustained Inverted Flight
MRW 30700 (67682) 30700 (67682) • Rapid and Large Alternating Control Inputs

MTOW 30500 (67241) 30500 (67241) • Power on Stall

MLW 27500 (60627) 27500 (60627) • One Engine Out Stall.

MZFW 26500 (58422) 26000 (57320)

LOAD FACTORS
M P/L 9000 (19842) 8500 (18739)
Allowed load factors according to the various
configurations / fuel quantity
The weight limitations which refer to normal and tacti-
• Maximum allowed load factor for gear and flaps re-
cal mission also refer to aircraft use on semi-prepared
tracted is function of Zero Fuel Weight (ZFW) and
runways.
fuel distribution as table below:
Maximum Mean Runway Slope ± 3%
Zero Fuel Load Factors (NZ)
Weight Tanks
CAUTION (ZFW) g-max g-min

≤ 22500 kg
Maximum take-off weight and maximum + 3.0 - 1.0 Auxiliary ≤ Main
(49604 lb)
landing weight may be reduced by perfor-
mance requirements related to the follow- ≤ 26000 kg
ing: + 3.0 - 1.0 Auxiliary empty
(57320 lb)
• climb performance (first and second
segment, final take-off and en route, + 2.5 - 1.0 Auxiliary ≤ Main
approach and landing climb) ≤ 26500 kg
• available runway length (take-off and (58422 lb)
landing) + 2.25 (*) - 1.0 Auxiliary > Main
• tire limit speed
• brake energy limit for take-off (*) VMO = 235 KCAS
• obstacle clearance (take-off and en
route) • Maximum allowed load factor for gear and flaps ex-
• landing weight. tended:

NZ = + 2.0 g up to 30500 kg (67241 lb)

with flaps 1, 2, 3, FULL

• Minimum allowed load factor for gear and flaps ex-

tended:

NZ = + 0.0 g with flaps 1, 2, 3, FULL

5-16
 FAM.1C-27J-1

Time limit for zero and negative "g" flights TIRE OPERATING LIMITATIONS
Zero and negative "g" operation is restricted to 9 sec-
onds duration (fuel system limit).
MAXIMUM TIRE SPEED

Fuel management The following maximum ground speed are allowed:

The fuel tanks emptying sequence shall be managed/ Main Tires 182 kts
controlled by the crew such that the inner tanks (auxil- Nose Tires 182 kts
iary) are to be emptied before the outer ones (main).

SIDESLIP LIMITATION
AIRCRAFT-AIRFIELD
Maximum sideslip allowed is β = ± 15°
COMPATIBILITY

ATTITUDE The following aircraft-airfield compatibility information

and charts (See Figure 5-7 through Figure 5-9) are
The allowed aircraft attitude angle range is ± 35 deg. presented for generalized operational planning when
it is necessary to determine airfield/runway suitability
APU starting for C-27J aircraft operations. This is done by relating
airfield/runway characteristics to the load that the air-
Attitude: From - 20° (nose down) to + 32° (nose up) craft imposes on the airfield/runway.

APU normal operation

NOTE
Attitude: From - 20° (nose down) to + 35° (nose up)
The information contained herein is not to
be considered absolute due to the nature
of the characteristics involved in its deter-
mination.
GROUND OPERATIONS
The following data and charts are used for compara-
PIVOTING tive purposes to evaluate the effects of aircraft gross
weight and airfield strength, and to present guidelines
Allowed up 30500 kg (67241 lb). for operating on nonstandard airfields.
There are three categories of airfields considered:
JACKING • High Strength,
Allowed up 26500 kg (58422 lb). • Marginal Strength,
• Substandard Airfields.
ATTITUDE VARIATION
Operations of the Landing Gear Jack Extension sys- HIGH STRENGTH AIRFIELDS
tem are not allowed at temperature below - 40 °C.
High strength airfields are paved runways considered
to be either R/rigid (concrete paved) or F/flexible
MOORING (asphalt paved). Each airfield/runway is further identi-
fied with a sub-grade code indicating the strength of
Aircraft is cleared to be parked, with mooring and gust
the soil bearing the runway pavement.
lock engaged, up to 65 knots wind speed from any
A method to determine the suitability of high strength
direction. Mooring is mandatory for wind speed
airfields for aircraft operations includes determining
greater than 40/50 knots in function of aircraft weight
an Aircraft Classification Number (ACN) and a Pave-
(refer to FAM.1C-27J-2-2 manual).
ment Classification Number (PCN), and is known as
the ACN/PCN method.

5-17
FAM.1C-27J-1

This method has been established by the International The minimum soil strength required for operation of
Civil Aviation Organization. When the ACN is greater the aircraft lies in the CBR values of 3 to 5.
than the PCN, the aircraft should, normally, not land
on the runway. Each airfield has three characteristics
that apply to its runway definition: a PCN, sub-grade NOTE
code, and flexibility. These characteristics are listed in
various airport directories and must be defined before The decision to use a marginal strength
the ACN/PCN method can be used. airfield/runway should be made by the
The following sub-grade codes, also depicted in Fig- proper authority.
ure 5-7, range from A through D, which indicate
decreasing strength of the soil bearing the runway To predict the possible number of passes (one each
pavement: landing and take-off) on a marginal strength airfield
before the airfield becomes unusable, see the Flota-
• A - High, tion Characteristics for Marginal Strength Airfields
• B - Medium, chart in Figure 5-8.
These predictions are a function of the aircraft gross
• C - Low,
weight and CBR. The number of passes is based on
• D - Very Low. the recommended tire pressures corresponding to 34
The ACN depends upon the aircraft gross weight, the percent tire deflection for marginal strength airfields
sub-grade code, and the flexibility of the runway. given in Figure 5-9.
ACNs are given separately in Figure 5-7 for both rigid
and flexible runway pavement types as a function of
the aircraft gross weight and the airfield/runway sub- CAUTION
grade code. When the airfield/runway PCN is not
available, the aircraft can operate satisfactorily from
most smooth, relatively hard surfaced airfields. How- To prevent excessive tire damage, do not
ever, authorization to use these types of airfields exceed 34 percent tire deflection.
should be made by the proper authority. Permanent
type (paved) airfields listed in airport directories are The feasibility of operating on unsurfaced airfields
generally adequate for most operations. depends on the type of soil, soil moisture content, and
For normal operations, tire pressure for a nominal tire required operational frequency.
deflection of 32 percent is recommended as shown by
the high strength airfield data in Figure 5-9.
CAUTION

NOTE
Adverse soil characteristics can result in
The possible number of landings on high poor braking, unpredictable rutting or oth-
strength airfields can be expected to be er surface deterioration, airframe damage
large, but may not be unlimited. from thrown dirt clods or gravel, etc., and/
or engine Foreign Object Damage (FOD)
from ingested surface particles.
MARGINAL STRENGTH AIRFIELDS
To minimize aircraft and engine maintenance when
Marginal strength airfields are temporary airfields operating on either a marginal strength or substan-
which include minimally surfaced and unsurfaced run- dard airfield (see Substandard Airfields), comply with
ways such as dirt, grass, gravel, coral, etc. applicable airfield strength recommendations, and the
These types of airfields are typically found at operat- following:
ing bases and training areas, and in remote areas of
the world. The surface/soil strength of a marginal a. Inflate main and nose landing gear tires to recom-
strength airfield is evaluated in terms of the California mended psi shown in Figure 5-9 for marginal
Bearing Ratio (CBR), where lower numerical values strength airfields.
indicate lower sub-grade strength, and where the sur-
b. Do not exceed 10 knots during taxi.
facing material is considered to be ineffective and only
the sub-grade soil is considered in defining the airfield c. Minimize braking if porpoising occurs.
strength.

5-18
 FAM.1C-27J-1

Figure 5-7 Aircraft Classification Number (ACN)

5-19
FAM.1C-27J-1

Figure 5-8 Ground flotation characteristics for marginal strength airfields

5-20
 FAM.1C-27J-1

MAIN TIRE SIZE 39x13 18PR 210 MPH

Tire Inflation Pressure for Aircraft use on Tire Inflation Pressure for Aircraft use on UNPAVED and
Aircraft Gross Weight
PAVED runways (High Strength Airfields) SEMI-PREPARED runways (Marginal Strength Airfields)
Kg - (Lb)
bar - (PSI) bar - (PSI)

18000 - (39683) 5.5 - (80) 4.8 - (70)

19000 - (41887) 5.5 - (80) 4.8 - (70)
20000 - (44092) 5.5 - (80) 4.8 - (70)
21000 - (46297) 5.5 - (80) 4.8 - (70)
22000 - (48502) 5.5 - (80) 4.8 - (70)
23000 - (50706) 5.5 - (80) 4.8 - (70)
24000 - (52911) 5.8 - (84) 4.8 - (70)
25000 - (55116) 6 - (88) 4.8 - (70)
26000 - (57320) 6.3 - (92) 5.0 - (73)
27000 - (59525) 6.6 - (95) 5.3 - (77.4)
28000 - (61730) 6.8 - (99) 5.6 - (81)
29000 - (63935) 7 - (103) 5.8 - (84)
30000 - (66139) 7.3 - (106) 6 - (87)
30500 - (67241) 7.5 - (108) 6.1 - (89)

NOSE TIRE SIZE 29x11-10 10PR 210 MPH

Tire Inflation Pressure for Aircraft use on
Aircraft Gross Weight
PAVED runways (High Strength Airfields)
Kg - (Lb)
bar - (PSI)

18000 - (39683) 4 - (59)

19000 - (41887) 4.1 - (60)
20000 - (44092) 4.2 - (61)
21000 - (46297) 4.3 - (63)
22000 - (48502) 4.4 - (64)
23000 - (50706) 4.4 - (65.5)
24000 - (52911) 4.6 - (67)
25000 - (55116) 4.6 - (68)
26000 - (57320) 4.7 - (69)
27000 - (59525) 4.7 - (69)
28000 - (61730) 4.7 - (69)
29000 - (63935) 4.7 - (69)
30000 - (66139) 4.7 - (69)
30500 - (67241) 4.7 - (69)

Tire Inflation Pressure for Aircraft use on UNPAVED and

Aircraft Gross Weight
SEMI-PREPARED runways (Marginal Strength Airfields)
Kg - (Lb)
bar - (PSI)

From 18000 - (39683)

4.75 - (69)
To 30500 - (67241)

NOTE: The tire inflation pressure variation with temperature variation is negligible.
For operational reasons, it is possible to inflate tires on PAVED runways with the following values:
- Main Tire: from 18000 to 26500 Kg @ 6,5 bar (94 psi); from 26500 to 30500 Kg @ 7,4 bar (108 psi).
- Nose Tire: from 18000 to 26500 Kg @ 4,5 bar (65 psi); from 26500 to 30500 Kg @ 4,7 bar (69 psi).

WARNING: If the tires are continuously used with a pressure value higher or lower than the recommended in
the diagram, an abnormal tire wear situation could occur.
A pressure value higher than required (over-inflation) may cause a premature centerline tread tire wear.
A pressure value lower than required (under-inflation) may cause a shoulder and sidewall tire wear.

Figure 5-9 Recommended main and nose landing gear tire pressures

5-21
FAM.1C-27J-1

d. Minimize nose gear loads by using the elevator BRAKES OPERATING LIMITS
during landing rollout and take-off, and by loading
the aircraft to a mid or aft center of gravity.
e. Minimize use of reverse thrust when operating on ABORTED TAKE-OFF
unpaved surfaces to preclude engine FOD dam- Apply normal procedure if the symmetrical use for the
age from ingested debris. thrust reverse is possible. When in single engine, ver-
f. Shut off cockpit and cargo compartment air condi- ify decision speed according to the FAM.1C-27J-1-1
tioning (PACK off) when operating on unpaved manual, Part III, diagrams: "Maximum Brake Speed
surfaces to prevent clogging of the heat exchanger (refused take-off) Critical Engine Inoperative".
unit from ingested debris.
g. Do not exceed the maximum gross weight. LANDING
The initial braking speed must not exceed the values
SUBSTANDARD AIRFIELDS reported in the FAM.1C-27J-1-1 manual Part VIII.

Substandard airfields may be either paved or

unpaved, and are those which have unusually rough, WARNING
undulating, pitted, or rutted runways. Also, any airfield
on which the aircraft tires produce easily visible ruts
should be considered a substandard airfield. This type Exceeding these values could cause
of airfield would most likely not be considered for nor- brake pads jamming, fusion of fuses,
mal or routine operations. In the event that operations and risk of fire at the high temperature
are required on substandard airfields, inflate the main which can be reached.
and nose landing gear tires as for marginal strength
airfield operations (Figure 5-9) and observe the pre-
cautions given in Marginal Strength Airfields. CAUTION

NOTE • After an aborted take-off or an emer-

gency landing, it is advisable not to
• The decision to use a substandard stop the aircraft at the end of braking:
strength airfield/runway should be if possible, continue taxi in order to fa-
made by the proper authority. cilitate brake cooling.

• Planning for substandard airfield op-

• When reaching the parking after ei-
erations should allow for increased
ther emergency or normal braking,
maintenance and accelerated inspec-
application of the parking brake will
tions according to the severity of the
be performed only after brake cooling
environment and the frequency of
to avoid adhesion between brake
such operations.
pads and disks.

NOTE
During taxiing and particularly under con-
ditions of high outside temperature and
heavy loads, use brakes with care in or-
der to reduce disk heating.

5-22
 FAM.1C-27J-1

PARATROOP AIRDROP LIMITS AIRDROP LIMITS

Paratroop airdrop is performed through the paratroop

doors, but can be also performed through the cargo LOADS AIRDROP
door.
Single Load
PARATROOPERS SAFETY LINE AIRDROP Single load airdrop (extraction technique) is allowed
under the following conditions:
Paratroop doors
Maximum weight of a single platform = 6000 kg
Airdrop of 46 lightly equipped (120 kg / 265 lb) para- (13227 lb)
troopers simultaneously from the two paratroop doors
Airspeed = from 120 KCAS or 1.2 VS (whichever
in a single passage is cleared.
is greater) to 140 KCAS (flap setting 2)
Airdrop of 34 fully equipped (159 kg / 350 lb) para- (recommended airspeed = 130 KCAS)
troopers simultaneously from the two paratroop doors
in a single passage is cleared.
Multiple Loads
(the maximum number of paratroopers that can be The stores shall be displaced in such a way that in
dropped from the same paratroop door in a single case of an interrupted sequence release the forward
passage is 26). C.G. position will never exceed 15% MAC.

Paratroopers airdrop is allowed in the following air- Gravity Container Delivery System (CDS) airdrops are
speed range: allowed up to a maximum of six A22 containers of 908
kg (2000 lb) each under the following conditions:
Flap setting 2 and 3
Airspeed = from 110 KCAS or 1.2 VS (whichever Airspeed = from 120 KCAS or 1.2 VS (whichever
is greater) to 130 KCAS is greater) to 140 KCAS (flap setting 2)
(recommended airspeed = 110 KCAS) (recommended airspeed = 130 KCAS)

Two platforms airdrop (extraction technique) with a

Cargo door maximum weight of 9000 kg (19841 lb) in the
sequence of 3000 kg + 6000 kg (6614 lb + 13227 lb)
Airdrop of 11 paratroopers in a single passage using
is allowed under the following conditions:
the same static line anchor cable is cleared.
Airspeed = from 120 KCAS or 1.2 VS (whichever
Paratroopers airdrop from both static lines is allowed
is greater) to 140 KCAS (flap setting 2)
in the following airspeed range:
(recommended airspeed = 130 KCAS)
Airspeed = from 120 KCAS or 1.2 VS (whichever
is greater) to 130 KCAS (flap setting 2) Three platforms (8 ft x 88”) airdrop (extraction tech-
nique) with a maximum weight of 2268 kg (5000 lb)
(recommended airspeed = 130 KCAS)
each is allowed under the following conditions:

Airspeed = from 120 KCAS or 1.2 VS (whichever

FREE FALL TECHNIQUE
is greater) to 140 KCAS (flap setting 2)
Paratroopers airdrop in free fall technique in the same (recommended airspeed = 130 KCAS)
airspeed range using Safety Line from both paratroop
doors or cargo door is cleared.

5-23
FAM.1C-27J-1

MULTIPLE LOADS WITH COMBAT OFF LOAD HYDRAULIC SYSTEM LIMITATIONS

TECHNIQUE
Release of the following loads with Combat Off Load The oils recommended for hydraulic system are as
technique is allowed: follows:
• Six A22 CDS containers with a maximum total
weight of 4200 kg (9259 lb). Nato
Specification Temperature Range
Code
• Single 12 ft Type V standard platform with a maxi-
mum weight of 2000 kg (4409 lb). RECOMMENDED OIL
• Two 12 ft Type V standard platforms with a maxi-
mum total weight of 4000 kg (8818 lb). -54 °C to +135 °C
MIL-PRF-5606 H-520
(-65 °F to +275 °F)
• Three HCU-6/E (108” x 88”) pallets with a maxi-
mum weight of 2000 kg (4409 lb) each.
ALTERNATE OIL

-40 °C to +205 °C
APPROACH AND LANDING MIL-PRF-83282 H-537
(-40 °F to +401 °F)

SINK RATE

FIRE PROTECTION SYSTEM

Normal Landing
LIMITATIONS
LW up to 27500 kg (60627 lb)
Maximum sinking speed = 600 ft/min (10 ft/sec)
NACELLE FIRE PROTECTION
Emergency Landing
The nacelle fire extinguishing system is not suitable
LW up to 30500 kg (67241 lb) for use in extinguishing fires during zero or negative
"g" condition.
Maximum sinking speed = 360 ft/min (6 ft/sec)

APU FIRE PROTECTION

BRAKE COOLING TIME
The APU fire extinguishing system is not suitable for
After a landing with the maximum brake application use in extinguishing fires during negative "g" condi-
until the aircraft reaches a complete stop, observe the tion.
Brake Cooling Time chart in Figure 5-10, to assure
proper braking performance during a subsequent
rejected take-off.
AVIONIC SYSTEM LIMITATIONS
FLIGHT CONTROL LIMITATIONS AUTOFLIGHT SYSTEM

Except during Touch and Go it is recommended to Altitude Limitations

move the FLAPS lever one step at the time. In any
case, the maximum travel for each selection must not • Maximum operative altitude 30000 ft
exceed 50% of flaps travel. Next selection has to be
performed only after the flaps has reached the com-
• Minimum operative altitude (*)
manded position. (*) Refer to “Autoflight System Limitations”

5-24
 FAM.1C-27J-1

Figure 5-10 Brake cooling time (sh. 1/2)

5-25
FAM.1C-27J-1

Figure 5-10 Brake cooling time (sh. 2/2)

5-26
 FAM.1C-27J-1

Airspeed Limitations • The LEGS page bearing for a Leg winch includes
a WPT with a LAT greater than 89.95 degrees or
• MAXIMUM OPERATING speed 260 KCAS / crosses the Pole (TO and FROM WPTs in opposite
0.55 Mach Hemispheres with exact opposite Longitudes) may
be intermittently incorrect by 180 degrees.
• MINIMUM OPERATING speed 1.2 VSTALL
To avoid this anomaly a Pole should not be used
as WPT in the Flight Plan and cross polar Legs
Autoflight System Limitations should begin or terminate at a near pole WPT (LAT
less than 89.95 degrees).
• After Take-off or Go-Around Autopilot must not be
engaged below 1000 ft AGL. • Default Computed Aerial Release Point (CARP)
Chute Ballistic Data should always be manually
• Operations with A/P engaged are allowed down to overwritten with C-27J Exit Time/Forward Travel
500 ft AGL. Time and FUS STN (if CARP Payload type is
• With ILS/APPR mode coupled, approach/landing CDS). The Chute Data can be loaded via an MPS
with A/P engaged are allowed down to 200 ft AGL. File.

• Autopilot must be disengaged and not operated • Fuel On Board (FOB) value on the PERF INIT
below 200 ft AGL. WEIGHT page should be adjusted to the Fuel Pan-
el value prior to take-off if fueling actions are per-
• Autopilot must be disengaged at VMO / MMO. formed after initial power-up.
• No engagement is permitted and immediate disen-
gagement of the Autopilot is required under the fol- Communication, Navigation, Identification -
lowing conditions: Integrated Control Display Unit (CNI-ICDU)
– Autopilot failure, The edge lighting dims with the annunciator controls
– Single MC or BIU Back-Up Modes, and the annunciator lighting dims with the edge light-
– Engine out, ing controls.

– Imminent Stall Conditions when the Stall Warn-

ing System (SWS) is deactivated, COMMUNICATION SYSTEM
– Dual Hydraulic System failure,
– Manual Q-Feel Selection, V/UHF Radios
– Flight Control System failures. The simultaneous use of V/UHF radios must be
• When the Go-Around is selected, the pitch flight di- according to the following frequency management
rector cue is not automatically limited to 1.2 de- operational procedure to reduce VU1 and VU2 radio
grees above the horizont line. If the flight director systems from interfering with each other.
cue commands a pitch below 1.2 degrees above • If both VU1 and VU2 are placed in operation such
the horizont line the pilot must limit the pitch to 1.2 that one is transmitting and the other receiving
degrees. their respective operating frequency settings must
be separated by at least 1%.

NAVIGATION SYSTEM • Simultaneous transmitting of both VU1 and VU2 is

allowed.
Communication, Navigation, Identification - • If VU1 and VU2 are used to receive only there are
Management System (CNI-MS) no frequency separation requirements.
The following operational procedures must be fol-
lowed: HF Radios

• The PFD and NAV Displays show an incorrect The simultaneous use of both HF radios must be
MAG Heading/Course when the MAGVAR Table according to the following frequency management
data is invalid during operations above 72.5 de- operational procedure:
grees North LAT or below 59.5 degrees South
• If both HF radios are placed in operation such that
LAT. Crews should select TRUE or GRID heading
one is transmitting and the other receiving their re-
reference for the PFD and NAV Displays on the
spective operating frequency settings must be
SAMU in Polar regions.
separated by at least 10%.

5-27
FAM.1C-27J-1

• Simultaneous transmitting of both HF radios is not FUEL ASYMMETRY LIMITATIONS

to be used.
• If both HF radios are used to receive only there are Fuel asymmetry limitations are as follows:
no frequency separation requirements.
IN FLIGHT: Maximum allowed out-of-balance
moment is 5600 Kgm.
SYSTEM INTEGRATION AND DISPLAY TAKE-OFF AND
Lighting trim values for the DA/FD control panel and LANDING: Maximum allowed out-of-balance
the Pilot and Copilot Reference Set Warning panels moment is 3000 Kgm.
must be set (via the 1553 trim selection on the SAMU
MISC page) to 70% or less. Using Figure 5-11, it is possible to determine the fuel
asymmetry limit. The inlet data, fuel quantity differ-
ence between the main tanks (∆ M) and the auxiliary
tanks (∆ A), are obtained from the reading of the Fuel
NOTE
Quantity indicators through formula (1). Symbols (+)
• In BIU Back-up Mode (i.e. with both or (-) are established by referring to the following:
MC failed) no data are recorded by
DFDR.

• In GCAS Mode 4B envelope active

(gear down) and Flaps 1 selected the
ACAWS Special Alert "TOO LOW
FLAPS" does not appear.

(1) |M1| - |M2| = ± ∆ M |A1| - |A2| = ± ∆ A

ELECTROMAGNETIC (2) MM + MA = ± MTOT
COMPATIBILITY
Once ∆ M and ∆ A have been defined as for value and
sign, enter the chart by determining out-of-balance
External Electromagnetic Environment moment MM relevant to main tanks and relevant to the
The systems limits defined below are recommended: auxiliary tanks MA. The two moments, once they have
been added, will give the total out-of-balance moment
through formula (2). The sign of the total moment,
Field Strenght (V/m) defined by means of the above illustration, will give its
Frequency sense. It is within the limits if the in-flight out-of-bal-
Peak Average ance moment is lower than 5600 kgm and lower than
3000 kgm at take-off and landing.
10 kHz - 2 MHz 50 50
Example:
2 MHz - 30 MHz 100 100
30 MHz - 100 MHz 50 50 Reading on Fuel Quantity indicators:

100 MHz - 400 MHz 100 100 • M1 = 4839 lb A1 = 2700 lb

400 MHz - 700 MHz 700 50 • M2 = 4089 lb A2 = 3200 lb
700 MHz - 1 GHz 700 100
1 GHz - 2 GHz 2000 200 • M1 - M2 = + ∆ M = 750 lb
MM = 3250 kgm
2 GHz - 6 GHz 3000 200
6 GHz - 8 GHz 1000 200
• A1 - A2 = - ∆ A = - 500 lb
8 GHz - 12 GHz 3000 300 MA = - 650 kgm
12 GHz - 18 GHz 2000 200
18 GHz - 40 GHz 600 200 • MTOT = 2600 kgm

5-28
 FAM.1C-27J-1

Figure 5-11 Fuel asymmetry limitations

5-29 / ( 5-30 blank )

 FAM.1C-27J-1

Section VI

FLIGHT CHARACTERISTICS

Contents page Maximum lateral control required is less than 1/2 of

control wheel.
STALLS ................................................................ 6-1
OPERATING SPEEDS ........................................ 6-2 Stall speeds are reported in Figure 6-1.
FLIGHT CONTROLS ........................................... 6-4
MANEUVER AND HANDLING The effect of power setting on stall speed reduction is
CHARACTERISTICS ...................................... 6-5 significant (refer to Figure 6-2).
MINIMUM CONTROL SPEED (VMC) .................. 6-5
Generally from flight idle to max power a stall speed
reduction of about 10% is expected.
During max-power stalls pitch attitude up to 30° could
STALLS be experienced.

A Stall Warning System (SWS) warns the crew the air- One engine inoperative stalls (refer to Figure 6-3)
craft is approaching its stall angle of attack. The sys- (with operative engine at full power) show the same
tem uses angle of attack and flap setting signals to handling qualities characteristics of symmetric power
determine when to activate the stall warnings. stalls.
The warning was set to activated at least 5 kts or 5% Single engine stall speeds are very similar to those
of the stall speed, whichever is higher, in advance of experienced with two engines power-off.
the stall.
The system provides the crew with the following warn-
ings/indications: ACCELERATED STALL

– stall warning speed, identified by a red striped area The aircraft always behaves similarly to one-g stalls in
at the bottom of the airspeed tape on the CMDU every configuration and condition.
PFDs, In addition there is a slight reduction of directional sta-
bility, especially with high engine setting, always con-
– ACAWS Special Alert "STALL", displayed on the trollable with lateral-directional controls.
CMDU PFDs, Pitch authority is always available down to very low
speed and light control force is required to recover the
– ICS aural alert,
aircraft. Stall is indicated by light buffeting and moder-
– stick shaker, that operate in conjunction with the ate oscillations in pitch.
aural alert.

STALL RECOVERY
ONE-G STALL
Stall recovery is prompt and safe. Apply the recovery
The aircraft behaves satisfactorily. Controls remain procedure when one of the following indications is
effective throughout the stall and recovery, with light observed:
control force application. Stall is indicated either by
1. The stall warning system is activated.
the reach of full back yoke command or a small g-
break and a pitch nose down with slight buffeting. In 2. Buffeting.
general there is a slight tendency of wing to drop, eas-
ily counteracted with lateral control. 3. G-break with uncommanded loss of altitude.

6-1
FAM.1C-27J-1

Recovery procedure
– VREF: Refusal speed is the speed to which the
Recovery procedure is as follows: aircraft can accelerate with engines at
maximum power and then stop within
One-g stall: the remainder of the runway available,
with one engine in ground idle, one pro-
1. Move the control column forward until the aircraft peller feathered and maximum antiskid
attains a downwards pitch (nose just below hori- breaking.
zon).
– VROT or VR:Speed at which rotation is initiated to
2. Level the wings using lateral/directional control. reach V2 at 50 ft height.
3. Increase power. – V 2: Take-off safety speed reached before
50 ft height with one engine failed and
4. Minimize altitude loss by moderate use of controls. providing second segment climb gradi-
ent not less than the minimum (2.4%).
Accelerated stall: – VLO: Lift-off speed.
1. Release the control column immediately. – VCO: Obstacle clearance speed, Climb-out
speed. The obstacle clearance speed is
2. Level the wings using lateral control.
obtained within 50 ft AGL
3. If necessary, increase power. – VBC: Best climb speed (It is the speed to
Figure 6-1 shows Power OFF stall speeds for different obtain maximum climb gradient for a
configurations (Flaps UP, 1, 2, 3 and FULL), weights given configuration).
and bank angles of 0, 15, 30, and 45 degrees. – VA: Maximum design maneuvering speed.
– VA MIN: Minimum maneuvering speed.
Figure 6-2 shows Power ON stall speeds for different
configurations (Flaps 1 and 2), weights and bank – VMCA: Minimum control speed in-air at which
angles of 0, 15, 30, and 45 degrees. aircraft can be controlled with 5° bank in
case of failure of the critical engine
Figure 6-3 shows one engine inoperative stall speeds (take-off flaps setting and gear
for different configurations (Flaps UP, 1 and 2), retracted).
weights and bank angles of 0, 15, 30, and 45 degrees. – VMCL: Minimum control speed during landing
at which aircraft can be controlled with
5° bank in case of failure of the critical
engine (approach and landing flaps set-
OPERATING SPEEDS ting and gear extended) and the lateral
control is sufficient to roll the aircraft to
initiate a turn away from the inoperative
DEFINITION engine.
– VFC: Maximum speed for stability character-
– AEO: All Engine Operating. istics with flaps and gear retracted.
– CEI: Critical Engine Inoperative. – VFE: Maximum speed for each flap configu-
– VS: Minimum 1g stalling speed for a specific ration.
flaps configuration. It is a function of the
aircraft weight.
MINIMUM MANEUVER/OPERATING
– VMCG: Minimum control speed on-ground from SPEEDS (VM)
which a sudden failure of the critical
Minimum maneuver/operating speeds are defined in
engine can be controlled by use of pri-
order to provide sufficient margin against stall in
mary flight controls only.
maneuvers up to 15°/30° bank.
– V 1: Speed at which the pilot must make
decision following failure of critical They will vary with:
engine:
– normal or icing conditions,
– either to continue take-off
– weight,
– or to stop the aircraft.

6-2
 FAM.1C-27J-1

– configuration.
– type of maneuver.
They are defined by a minimum ratio to the appropri-
ate stall speed.

WARNING

Maximum Bank Angle with Autopilot

engaged is 28°.

NORMAL Conditions
Minimum Maneuver / Operating Speeds (KCAS)

Weight (KG / LB x 1000)

MAX
VM
FLAPS BANK V/VS
SPEEDS 20 / 22 / 24 / 26 / 28 / 30 / 30.5 /
ANGLE
44 48.4 52.8 57.2 61.6 66 67.1

1 VLO 15° 1.1 102 108 114 (1) 119 (1) 125 (1) 131 (2) 137 (2)

1 V2 (VCO) 15° 1.15 109 113 118 123 127 133 (2) 140 (2)

UP Flap Retraction 15° 1.2 121 127 132 138 144 150 151

UP VBC 30° 1.25 126 132 138 144 150 156 158

UP VA MIN 30° 1.3 131 137 143 150 156 162 164

2 VAPP 30° 1.3 111 118 124 131 136 143 144
AEO

FULL VTHR (threshold) 15° 1.2 95 101 106 112 116 121 122

2 Go Around 15° 1.15 99 105 110 116 121 127 128

1 VAPP 30° 1.3 119 126 132 138 144 150 152
CEI

2 VTHR (threshold) 15° 1.2 103 109 115 121 126 132 (2) 138 (2)

1 Go Around 15° 1.15 105 111 117 122 127 133 (2) 140 (2)

NOTE
(1) Lift-off speed higher than 1.1 VS 1g to fulfil minimum obstacle speed requirements.
(2) Climb / Go Around speed higher than 1.15 VS 1g to fulfil minimum single engine climb gradient requirements
(ISA/Sea Level).

6-3
FAM.1C-27J-1

ICING Conditions
The minimum maneuver/operating speeds defined for
normal conditions MUST BE INCREASED and the
new value enforced whenever

ICE ACCRETION EXIST

Minimum Maneuver / Operating Icing Speeds (KCAS)

Weight (KG / LB x 1000)

MAX
VM
FLAPS BANK V/VS
SPEEDS 20 / 22 / 24 / 26 / 28 / 30 / 30.5 /
ANGLE
44 48.4 52.8 57.2 61.6 66 67.1

1 VLO 15° 1.1 121 128 133 138 143 149 150

1 V2 (VCO) 15° 1.15 127 133 139 144 150 155 157

UP Flap Retraction 15° 1.2 140 147 153 160 166 172 173

UP VBC 30° 1.25 146 154 160 166 173 179 181

UP VA MIN 30° 1.3 152 160 166 173 179 186 188

2 VAPP 30° 1.3 134 140 147 153 159 165 167

FULL VTHR (threshold) 15° 1.2 110 115 121 126 131 135 136

2 Go Around 15° 1.15 118 125 130 136 141 146 147

FINAL APPROACH SPEED MINIMUM SPEED FOR FLAPS RETRACTION

In case of wind condition the Final Approach speed is It is VM of the next flap setting.
the scheduled speed, defined in the tables above,
plus the Wind FACTOR which is defined below: Example:

VFINAL APP = VM + Wind FACTOR Minimum speed to retract flaps from 1 to UP = VMUP.
or VMCL (whichever is higher)

WIND FACTOR = the highest of: FLIGHT CONTROLS

– 1/3 of the crosswind component, or
– the entire gust.
LATERAL CONTROL
With a maximum Wind FACTOR of 10 kt. Lateral control is manual and is achieved through
deflection of ailerons and spoilers using the wheel.
Wind FACTOR is added to give extra margin against Control is very effective at all AOA and control forces
turbulence, risk of windshear, etc. are satisfactory under all flight conditions.

6-4
 FAM.1C-27J-1

RUDDER Pitch trim jamming at maximum authority (full nose

down) requires a significant increase of pilot workload
The rudder control is hydraulically actuated and the due to higher forces; in order to reduce forces in pitch
max rudder deflection is 35°. In case of one hydraulic control when landing with this failure it is recom-
failure the same control power is guaranteed. With mended to approach with flap FULL and some power
RTLU working, full pedal maneuver is allowed for all applied and allow a flat attitude to minimize the flare
flight conditions because the RTLU automatically lim- phase.
its the rudder deflection to the maximum allowable
limit (refer to Figure 6-4)

ELEVATOR MANEUVER AND HANDLING

CHARACTERISTICS
The longitudinal control is hydraulically actuated. The
control is effective in all conditions and configurations.
The aircraft has excellent maneuvering characteristics
With full system the longitudinal control forces gradi- in all conditions of flight. Controls are harmonized and
ents are maintained almost constant with satisfactory effective, and the response of the aircraft is prompt
levels all over the speed range by a Q-Feel system. In and precise. Pitch handling characteristics are good.
case of one hydraulic failure, the same control power
is guaranteed. In case of a double hydraulic failure a The expected longitudinal forces, when maneuvering,
mechanical control back-up allows the aircraft to be in terms of Kg/g, are reported in the table below:
controlled safely, although with high stick force gradi-
ents and poor fine controllability. The elevator system
is provided with a jamming override mechanism Flap UP
(J.O.M.) that allows the pilot to disconnect the
jammed line applying about 50 kg on control column
Light Weight Heavy Weight
and land the aircraft safely.
1.2 VS 25 40

TRIM VFC 10 20

The trim characteristics are generally satisfactory.

Trim controls are effective, with a satisfactory rate of
operation. Each trim system has a fully independent Flap FULL
alternate system.
The pitch trim has an additional redundancy with an Light Weight Heavy Weight
independent line acting on a dedicated tab operated
only in manual conditions. 1.2 VS 30 50
VFE 20 35
FLIGHT CONTROLS FAILURES
In case of JOM disconnection only one elevator is
available but the controllability of the aircraft is well
preserved in each phase of flight down to land with
MINIMUM CONTROL SPEEDS (VMC)
low control forces applied.
It is suggested to make an approach with flap FULL at
a speed slightly higher than normal (about ten knots) MINIMUM CONTROL SPEED IN AIR (VMCA) AND
to retain a similar pitch control power for the rotation DURING LANDING (VMCL)
phase (flare) with respect to the normal condition. The minimum control speed in air (VMCA) is the mini-
mum speed at which, with take-off flap configurations
Lateral control even in case of trim jamming at full and gear retracted, the aircraft can be controlled in
authority is still possible with a marked increase of case of critical engine failure, maintaining the full
pilot workload due to higher forces. thrust on the operating engine and retaining the head-
ing with a bank angle of 5 degrees max.

6-5
FAM.1C-27J-1

The minimum control speed during landing (VMCL) is SINGLE ENGINE CONTROLLABILITY ON
the same than before and the lateral control is suffi- GROUND
cient to roll the aircraft of 20° in less than 5 seconds to
Figure 6-8 gives the minimum control speed on
initiate a turn away from the inoperative engine, with
ground with flaps set to 1 and 2.
approach and landing flap configurations and gear
extended.
The recommended control procedure after an engine
failure on the ground with a speed above VMCG is:
SINGLE ENGINE CONTROLLABILITY IN AIR 1. Identify the failed engine.
AFTER TAKE-OFF
2. Apply pedal as necessary (up to full) on the same
Figure 6-5 and Figure 6-6 give the minimum control side as the operating engine trying to minimize de-
speed in air during take-off with flaps set to 1 and 2. viation from the runway centerline.

Figure 6-7 gives the minimum control speed during 3. Apply lateral control to maintain wing level.
landing with flaps set to 2 and FULL. 4. If the decision is to continue the take-off, maintain
the operating engine in full power so that single en-
The recommended control procedure after an engine gine take-off can be performed.
failure is:
5. If the decision is to abort, reduce the live engine to
1. Identify the failed engine. idle and stop the aircraft applying brakes.
2. Apply pedal as necessary (up to full) on the same
side as the operating engine trying to maintain the
heading. NOTE
3. Apply lateral control on the same side as the oper- Crosswind from the failed engine can
ating engine and bank the aircraft up to a bank an- cause an increase deviation from center-
gle of approx. 5 degrees. line and this can be counteract by a for-
ward push on the control wheel by the
4. Maintain the operating engine in full power and ad-
copilot and nose wheel steering/differen-
just attitude to maintain VCO. Never allow airspeed
tial brake use, as necessary until rotation
to decrease below VS/VMCA. At T/O a positive rate speed.
of climb is assured maintaining VCO.
Maximum directional effort necessary to maintain The recommended procedure if engine failure hap-
directional control down to minimum speed (VMC) is pens at a speed lower VMCG is:
within 40 kg (88.2 lb).
– Abort the take-off reducing the live engine to idle
and stopping the aircraft applying brakes.
MINIMUM CONTROL SPEED ON GROUND
(VMCG)
The minimum control speed on ground (VMCG) is the
minimum speed at which the aircraft can be con-
trolled, utilizing only primary flight controls, in case of
one engine failure during take-off run, maintaining the
full thrust on the operating engine.

6-6
 FAM.1C-27J-1

Figure 6-1 Stalls - Power OFF (sh. 1/5)

6-7
FAM.1C-27J-1

Figure 6-1 Stalls - Power OFF (sh. 2/5)

6-8
 FAM.1C-27J-1

Figure 6-1 Stalls - Power OFF (sh. 3/5)

6-9
FAM.1C-27J-1

Figure 6-1 Stalls - Power OFF (sh. 4/5)

6-10
 FAM.1C-27J-1

Figure 6-1 Stalls - Power OFF (sh. 5/5)

6-11
FAM.1C-27J-1

Figure 6-2 Stalls - Power ON (sh. 1/2)

6-12
 FAM.1C-27J-1

Figure 6-2 Stalls - Power ON (sh. 2/2)

6-13
FAM.1C-27J-1

Figure 6-3 Stalls - One Engine Inoperative (sh. 1/3)

6-14
 FAM.1C-27J-1

Figure 6-3 Stalls - One Engine Inoperative (sh. 2/3)

6-15
FAM.1C-27J-1

Figure 6-3 Stalls - One Engine Inoperative (sh. 3/3)

6-16
 FAM.1C-27J-1

Figure 6-4 Authority of rudder TLU (Travel Limitation Unit)

6-17
FAM.1C-27J-1

Figure 6-5 Minimum Control Speed In-Air (VMCA) - FLAPS 1

6-18
 FAM.1C-27J-1

Figure 6-6 Minimum Control Speed In-Air (VMCA) - FLAPS 2

6-19
FAM.1C-27J-1

Figure 6-7 Minimum Control Speed During Landing (VMCL)

6-20
 FAM.1C-27J-1

Figure 6-8 Minimum Control Speed On Ground (VMCG)

6-21 / ( 6-22 blank )

 FAM.1C-27J-1

Section VII

ALL WEATHER OPERATIONS

Contents page
WARNING
INTRODUCTION ................................................. 7-1
INSTRUMENT FLIGHT PROCEDURES ............. 7-1
ICING CONDITIONS ........................................... 7-7 When Flying in actual instruments
TURBULENCE AND THUNDERSTORMS ........ 7-12 conditions, the red and white strobe
CROSSWIND ..................................................... 7-13 light reflected by the surrounding
NIGHT FLYING .................................................. 7-14 clouds may lead to actual spatial dis-
COLD WEATHER PROCEDURES .................... 7-15 orientation. If operationally feasible,
HOT WEATHER PROCEDURES ...................... 7-22 switching off those light may alleviate
SANDY/DUSTY CONDITIONS .......................... 7-23 the problem.
WINDSHEAR ..................................................... 7-25
VOLCANIC DUST PRECAUTIONS ................... 7-27
HYDROPLANING .............................................. 7-27 PREFLIGHT AND GROUND CHECKS
Complete the normal preflight operations as
described in Section II.

INTRODUCTION
INSTRUMENT TAKE-OFF
This section describes techniques and procedures for
The following additional steps to normal operations
all weather operations. This supplements the normal
are recommended in case of instrument take-off.
procedures described in Section II. The purpose of
this section is to describe flight conditions which may 1. Tune, identify and monitor NAVAIDS to be used
be affected by varying weather or climatic conditions. during departure. If INAV is to be used for depar-
ture, ensure CNI is properly set with departure in-
formation.
2. Select the CDI SOURCE to be used for departure.
INSTRUMENT FLIGHT
PROCEDURES NOTE

The aircraft is completely equipped for the use of all It both pilots select INAV as CDI
standard radio navigational and flight aids. It is the SOURCE for departure, it is recommend-
responsibility of the aircraft commander to ensure that ed that NAV POINTERS (SAMU) be set
each crew member is thoroughly briefed on the exact to ground-based NAVAIDs for backup in-
procedures to be followed during all phases of aircraft formation.
operation. Additionally the aircraft commander is
responsible for planning and execution of IFR flights 3. Set heading marker as required.
accordingly with IFR regulations.

7-1
FAM.1C-27J-1

NOTE HOLDING
It is recommended that the heading mark- Fly the holding pattern flaps up at 1.3 VS or about 150
er be set to runway heading. This gives a KCAS whichever is higher. If maximum endurance is
good reference to maintain runway head- required, conduct holding operations at maximum
ing after take-off until a safe turn out alti- endurance airspeed as provided in the FAM.1C-27J-
tude is reached and prevents any 1-1 "Performance Data manual". The "Performance
unexpected turns if the autopilot is en- Data" provides also the optimal holding altitude where
gaged on departure. fuel flow is at a minimum.
1. The CNI-MU (ICDU) holding pattern page may be
4. Set desired level off altitude as the reference alti-
referenced to confirm correct entries and for relat-
tude using the ALT SEL knob on the reference set/
ed holding pattern information.
warning panel.
2. INAV may be used as the CDI SOURCE because
5. Press HDG on the DA/FD control panel.
it provides wind corrected guidance to maintain a
6. After aircraft alignment on the runway, press symmetric holding pattern.
HEADING selector knob on the Heading/Course
3. The autopilot may be engaged in the NAV mode
select panel.
with INAV selected as the CDI SOURCE. If the au-
7. After rotation VROT and take-off, establish initially topilot/Flight Director is not engaged, limit the rate
≅10° attitude angle and then as required to main- of turn to 3 degrees per second (standard rate
tain V2 + 5 KCAS. At V2 + 5 KCAS press IAS to ob- turn), but do not exceed 30 degrees of bank.
tain Flight Director guideline in pitch during the
4. If INAV is not the CDI SOURCE and the holding
take-off initial phase. At acceleration height, (mini-
point is a VORTAC station, the autopilot will not
mum 400 ft AGL) decrease climb angle and in-
have sufficient time on the inbound leg to capture
crease speed to reach best climb speed (VBC).
and track the course. Under these conditions, only
8. At 1000 ft AGL or above engage Autopilot if re- HDG and appropriate vertical modes should be
quired (HDG/NAV - IAS mode selected). used.

NOTE
PENETRATION
In icing condition observe the “minimum
A typical penetration is shown in Figure 7-1. The rec-
maneuver/operating icing speeds” table
ommended procedure is as follows:
(refer to Table 1) and anti-ice systems ac-
tivation accordingly with the ICING CON- 1. Complete the DESCENT checks before reaching
DITIONS paragraph in this Section. the holding fix.
2. Begin the penetration at holding airspeed from the
INSTRUMENT CLIMB appropriate holding fix, in the clean configuration,
by retarding power levers and smoothly establish-
1. Complete the AFTER TAKE-OFF checklist as de- ing the required descent rate and speed of approx-
scribed in Section II. imately 200 KIAS.
2. Limit the bank angle to that commanded by the 3. Follow the described penetration procedure.
Flight Director. If not using the Flight Director, limit
the bank angle to 30 degrees. 4. Reduce the rate of descent 1000 ft above the pen-
etration turn completion altitude. Slow to 170 KIAS.
3. IAS mode is recommended for Flight Director/Au-
topilot use to optimize best and safe speed during 5. Complete the BEFORE LANDING checklist prior
climb. to reaching the final approach fix. Perform the final
approach at the optimum approach speed and pro-
ceed according to Figure 7-2, Figure 7-3 or Figure
CRUISE 7-4.

Conduct instrument flight procedure in accordance

with the normal procedures listed in Section II, and the
existing published instructions regarding IFR proce-
dures.

7-2
 FAM.1C-27J-1

Figure 7-1 Typical penetration

7-3
FAM.1C-27J-1

Figure 7-2 Typical instrument approach, two-engine ADF-VOR/ILS

7-4
 FAM.1C-27J-1

Figure 7-3 Typical Instrument approach, one-engine ADF-VOR/ILS

7-5
FAM.1C-27J-1

Figure 7-4 Typical radar approach pattern

7-6
 FAM.1C-27J-1

INSTRUMENT APPROACHES General

All conventional systems of instrument approach may The ice protection system is designed to comply with
be used. Flight characteristics during instrument the actual icing requirement for operation in light to
approach are the same as flight characteristics in moderate icing conditions.
visual flight. Entry into an instrument approach is
accomplished at 170 KIAS. Typical approaches are
depicted in Figure 7-2 through Figure 7-4. Aircraft WARNING
configuration and airspeed may be modified as the sit-
uation dictates/permits. Approach configuration and
airspeed will be established prior to the final approach Operation in severe icing conditions,
fix or prior to intercepting the glideslope. including operation in freezing drizzle/
rain, must be avoided.

Circling Approach During all operations, the pilot is expected to exercise

good judgement and be prepared to alter the flight
The penetration and approach procedures are based
plan if conditions exceed the capability of the aircraft
on straight-in approach speeds. If a circling approach
ice protection systems.
is required, maintain 140 KIAS or computed approach
The greatest danger caused by ice accumulation is
speed, whichever is higher, with flaps 2 and landing
the reduced aerodynamic efficiency of the aircraft,
gear DOWN. When turning to final, slow to approach
increased drag, reduced lift and loss of thrust.
speed and select flap FULL as required.

Missed Approach WARNING

In the event of a missed approach, immediately apply
required power and establish a climb (enable GO • Take-off is forbidden when frost,
AROUND mode on Flight Director). When a positive snow or ice is adhering to the
climb is established (climb/dive marker, vertical veloc- wings, control surfaces and/or pro-
ity indicator and altimeter) apply the GO AROUND pellers.
procedure described in Section II.
• Limited frost accretion on lower
wing surface due to cold fuel re-
maining and high ambient humidi-
ICING CONDITIONS ty is allowed.

Specifically, ice accumulation may have the following

OPERATING IN ICING CONDITIONS effects:
a. Increased take-off distance, landing distance, and
Definition stall speeds. Higher takeoff, landing, and minimum
flight speeds are then required.
ATMOSPHERIC ICING CONDITIONS exist when:
b. Reduced rate of climb.
– Outside Air Temperature on the ground and for
take-off is at or below 5 °C (41 °F) or when Static c. Increased power requirement, thus increasing fuel
Air Temperature in flight is at or below 7 °C (45 °F), consumption and decreasing range and endur-
ance.
– and visible moisture in any form is present (such as
clouds, fog with visibility of less than one mile, rain, d. Noticeable decrease in aircraft maneuverability, in-
snow, sleet and ice crystals). cluding reduced directional stability and control at
high sideslip angles, and heavier than normal stall
GROUND ICING CONDITIONS exist when:
buffet when approaching stall airspeeds (more
– Outside Air Temperature on the ground is at or be- prominent as flap settings approach zero).
low 5 °C (41 °F),
e. Reduced engine power due to the obstruction of
– and surface snow, standing water or slush is the engine inlet air duct.
present on the ramps taxiways and runways.

7-7
FAM.1C-27J-1

NOTE If contamination is present, use the following proce-

dure:
After prolonged exposure to icing, the ra-
dome may accumulate ice that will not 1. Check ENGINE ICE PROT selector to ON.
shed easily. This may result in degraded
2. Check PROPELLER ICE PROT 1 and 2 selectors
radar returns. Increasing the radar gain
to ON.
should overcome these losses. The
weather mode should be only minimally 3. Plan take-off in accordance with FAM.1C-27J-1-1
affected with some loss of low intensity manual and observe the "minimum manoeuvre/op-
weather returns such as snow showers. erating icing speeds" table as applicable, refer to
Table 1.
Before Take-off / Take-off 4. PROCEDURE FOR TAKE-OFF WITH ATMO-
SPHERIC ICING CONDITIONS
Before Take-off, if necessary, request surfaces de-
icing and refer to the appropriate table for the HOLD Atmospheric icing conditions may be aggravated with
OVER TIME. the following meteorological phenomena:

If de-icing is performed before take-off: • Frost,

1. Engines must be shut down with APU running; • Freezing fog,

2. Flaps 1; • Snow,

3. PACK OFF; • Freezing drizzle,

4. WIPER OFF (it is not recommended the use of it • Freezing rain.

even if some fluid is on the windshield unless visi- 1. Request surfaces de-icing if necessary.
bility is impaired);
2. Set ENGINE ICE PROT selector to ON.
5. Expect smoke from APU if fluid gets in contact with
hot parts. 3. Set PROPELLER ICE PROT 1 and 2 selectors to
ON.
CAUTION 4. Plan take-off in accordance with FAM.1C-27J-1-1
manual and observe the "minimum manoeuvre/op-
erating icing speeds" table as applicable, refer to
• The time of protection will be short- Table 1.
ened in heavy weather conditions,
heavy precipitation rates, or high 5. After Take-off
moisture content (Refer to appropri-
ate Tables). NOTE
• High wind velocity or propeller/jet If landing gear retraction is required fol-
blast may reduce hold over time. lowing extended exposure to icing condi-
tions, cycle the gear at least once to
• Hold over time may also be reduced remove accumulated ice before acceler-
when aircraft skin temperature is low- ating above the gear limiting speed.
er than OAT.

If icing conditions are present or suspected during taxi During climb consider leaving APU running and APU
and/or take-off, the following procedures must be bleed on.
applied:

PROCEDURE FOR TAKE-OFF WITH GROUND WARNING

ICING CONDITIONS
Pilot must decide if snow-ice contamination is present When flying in freezing or super
on propellers. If propellers are clear of snow-ice, set cooled rain avoid high angle of attack
ENGINE and PROPELLER ICE PROT selectors to and delay configuration changes just
AUTO and use normal speed for take-off. before landing.

7-8
 FAM.1C-27J-1

Table 1 Minimum Maneuver / Operating Icing Speeds (KCAS)

Weight (KG / LB x 1000)

MAX
VM
FLAPS BANK V/VS
SPEEDS 20 / 22 / 24 / 26 / 28 / 30 / 30.5 /
ANGLE
44 48.4 52.8 57.2 61.6 66 67.1

1 VLO 15° 1.1 121 128 133 138 143 149 150

1 V2 (VCO) 15° 1.15 127 133 139 144 150 155 157

UP Flap Retraction 15° 1.2 140 147 153 160 166 172 173

UP VBC 30° 1.25 146 154 160 166 173 179 181

UP VA MIN 30° 1.3 152 160 166 173 179 186 188

2 VAPP 30° 1.3 134 140 147 153 159 165 167

FULL VTHR (threshold) 15° 1.2 110 115 121 126 131 135 136

2 Go Around 15° 1.15 118 125 130 136 141 146 147

PROCEDURE FOR OPERATION IN

ATMOSPHERIC ICING CONDITIONS CAUTION
The Engine and Propeller ice protection should be set
to AUTO for the flight. This will ensure that when ice is Even if the aircraft is equipped with Elec-
detected from the ice detector, the system will auto- tronic Ice Detector to alert the crew as
matically turn ON the Engine and Propeller 1 and 2 soon as and as long as ice accretion is
ice protection and the following ACAWS Caution/Advi- sensed by the probe, crew must visually
sory messages will be displayed: check ice accretion on wing surface and
Visual Ice Detector. Based on these
• ICE CONDITION (yellow),
checks, crew can evaluate the intensity of
• W&T DE-ICE OFF (yellow), icing conditions and the need of ice pro-
tection system activation.
• ENG ICE PROTECT ON (white),
• PROP 1 A/I ON (white), If icing condition is expected or as soon as and as
long as atmospheric icing conditions exist, the follow-
• PROP 2 A/I ON (white). ing procedure must be applied:

NOTE 1. Set ENGINE ICE PROT selector to ON.

2. Set PROPELLER ICE PROT 1 and 2 selectors to
Stall Warning threshold does NOT
ON.
change until PROPELLER ICE PROT 1
or 2 selector is manually set to ON or 3. Observe the "minimum manoeuvre/operating icing
WING AND TAIL MODE selector is set to speeds" table, refer to Table 1.
SLOW or FAST.
4. Monitor the visual ice detector probe.
5. Monitor the ice accretion.

7-9
FAM.1C-27J-1

The following ACAWS Advisory messages will • AOA Stall Warning threshold is in-
appear: creased when either WING & TAIL
de-icing system is set to SLOW /
• ENG ICE PROTECT ON (white), FAST or PROPELLER ICE PROT 1
• PROP 1 A/I ON (white), or 2 selector is set to ON.

• PROP 2 A/I ON (white).

When cruising in icing condition/accretion, the follow-
In case of ice accretion set the WING AND TAIL
ing consideration must be made:
MODE to SLOW / FAST either when ice is detected
from the ice detector or after visual inspection. • Change altitude if possible;
• Verify reduced performances in terms of reduced
CAUTION power, higher Fuel flow, decrease IAS and GS;
• Consider fuel requirement;
When ENGINE ICE PROT is turned ON • Make frequent visual checks of wing leading edg-
(automatically or manually) the MGT in- es, engine inlet air duct leading edges, and propel-
creases of about 30-40 degrees. FADEC ler spinners;
may not be able to correct for this sudden
• Periodically set to HEATER for at least one second
increase of temperature and ACAWS
the AIRFOIL switch to monitor ice accretion.
Warning message “ENG n MGT HI” could
appear. Be aware of engine MGT before
setting the ENGINE ICE PROT to ON and In case of severe icing condition refer to "SEVERE
if necessary reduce power before turning ICING" paragraph.
ON the system or adjust power immedi-
ately after. Other factors that could affect When no more ice accretion and surfaces are clear of
MGT increase/limit exedance can be: ice, the MODE (WING AND TAIL) selector may be
– single bleed operations, placed to OFF.
– HP bleed intervention, The Engine and Propellers Ice Protection should be
– High flow selection. turned OFF and then AUTO when the aircraft is clear
of ice and icing conditions do not exist anymore; nor-
mal procedure/speed may be resumed.
Use of APU beed air, if available, can minimize this
phenomena.
NOTE
At the first indication of ice accretion, normally also
In moderate icing conditions, periodic ice
reported by the Electronic Ice Detector via the
shedding from the propeller will occur.
ACAWS Caution message "ICE CONDITION" (yel-
Fuselage ice strikes might occur.
low), the following procedure must be applied:
1. Check ENGINE ICE PROT selector to ON.
Before Landing
2. Check PROPELLER ICE PROT 1 and 2 selectors
Use icing speed for landing and refer to checklist for
to ON.
appropriate landing speed and distances.
3. MODE (WING AND TAIL) selector:
– Set SLOW for low rate of ice accretion WARNING
– Set FAST for high rate of ice accretion.
4. Observe the "minimum manoeuvre/operating icing While in icing conditions, avoid pro-
speeds" table, refer to Table 1. longed flight below holding airspeed
or with the flaps and/or landing gear
NOTE extended. Ice accumulation at high an-
gles of attack may result in ice accu-
• As an indication, expect high rate of
mulating on the unprotected surfaces
ice accretion at temperature above
of the wing, empennage, flap, landing
-20 °C (-4 °F) SAT.
gear, or forward of the engine inlets.

7-10
 FAM.1C-27J-1

SEVERE ICING This procedure is applicable to all flight phases.

Monitor the ambient air temperature. While severe

WARNING icing may form at temperatures as cold as -18 °C
(0 °F), increased vigilance is warranted at tempera-
tures around freezing with visible moisture present.
• Flight in severe icing must be Since the autopilot may mask tactile cues that indicate
avoided. adverse changes in handling characteristics, use of
the autopilot is not recommended when the severe
• Severe icing may result from envi- icing exists, or when unusual lateral trim requirements
ronmental conditions outside of while the aircraft is in icing conditions.
those for which the aircraft is cer-
tificated. If severe icing is encountered:
1. Immediately increase by 10 kts the minimum ma-
• Flight in freezing rain, freezing neuver/operating icing speeds.
drizzle, or mixed icing conditions
(super cooled liquid water and ice 2. Increase power up to MAX CONT, if needed.
crystals) may result in ice build-up 3. Request priority handling from Air Traffic Control
on protected surfaces exceeding and change altitude.
the capability of the ice protection
system, or may result in ice form- 4. Avoid abrupt and excessive maneuvering that may
ing aft of the protected surfaces. exacerbate control difficulties.
This ice may not be shed using the
5. Do not engage the autopilot. If the autopilot is en-
ice protection systems, and may
gaged, hold the control wheel firmly and disengage
seriously degrade the perfor-
the autopilot.
mance and controllability of the
aircraft. 6. If flaps are extended, do not retract them until the
airframe is clear of ice.
Detection 7. If an unusual roll response or uncommanded roll
control movement is observed maintain the roll
Visual cues with severe icing are:
control at the desired position and reduce the an-
a. Unusually extensive ice accreted on the bolts gle of attack by:
of the wiper arm and on the airframe/wind- • Increasing power, up to MAX CONT,
shields in areas not normally observed to col-
lect ice.
• Extending flaps to 1 if needed.

b. Accumulation of ice on the lower surface of the NOTE

wing aft of the protected area.
In case of unavoidable severe icing in
c. Extensive accumulation of ice on the propeller landing with Wing and Tail de-icing sys-
spinner. tem in failure, refer to Section III for ap-
d. Unexpected decrease in speed or rate of proach/landing speeds and landing
climb. distance.

The following weather conditions may be conducive to

severe ice: ICE FORMATION IN CLEAR AIR
a. Visible rain at temperatures close to 0 °C Engine inlet air duct icing in clear air is possible in
(32 °F) Static Air Temperature. some combinations of temperature and humidity,
depending on the engine power setting and the air-
b. Droplets that splash or splatter on impact at
speed. This icing is caused by the sudden drop in
temperatures close to 0 °C (32 °F) Static Air
temperature resulting from pressure loss in the engine
Temperature.
inlet air duct. Such icing is indicated by a falling HP
If severe ice is encountered, try exit the severe Icing indication. If HP indication falls for no apparent rea-
Environment. son, assume that engine inlet air duct icing is occur-
ring, and set ENGINE ICE PROT selector to ON.

7-11
FAM.1C-27J-1

TURBULENCE AND Do not attempt to overpower or assist the autopilot

elevator axis through the control column. To do so will
THUNDERSTORMS cause the autopilot to oppose pilot input with elevator
trim causing an adverse out of trim condition.
Weather briefings, thorough flight planning and utiliza-
tion of in-flight radar, will in most cases provide ade-
quate protection against exposure to turbulent air CAUTION
operation. However, when known or anticipated
weather conditions indicate a possibility of encounter-
If the autopilot is disconnected while in
ing extreme turbulence or thunderstorms, the follow-
this condition, a violent pitch maneuver
ing procedures should be used:
may result with possible structural dam-
age. If autopilot operates unsatisfactorily,
disengage the autopilot.
CAUTION
HEAVY RAIN
Flight through thunderstorms or other
When possible, avoid flying through heavy rain or
conditions of extreme turbulence should
extreme precipitation. Extreme precipitation is identi-
be avoided wherever possible.
fied as comparable to water content that may be
found in Level 6 thunderstorm activity and will be
1. PERSONNEL: Ensure crew and passengers are depicted on the Low Power Color Radar (LPCR) in
briefed, safety belts fastened, and all loose equip- magenta. Heavy rain can:
ment secured.
1. Reduce lift by up to 30 percent at high angles of at-
2. AIRSPEED: Use 50 KIAS above power-off stall tack such as during approach or missed approach
speed, not to exceed severe turbulent air penetra- profiles.
tion speed (180 KIAS).
2. Increase drag up to 30 percent.
3. ALTITUDE: Do not attempt to hold an exact alti-
tude. Large and sudden control and power chang- 3. Cause the aircraft to slow down faster than normal
es should be avoided. when engine power is reduced.
4. TRIM: If possible, trim the aircraft to zero control 4. Cause engine rollback and flameout.
force for the altitude and recommended airspeed.
5. Cause turbulence.
Avoid, as much as possible, the use of elevator
trim in controlling pitch attitude.
5. ATTITUDE: Use CMDU PFD Flight Path Director
Operation in Heavy Rain
Indicator (FPDI) / Flight Path symbology for prima- If extreme precipitation is encountered and cannot be
ry attitude information. Maintain a wings level atti- avoided, accomplish the following:
tude using moderate control movements to resist
changes in attitude. Be aware that the pitot-static 1. Reduce power as required to reduce airspeed to
instruments will give erroneous indications in ex- 180 KIAS.
treme turbulence. 2. Maintain engine power above 700 horsepower.
6. LIGHTING: Prior to entering areas of known turbu-
lence or thunderstorms, ensure that cockpit lights Operation in Extreme Precipitation
are set.
7. ENGINE POWER: Establish the power setting for WARNING
the target airspeed and do not vary it unless air-
speed or altitude variations are large and persis-
tent. Engine power rollback and flameout
8. AUTOPILOT: The autopilot may be used and in may occur when operating in extreme
some cases is desirable. If extreme turbulence is precipitation conditions.
penetrated with the autopilot engaged, all flight di- If extreme precipitation is encountered and cannot be
rector modes should be disengaged. avoided, refer to the Turbulence and Thunderstorm
procedures in this Section.

7-12
 FAM.1C-27J-1

CROSSWIND
WARNING

CROSSWIND TAXI
Because caster (centering) loads fed
Taxi operation in winds greater than 45 knots is not back to the nose wheel steering con-
permitted. trol wheel are very low, the pilot has lit-
Taxiing in high wind may require the coordinated use tle indication, as the aircraft
of nose wheel steering, rudder, differential power and accelerates, how much yawing mo-
differential braking. ment is being supplied by the nose
Use of aileron and elevator may also be required to wheel steering. If nose wheel steering
keep the aircraft level. Turns in high wind should be is released suddenly during a high
performed at low speed to prevent centrifugal force crosswind take off, the aircraft may
from aiding the wind in tipping the aircraft. abruptly veer off center line.

2. The copilot must maintain wings level with up to full

CROSSWIND TAKEOFF
ailerons and holds control wheel forward as re-
The maximum crosswind component for take-off is 25 quired to ensure nose wheel steering effective-
knots (gust included). Further limitations are in Sec- ness.
tion V.
If the crosswind component is above 15 knots, the fol- 3. Initially, the pilot may need significant nose wheel
lowing considerations and procedures apply: steering input to counter the weather-cocking ten-
dency into the wind. When the rudder is effective,
1. Perform rolling take-off technique described in the pilot must slowly reduce the nose wheel steer-
Section II. ing input and transition to rudder control only.
The following take-off penalties must be applied: 4. Immediately after rotation, reduce rudder forces to
• Take-off Run: increase 10% reduce sideslip.
• Take-off Distance: increase 7%
• Acceleration to stop distance: increase 5%. CROSSWIND LANDING
The maximum crosswind component for landing is 25
WARNING knots. Refer to the FAM.1C-27J-1-1 manual, Part VIII
Figure 8-1 to determine the landing speed increase.
Use of 50% flaps will result in higher touchdown
If during initial power application speed and therefore lower sideslip and better roll con-
(maximum 2500 HP) the bank angle trol. It is not recommended that less than 50% flaps
reaches more than 5/6 degrees, re- be used.
duce power and use steering only for Use angle of bank into the wind and opposite rudder
directional control (no rudder, no dif- to align the nose with the runway centerline.
ferential brakes). These controls must be applied before touchdown to
Apply brakes only when bank angle is minimize crab angle. The altitude above the runway to
reduced. begin these crosswind lineup procedures is at the
pilot's discretion.
NOTE
With crosswind components above 15 knots, a two
When take-off power is applied, the up- step technique is recommended:
wind wing will rise. With crosswind com-
ponents around 25 knots expect an angle 1. At approximately 200 feet above the ground, lower
of bank of up to 5 degrees. the upwind wing and apply rudder to bring the nose
to within approximately 5 degrees of runway head-
ing.
2. Between 100 feet and 30 feet above the runway,
input the remaining rudder to land with the nose
pointing slightly upwind from runway heading to
prevent drift after touchdown.

7-13
FAM.1C-27J-1

From this point, reduce power so as to set a constant 2. Reset the following circuit breakers:
deceleration rate to touchdown. This technique on Rear Upper CB panel:
reduces large power changes which contribute to rud- - FADEC 2A (L 6)
der force changes, yaw oscillations. - FADEC 1B (L 7)
on Rear Mid CB panel:
After touchdown, expect to use up to full aileron into - FADEC 1A (R 22)
the wind to maintain wings level and up to full nose - FADEC 2B (R 23)
down elevator to increase nose wheel load. Ensure
the aircraft is tracking straight before moving the 3. Check that "PROP 1(2) NO 119% PROTECT" Ad-
power levers very smoothly towards ground idle. visory message does not appear. If the message is
Delay reverse selection if feasible after braking action displayed repeat circuit breakers reset (step 2.).
and the acquisition of complete directional control. 4. Start the engine using the normal procedure de-
Transfer control of the control wheel to the copilot scribed in Section II.
anytime after touchdown, and use the nose wheel
steering, as required.
NOTE
Below approximately 80 knots, the nose wheel may If during engine starting procedure the
begin to rise up due to the loss of airflow on the eleva- "PROP 1(2) NO 119% PROTECT" Advi-
tor. In very strong crosswinds, as the nose wheel load sory message appears, shutdown the en-
reduces, the aircraft may begin to weather-cock into gine by switching the ENGINE START
the wind. If light to moderate braking from about 80 to selector to STOP and repeat steps 2. thru
30 knots is used to maintain weight on the nose gear, 4.
the tendency will be eliminated. Although not as effec-
tive, differential braking or differential power can be
used.
NIGHT FLYING
ENGINE STARTING IN HIGH SPEED WIND
CONDITIONS In addition to the NORMAL PROCEDURES in Section
II, accomplish the following:
Starting the engine with the propeller rotating could
cause the FADEC NP independent overspeed protec- 1. Use navigation lights at all times. Set other exterior
tion circuit test to fail thus displaying the ACAWS lights and interior lights as required. For night take-
Advisory message "PROP 1(2) NO 119% PROTECT" offs, taxi and/or landing lights may be used.
on the CMDU ESA page.
2. If night vision goggles are to be used, set the MAS-
TER switch on the PILOT LIGHTING panel to
If the propeller is rotating due to the wind, prior to
NVIS, and set the MASTER switch on the FWD
attempting a normal Engine Start proceed as follows:
CARGO LIGHTING panel to NORMAL/NVIS. Re-
adjustment of the brightness level of Flight Com-
If the wind direction is headwind (315° - 45°) or tail-
partment Lighting Component may be required.
wind (225° - 135°) with respect to the aircraft
3. Be aware that with EXTERIOR LIGHT SELECTOR
1. Feather the propeller to minimize NP rotation by
MODE SWITCH set to NVIS, only position and
setting PROPELLER CTRL switch to FTHR. When
anti-collision lights are available.
the propeller rotation decreases and stops (full
Be aware that with EXTERIOR LIGHT SELECTOR
feathered) set the PROPELLER CTRL switch to
MODE SWITCH set to COVERT, all exterior lights
NORM and close the safety guard.
remain invisible at naked eyes.
If wind direction is crosswind (225° - 315°) or (45° -
135°) To prevent possible disorientation in space, it is rec-
ommended that the anti-collision light be switched off
1. Unfeather the propeller to minimize NP rotation by
during night flight in cloud.
setting PROPELLER CTRL switch to UNFTHR.
Hold the UNFTHR position until the propeller rota-
If night vision goggles are to be used, the anti-collision
tion decreases and stops and close the safety
light may be detrimental for NVGs vision during night
guard.
flight in cloud or close to terrain.

7-14
 FAM.1C-27J-1

COLD WEATHER PROCEDURES Hangar space in the arctic is very limited. The refuel-
ing and repair capability of airports to be used should
be checked at the planning stage.
INTRODUCTION
Cold weather is generally considered to be 0 °C Safety Equipment
(32 °F) and below. To ensure effective low tempera- Ensure all crew and passengers have the correct
ture operations great care is needed both from ground clothing available to enable them to survive in the
and flight personnel. The procedures and precautions event of a forced landing in the arctic. Safety equip-
outlined here concern operation of unhangared air- ment must be carried for the full complement of crew
craft, (i.e., cold soaked) and are complementary to and passengers.
those for normal operation in icing conditions.

NOTE PRE-DEPARTURE FROM HOME BASE

Time must be allowed for preheating, us- Before departure from home base check:
ing a mobile heater, so that aircraft com-
1. If temperature is expected to be below -26 °C (-15
ponents are preheated and inspected
°F) engine oil should be changed to MIL-PRF-7808
before starting the turboprop.
(refer "minimum oil temperature for engine and
APU starting" table).
If temperature is expected to be below -40 °C (-40
CONSIDERATIONS
°F) APU oil should be changed to MIL-PRF-7808
and hydraulic fluid should be changed to cold
Temperature weather fluid MIL-H-5606.
Very low temperatures have harmful effects on some 2. If the ambient temperature is expected to be lower
aircraft materials. Rubber, plastic, and fabrics harden than -40 °C (-40 °F) and AC ground power for APU
and may break or disintegrate when loads are starts will not be available, utility and avionics bat-
applied. Oil and lubricants may freeze. Different met- teries that have no previous service usage should
als will contract to different degrees which will cause be installed. This provides the best batteries for in-
variations in tolerances. Moisture from condensation, flight use following an APU start using on-board
or melted ice, can freeze in critical locations. Pressure batteries.
in tires, shock absorbers, fire extinguisher bottles, and
accumulators can be reduced by decreasing tempera- 3. If the ambient temperature is expected to be -40 °C
ture. (-40 °F) or below, ensure ground support equip-
ment and personnel are available at destination or
plan to provide needed support.
Weather
Arctic weather is usually very cold and subject to rapid PREFLIGHT AND REFUELING
changes. Depending on the time of year, operations
may be carried out in an all daylight or an all night 1. Plan to start the checks early to allow for any pro-
environment. During periods of darkness or other tracted warm-up period. Perform normal pre-flight
obscuring phenomena, it is relative easy to loose inspection in Section II. In particular:
accurate depth perception due to the lack of other
1. Ensure that all external covers, not necessary for
external references. The arctic is subject to unique
heating the aircraft, have been removed.
weather conditions such as ice, fog phase conditions,
high winds and strong inversions which also affect 2. Ensure that all ice, snow and heavy frost is re-
operations. moved from the entire aircraft and no moisture is
allowed to remain in critical areas where it may re-
freeze.
Servicing, Repair and Refueling
3. Do not try to remove ice from flight surfaces on fu-
Servicing conditions in the arctic may be described as
selage by breaking it off or scraping. Take care to
difficult. Due to several environmental factors, it may
avoid injury to personnel as a result of sliding or
be impossible to carry out repairs for more than a few
falling.
minutes at a time, therefore it is important to have
hangar or other sheltered space for repairs.

7-15
FAM.1C-27J-1

Preheating Operations
WARNING
Normal and preheating operations are necessary if
the oil temperature is at least the temperature in "min-
Do not attempt to take-off with ice, imum oil temperature for engine and APU starting"
snow or frost on the wing and empen- table (refer to Table 2) for Normal Start for the specific
nage, since the aerodynamic profiles type of oil being used in the engine and APU.
could be changed with a loss of effi-
ciency. The take-off run is increased The oil preheating from a lower temperature to the
and the vertical speed is decreased. levels specified is the procedure for normal operation.
Stall speed is increased and stall char-
acteristics are unpredictable. If a preheating system is not available, perform the
ENGINE START AT EXTREMELY COLD TEMPERA-
TURE (NO PREHEAT) procedure carefully.
NOTE
• Engine Preheat
If de-icing fluid has not been used on the
door latches, ice formation could prevent The engine is preheated by directing warm air to-
or cause difficulty in opening the doors. ward the Pitch Control Unit (PCU) and the oil tank,
or by equivalent means. Monitor the oil tank tem-
4. Ensure that the fuel tank vents, drains, strainers, perature using the TEMP digital readout on the
static ports and pitot tubes are free of ice and CMDU ESA Page.
snow.
• APU Preheat
5. Ensure that the tires, the landing gear shock ab-
sorbers and the hydraulic accumulators are at the The APU is preheated by directing warm air toward
correct pressures. the APU gearbox, or by equivalent means.

6. Ensure that ice and dirt have been cleaned from

the shock absorbers ram using a cloth soaked in Before Starting Engines
hydraulic fluid. In addition to the normal procedures in Section II,
7. Ensure that all surfaces are clear of hydraulic fluid carry out the following checks:
and fuel leaks. 1. Preheating the aircraft interior can be carried out
8. Ensure that the fuel drains and filters are drained either by using portable ground heaters or the aux-
and free from water and that the dry bays are free iliary power unit so that components are warmed
from hydraulic fluid and fuel seepage. and can be inspected before starting the engines.

9. Ensure that warm, well-charged batteries have 2. Ensure that warm, well-charged batteries have
been installed. been installed.

10. In cockpit, after exposure to extremely low temper- 3. Perform the following when operating at ambient
atures, hardening of the power lever gaskets may temperatures below -26 °C (-15 °F):
result in a slightly harder force to operate them. a. Engine preheat should be applied if the oil tem-
11. Icing of the operators breath on the overhead con- perature is below -26 °C (-15 °F) for MIL-PRF-
sole may make difficult to pull in or out the circuit 23699 oil or below -34 °C (-30 °F) for MIL-
breakers. PRF-7808K oil or below -40 °C (-40 °F) for
MIL-PRF-7808L oil.
12. In extremely cold temperatures difficulties may be
found in lateral moving of pilot and copilot seats b. APU preheat should be applied if the oil tem-
being the mechanism extremely hard to operate. perature is below -40 °C (-40 °F) for MIL-PRF-
23699 oil or below -54 °C (-65 °F) for MIL-
PRF-7808L oil.
c. Before starting engines and APU, remove all
ground heater ducts from the aircraft.

7-16
 FAM.1C-27J-1

d. The engines and APU should be preheated but 7. Prior to start, ensure that all ice and frost is re-
starting is possible (follow the specific proce- moved from wings, fuselage (weight and aerody-
dure) down to an oil temperature of -54 °C (-65 namic penalty) and control surfaces. Exercise care
°F) without preheat if MIL-PRF-7808L oil is to prevent injuries from slipping and falling.
used. If using MIL-PRF-23699 oil, starting is
possible (follow the specific procedure) down
to -40 °C (-40 °F) without preheat. WARNING
If using MIL-PRF-7808K oil, engines starting is
possible (follow the specific procedure) down
to -34 °C (-30 °F) without preheat. De-icing fluid fumes are toxic and ex-
If it is planned to start the engines and APU tremely irritating to the eyes and
without preheat, below the above temperature, lungs. Isopropyl alcohol fumes may
and using the appropriate oil, the engines and create a fire hazard. All reasonable
APU should be started once each 24 hours precautions shall be taken to avoid flu-
and allowed to operate until oil temperature is id entry into engines and APU when
in the normal operating range (at normal they are running; ECS must be select-
ground idle for engines). ed OFF. No-spray areas when deicing/
anti-icing are engine inlets, APU inlet/
e. Perform the APU Start Procedures. If starting exhaust, windows, doors/seals,
the APU without preheat, it may take several brakes/landing gear, vents, probes,
attempts to get a successful start. There are no sensors, cavities. Following de-icing
limits on the number of start attempts, however fluid application, check the interior of
observe starter duty cycles indicated in Sec- the aircraft for leaks and fumes.
tion V "Operating Limitations" of this manual.

NOTE ENGINE START AT MODERATELY COLD

TEMPERATURES OR COLD TEMPERATURES
The APU must be allowed to stabilize for (PREHEATED)
a minimum of 4 minutes before applying a At moderately cold temperatures for oil temperature
bleed air load. before start of 0 to -26 °C for MIL-PRF-23699, 0 to -34
°C for MIL-PRF-7808K oil and 0 to -40 °C for MIL-
f. Verify that the PROPELLER CTRL switch is in PRF-7808L oil or with preheated engine start for oil
the NORM and guarded position. temperature before start of -26 °C to -54 °C for MIL-
g. Set the desired temperature through the PRF-23699, -34 °C to -54 °C for MIL-PRF-7808K oil
COCKPIT and CARGO rotary selectors. After and -40 °C to -54 °C for MIL-PRF-7808L oil, perform
2 minutes, release the PRIORITY pushbutton the normal STARTING ENGINES procedure
to supply the cockpit with the main conditioned described in Section II.
air flow and allow 10 minutes or until displays
are readable before continuing the Initial NOTE
Checks.
During start-up in the above weather con-
4. Ensure that maximum allowable fuel weight is not ditions the engine will be slow to acceler-
exceeded due to increased density of cold fuel. ate and smoke could possibly come out
from the exhaust.
5. The liquid crystal displays in the CMDU, SAMU,
CNRP and CNI-MU (ICDU) may take up to 5 min-
utes to become readable.
CAUTION
6. If an external electric source is available, energize
the windshield anti-ice and windows demist sys-
tems. As soon as the ice and frost begins to melt, Limit the engine power to LSGI when the
operate the wiper to help clear the windshield. The oil temperature is less than 0 °C (32 °F),
other windows can be cleared by means of porta- and to no more than 1000 horsepower for
ble heaters. Do not apply hot air directly on to cold an oil temperature below 45 °C (113 °F).
windows, as this may result in them being frac- Engine damage could result.
tured.

7-17
FAM.1C-27J-1

Table 2 Minimum Oil Temperature for Engine and APU Starting

OIL GRADES
STARTING OPTIONS
GRADE III GRADE IV
MIL-PRF-23699
MIL-PRF-7808L MIL-PRF-7808K

-40 °C (-40 °F) and -34 °C (-30 °F) and -26 °C (-15 °F) and
Engine
above above above
Normal Start
(Preheat not required)
-54 °C (-65 °F) and -40 °C (-40 °F) and
APU
above above

-54 °C to -40 °C -54 °C to -34 °C -54 °C to -26 °C

Preheat Prior to Start Engine
(-65 °F to -40 °F) (-65 °F to -30 °F) (-65 °F to -15 °F)
(Preheat to higher value for
normal start)
APU As Normal Start As Normal Start

Engine -54 °C to -40 °C -48 °C to -34 °C -40 °C to -26 °C

Austere Operation (-65 °F to -40 °F) (-55 °F to -30 °F) (-40 °F to -15 °F)
(Preheat is not available)
APU As Normal Start As Normal Start

1. Start the engines using the normal procedure. • If propeller control is lost during en-
gine start, the propeller will go to max-
2. Stabilize and operate at GND IDLE power setting imum reverse. Shut down the engine
in LSGI. using the ENGINE START selector,
3. After lightoff monitor the Power Section and Pro- re-feather the propeller, cycle the
peller Gearbox oil pressure: CBs for the affected engine FADECs
and then restart. Preheat the oil tank
a. If there is a Power Section (E PSI on CMDU) of the PCU if required.
oil pressure decrease to less than 15 psig for
more than 45 seconds, shutdown the engine • For safety reasons, before engine
by switching the ENGINE START selector to starting advise the ground crew that
STOP. the above failure is possible.

b. If there is a Propeller Gearbox (G PSI on CM-

DU) oil pressure decrease to less than 55 psig NOTE
for more than 45 seconds, shutdown the en- If engine shutdown is necessary because
gine by switching the ENGINE START selector of an oil pressure decrease below the val-
to STOP. ues above, after two to five minutes you
can try to start again.

CAUTION 4. Continue steps 2 and 3 as necessary until oil tem-

perature has increased and the engine has normal
engine oil pressure.
• Minimum Propeller Gearbox pressure
(G PSI on CMDU) permitted is 15 5. Complete engine warm-up, select HSGI and con-
psig after the oil temperature rises to tinue to operate for an additional five minutes to al-
above -26 °C (-15 °F). low for further engine heating before applying full
power.

7-18
 FAM.1C-27J-1

ENGINE START AT EXTREMELY COLD • After lightoff, monitor Power Section (E PSI on
TEMPERATURES (NO PREHEAT) CMDU) oil pressure: if it stays below or drops
below 15 psig for more than 45 seconds, shut-
This procedure applies to no preheated engine starts
down the engine by switching the ENGINE
for oil temperature before start of -26 °C to -40 °C for
START selector to STOP.
MIL-PRF-23699, -34 °C to -48 °C for MIL-PRF-7808K
oil, and -40 °C to -54 °C for MIL-PRF-7808L oil. The • After lightoff, monitor Propeller Gearbox (G
following operational restrictions should be carefully PSI on CMDU) oil pressure: if it stays below or
followed during no preheat engine starts: drops below 55 psig for more than 45 seconds,
shutdown the engine by switching the ENGINE
Caution and Note reported for the normal STARTING START selector to STOP.
ENGINES procedure are still applicable.
• The G PSI oil pressure may exceed the 210
psig limitation which is allowable if oil tempera-
CAUTION ture is less than 45 °C.

NOTE
The following procedure is not intended
or recommended as a normal operating If an engine start attempt fails or has to be
procedure. It is recommended that the pi- aborted, wait a minimum of 2 minutes to a
lot plans for the use of preheating during maximum of 5 minutes between starts. If
mission planning. The following proce- high wind chill factors and wind direction
dure is given as a mean to get an engine into the engine inlet create more adverse
start while minimizing the risk of failure ambient conditions, shorter wait times
and breakage of the engine hardware (minimum of 2 minutes) should be used.
when normal ground support equipment After fifth attempt has failed, place engine
is not available or serviceable. start selector to STOP and wait 20 min-
utes after NG has reached 0 percent,
then repeat above waiting periods for fol-
NOTE low on start attempts.
The PROPELLER CONTROL switch, for
the engine being started, should not be Complete engine warm-up using the following guide-
switched to FEATHER until just prior to lines:
start.
4. Operate the engine in HOTEL mode until oil tem-
perature is above 15 °C and rising.
1. Start the engines with the propeller control switch- Observe the following engine parameters:
es in FEATHER and Low Speed Ground Idle (LS- - MGT less than 600 °C,
GI) selected (HOTEL mode). - NG 60% or higher,
2. Observe normal engine starting limits except NG - NP between 15% and 30%.
must be 60% or higher and NP should be between 5. Unfeather the propeller by closing the PROPEL-
15% and 30%. LER CONTROL switch safety guard and operate
3. Observe the following restrictions until engine oil the engine in LSGI until oil temperature is above 45
temperature is greater than -26 °C and oil pres- °C and rising.
sures are stabilized or approaching stabilized HO- E PSI and G PSI should be stabilized within LSGI
TEL mode limits: limits.

• If NG is not indicated within 10 seconds after

NOTE
the ENGINE START selector is placed to
START, shut down the engine by switching the Momentarily elevated vibration levels
ENGINE START selector to STOP. may be felt or indicated in the cockpit as
the engine transitions into (and out of)
• If within 15 seconds of propeller rotation there
HOTEL mode from LSGI. This is normal
is no indication of oil pressure shut down the
unless vibration related ACAWS mes-
engine by switching the ENGINE START se-
sage persist after stabilized in LSGI.
lector to STOP.

7-19
FAM.1C-27J-1

6. Select HSGI and continue to operate for an addi- 3. Nose wheel steering becomes ineffective when
tional five minutes to allow for further engine heat- abrupt turns are attempted on slippery surfaces.
ing before applying full power. Use nose wheel steering, gentle application of dif-
ferential braking, and differential power for best di-
rectional control. Maintain safe taxi speeds by use
AFTER START of brakes with small control inputs or low speed
ground idle and application of minimum reverse
If operating in HOTEL mode and the ambient temper-
thrust.
ature is -40 °C (-40 °F) or below, the engine and gear-
box oil pressure may fall below normal operating limits 4. Full pedal braking at low speed with Anti-skid ON
(40 psig, E PSI) (15 psig, G PSI). This is acceptable must be avoided because the aircraft does not
provided the oil temperature is in the normal operating brake due to the continuous operation of Anti-skid;
range. If the E PSI oil pressure falls below 30 psig or it is better to modulate the braking maneuver with
G PSI oil pressure falls below 10 psig, the engine continuos actions on the pedals.
must be shutdown.
After starting the engine operate the emergency 5. Braking operations with Anti-skid OFF must be
brakes several times before operating the parking avoided at high speed (landing speed) because it
brakes. Check each main wheel for leakage of is impossible to control the aircraft (asymmetric
hydraulic fluid after applying maximum braking effort. braking); on the other end, at low speed (i.e. 30
Small leaks, resulting from hardening of the seals, kts) emergency braking or braking with Anti-skid
may be eliminated by the direct application of warm OFF is more effective.
air for a few minutes. 6. Watch propeller clearance near snow banks.
Difficulty may be experienced in closing the crew
entrance door from the inside due to stiffened seals. It 7. Perform the PROPELLER REVERSE test minimiz-
may be necessary to have the door pushed closed ing the use of reverse thrust to avoid:
from the outside. a. White out and the possibility of covering the
windshield and airframe with snow and ice.
TAXI b. Structural damage caused by lumps of ice hit-
ting the airframe and propellers.
Taxi with estreme caution especially over ice, snow or
slush. Ground handling characteristics on loose or c. Blowing slush over ground crew or parked air-
compacted snow at temperatures below -18 °C (0 °F) craft and equipment.
are good and braking action is fairly good. However,
d. Frostbite of the ground crew caused by ice cold
as temperatures rise towards freezing point snow cov-
propwash.
ered surfaces become increasingly slippery.
Consider the following factors when taxiing:
BEFORE TAKE-OFF / LINE UP
NOTE
Select an area of high resistance to movement and
Minimize APU operations while taxiing in carry out the PROPELLER OVERSPEED GOVER-
heavy blowing snow conditions or with NOR test as described in Section II. Do not park the
large accumulations of snow on the aircraft near obstacles during ground tests.
ground. If at all possible do not reverse
the engines when taxiing over loose snow
NOTE
while the APU is operating. This minimiz-
es ice ingestion and buildup in the APU Slush covered surfaces normally provide
inlet. better braking efficiency than snow cov-
ered surfaces. When the engine test must
1. If snow or freezing precipitation is likely to be blown be carried out on a snow covered surface,
or deflected onto the aircraft or engines during taxi do not carry out the maximum thrust,
or take-off, turn on the pitot heat, and the engine check until the aircraft is aligned on the
and propeller ice protection system to minimize the runway and ready for take-off.
potential for ice accretion in critical areas.
2. Visually check for wheel rotation when beginning
to taxi.

7-20
 FAM.1C-27J-1

TAKE-OFF 5. Know the capabilities and limitations of the en-

route airfields and radar stations.
WARNING 6. Obtain runway condition reports.
7. Ensure the correct flight level is flown, reviewing
Do not attempt take-off with ice, snow, areas where grid, true and magnetic tracks are
or frost on the wings or empennage. used i.e., the arctic.

The roughness caused by ice, snow or frost on the

APPROACH AND LANDING
surfaces varies the airfoil shape with a resulting loss
of efficiency. Take-off run is increased and rate of For the approach and landing:
climb is decreased. Stall speed is increased and stall
characteristics are unpredictable. 1. If possible avoid flight in icing conditions. Expedite
If possible line up on a dry patch; if the aircraft starts descent through icing levels.
to slide before take-off power is reached, release the
brakes and continue the take-off run. Continue the
power checks during the early part of the take-off run. CAUTION

If departing from a rain or slush covered runway,

either leave the gear extended for a short period, or Periodic ice shedding from the propeller
recycle, to dry the wheel wells and gear assemblies. blades may occur during extended oper-
This helps prevent icing up and possible gear mal- ation in icing conditions. This may cause
functions. increased vibration levels felt in the cock-
Excessive moisture may result in: pit and occasional fuselage ice strikes
heard as thumps. This should be consid-
• Gear and/or microswitches freezing up. ered normal unless the "ENG 1 (2) VIB
HI" ACAWS Caution message is activat-
• Excessive frost in wheel wells.
ed. The ENG 1 (2) VIB HI message may
• Frost or ice in the friction washers. indicate that one or more propeller blades
are not de-icing.

CAUTION 2. Fly precise approach speeds; a little extra speed

increases landing ground roll.

After take-off from slush covered surfac- 3. Consider using an instrument approach in margin-
es, retract and extend the landing gear at al conditions.
least once to remove accumulated ice be- 4. Beware of optical illusions from snow or wet sur-
fore accelerating above the gear limiting faces, (eg, white out and confusion between cloud
speed and reduce the possibility of doors and snow at low level).
freezing in closed position.
5. Perform the landing as described in Section II.
6. Touch down firmly, without drift, on the runway
EN-ROUTE PROCEDURES
center line. Be aware of hydroplaning.
When en-route:
7. With extremely low RCRs, hold the nosewheel off
1. Avoid areas of icing or severe turbulence if possi- for as long as possible to obtain maximum aerody-
ble. namic braking, then lower the nosewheel and use
reverse thrust.
2. Climb rapidly through icing levels if possible.
8. As the aircraft slows down, reduce reverse power
3. Constantly monitor endurance and engine perfor- progressively and use nosewheel steering and
mance. Use of anti-ice and de-ice equipment re- brakes with caution. Take care not to obscure for-
quires extra fuel and reduces performance. ward visibility with blowing snow.
4. Maintain a constant update on destination, diver-
sion and departure airfields weather conditions.

7-21
FAM.1C-27J-1

9. In order to limit the landing distance, it may be use- 10. Ensure that the aircraft is securely chocked. If fore-
ful to set engine PLAs to LSGI in order to limit the cast conditions dictate, the aircraft should be ade-
landing distance at speed below 30 kts. At speed quately tied down.
below 30 kts the use of Reverse Thrust may cause
11. Do not refuel before taking the aircraft into a heat-
loss of visibility with blowing snow.
ed hangar.
10. When landing on a rough runway, the copilot
should be briefed to reduce nose gear shock by
neutralizing the elevator controls.
11. Beware of frost on painted runway surfaces where
HOT WEATHER PROCEDURES
nose wheel steering is ineffective.
Hot weather operations are deemed as those in tem-
12. Ensure that the pitot heaters are ON during landing peratures above 35 °C (95 °F) with or without high
and be ready to use the windshield wipers. humidity. High humidity can result in condensation
through the aircraft, which can cause malfunction of
electrical equipment, fogging of instruments, rusting of
ENGINES SHUTDOWN steel parts, and the growth of fungi in vital areas of the
Perform the normal procedure described in Section II. aircraft. Further results may be contamination of lubri-
If the temperature is expected to be 0 °C (32 °F) or cants and hydraulic fluids, and deterioration of non-
below prior to the next start, carry out the normal shut- metallic materials. The procedures essential to opera-
down checks and perform the following: tion and maintenance under such conditions are given
in the following paragraphs. They are in addition to
1. After shutdown in LSGI and NP has decreased to normal procedures in Section II.
zero, feather the propeller and return the propeller
control switch to NORM.
2. On SAMU panel, set the oil cooler flaps to CLOSE. CAUTION

Loss of aircraft cooling for longer than 30

BEFORE LEAVING THE AIRCRAFT
minutes can cause avionics equipment to
Perform the checks described in Section II, and the fail.
following:
1. Install the wooden wheel chocks instead of the en- PREFLIGHT CHECKS
dowed metal ones.
In addition to the normal PREFLIGHT CHECKS in
2. When chocks are in place release brakes to pre- Section II, accomplish the following:
vent the brakes freezing on.
1. Cool the flight station and cargo compartments
3. Flaps should be up to prevent ice or snow collect- with portable coolers, if available. Ensure that in-
ing in the flap well. struments, equipment, and controls are dry.
4. Remove ice and dust from the landing gear shock 2. If the APU is to be used to cool the flight station
absorbers. and blowing sand/dust or rain is not present, open
the flight station sliding windows, forward over-
5. If the aircraft is to remain outside for more than 4 head escape hatch, crew door and paratroop
hours at temperatures below -18 °C (0 °F) or for doors. Allow a minimum of 10 minutes after open-
more than 1 hour at temperatures below -26 °C (- ing the doors/hatches/windows before applying
15 °F), remove the batteries and store them in a electrical power. After a minimum of 10 minutes
heated area. with doors/hatches/windows open apply power,
6. Install all protective covers and plugs. check the batteries, and immediately start the APU
to cool the flight station and cargo compartment.
7. Do not leave the extended ICS cord outside the air-
craft as it may become brittle. 3. Inspect joints, hinges etc., for corrosion.

8. Close all doors and hatches. 4. Check for leakage of hydraulic fluid since heat and
moisture may cause seals to expand.
9. Drain toilet compartment containers.
5. Inspect the shock absorber for cleanliness.

7-22
 FAM.1C-27J-1

6. Check inflation pressure of tires.

CAUTION
7. Remove protective covers.

Excessive use of reverse thrust or brakes

STARTING ENGINES after landing may cause engine oil or
brake overheating.
In addition to the normal STARTING ENGINES proce-
dure described in Section II, when practical, position
the aircraft heading into the wind. NOTE
Monitor the engine oil temperature
BEFORE TAXI (TEMP) on CMDU ESA page during re-
verse phase. Try to maintain the oil tem-
Perform the normal BEFORE TAXI procedure perature into the limits reducing reverse
described in Section II. phase if feasible.

TAXIING
AFTER LANDING
In addition to taxiing the aircraft as directed in the
In addition to the normal AFTER LANDING procedure
TAXI procedure described in Section II, use brakes as
described in Section II, when practical, park the air-
little as possible to avoid overheating.
craft heading into the wind.

TAKE-OFF
ENGINES SHUTDOWN
In addition to executing the normal TAKE-OFF and
AFTER TAKE-OFF/CLIMB procedures in Section II, if Use normal procedure for ENGINES SHUTDOWN as
take-off performance is critical, take-off power shall be described in Section II. Immediately after parking the
established prior to brake release. aircraft, insert chocks at the wheels and release the
brakes, to avoid damage to the brakes resulting from
NOTE overheating during taxiing.

• Engine power take-off rate is function

of OAT and altitude (see Figure 2-1 in BEFORE LEAVING THE AIRCRAFT
the FAM.1C-27J-1-1 manual). Take-
Perform a normal BEFORE LEAVING THE COCKPIT
off run is considerably increased and
check as described in Section II, and the following:
rate of climb decreased in high tem-
peratures. Refer to the charts in part 1. Install all covers appropriate against sun.
III of the FAM.1C-27J-1-1 manual.
2. When weather conditions permit, leave the flight
• At Sea Level if OAT is above 37 °C compartment sliding window and the doors open to
the engine take-off horsepower (HP) provide ventilation in the aircraft.
value displayed on CMDU ESA page
will be lower than 4700 HP.

SANDY/DUSTY CONDITIONS
DESCENT
Perform the normal DESCENT procedure described Sandy/dusty conditions generally occur in a dry and
in Section II. often windy climate. Under such conditions, sand and
dust are often found in vital areas of the aircraft, such
as hinge points, bearings, landing gear shock absorb-
LANDING ers, and engine cowling and intakes. Severe damage
to the affected parts may be caused by sand and dust.
Perform the normal BEFORE LANDING, and LAND- Sand is ingested into the engine by prop vortices,
ING procedures in Section II. which are already generated at normal ground idle
anytime the aircraft is operated on sand or dust-cov-
ered surfaces.

7-23
FAM.1C-27J-1

Sand and dust ingested into the engine cause com- STARTING ENGINES
pressor erosion and therefore reduce its efficiency.
The result will be an unscheduled engine rundown/ Accomplish the normal STARTING ENGINES proce-
RPM decay. It is not unusual to experience large MGT dure described in Section II.
increases when flying from cold to warm latitudes.
The procedures essential to operation under sandy/ NOTE
dusty conditions are given in the following para-
The air conditioning systems should not
graphs.
be operated on the ground unless opera-
tionally required for avionics cooling. Lim-
NOTE it operating time as much as possible.
Sand and dust contamination of pneu-
matic systems can be minimized by keep-
ing all engine shut-off electrovalves
BEFORE TAXI
closed as much as practicable. In addition to the normal BEFORE TAXI procedure
described in Section II, use Low Speed Ground Idle
as much as possible.
PREFLIGHT CHECKS
In addition to the normal PREFLIGHT CHECKS in
Section II, accomplish the following:
TAXIING

1. Do not operate the APU unless operationally re- In addition to the normal TAXI procedure described in
quired for electrical or pneumatic power. Section II, accomplish the following:
1. Operate all flight controls through at least two full
2. Cool flight and cargo compartment by a portable
cycles to ensure unrestricted operation.
air conditioner, if available.
3. The air conditioning systems should not be operat- 2. Use care to avoid blowing sand or dust on other
ed on the ground unless operationally required for aircraft, personnel, or equipment.
avionics cooling. Limit operating time as much as 3. Plan to make shallow turns. Use differential power
possible. to assist nose wheel steering for directional con-
trol.

CAUTION 4. Minimize ground operation to avoid excessive

sand and dust accumulation in the air conditioning
and APU inlet ducts.
Operation of the air conditioning systems
5. Taxi with all engines in low speed ground idle.
on the ground can result in sand/dust in-
gestion, which increases the possibility of 6. Use minimum speed when making turns.
turbine damage and system malfunc-
tions. 7. Use the brakes as little as possible, in order to
avoid overheating.
4. Inspect all control surface hinge and actuating link-
age for sand and dust. Reverse Taxiing
5. Check inflation pressure of tires. 1. If it is absolutely necessary to back the aircraft us-
6. Inspect the shock absorber for cleanliness. ing propeller reversing, first advance the power le-
vers to blow loose sand away.
7. Remove all protective covers.
2. During reverse taxiing select APU bleed OFF.
8. Wipe out the inlet ducts to remove any accumulat-
ed sand or dust. 3. After the aircraft is positioned, move the power le-
vers to a position slightly above GND IDLE until the
9. Inspect instrument panels, switches, and controls sand/dust cloud has been blown aft of the aircraft.
for sand and dust.

7-24
 FAM.1C-27J-1

TAKE-OFF NOTE
In addition to executing the normal TAKE-OFF and If soft soil/sand conditions are inadvert-
AFTER TAKE-OFF/CLIMB procedures in Section II, ently encountered, the use of wheel
accomplish the following: brakes until the aircraft stops may result
in miring the aircraft in the sand. If condi-
1. The take-off run results can be noticeably in-
tions permit, the wheel brakes should be
creased and the rate of climb reduced, in high am-
released and the aircraft permitted to roll
bient temperature conditions.
to a stop when below anti-skid dropout
2. Avoid take-off during sand or dust storms, if possi- speed (approximately 10 knots).
ble, because ingestion of large quantities of sand
or dust causes damage to the engines.
AFTER LANDING
3. During conditions of sand/dust in the atmosphere,
attain an altitude above the contamination as soon Perform the normal AFTER LANDING procedure
as possible. described in Section II.

CRUISE ENGINES SHUTDOWN

In addition to the normal CRUISE procedure for the Use normal procedure for ENGINES SHUTDOWN as
described in Section II, avoid flying through dust or described in Section II. Immediately after parking the
sand storms, when possible. aircraft, insert chocks at the wheels and release the
brakes, to avoid damage to the brakes resulting from
overheating during taxiing.
DESCENT
Accomplish the normal DESCENT procedure BEFORE LEAVING THE AIRCRAFT
described in Section II. When descending into a con-
dition of sand/dust particles in the atmosphere, plan In addition to the normal BEFORE LEAVING THE
the descent and approach so that descent can be COCKPIT check, paying close attention to the follow-
made in the minimum practical time. ing:
1. Install all protective covers and shields.
LANDING 2. Leave the sliding window in the flight compartment
and side fuselage doors open to ventilate the air-
In addition to the normal BEFORE LANDING, and
craft, if the conditions are suitable in respect to ab-
LANDING procedures in Section II, accomplish the
sence of rain or dust.
following:
3. If the aircraft is parked outside for a long period, in-
1. The air conditioning systems should be turned off
stall protective covers to the tires.
prior to landing.
2. Select APU bleed OFF prior to landing.
3. In high temperature conditions, anticipate a long
landing run.
WINDSHEAR
4. When propeller reversing is used during landing, Windshear is a complex phenomenon. It can affect
start moving the power levers from MAX REV to the aircraft in all phases of flight, but is mostly critical
GND IDLE at approximately 60 KIAS and have the during the approach and landing phase. Windshear
power levers at GND IDLE by the time 30 KIAS is can exist as a rapid change in wind velocity and direc-
reached. tion as well as vertical air movement. There are cer-
tain conditions, which indicate the possibility of
windshear being present.
As a general rule, the amount of shear is greater
ahead of warm fronts, although the most common
occurrences follow the passage of cold fronts during
periods of gusty surface winds.

7-25
FAM.1C-27J-1

When a temperature change of 5.5 °C (10 °F) or more NOTE

is reported across the front or if the front is moving at
30 knots or more, conditions are conducive to winds- In addition to recognizing changes in con-
hear. In addition, when thunderstorms are present in ventional PFD instruments, some unique
the area of intended landing, the possibility of encoun- CMDU PFD symbology is well suited to
tering windshear is increased. help identify windshear. The onset of any
The power and pitch attitude required, used in con- windshear, especially down drafts, can
junction with the wind reported on the ground, provide be quickly recognized by large, uncom-
an indication of potential windshear. Use the Low manded movement in the CDM and ghost
Power Color Radar (LPCR) in the Wind Shear (WS) Flight Path Marker. The onset of horizon-
mode to assist in the detection of windshear if shear is tal windshear may also be identified by an
suspected. The LPCR is designed to detect low-level uncommanded increase or decrease in
microburst windshear activity and will provide range the acceleration caret.
dependent variable levels of wind shear alert from 0 to
5 NM. Windshear Recovery
Windshear indications may include all or some of the At the first indication of windshear at low altitude or
following: anytime the GCAS PULL UP alert occurs, execute a
recovery as follows:
a. ± 20 knots airspeed,
1. Set TAKEOFF power and level the wings.
b. ± 500 fpm altitude changes,
2. Select G/A mode and rotate to that initial pitch atti-
c. ± 6 degree pitch attitude changes, tude as a reference, not to overspeed the landing
d. ± 1.5 dot glideslope deviation, gear.

e. Unusual power requirements for an extended peri- 3. Adjust pitch as required to capture and maintain
od of time. approximately (VAPP, VGA, V2) as applicable dur-
ing landing and obstacle clearance on takeoff.
In relation to a known surface wind, be alert for:
4. The non-flying pilot monitors and calls out: radar
f. An unusually steep or shallow rate of descent re- altitude, airspeed, and sink rate, as appropriate.
quired to maintain glidepath,
5. If flaps are at FULL, assure a positive rate of climb,
g. An unusually high or low power setting required to and then set flaps to 2.
maintain approach airspeed,
6. If gear is down, retract the landing gear after
h. A large variation between actual and computed ground clearance is assured.
ground speed.
7. If ground contact is imminent, rotate and be pre-
When a reported surface wind would not justify an pare for a unwanted touchdown.
increased airspeed (for example: calm wind on the
surface), but windshear is suspected, adjustment of 8. When clear of the windshear, adjust pitch and pow-
approach speed may be used to provide an increased er for normal climb.
speed margin.
WARNING
If windshear conditions exist or are expected during
approach or landing, the following should be reviewed
and considered: If the aircraft becomes unstable on fi-
a. Plan a stabilized approach. Use 2 flaps for landing, nal approach and the approach profile
cannot be promptly reestablished, a
b. Minimize power changes, especially large power go-around should be immediately ac-
reductions, complished.
c. Use of the flight director system is advised.

7-26
 FAM.1C-27J-1

VOLCANIC DUST PRECAUTIONS If MGT limitations are exceeded the engine should be
shut down. If an engine fails to start, repeated
attempts should be made, insuring that the engine
The following precautions will be observed when flight start attempt limits are not exceeded. In addition start
is conducted in areas of volcanic activity.
attempts must be attempted with the Engine Start
1. When a flight is planned into an area with a known Envelope Limits. A successful engine start may not be
potential for volcanic activity, all National Opera- possible until the aircraft is out of the volcanic dust
tional Travel Advisory Memorandum (NOTAM's) and the airspeed and altitude are within the airstart
and Air Traffic Control Directives will be reviewed envelope.
for current status of volcanic activity.
Volcanic dust may block the pitot system and result in
2. Flight in the general area of the volcanic activity will unreliable airspeed indications. As much as 50 knots
be avoided. During hours of darkness or daytime difference may be noted between the pilot and copilot
instrument meteorological conditions volcanic dust airspeed indicators. If unreliable or loss of airspeed
may not be visible. indications occur, establish the appropriate pitch atti-
tude and power setting.
Volcanic dust is very abrasive and, in addition to
CAUTION engine damage, can cause serious damage to the
wing and tail leading edge surfaces, windshield, land-
ing lights, etc.
The radar system may not detect the vol- If the windshield becomes translucent, obstructing
canic dust. vision, divert to an airport where a suitable instrument
approach exists if possible. Damaged landing lights
3. Volcanic dust may extend for several hundred will significantly reduce landing light effectiveness.
miles. The flight should be planned well clear of the
area and, if possible, the flight path should be on
the upwind side of the volcanic dust.
If volcanic dust is encountered, the following condi- HYDROPLANING
tions may occur:
1. Smoke or dust appears in the flight compartment. Hydroplaning occurs when the coefficient of friction
between the tires and runway is reduced by some
2. An acrid odor similar to electrical smoke. form of fluid. The major factors in determining when
an aircraft will hydroplane are ground speed, tire pres-
3. Multiple engine malfunctions, such as stalls, in-
sure, and surface water depth. To a lesser degree the
creasing MGT, torching from tailpipe, flameout,
runway surface texture, type of tire, and tread depth
etc.
influence the tire hydroplaning speed.
4. At night, St. Elmo's fire/static discharges may be
observed around the windshield accompanied by a
bright orange glow in the engine inlets. DYNAMIC HYDROPLANING

5. Significant erosion of windshields may occur which Dynamic hydroplaning occurs gradually as a wedge of
will significantly impair vision for landing. water builds up pressure between the tires and pave-
ment. Under conditions of total dynamic hydroplaning,
Volcanic dust can cause rapid erosion and damage to the tires lose contact with the runway.
the internal components of the engines. Dust buildup A nonrotating tire during landing may not spin up at
and blockage of the high pressure turbine nozzle touchdown or the rolling (unbraked) tire on the runway
guide vanes and high pressure turbine cooling holes may slow in rotation and actually come to a stop.
can cause surge, loss of thrust, and/or high MGT. Under these conditions, the coefficient of friction is
Retarding thrust to idle lowers the MGT which reduces reduced to zero, making wheel braking, tire cornering,
debris buildup on the turbine blades and improves and steering totally ineffective. Once total dynamic
engine stall margin. Further improvement in engine hydroplaning begins, it may continue after the tire
stall margin can be obtained by increasing the bleed speed decreases.
air extraction through operation of the engine anti-ice
systems.

7-27
FAM.1C-27J-1

VISCOUS HYDROPLANING Without measured runway water depths on runways

with standing water, use the following information to
Viscous hydroplaning occurs at lower speeds than determine the possibility of hydroplaning.
dynamic hydroplaning on runway surfaces with
smooth surface texture or made smooth by rubber 1. Rain reported as light - Dynamic hydroplaning
deposits or runway marking paint. This type of hydro- unlikely; viscous and reverted hydroplaning are
planing may perpetuate itself at low speeds if the thin possible.
water layer is not broken by an irregular surface. Dew
2. Rain reported as moderate - All types of hydro-
can produce viscous hydroplaning conditions on very
planing are possible. Smooth tires will likely hydro-
smooth pavement resulting in a viscous film that acts
plane.
as a lubricant.
3. Rain reported as heavy - Hydroplaning will occur.
Hydroplaning reduces the effectiveness of nose
REVERTED RUBBER HYDROPLANING wheel steering and consequently the ability of the
pilot to cope with crosswinds.
Reverted rubber hydroplaning is caused by a skid
which boils water on the runway, causing heated rub-
ber to revert to its natural latex state, sealing tire
grooves which prevents water dispersal.
This type of hydroplaning results in near zero braking
coefficients and has been known to continue almost to
the point of zero ground speed.

Runway Surface Factors

The risks of hydroplaning decreases if the runway sur-
face is crowned, grooved, and textured. Rubber and
contaminants embedded in the runway touchdown
zone, in combination with moisture, increase the prob-
ability of viscous hydroplaning. When slush is present
on a crowned runway, drainage is reduced increasing
the likelihood of dynamic hydroplaning. Runway sur-
face texture has little effect on the alleviation of
reverted rubber hydroplaning.

Weather and Tire Conditions

On dry runway surfaces the coefficient of friction is
unaffected by tire wear. High ambient temperatures
combined with smooth asphalt or newly resealed/
resurfaced runways may produce a phenomenon sim-
ilar to hydroplaning. A locked wheel may aggravate or
initiate this condition.
Smooth tires may hydroplane with 0.1 inch of water.
Ribbed tires will release hydrodynamic pressure and
will not hydroplane until water depth is 0.2 to 0.3
inches. Higher tire pressures will reduce the possibility
of hydroplaning.
The minimum total hydroplaning speed in knots, for
tires operating in fluid deeper than their tread depth, is
approximately equal to nine times the square root of
the tire inflation pressure in PSI (lb/in2).

7-28