eee METRO Ill PILOT TRAINING MANUAL IPSC NM CluE tue murs TT eEREY eM ested na anny a CUM lem a Era) Ca eooe at)Preface Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18 Appendix A Appendix B Appendix C CONTENTS AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS LIGHTING MASTER WARNING SYSTEM FUEL SYSTEM AUXILIARY POWER UNIT POWERPLANT FIRE PROTECTION PNEUMATICS ICE AND RAIN PROTECTION AIR CONDITIONING PRESSURIZATION HYDRAULIC POWER SYSTEMS LANDING GEAR AND BRAKES FLIGHT CONTROLS AVIONICS MISCELLANEOUS SYSTEMS WEIGHT AND BALANCE/PERFORMANCE CONVERSION FACTORS ANNUNCIATORS, C-26 TPE331-12UA DIFFERENCES.CHAPTER 1 AIRCRAFT GENERAL CONTENTS Empennage.. AIRPLANE SYSTEMS.. Electrical Power Lighting Fuel System Powerplant .. Fire Protection. Pneumatics Ice and Rain Protection. Air Conditioning Pressurization. Hydraulic Power Systems Revision 4—September 1991 FOR TRANNG PURPOSES ONLY +iFlight Controls 1-18 Pitot-Static System.. 1-19 Oxygen System 1-19 WALKAROUND 1-21 Revision 4—September 1991,Figure 11 1-2 1-21 1-22 1-23 Fovision 4—Soptomber 1991 FOR TRANNG PURPOSES ONLY ILLUSTRATIONS Title Merlin IVC and Metro III Major Assemblies .. Typical Cockpit Configuration Passenger Doot Cabin Door Click-Clacl Electrical Power Components DC Distribution AC Distribution Lighting Controls . Annunciator Panel Press-to-Test Button .. Exterior Lights. Fuel Controls and Indicators. ‘TPE 331 Engine Engine Controls. Engine Indicators... Fire Protection Controls and Indicators... Engine Fire Extinguisher Pressure Gage.. Bleed Air Valve Switches. Suction Indicator...1-25 1-26 1-27 1-28 1-29 1-31 1-32 1-33 1-34 1-35 1-36 1-37 tiv Ice and Rain Protection Devices 1-13 1-13 1-14 1-15 Ice and Rain Protection Controls Environmental Control Distribution .. Pressurized Vessel .. Pressurization Controls : 1-15 Hydraulic Controls and Indicators. Gear Position Indicators and Control Handle .. 1-16 1-16 Nose Gear Steering Panel. 1417 Parking Brake Control... 1417 Antiskid Control Switch... 1417 Flight Control Surfaces. 1-18 Gust Lock Handle .. 1-18 1-19 1-19 FOR TRAINNG PURPOSES ONLY Revision 4—Septomber 1901FlightSafety $A-227 PILOT TRAINING MANUAL CHAPTER 1 AIRCRAFT GENERAL INTRODUCTION This training manual provides a description of the major systems installed in the Fairchild $A227-AT (Merlin IVC) and SA227-AC (Metro III). The Merlin IVC and Metro III are similar in appearance, and both come in 14,500- and 16,000-pound models; distinctions between the aircraft will be made when necessary. A military version of the 16,000- pound Metro III has been designated the C-26, and all references to the Metro IIT are applicable to the C-26 unless otherwise noted. This chapter covers the structural makeup of the different models and discusses the ma- jor airplane systems. No material is meant to supersede or substitute for any of the man- ufacturer’s system or operating manuals, and you will frequently be instructed to refer to the appropriate Airplane Flight Manual (AFM) for information pertaining to your spe- cific aircraft, GENERAL dered in a high-density seating configuration with 20 passenger seais or as an all-cargo air- The Merlin IVC and the Metro III are pressur- craft. The Metro III can be equipped to be eas- ized twin turboprop airplanes. The MerlinIVC ily converted to accommodate passengers, is designed for use as an executive transport, cargo, or mixed loads. All airplanes are cer- while the Metro III is designed to be a com: tified for operation to an altitude of 31,000 muter airplane. The Merlin IVC may be or- feet. Revision 4—September 1991 FOR TRANNG PURPOSES ONLY 11STRUCTURES GENERAL The fuselage, wing, and empennage are de- signed to fail-safe criteria (Figure 1-1) Redundancy of components and multiple paths for stress loads are incorporated into the de- sign so that single-element failures will not cause catastrophic failure. The forward pressure bulkhead and the emergency escape hatches are designed to safe-life criteria FUSELAGE The fuselage is an all-metal, semimonocoque structure, built in three sections; the nose section (including the cockpit), the tail section, and the constant-diameter cabin section. Nose Section ‘The nose section is constructed of aluminum. A heavy-duty beam extends from the bottom center of the forward pressure bulkhead to the bottom center of the radome bulkhead. It pro- vides drag support for the nose gear and door assemblies, The nose gear is attached to the forward pressure bulkhead, which transmits gear stress loads. ‘A baggage compartment door measuring ap- proximately 23 inches by 18 inches is located on each side of the nose section. The door has two hinge points at the forward side and two Figure 1-1. Merlin IVC and Metro Ill Major Assemblies 42 FOR TRANING PURPOSES CNLY Revision 4—September 1991Hartwell trigger lock latches at the aft side, plus a key lock. The lock latches are designed to prevent baggage or equipment from acci- dentally opening the doors during flight, The nose baggage compartment is located be- tween the forward pressure bulkhead and the radome bulkhead. ‘The CAWI tank is located inside the nose bag- gage compartment. Cockpit A typical cockpit configuration is seen in Figure 1-2 Cabin Section The aluminum cabin section has a constant diameter. All windows, doors, and joints are reinforced for stress equalization. Tail Section The aluminum tail section has three heavy- duty frames for attachment of the vertical sta- bilizer. The complete tail section is pressurized with the outflow valve mounted in the center of the aft pressure bulkhead. Revision 4—Soptember 1991, ILOT TRAINING MANUAL FlightSafety The tail section contains the aft equipment rack, which houses inverters, SRL computers, oxygen cylinder, and other airplane system components. DOORS AND EXITS Cabin Doors The airstair passenger door is located on the left side of the fuselage, forward of the wing, just behind the cockpit. A cargo door is also on the left side, aft of the wing. A stowable ladder is provided for access. Passenger Entrance Door ‘The airplane main entrance is through the 25- by 53-inch airstair door (Figure1-3). The latch mechanism, which can be key-locked for se- curity, can be operated from either inside or outside the airplane. A snubber assembly is built in to ensure that the door opens slowly and smoothly. When the door is being opened, the operator should support the door until sure that the snubber assembly is operating prop- erly. Covered cables or chains at both sides act as handrails as well as door-opening limiters, The passenger entrance door is equipped with seven click-clack latches and two alignment pins. The latches extend from the door into the Figure 1-3. Passenger Door FOR TRAINING PURPOSES CNLY 13doorframe receptacles during the initial clos- ing movement of the door handle. Continued movement of the door handle further extends the latches, expands the split barrel around the plunger, and secures each latch firmly into its receptacle in the fuselage doorframe. Figure |- 4 shows a cabin door click-clack in three con- figurations, from retracted to fully extended. CAUTION Ensure that the click-clack latches are completely retracted into the door before attempting to close the door. ‘Attempting to close the door with a latch extended can cause serious damage to the latch. This damage, Figure 1-4, Cabin Door Click-Clack 1-4 FOR TRAINING PURPOSES ONLY fl saz27 PILOT TRAINING MANUAL : eae inisraationst FlightSafety in tum, may make it impossible to latch the door, or it may cause the door to be impossible to open by the normal procedure. A door warning light microswitch is installed in each click-clack receptacle. All of the mi- croswitches are wired in parallel, so the red CABIN DOOR warning light on the annunci- ator panel illuminates if any one of the latches is unlocked. On airplanes SNs 579 and subsequent, the main cabin door click-clacks have been re- placed with bayonet-type latches and the door- frame reinforced with doubler skins. Click-clacks have been retained on the cargo door. An inflatable rubber seal is installed around the door. The seal is inflated by regulated 18 psi bleed air through a pneumatic valve when the door handle is placed in the closed posi- tion and an engine is operating. When the han- die is closed and the airplane is pressurized, a differential pressure diaphragm inside the door locks the handle so that the door cannot be opened while the airplane remains pressurized. Cargo Door A cargo door, 53 by 51% inches, is located on the aft left side of the fuselage (Figure 1-5). Itis hinged at the top. Early airplanes have an assist spring and an overcenter mechanism to hold the door open, Later airplanes are mod- ified with gas springs replacing the mechan- ical door opening devices. The handles, locking, devices, click-clack latches, and a pneumatic pressure seal are similar to those for the pas- senger door; however, the differential pres- sure lock for the operating handle is not included. Ared CARGO DOOR annunciator light is pro- vided to indicate an unlocked cargo door. Revision 4—Soptember 1991Figure 1-5. Cargo Door The CARGO DOOR WARNING AND TEST on the copilot’s side console (Figure 1-6) pro- vides a means to confirm proper operation of the cargo door latching system. When the door handle is unlatched, the red DOOR UNSAFE, light is illuminated. If all microswitches in the warning system are in correct (open) po- sition, the green SWITCHES NORMAL light illuminates when the test switch is held to SWITCH TEST. In the LAMP TEST position both lights illuminate to verify bulb integrity | i pe CES ltr Figure 1-6. Cargo Door Warning and Test Emergency Exits All emergency exits (Figure 1-7) are plug- type and open into the cabin. Three emer- gency exits are located over the wings—two on the right side and one on the left. Each Revision 4~September 1991 OR TRANING FlightSafety SA-227 PILOT TRAINING MANUAL emergency exit measures approximately 20 by 28 inches. These exits lock at the top in two places. Figure 1-7. Emergency Exit PURPOSES CNLY 15WINDOWS Windshields Two direct-vision glass windshields are lo- cated in front of the pilot and copilot. These are the only glass windshields, and they are electrically heated. The center windshield and the side windows are stretched acrylic sheets (Figure 1-8). Merlin [VC—The center windshield and each of the cockpit side windows have dual acrylic panes. Bleed air flows between the panes for defogging Metro IlI—The center windshield and each of the cockpit side windows have single acrylic panes, although dual acrylic panes are avail- able. Bleed-air flow is also available for wind- shield defogging. Passenger Compartment Windows All passenger compartment windows are of acrylic construction. Merlin IVC—Fifteen dual-pane windows are installed in a dry air sandwich configuration A desiccant bag is attached at the bottom of, each window. - ma. | . Ss Figure 1-8. Windshield 16 FOR TRANING PURPOSES ONLY —SA227 PILOTTRAINING MANUAL FlightSafety Metro Il—Nineteen single-pane windows are installed in the cabin, Optional dual-pane dry air sandwich-type windows are available for installation, Window shades are also optional. WING The cantilevered wing contains integral fuel tanks, battery wells, and air-conditioning com- ponents. Bleed-air lines, electrical cables, en- gine control cables, and hydraulic lines are enclosed in conduits along the leading edge. ‘The wing trailing edge houses the flight con- trol surfaces and the actuating mechanism for the flaps, ailerons, and aileron trim tabs. The wing span is 57 feet. EMPENNAGE The horizontal stabilizer is attached to the ver- tical stabilizer (Figure 1-9). Pitch trim is pro- vided by a DC-powered dual actuator trim motor that adjusts the angle of attack of the stabilizer leading edge. _ Figure 1-9. Empennage Revision 4—Septomber 1981AIRPLANE SYSTEMS ELECTRICAL POWER General Electrical power is supplied by two batteries, two generators, and two inverters. Provisions are also made for use of a ground power unit. The location of these components is shown in Figure 1-10. , > ET Figure 1-10. Electrical Power Components: Revision 4~Soptember 1991 DC Power DC electrical power can be provided by two nickel-cadmium batteries, two dual-function starter-generators, or through a ground power unit, When either battery, either generator, or the GPU is operating and the applicable bat- tery or generator switch is on, DC power is avai abie to the battery bus. Battery bus power is then available to any or all three DC distri- bution buses, as selected by bus-tie switches. ‘The three buses are found on the left and right consoles. Nine circuits are normally powered by the left essential bus but have specific bus transfer switches to allow them to be powered by the right essential bus. Figure 1-11 shows a simplified DC distribution schematic. AC Power AC power is supplied by either of the two in- verters. The operating inverter is selected with the inverter selector switch. The left essential bus powers the No. | inverter which, in turn, supplies AC to the left 115-VAC bus and to the left 26-VAC bus. The right essential bus powers the No. 2 inverter for comparable right 115- and 26-VAC buses. The left and right 115-VAC buses have a bus tie, and so do the two 26-VAC buses. As long as one inverter is operational, all four AC buses can be pow- ered, as seen in Figure 1-12. FOR TRANING PURPOSES ONLYFlightSafety SA-227 PILOT TRAINING MANUAL aus Tle swiTcH BATTERY S riGHT GENERATOR RELAY S RELAY Figure 1-11. DC Distribution fn BUTCHING eas nvenren seLEcvOn ewirch rar | No.2 Figure 1-12. AC Distribution FOR TRAINING PURPOSES ONLY 17LIGHTING Interior lighting comprises cockpit and cabin lights. Some of the interior lighting controls are seen in Figure 1-13 Appendix B in this manual displays all light indicators, and page B-1 should be folded out and referred to while studying this manual, Annunciator lights alert the pilot of system malfunctions and operating status. The lights are red, amber, or green, except for the BY- PASS OPEN lights, which are blue. All an- nunciators can be tested with the PRESS TO TEST button, seen in Figure 1-14. may « ucts ———4 Figure 1-13. 18 RAINING Pa FlightSafety SA-227 PILOT TRAINING MANUAL Exterior lighting is illustrated in Figure 1-15 and is controlled from the pilot’s lower switch panel. igure 1-14. Annunciator Panel Press-to-Test Button Roce) Cad Lighting Controls Revision 4~September 1991FUEL SYSTEM Fuel for each engine is stored in an integral wing tank, with a gravity-fed crossflow sys- tem. The crossflow capability allows either engine to use all fuel on board, and is also used for fuel balancing, The crossflow valve is powered by one of the essential bus trans- fer circuits. SA-227 PILOTTRAINING MANUAL Each wing tank capacitance fuel probe sys- tem sends an input to the dual fuel quantity indicator on the cockpit instrument panel (Figure 1-16). The indicator is calibrated in hundreds of pounds. Total usable fuel capac- ity is 648 gallons (4,342 pounds). The airplane is gravity-fueled through over- wing filler holes. A quick-release drain valve on the crossflow line allows rapid single-point defueling. > strose LANDING AND ‘ RECOGNITION LIGHT ww uae Figure 1-15. Exterior Lights Revision «September 1981 FOR TRANING PURPOSES ONLY 19Figure 1-17. TPE 331 Engine POWERPLANT The airplane is powered by the 1,000-shp Garrett TPE 331-11U-611G or 612G turbo- prop engine (Figure 1-17). AL S Furriow Pm ld Coe Cerca) FlightSatety $A-227 PILOT TRAINING MANUAL The engine power section consists of a two- stage centrifugal compressor, an annular re- verse-flow combustion chamber, and a three-stage axial-flow turbine ‘The propellers are oil-operated, constant-speed, full feathering, and reversible. The blades move to feather when oil pressure is not pre- sent or is less than the propeller feathering spring pressure. Engine controls consist of power levers, speed levers, automatic negative torque sensing, a single red line computer, and a temperature- limiting system. The controls are shown in Figure 1-18 1-10 Figure 1-16. Fuel Controls and Indicators PURPOSES ONLY Revision 4—Septomber 1991FlightSafety Figure 1-18. Engine Controls ‘The engine indicators, located on the instru- ment panel, are shown in Figure 1-19. The in- dicators for each engine include: + EGT + Torque + Percent rpm + Fuel flow + Combined oil temperature and oil pressure + Fuel pressure FIRE PROTECTION There are overheat detectors for the engines and wings and fire extinguishers inside the Figure 1-20. Fire Protection Controls and engine nacelles. Detection of an overheat sit- Indicators uation illuminates cockpit warning lights on the annunciator panel and on the fire extinguisher control assembly (Figure 1-20). The fire ex- tinguishers are discharged from the cockpit During preflight, the pressure gage for each fire extinguisher bottle should be checked (Figure 1-21). Figure 1-21. Engine Fire Extinguisher Pressure Gage Revision 4~September 1991 FOR TRAINNG PLAPOSES CNLY 414Ca, PNEUMATICS The pneumatic system uses regulated and un- regulated bleed air and vacuum. Either engine is sufficient to meet all requirements, but both are normally used. Regulated bleed air is used for pressurization, air-conditioning and deice boot inflation, win- dow defogging, hydraulic reservoir pressure, door seal inflation, and vacuum generation. Unregulated bleed air is used for engine and nacelle inlet anti-icing. Bleed-air shutoff valves, controlled by left and right toggle switches on the copilot’s switch panel, control the air for pressurization and air-conditioning systems (Figure 1-22). Bleed air is routed through an air ejector to provide vacuum for pressurization control, deice boot deflation, and some instrument operation. A suction indicator on the instru- ment panel (Figure 1-23) and an amber LOW SUCTION annunciator light (Appendix B) allow the pilot to monitor the vacuum sys- tem operation ICE AND RAIN PROTECTION Metro/Merlin airplanes are supplied with elec- trical deicing for the propellers and oil cooler duct inlets, electrically heated pitot heads and SAS vane, heated windshield panels, pneu- matic deice boots on wings and horizontal sta- bilizer leading edges, compressed bleed air for engine nacelle inlets, ice-free static sources, and electrically powered windshield wipers. To prevent moisture formation between the dual windshield and the side window panes, a window purge (defog) system taps bleed air from the door seal inflation plumbing. Figure 1-24 shows the airplane location of typical ice and rain protection devices. On 112 FOR TRANNG PURPOSES ONLY FlightSafety SA-227 PILOT TRAINING MANUAL the 16,000-pound versions of the airplane, the wing deice boots extend inboard of the nacelles. The controls for ice protection devices are shown in Figure 1-25 BLEED AIR VALVES ON ON ne Ao Figure 1-22. Bleed-Air Valve Switches Figure 1-23. Suction Indicator Revision 4 September 1991FlightSafety SA-227 PILOT TRAINING MANUAL ELECTRICALLY HEATED PILOT AND COPILOT WINDSHIELOS ELECTRICALLY DEICED PNEUMATICALLY PROPELLER BLADES. OPERATED DEICE BOOTS ELECTRICALLY Ice-FneE “ANTHICED ‘STATIC VENT ‘SAS VANE SYSTEM PNEUMATICALLY OPERATED. DEICE BOOTS. \ axszp tin secre guncE GME cgay eee INLETS UANTHIGED FLUSH-MOUNTED SxS an ear Busta SiMe Figure 1-24. Ice and Rain Protection Devices Figure 1-25. Ice and Rain Protection Controls Revision 4—Septomber 1991, FOR TRAINING PL OSES ONLY 4413AIR CONDITIONING The air-conditioning system supplies cold, hot, and fresh air to the cabin and cockpit (Figure 1-26). Each engine supplies bleed air to a cooling turbine, providing two indepen- dent cooling systems, each capable of pro- viding total airplane requirements. Either bleed-air system may be operated on the ground when the respective engine is operating. Hot bleed air is routed to the airplane center section where it is mixed with cold bleed air to provide temperature-controllable condi- tioned air. An automatic temperature control system senses and regulates the temperature within the airplane, A fresh air fan system is provided primarily for cockpit ventilation during ground opera- tion. The blower and motor are located in the nose baggage compartment. While this system is normally deactivated during flight, an over- ride is provided to allow operation during flight if neither air-conditioning system is operating properly. However, it should not be operated during pressurized flight. PRESSURIZATION The pressurization system is designed to pro- vide a 7.0-psi differential cabin pressure which allows a sea level cabin altitude up to a 16,800- foot pressure altitude, and a 7,400-foot cabin altitude at a 31,000-foot pressure altitude. Two safety relief valves limit cabin pressure dif- ferential to approximately 7.25 in the event of pressure controller failure. The pressurization system is based on the air- conditioning system flow into the pressure vessel. The volume of air passed overboard through the outflow valve located on the aft pressure bulkhead, or through the emergency dump valve on the forward pressure bulkhead (Figure 1-27), will determine the actual cabin pressure. HOT AIR MIXING VALVE. HOT AIR J ANTLICING| 'SLAVE| VALve| CONDITIONED AiR CHECK VALVE Ba coouns covo aS ‘TURBINE an aueroan Le ongwaee a Haro gene | Mbwnaton oiear a SENSING VALVE Figure 1-26. Environmental Control Distribution 14 FOR TRANING PURPOSES ONLY ovison&Septeber 06"AFT PRESSURE BULKHEAD \ FORWARD PRESSURE BULKHEAD. Figure 1-27. Pressurized Vessel The cabin pressure automatic controller is lo- cated on the instrument panel and contains a RATE control knob anda CABIN ALTitude selector knob. A CABIN PRESS MANUAL CON- ‘TROL and a CABIN PRESS SELECTOR are both used during manual operation and are lo- cated on the pilot’s left console. These con- trols are shown in Figure 1-28. FlightSafety $A-227 PILOT TRAINING MANUAL HYDRAULIC POWER SYSTEMS The airplanes have a 2,000-psi hydraulic sys tem powered by two engine-driven pumps. Loss of a single engine or its pump will not preclude hydraulic operation, but the systems will function at a reduced rate. Hydraulic pres- sure actuates the landing gear, flaps, power brakes, and nosewheel steering. Pressure surges within the system are dampened by an accumulator, A hydraulic hand pump, which draws reserve fluid from the same reservoir as the engine- driven pumps, provides pressure for emer- gency landing gear extension. Low hydraulic pressure annunciator panel lights warn of pump failure or low pressure caused by any other malfunction. A single electrically operated hydraulic pressure indicator displays Revision S—May 1992 FOR TF 15normal system or hand pump pressure, whichever is higher. Figure 1-29 shows the hydraulic con- trols and indicators ir Elia on) ater) Figure 1-29. Hydraulic Controls and Indicators LANDING GEAR AND BRAKES The airplanes have fully retractable landing gear, each equipped with dual wheels, Self- adjusting hydraulically actuated disc brakes are installed on each main landing gear wheel. Extension and retraction are electrically con- trolled and hydraulically actuated. Normal op- eration is controlled by a landing gear handle located on the pedestal (Figure 1-30). Electrical power is supplied by one of the bus transfer switches. Emergency free-fall gear extension is ac- complished by use of an emergency release lever beside the copilot’s seat. There is no backup for gear retraction. 116 FOR TRANING PURPOSES ONLY FlightSafety SA-227 PILOT TRAINING MANUAL Gear position is indicated by three green lights and three red lights. A green light indicates that its respective gear is locked down; red signifies gear in transit. When all three gear are up and locked, no lights are illuminated. ‘The test button illuminates all six indicators. Figure 1-30. Gear Position indicators and Control Handle Gear doors operate mechanically by gear ac- tion, Main gear doors are closed after gear ex- tension and retraction. The nose gear doors remain open while the gear is extended. The nosewheel is automatically centered when airplane weight is lifted off the nosewheel. Nosewheel steering is electrically controlled and hydraulically powered. It is armed by the NOSE GEAR STEERING switch on the left console (Figure 1-31). When armed, it is ac- tivated by pressing the nose steering button on the left power lever or by positioning the right speed lever to the LOW position. Fevision 4—September 1991Cem Manual brakes, without antiskid, are activated by toe brakes on the pilot and copilot rudder pedals. Hydraulic fluid for this system is con- tained in a brake system hydraulic reservoir, independent of the main hydraulic system. Figure 1-32. Parking Brake Control Revision 4—Septomber 1991 FOR TRANNG PURPOSE: FlightSafety $A-227 PILOT TRAINING MANUAL Sr Pm c fey Owe roo ene Figure 1-33. Antiskid Control Switch Shuttle valves transfer the braking function toeither the pilot or copilot brake master cylin- ders, whichever set is actuated first, but pre- vents simultaneous actuation of a brake by both pilot and copilot. A parking brake control (Figure 1-32) is lo- cated on the pedestal. Depressing the brake ped- als while holding the parking brake control out traps the brake pressure within the lines, locking the brakes. An antiskid power brake system (Figure 1-33) is optional, operating from the airplane hy- draulic system. If the antiskid system or hy- draulic system fails, conventional braking is available, The antiskid system will function only when the power brake system is operat- ing. An antiskid control box takes the signal from each wheel transducer. If one wheel slows, abnormally, all brakes will be released. of 147FLIGHT CONTROLS The primary flight controls, ailerons, rudder, and elevators (Figure 1-34) are manually op- erated by either the pilot or the copilot, using a conventional yoke and rudder pedal ar- rangement. Rudder and aileron trim tabs are mechanically controlled from trim wheels on the cockpit pedestal. The elevators do not use trim tabs. Instead, the horizontal stabilize electrically moved to provide pitch trim. An internal, cable-operated gust lock system locks the rudder and ailerons in the neutral position when engaged. The power levers are also blocked from going forward of FLT IDLE. ‘The handle (Figure 1-35) is located forward of the power levers on the pedestal. Stabilizer trim control is transferable to switches on either the pilot's or copilot’s control wheels, by the TRIM SELECT switch (Figure 1-36) on the pedestal. An auxiliary trim switch on the pedestal facilitates the pilot's operation of the copilot’s trim should a malfunction occur in the pilot’s trim circuitry. One of two trim-in-motion sonalerts, mounted overhead in the cockpit, sounds when a sta- bilizer trim is actuated. A stabilizer trim indicator is located on the pi- lot's instrument panel. ELECTRICALLY OPERATED ‘TRIMMABLE STABILIZER AILERON TRIM TAB, FlightSafety $A.227 PILOT TRAINING MANUAL a Fa Fee Figure 1-35. Gust Lock Handle The wing flaps are electrically controlled, hy- draulically actuated, and mechanically inter- connected to ensure symmetrical operation. They are controlled by operation of a flap con- trol handle (Figure 1-37) located on the pedestal. There is no provision for emergency flap ex- tension or retraction in the event of DC power or hydraulic system failure. A flap position indicator on the copilot's instrument panel dis- plays position sensed on the left flap. RUDDER TRIM 6 TAB, 1 ruven ELEVATOR AILERON TRIM TAB, AILERON Figure 1-34. Flight Control Surfaces 118 FOR TRANING PURPOSES ONLY Revision 4—September 1991,04 bits a gd 4 4 4 4 4 4 Figure 1-36. Pitch Trim Control Switches PITOT-STATIC SYSTEM Pitot A separate pitot mast is installed on the pilot's and the copilot’s side of the airplane nose. Each supplies its respective airspeed indica- tor with independent pitot reference pressure. Static System Separate balanced static systems provide ref- erence pressure to the pilot’s and copilot’s rate: of-climb, altimeter, and airspeed indicators. Two static ports are located on each side of the aft fuselage, aft of the cargo door entrance. Alternate Static System The pilot can select an alternate static source by positioning the handle on the lower left Revision «—Soptember 1991 FlightSafety PILOT TRAINING MANUAL Figure 1-37. Flap Lever side of the instrument panel. Selection of the alternate source provides its reference only to the pilot’s instruments. OXYGEN SYSTEM ‘The oxygen system, installed as standard equip- ment, is designed for use in the event of pres- surization failure, smoke, or for medical needs ‘Two diluter/demand crew oxygen masks, suf- ficient passenger masks, an oxygen cylinder, and crew controls and indicators are provided. Merlin IVC—A 1,850-psi cylinder is located behind the aft baggage compartment bulkhead. The overpressure rupture disc is located on the right side of the airplane tail section Passenger masks are stowed in nine overhead compartments. Metro Il—One or two 1,850-psi cylinders are located behind the aft compartment bulkhead An overpressure rupture disc is located on the right side of the airplane tail section. Passenger masks can either be of the dropout type or will be stowed in a seat-back pocket and must be plugged into outlets before use. FOR TRAINING PURPOSES ONLY 449Revision 4—September 1991 WALKAROUND The following section is a pictorial walka- round. It shows each item called out in the ex- terior power-off preflight inspection. The fold-out pages at the beginning and end of the walkaround section should be unfolded before starting to read. The general location photographs do not spec- ify every checklist item. However, each item is portrayed on the large-scale photographs that follow. FOR TRANING PURPOSES ONLY 1-21FOR TRAINING PURPOSES ONLYFlightSafety "| SA-227 PILOT TRAINING MANUAL WALKAROUND INSPECTION LEFT WING 4, FUEL SUMPS 5, GEAR DOORS (FIRST FLIGHT OF DAY)—OPEN 3. LOWER ANTENNAS—CONDITION 6. LANDING GEAR, BRAKES, TIRES, HUB CAPS, AND WHEEL WELL—CONDITION SEPTEMBER 1984 FOR TRAINING PURPOSES ONLY 4-22FlightSafety $A-227 PILOT TRAINING MANUAL 7. GENERATOR CIRCUIT BREAKERS—IN 9. COWLING AND DOORS—SECURE GEAR DOORS—CLOSED ‘TIE DOWNS AND CHOCKS—REMOVE 42. OIL COOLER INLET—CLEAR AND CONDITION Revision 4—Septomber 1991, FOR TRAINING PURPOSES ONLY 4-23FlightSafety $A-227 PILOT TRAINING MANUAL a 6 18 ENGINE INLET AND SENSORS—CLEAR AND 16. HYDRAULIC RESERVOIR SIGHT GLASSES—CHECK ‘CONDITION 14. PROPELLER AND PROPELLER DEICE BOOTS— 17, WING ICE DETECTOR LIGHT—CHECK ‘CHECK FREE ROTATION AND CONDITION e | fea 48. ENGINE OIL QUANTITY AND FILLER CAP—CHECK 18. FUEL SUMP—DRAIN AND SECURE 1:24 FOR TRAINING PURPOSES ONLY SEPTEMBER 1984FlightSafety $A-227 PILOT TRAINING MANUAL ah |. WING DEICE BOOTS—CONDITION 22, NAVIGATION LIGHTS—CHECK % 20. FUEL VENT—CLEAR 23, AILERON AND TAB—CONDITION ees 21. LANDING AND RECOGNITION LIGHTS AND 24, WING FUEL CAP—SECURE SHIELD—CHECK SEPTEMBER 1984 FOR TRAINING PURPOSES ONLY 1-25FlightSafet: 25. FLAPS—CONDITION 26, EXHAUST—CLEAR TAIL SECTION 27. CARGO DOOR—SECURE 28. DEICE BOOTS—CONDITION 28. STATIC SOURCES—CLEAR 30, STABILIZER SETTING—CHECK IN AGREEMENT WITH COCKPIT INDICATORS 1-26 FOR TRAINING PURPOSES ONLY SEPTEMBER 1984FlightSafety $A-227 PILOT TRAINING MANUAL. 31. CONTROL SURFACES AND RUDDER TAB— 34, TIE DOWN—REMOVE ‘CONDITION a 32, NAVIGATION LIGHTS—CHECK 35. STATIC VENTS—CLEAR 33. UPPER ANTENNAS—CONDITION 96. OXYGEN BOTTLE THERMAL RELIEF DISC— CONDITION SEPTEMBER 1984 FOR TRAINING PURPOSES ONLY 4-27FlightSafety S SA227 PILOT TRAINING MANUAL RIGHT WING a Sear See per 37, FLAPS—CONDITION 40. AILERON AND TAB—CONDITION 38. EXHAUST—CLEAR 41, NAVIGATION LIGHTS—CHECK err IRCHILD 42. LANDING AND RECOGNITION LIGHTS AND ‘SHIELD—CHECK ‘98, WING FUEL CAP—SECURE 1-28 FOR TRAINING PURPOSES ONLY SEPTEMBER 1984FlightSafety 43. FUEL VENT—CLEAR 48. FUEL SUMP—DRAIN ‘44, WING DEICE BOOTS—CONDITION 45. WING ICE DETECTOR LIGHT—CHECK 4, FIRE EXTINGUISHER BOTTLE PRESSURE—CHECK SEPTEMBER 1984 FOR TRAINING PURPOSES ONLY 1-29FlightSafety . \ — 49, OIL COOLER INLET—CLEAR AND CONDITION 52, ENGINE OIL QUANTITY AND FILLER CAP—CHECK AND SECURE. Oil ‘CONDITION 51. PROPELLER AND PROPELLER DEICE BOOTS— 54, LANDING GEAR, BRAKES, TIRES, HUB CAPS, AND CHECK FREE ROTATION AND CONDITION WHEEL WELL—CONDITION, 1:30 FOR TRAINING PURPOSES ONLY SEPTEMBER 1984Flight $A-227 PILOT TRAINING MANUAL 55. GENERATOR CIRCUIT BREAKERS—IN 58, GEAR DOORS—CLOSED 58. FUEL SUMPS—DAAIN NOSE SECTION rants vows 59, OUTSIDE AIR TEMPERATURE SENSOR—CLEAR 60. STATIC SOURCES—CLEAR Revision 4—September 1991 FOR TRAINING PURPOSES ONLY 1-31$A-227 PILOT TRAINING MANUAL 61. CAWI TANK SIGHT GAGE—CHECK QUANTITY 64, SAS VANE—CHECK a = 62, CAWI TANK FILLER CAP—SECURE 65. PITOT COVERS—REMOVE 63. BAGGAGE DOORS—SECURE (68, WINDSHIELD WIPERS—CONDITION 1-32 FOR TRAINING PURPOSES ONLY SEPTEMBER 1984Ce hc 1 a 2 FOR TRAINING PURPOSES ONLYFlightSafety $A-227 PILOT TRAINING MANUAL. 67. NOSE GEAR, TIRES, WHEEL WELL, AND GEAR DOORS—CONDITION. 668. CABIN DOOR—CHECK Revision 4—September 1991 FOR TRAINING PURPOSES ONLYFlightSafety aE $A-227 PILOT TRAINING MANUALCHAPTER 2 ELECTRICAL POWER SYSTEMS CONTENTS INTRODUCTION. GENERAL..... DC POWER... Batteries... Generators Ground Power... Distributi AC POWER... Inverters. Control and Indication... 2-10 2-10 2-10 Distribution .. LIMITATIONS, Engine Starter Duty Cycles... 2-10 Maximum Recommended Starting Current ... 2-10 Battery Temperature Red Warning Light Illuminates . 211 QUESTIONS 2414 Revision 4—Soptomber 1991 FOR TRAINING PURPOSES ONLY DiFigure 24 22 2-3 24 25 26 27 2-8 29 2-40 211 212 2-13 244 245 2-16 217 2418 2-19 Table 21 Revision 4—September 1901 FOR TRANING PURPOSES ONLY ILLUSTRATIONS Title Page ‘Component Locations. Basic Electrical System .. Battery Locations.. Battery Switches... Voltage Selector and Meter. Battery Temperature Indicator Source Versus Load Generator Location . Generator Switches.. Generator Failure Lights. DC Ammeters GPU Receptacle DC Distribution : Left Circuit-Breaker Panel and Bus Transfer Switches (Typical) . Inverter Selector Switch AC Voltmeter. AC Distribution ... Detailed Electrical System (SNs Prior to 734)... Detailed Electrical System (SNs 734 and Subsequent or Airplanes Modified by SB 227-24-012) .. TABLE Title Page Engine Starter Duty Cycles... 2-10FlightSafety $A-227 PILOT TRAINING MANUAL CHAPTER 2 ELECTRICAL POWER SYSTEMS INTRODUCTION The electrical power system provides 28-volt DC, 115-volt AC, and 26-volt AC power for all airplane electrical requirements. An external power source, engine-driven starter- generators, and nickel-cadmium batteries supply the DC power for the majority of air- craft systems. AC power is provided by two static inverters which supply the avionics systems, and flight instruments. DC and AC power are distributed through two inde- pendent bus systems. Monitoring and warning devices are provided to inform the pilot of the systems’ operating status. GENERAL Basic electrical power for the airplane is pro-. AC power system consists of two static in- vided by the DC power system. This system _verters which provide 115- and 26-volt power consists of two starter-generators, two nickel- to the airplane. Figure 2-1 shows the basic cadmium batteries, a DC ground power unit, __ electrical system component locations, and and protective and indicating components. The Figure 2-2 shows the basic electrical system. Revision 4—September 1991, FOR TRAINNG PURPOSES ONLY 24DC POWER BATTERIES Two nickel-cadmium (nicad) batteries each supply 24-volt DC electrical power for engine starts and standby power in the event of gen- erator failure. The batteries are vented over- board to prevent fumes and liquids from accumulating within the airplane. One battery is installed in each wing ina well located inboard of the nacelle and forward of the front spar. Each battery is accessed by re- moving a panel on the wing upper surface. See Figure 2-3 for battery locations. Battery switches, one for each battery, are lo- cated on the left switch panel (Figure 2-4). They are three-position switches labeled “BATTERY” (L or R), “OFF,” and “RESET.” L BAT DISC and R BAT DISC warning lights (Appendix B) on the annunciator panel illuminate when the left or right battery relays are disconnected. Battery voltage may be monitored by select- ing the appropriate voltmeter switch position. The battery switch should be off when check- ing battery voltage. If the battery switch is on, the voltmeter displays the highest electrical source voltage connected to the system. The voltmeter and selector switch are installed on the pilot's side console (Figure 2-5). The battery temperature indication system consists of an indicator (Figure 2-6), two switches on the instrument panel, and a tem- perature sensor for each battery. The indica- tor contains a temperature meter for each battery, an amber WARM light, which illu- minates if either battery temperature exceeds 120° F, and a red HOT light which illuminates if either battery temperature exceeds 150° F. ‘The temperature scales on the meters read from Figure 2-1. Component Locations 2-2 FOR TRAINING PURPOSES ONLY Revision 4—September 1991,100 to 190° F. Below 120° F, the scales are marked in green. Between 120 and 150° F, they are marked in yellow, and above 150° F they are marked in red. Two switches adja- cent to the indicator are labeled “BAT TEMP IND TEST” and “RANGE EXTEND.” ‘Temperatures between 50 and 100° F can be read by pressing the RANGE EXTEND switch. This switch adds 50° F to the battery temper- atures and displays the result. The actual tem- perature will be the scale reading minus 50° F. Lovswac gus a aa aa FlightSafety The temperature indicator can be tested by pressing the BAT TEMP IND TEST switch. Both needles should travel from the bottom of the scale to the top smoothly and evenly in approximately five seconds. Both the WARM and HOT lights should illuminate as the nee- dies travel up the scale. Fault transformers on the battery feeder lines are used in conjunction with the battery fault detector to provide ground fault protection for the battery feeder lines. F115. vaC BUS. Figure 2-2. Basic Electrical System Revision 4—Soptomber 1991 FOR TRANING PURPOSES ONLYFlightSafety SA-227 PILOT TRAINING MANUAL Figure 2-3. Battery Locations rT q a i ° pe 6. Figure 2-5. Voltage Selector and Meter Figure 2-6. Battery Temperature Indicator FOR TRAINING PURPOSES ONLY 23i aS Wiring must be monitored from input end to output end. One of these ends will be called the source and one will be called the load. The purpose of the fault detection system is to ver- ify that the current provided by the source is delivered through the wires to the load. Beginning with a wire, as shown in Figure 2-7, current flows as the source supplies the load. ‘The wire carrying the current passes through the center of a transformer installed at each end of the wire. The transformers are con- nected in opposition to each other, and their composite output is connected to a meter. AS the current flow varies in the wire, small volt- ages are induced in each transformer. Since the transformers are connected in opposition, their output sums to zero, and the meter needle re- mains centered. It is important to note that the direction of current or magnitude of current flowing through the wire makes no difference; the transformer outputs oppose each other and sum to zero. For example, the batteries could be either a source or a load, depending on whether or not the generators are on the line. FlightSafety ‘i SA-227 PILOT TRAINING MANUAL If the wire shorts to ground, the source is still supplying a load, but it is not the load being monitored by the transformer system. One transformer now has no output and cannot can- cel the output of the opposite transformer. A voltage exists in the system as indicated by the meter needle. Using a meter, as in the example, would com- plicate cockpit proceedings and require con- tinual monitoring by the crew. Instead of a meter, an automatic control circuit is used to continuously monitor the transformer outputs. When a current imbalance in a battery feeder line is sensed, both batteries are disconnected by the battery fault detector. The BATTERY FAULT annunciator (Appendix B) and both BAT DISC lights illuminate to indicate a bat- tery fault has been detected and that both bat- teries are disconnected. The pilot may attempt to get the batteries back on line by first press- ing both battery switches to OFF, then by al- temnately pressinig each battery switch to RESET, then to ON. Figure 2-7. Source versus Load 2-4 FOR TRAINING PURPOSES ONLY Revision ¢—September 1981‘Two conditions must be satisfied for the bat- tery fault detection circuit to be operative. Either both generator switches must be on, or the left generator switch must be on and a GPU plug must be in the external power receptacle. If the battery fault circuitry is active during an engine start, the fault detector will detect a fault and disconnect the batteries. To avoid a battery fault disconnect during engine start, the generator switches are turned OFF. GENERATORS ‘Two engine-driven starter-generators, mounted on the lower right side of each engine, pro- vide the airplane’s primary source of DC power. (Figure 2-8). Each generator’s output is reg- ulated at 28.5 volts and, on some aircraft, elec- trically limited to 305 amperes at 71% engine rpm. Permissible generator continuous ground load is 200 amperes. More current is allowed during cross-generator starts and during bat- tery recharging after engine start. Allowable generator load in flight is 300 amperes in Merlin IVCs and later Metro IIIs. Earlier Metro III's are limited to a 200-ampere generator load in flight. The generator control switches are located on the left switch panel (Figure 2-9) and have Figure 2-8. Generator Location Revision 4—September 1991, FlightSafet $A-227 PILOT TRAINING MANUAL three positions labeled “L,” “OFF,” and “RE- SET” or “R,” “OFF,” and “RESET.” DC power is routed through the generator relays and cur- rent limiters to the battery bus in the junction box behind the pilot's seat. GENERATOR—-4_ > R ). Generator Switches Each generator is controlled by a generator control panel located on the left side of the re- spective wheel well. The panel controls volt- age regulation, generator paralleling, relay control, reverse-current control, ground fault protection, and overvoltage protection. Paralleling, and reverse-current control functions receive power from the GEN CONT circuit breakers on the respective essential bus circuit-breaker panels. On airplanes SNs 595 and subsequent, the generator control circuit breakers have been moved to the respective wheel wells. Electrical power for the generator control switch comes from the START CONT 2 cir- cuit breaker on the respective essential bus. On aircraft SNs 734 and subsequent (or ear- lier aircraft modified by Service Bulletin 227- 24-012), the generators are self-exciting, and the control panels are powered from the GEN CONT circuit breaker on the respective es- sential bus circuit-breaker panel. FOR TRAINING PURPOSES ONLY 25ES Fault transformers on the generator feeder lines are used in conjunction with the gener- ator control panel to provide ground fault pro- tection. When a current imbalance in a generator feed line is sensed, the affected generator re- lay opens. Placing the generator switch to RE- SET should reset the protection circuit if the fault no longer exists. It is not unusual for a fault to be detected during an engine start. Normal operating technique is to use the RE- SET position after an engine start prior to turn- ing on the generator. L or R GENERATOR FAIL lights on the an- nunciator panel (Figure 2-10 and Appendix B) illuminate whenever the respective gener- ator relay is disconnected (open). Figure 2-10. Generator Failure Lights Ifa generator becomes disconnected during op- eration, the pilot should turn the generator off and select that generator with the voltmeter selector. If the generator voltage is not nor- mal, the pilot should reset the generator. If the generator voltage appears normal, the 26 FOR TRAINNG PURPOSES ONLY FlightSafety $A-227 PILOT TRAINING MANUAL pilot may try to connect it. If the generator will not connect after being reset, no further action is possible. A voltmeter and a selector switch located on the left side console allow reading of the volt- age for cach battery, generator, GPU, or bat- tery bus (Figure 2-5). To read the output of the selected battery or generator, the corresponding battery or generator must be in the OFF posi tion. If the selected battery or generator is con- nected to the DC bus, the voltmeter displays DC bus voltage. To avoid eventual drain of the batteries, the voltmeter selector switch should be left in the BUS position after en- gine shutdown, Circuit protection for the volt- meter circuit to each generator is provided by a circuit breaker located on the right side of the respective wheelwell. The voltmeter cir- cuit to the battery bus and the GPU are pro- tected by circuit breakers on the J-box behind the pilot's seat. Protection for the voltmeter circuit to each battery is provided by a circuit breaker located in each respective wing bat- tery well. Two DC ammeters, connected as loadmeters, are installed on the left side console (Figure 2-11) to indicate the respective generator’s output. Figure 2-11. DC Ammeters Revision 4—Saptember 1991,If an engine is shut down without turning its generator off, a reverse current sufficient to blow the respective 325-ampere current lim- iter might be generated. The blown current limiter would make it impossible to restart the engine, During cross-generator starts, a gen- erator produces 305 amperes at 71% rpm and may produce sufficient current to blow the op- erating generator’s 325-ampere current lim- iter if the rpm is greater than 71% Current limiter operation can be checked af- tera cross-generator start by determining that all buses can be powered from a single source. Normally, both batteries and one generator are turned off for the current limiter check. Conduct an annunciator panel test or the stabilizer trim check, both of which use electrical power from all three DC buses. If the test is normal, then all three DC buses are powered, and all the cur- rent 18 are good. Current limiter integrity should be verified af- ter a cross-generator start or before deliber- ate shutdown of an engine in the air if an airstart is planned. GROUND POWER ‘The ground power circuit consists of a ground power unit (GPU) receptacle (Figure 2-12), a connection to the right battery feeder line, a GPU plug-in switch, and a GPU PLUG IN light (Appendix B) on the annunciator panel. Power supplied by the GPU goes to the battery bus re- lay and the battery bus (Figure 2-13). The GPU PLUG IN light illuminates when a GPU plug is inserted into the GPU receptacle. CAUTION Do not operate the airplane generators with a ground power unit connected to the bus, Intemal damage to the airplane wiring system may result. A battery switch must be on to allow GPU use. Do not operate avioni without the airplane batteries on, ovision 4—September 1991 FlightSafety $A-227 PILOT TRAINING MANUAL Certain types of ground power units produce voltage Variations or spikes in their output. These spikes do not harm the systems installed in the airplane, but cause solid-state avionics to behave erratically or, in some cases, do permanent damage to these avionics. ‘The batteries serve as large capacitors and smooth out these voltage spikes. De POWER EXTERNAL Figure 2-12. GPU Receptacle The large pin on one end of the GPU plug must be negative. The large pin in the center of the GPU plug must be positive and must be jumpered to the small pin. If power is not supplied to the airplane sensing circuits through the small pin, the batteries may shift into series during engine start even though the GPU is supply- ing power; and it will not be possible to mon- itor GPU voltage FOR TRANING PURPOSES ONLY 27PES SS DISTRIBUTION The battery bus is located in the junction box (-box), as shown in Figure 2-13, and forms the central distribution point for power. Each» battery is connected through a battery relay to a battery bus relay, and then to the battery bus. Power is supplied to the nonessential bus through a 150-ampere circuit breaker and a bus tie switch. The left and right essential buses are powered through 225-ampere cur- rent limiters and bus tie switches. The gener- ators supply power to their respective essential buses and to the battery bus Bus. TE switch Lert GENERATOR RELAY BATTERY FlightSafety DC power from the left and right essential buses can be used to operate the No. | and No. 2 inverters respectively. Power supplied to each bus is further dis- tributed to the various circuits by circuit break- ers. When either battery, either generator, or a GPU is operating and the associated battery or generator switch is on, DC power is avail- able to the battery bus. Power is distributed from the battery bus to all of the three DC dis: tribution buses through the bus-tie switches. The left essential bus is located in the left con- sole. The right essential and the nonessential buses are located in the right console. Each aus. Te switch Bus TE switch FIGHT GENERATOR RELAY Figure 2-13. DC Distribution 28 FOR TRAINING PURPOSES CNLY Revision &—Septemiber 1981ES bus is usually connected to the distribution system with the bus tie switch mounted on the respective console. Ten essential items, normally powered by the left essential bus, can be powered by the right essential bus by actuating the BUS TRANS- FER switches located on the aft end of the left circuit-breaker panel (Figure 2-14). These items are the following: + Pilot's DC instruments (some airplanes) + Fuel crossflow valve + Pilot's turn and bank (except C-26) + Surface deicer boots + Landing gear control + Landing gear positior + Cabin pressure dump + Left engine intake heat + Right engine intake heat + Left windshield heat Figure 2-14. Left Circuit Breaker Panel and Bus Transfer Switches Typical) Revision 4— September 1991 $A-227 PILOT TRAINING MANUAL FlightSafety On the C-26 a transfer switch allows the standby attitude indicator to be powered by the left es- sential bus or the left battery. Additionally, 26-VAC and 115-VAC power may be produced by selecting the No. | or No. 2 inverter powered by the left or right essen- tial bus, respectively. AC POWER INVERTERS AC electrical power is supplied by single- phase, solid-state inverters. Two inverters are installed, but only one is used at a time. The inverter selector switch position (Figure 2-15) determines which one is used. The inverters, located on the aft equipment rack, produce 115-volt and 26-volt AC power . Figure 2-15. Inverter Selector Switch FOR TRAINING PURPOSES ONLY 29CONTROL AND INDICATION ‘The AC warning and monitoring system includes a bus selectable voltmeter on the left console (Figure 2-16) and two bus failure warning lights on the annunciator panel (Appendix B). The AC voltmeter can be selected to monitor either the left or the right 115-volt bus. If power to either 115-VAC bus is lost, the re- spective AC BUS warning light illuminates to alert the pilot. Illumination of only one AC BUS warning light is usually an indication that the 115-VAC bus-tie circuit breaker has opened. Illumination of both warning lights is usually an indication of an inverter failure, and the other inverter should be selected. DISTRIBUTION DC electrical power for control and operation of the No. 1 inverter is supplied from the left essential bus (Figure 2-17). The right essen- tial bus supplies the No. 2 inverter. The No. 1 inverter supplies power to the left 115-VAC bus and the left 26-VAC bus. The No. 2 inverter supplies power to the right 115-VAC bus and the right 26-VAC bus. The 115-volt buses are tied through a circuit breaker as are the 26- volt buses. Consequently, when either inverter is operating, power is connected to all four AC buses. AC circuit breakers are located on the left and right forward and aft console panels Figures 2-18 and 2-19 show the electrical sys- tem in detail. FlightSafety $A-227 PILOT TRAINING MANUAL LIMITATIONS ENGINE STARTER DUTY CYCLES ‘The starter duty cycle limitations are located in Table 2-1. MAXIMUM RECOMMENDED STARTING CURRENT Due to the possibility of damage to airplane starter wiring during engine start, it is rec- ‘ommended that the maximum starting current from a ground power source be limited to 1,000 amperes Maximum continuous load for each generator is limited as follows: Ground operations - 200 amps In flight.. .. 300 amps Earlier Metro IIIs. - 200 amps Figure 2-16. AC Voltmeter TABLE 2-1. ENGINE STARTER DUTY CYCLES Start Attempt Starter ON Time Starter OFF Time 1 30 seconds 60 seconds 2 30 seconds 60 seconds 3 30 seconds 15 minutes 2-40 FOR TRAINNG PURPOSES ONLY Revision 4—September 19814 FlightSafety RE sae7 PILOT TRAINING MANUAL NOTE until the batteries have had time to Tadicated! [bid on’the berating recharge, not to exceed 2 minutes generator will exceed 300 amperes cena, during cross-generator engine starts while the starting engine isin the Oto 60% rpm, starter-energized range. BATTERY TEMPERATURE RED WARNING LIGHT ILLUMINATES Following battery engine starts, indicated load on the operating Takeoff is prohibited. The battery must be re- generator will exceed 200 amperes moved and bench-checked prior to further use. Litsvac aus AN m115¥AC BUS aR ae i aati kia o SWiFoHING nears INveRTER pq l No.2 wy POWER SOURCE BB careny BH v0.1 wenren Bi ceneraron BB v0. 2mverven Bow Figure 2-17. AC Distribution Revision 4 September 1901 FOR TRAINING PURPOSES ONLY 211FlightSafety SA-227 PILOT TRAINING MANUAL v15vac. Lrrswac aus x i nisvac Bus aus Te BUS TIE SWITCHING RELAYS inverter [ INVERTER ‘CONTROL a) RELAY : TNVERTER SWITCH BUS TIE * BUS TE ‘sw ‘sw 2258 2258 DATTERY VOLTAGE BUS RELAY VOLTAGE LBs oy a] RELAY ~ ey BATTERY 2 L BATTERY RELAY RELAY POWER SOURCE HE carrery BB ceveraron (cru not nvenren no. 2snverren Figure 2-18. Detailed Electrical System (SNs Prior to 734) 212 FOR TRAINING PURPOSES ONLY Rovicion 4~Soptomber 1981L118vac sus 118.vac oN FlightSafety SA-227 PILOT TRAINING MANUAL A 115-vAac BUS BUS TIE 26.vac ah BUS TIE aus TIE ‘sw 2260 voutace REGULATOR To sTanTER| RELAY = 104, gen cont POWER SOURCE WE carrey BB ceneraron INVERTER CONTROL RELAY INVERTER SWITCH ‘BATTERY BUS RELAY FAULT To sant oetckr CONTROL, INVERTER ‘CONTROL FELAY VOLTAGE a arcur ‘SERIES PARALLEL 10 svat ous on: on OFF BATTERY: LearTeRY RELAY RELAY Dow BB v0 1 nvenren RELAY 0A, gen conr Bl wo.2ivenren Figure 2-19. Detailed Electrical System (SNs 734 and Subsequent or Airplanes Modified by SB 227-24-012) Revision 4—September 1991 FOR TRAINING PURPOSES ONLY 243214 FlightSafety oe The electrical rating for the airplane bat- teries is: A. 24 volts. B. 28 volts C. 30 volts D. 34 volts A temperature of 70° can be displayed on the battery temperature indicator b} A. Pressing the annunciator TEST switch B. Selecting BATT on the DC voltmeter . Pressing the BAT TEMP IND TEST switch D. Pressing the RANGE EXTEND switch The battery temperature indicator HOT light illuminates at: A. 120°F B. 130°F C. 140° F D. 150°F The in-flight electrical rating for each generator on the Merlin IVC and late Metro Ills is: A. 24 volts, 200 amperes B. 28.5 volts, 300 amperes C. 24 volts, 300 amperes D. 28.5 volts, 200 amperes The in-flight electrical rating for each generator on early Metro Ills is: A, 24 volts, 200 amperes B. 28.5 volts, 300 amperes C. 24 volts, 300 amperes D. 28.5 volts, 200 amperes If a generator fault is detected during a start, to turn the generator on: ‘A. Move the generator switch to OFF. B, Turn the battery switch to OFF. C. Disconnect the GPU. D. Move the generator switch to RESET. FOR TRAINING PURPOSES ONLY 10. Mu. To read just one battery’s voltage on the DC voltmeter: A. Position the voltmeter select switch to BUS. Shut off all other power sources. Turn that battery switch off. Pull the battery circuit breaker on the pilot’s J-box. gas During taxi, an engine flames out due to water ingestion. Prior to restart A. Turn off the batteries, B. Turn off the associated generator switch, C. A thermal overload check must be made. D. A start circuit check must be made. Electrical power from all three DC buses is used by the: A. Battery temperature indicator test B. Landing gear light test C. Pressurization system test D. Annunciator panel test For the battery fault detection circuit to be operative: A. Have both generator switches on. B. Operate only one avionics system at atime. C. Remove power from the nonessential bus. D. Disconnect the left battery. If the left essential bus fails, to restore power to essential system circuits: A. Depress the bus-tie circuit breaker. B. Reset the generators. C. Use the BUS TRANSFER switches. D. Use emergency battery power. Revision 4~Soptomber 1991Revision 4—Soptember 1991, 12. The voltage output of each inverter is: A. 115-volt AC and 26-volt AC B. 115-volt AC and 350-volt AC C. 125-volt AC and 30-volt AC D. 28-volt AC and 120-volt AC 13. The number of inverters that can be op- erated at a time is: A. Four B. Three C. Two D. One 14, 15. FOR TRAINNG PURPOSES ONLY If just the left 115-volt AC bus loses power, to restore it: A. Use the BUS TRANSFER switches. B. Select the other inverter. C. Attemptto reset the 115-volt AC bus- tie circuit breaker. D. Recycle the bus-tie switch. 115-volt AC bus voltage can be read: A. With a meter on the inverter B. On the AC voltmeter C. Only by maintenance personnel D. With the DC voltmeter 2415CHAPTER 3 LIGHTING CONTENTS INTERIOR LIGHTING.. Cockpit Lighting .. Cabin Lighting Emergency Lighting. EXTERIOR LIGHTING. Navigation and Strobe Lights. Rotating Beacon and Logo Lights.. Wing Ice Lights... Taxi Light Landing Lights... QUESTIONS... Revision 4—September 1991 FOR TRAINING PURPOSES ONLY a3-10 ILLUSTRATIONS Title Page Lighting Controls Window Light Controls Entrance Light Switch ... Emergency Exit Placard. Exterior Lights... Navigation and Strobe Lights... Rotating Beacon and Logo Lights Wing Ice Light... Taxi Ligh Landing Lights and Recognition Lights .. Revision 4—Septomber 1991 FOR TRANING PURPOSES ONLY SilFlightSafety $A-227 PILOT TRAINING MANUAL CHAPTER 3 LIGHTING INTRODUCTION A standard lighting package is used on the Merlin/Metro series to illuminate the cock- pit area, all flight instruments, the entrance, cabin area, nose compartment, and baggage areas. The majority of the instruments are internally lighted. For general illumination, either fluorescent or incandescent floodlights are used. Standard warning signs are pro- vided for the cabin area. Exit signs are electroluminescent. Exterior lighting consists of navigation, rotating beacon, wing ice, landing, taxi, strobe, logo, and recognition lights. GENERAL Interior lighting consists of cockpit, cabin, baggage compartment lights. The cargo and bag- and emergency lighting. Cockpit lighting is powered from all three DC buses. All cabin lighting is powered from the nonessential bus with the exception of the entrance, cargo, and Revision 4—Soptomber 1991 gage compartment lights are powered from the right battery. The entrance door light is powered from the left battery. FOR TRAINNG PURPOSES CNLY 341‘The exterior lighting system is equipped with: ‘+ Five or six navigation lights (two red on the left wingtip, two green on the right wingtip, and one or two clear in the tail cone) + One red rotating beacon mounted on top of the vertical stabilizer + Two wing ice lights, one in the outboard side of each engine nacelle + Two landing lights located under a cover on the leading edge of each wing + One taxi light located on the nose landing gear + Three strobe lights, one on each wingtip and one on the tail + Four optional logo lights, one on the top and one on the bottom of each horizontal stabilizer + Two recognition lights located under a cover on the leading edge of each wing All exterior lighting is powered from the nonessential bus. Lighting controls (Figure 3-1) are on the lower switch panels, the left and right forward con- soles, the bottom of the pedestal, and on the light itself or in proximity to it. Emergency lights above each exit are self-energized. INTERIOR LIGHTING COCKPIT LIGHTING Lighting for the cockpit area consists of gen- eral illumination of the instrument panel from the underside of the glareshield, overhead floodlights, pilot and copilot instrument lights, engine and auxiliary instrument lights, map lights, and console and pedestal lights. Pilot and copilot flight instrument lights are controlled by individual dimmers on the left and right forward consoles. The control on the left forward console is labeled “PILOT FLT INSTR” and controls light intensity for the 3-2 FOR TRAINING PURPOSES ONLY pilot’s basic flight instruments. The pilot’s lights are powered from the left essential bus through the PLT INSTR LIGHTS circuit breaker. ‘The control on the right forward console is la- beled “COPILOT FLT INSTR” and controls light intensity for the copilot’s basic flight in- struments. The copilot’s lights are powered from the right essential bus through the C/PLT INSTR LIGHTS circuit breaker. Engine and auxiliary instrument lights are con- trolled by the GENL INSTR dimmer on the bot- tom of the pedestal. All internal instrument lighting except pilot and copilot flight in- struments is controlled with this dimmer. Power for the lights comes from the right essential bus through the GENL INSTR LIGHTS cir- cuit breaker. Pilot and copilot map lights are controlled by aswitch on each light. The lights are powered from the nonessential bus through the COCK- PIT MISC LTS circuit breaker. Glareshield lights are controlled by the GLARESHIELD dimmer on the bottom of the pedestal. The lights are powered from the nonessential bus through the COCKPIT MISC LTS circuit breaker. Overhead floodlights are controlled by the LH and RH OVHD light controls. The lights are powered from the nonessential bus through the COCKPIT MISC LTS circuit breaker. The left overhead floodlight is turned on when the cabin entry light switch is on. Console, lower switch panels, and pedestal lights are controlled by the CSL PNLS dim- mer on the bottom of the pedestal. Power for the lights is routed from the left essential bus through the CSL LIGHTS circuit breaker. CABIN LIGHTING Lighting for the cabin consists of reading, aisle, galley, buffet, lavatory, window, en- trance, warning, nose, and baggage compart- ment lights. Controls are located on the right lower switch panel in the cockpit and on or Revision 4—September 1981FlightSafety $A-227 PILOT TRAINING MANUAL fon ee el Perr en cad || we a Ce sed frac a NO SMOKE Cet ( ry ty eee Figure 3-1. Lighting Controls Revision 4—September 1061 FOR TRANING PURPOSES ONLY 33near the lights. All circuit breakers are on the nonessential bus unless otherwise noted. Reading lights are controlled by individual switches next to each light, On airplanes with anaisle and cabin lights switch, power is routed through the switch before going to the lights. Aisle lights are controlled by a single switch, itches, depending on the airplane mn, On airplanes witha single switch, it is labeled either “AISLE LTS” or “AISLE. LTS-CABIN LTS.” On airplanes with two switches, the labeling is “FWD AISLE LTS” and “AFT AISLE LTS.” Galley, buffet, and lavatory lights on the Merlin IVC are controlled by switches installed dur- ing the airplane interior completion, so the la- beling varies between airplanes. ‘The window lights on the Merlin IVC are flu- orescent and are controlled by WINDOW LTS, dimming switches (Figure 3-2). Depending on the installation, there are one or two switches. Figure 3-2. Window Light Controls On airplanes with one switch, it is located on the cabinet. If two switches are provided, one is on the cabinet and the other on the bar. FOR TRANING Entrance lights are controlled by the EN- TRANCE LGT switch (Figure 3-3). Power from the hot side of the battery relay is routed through an ENT LIGHTS circuit breaker lo- cated near the battery. Figure 3-3. Entrance Light Switch The seat-belt and no-smoking sign is con- trolled with a switch on the right lower switch panel. In the FASTEN BELTS position, just the fasten-belts portion of the sign is illumi- nated. In the NO SMOKE FASTEN BELTS. position, both portions of the sign are illumi- nated. If the airplane has more than one sign, they are all controlled by the same switch. Compartment lights in the nose and rear cargo areas are controlled with a switch in the re- spective compartment. Power for the lights is routed from the hot side of the right battery relay through a 5-minute timer. The timer is reset whenever the LDG GR CONT circuit breaker on the right essential bus is powered It may also be reset by pressing a reset but- ton inside the left nose baggage door. PURPOSES ONLY Revision 4—September 1991EMERGENCY LIGHTING Self-contained emergency exit lights are in- stalled (Figure 3-4). The emergency exit la- beling and placards are constructed of an electroluminescent material. FlightSafety $A-227 PILOT TRAINING MANUAL EXTERIOR LIGHTING Exterior lighting consists of navigation and strobe, rotating beacon and logo, wing ice, taxi, landing, and recognition lights (Figure 3-5). All circuit breakers for exterior lights are located on the nonessential bus. Figure 3-4. Emergency Exit Placard NAV LIGHT ROTATING BEACON ~~ vet LANDING AND RECOGNITION LGHT Figure 3-5. Exterior Lights Revision 4—September 1991 FOR TRANNG PURPOSES ONLYFlightSafety $A-227 PILOT TRAINING MANUAL NAVIGATION AND STROBE boosted and cycled by a power supply for each LIGHTS oe ‘The navigation and strobe lights (Figure 3-6) NOTE are controlled with a single switch on the pi- lot’s switch panel. It has two powered pos tions: NAV & STROBE and NAV. In the NAV Neither anticollision nor strobe lights should be used when flying through clouds or overcast; the flash effect position, the two right wingtip lights (green), reflected from water particles in the the two left wingtip lights (red), and the tail- atmosphere, particularly at night, cone light(s) (white) are illuminated. When could produce vertigo (loss of the switch is in NAV & STROBE, all naviga- orientation). Also, as a consideration tion lights, a strobe on each wingtip, and a to other pilots, the strobe lights strobe on the tail are illuminated; addition- should be left off during taxi near ally, all the green lights on the annunciator other occupied airplanes. panel are dimmed whenever the navigation lights are on. Power for the strobe lights is Figure 3-6. Navigation and Strobe Lights 36 FOR TRAINING PURPOSES ONLY Revision 4—Soptember 1991ROTATING BEACON AND LOGO LIGHTS The rotating beacon is controlled by a switch labeled “ROT BCN-ROT BCN & LOGO.” In the ROT BCN position, the lightweight, os- cillating anticollision light mounted on top of the vertical stabilizer is illuminated (Figure 3-7). It has an aerodynamic shape to reduce drag and is shielded to prevent radio inter- ference. The light is a dual-lamp unit with the lamps oscillating 10° out of phase. In the ROT BCN & LOGO position, a light on the top and a light on the bottom of each hor- izontal stabilizer juminated in addition to the beacon (Figure 3-7). These lights are de- signed to illuminate the vertical stabilizer logo area. Logo lights are optional. Figure 3-7. Rotating Beacon and Logo Lights ovision 4—Septombor 1981, WING ICE LIGHTS The wing ice lights are controlled with the WING ICE switch on the pilot’s switch panel. A sealed-beam light is located in the outboard side of each engine nacelle to illuminate the wing leading edge (Figure 3-8). TAXI LIGHT ‘The taxi light is controlled with the TAXI switch on the pilot's switch panel. The taxi light is mounted on the nose landing gear (Figure 3-9), A microswitch in the nose wheel Figure 3-8. Wing Ice Light Figure 3-9. Taxi Light FOR TRANING PURPOSES ONLY 37FlightSatety well turns off the light when the nose landing gear is retracted. NOTE Ensure that the TAXI switch is off except when in actual use. Should a malfunction allow the light to remain on with the nose gear retracted, heat damage within the wheel well could occur. LANDING LIGHTS The landing lights and recognition lights are controlled with a single switch labeled “RECOG-LDG & RECOG.” In the RECOG Figure 3-10. Landing Lights and position, the recognition lights are illuminated, Recognition Lights and in LDG & RECOG, both landing and recog- nition lights are illuminated. The landing and recognition lights are housed under acommon cover in the leading edge of each wing (Figure 3-10). A glareshield is installed inboard of the lights to prevent the flight crew from being di: tracted by glare from the lights. 38 FOR TRAINING PURPOSES ONLY Revision 4—September 1991QUESTIONS 4, 1. The controls for the pilot’s and copilot’s flight instrument lights are located on the: A. Lower switch panel B. Forward side consoles C. Bottom of the pedestal D. Aft side consoles 2. The lighting intensity for the copilot’s airspeed, altimeter, vertical speed, and radio heading instruments is varied by the use of the: A. COPILOT FLT INSTR control B. CSL PNLS control C. GENL INSTR control D. GENL FLT INSTR control The following lights can be turned on with the battery switches off: A, Passenger warning lights B. Navigation lights C. Overhead floodlights D. Entrance lights Revision 4—September 1991 ‘The nose baggage and cargo compartment timer can be reset: A. Only by maintenance B. By cycling the entrance door light switch C. By turning on the cargo door light D. By pressing the RESET switch inside the left nose baggage door All exterior lights are powered from the: A. Nonessential Bus B. Left Essential Bus C. Right Essential Bus D. All of the Above FOR TRAINING PURPOSES ONLY 39FlightSafety $A-227 PILOT TRAINING MANUAL | HESS CHAPTER 4 MASTER WARNING SYSTEM CONTENTS Page INTRODUCTION GENERAL. ANNUNCIATOR PANEL. Test. Dimming. Illumination Causes. MISCELLANEOUS LIGHTS... Valve Position Annunciator Panel. Fire Extinguisher Annunciators Oil Cooler Inlet Duct Heat Cycle Lights Fuel Crossflow Switchlight Fuel Bypass Lights.... Cargo Door Warning and Test System NOSE STEER FAIL Light. FUEL FILTER Bypass Lights QUESTIONS... ISTSLS STG GIRIEUE Revision 4—Soptember 1901 FOR TRANING PURFOSES ONLY aiTABLES Table Title Page 4-1 Annunciator Panel 4-2 4-2 Valve Position Annunciator Panel Fire Extinguisher Annunciators ... Duct Heat Cycle Lights. & Crossflow Switchlight.. Fuel Bypass Lights... 4-7 Cargo Door Warning and Test System 4-8 NOSE STEER FAIL Ligh 4-9 FUEL FILTER Bypass Lights. Fevision 4—September 1901 FOR TRAINING PURPOSES CNLY 4-iliFlightSafety $A-227 PILOT TRAINING MANUAL CHAPTER 4 MASTER WARNING SYSTEMS ©» INTRODUCTION The master warning system consists of an annunciator panel, a valve position annunci- ator panel, and various other lights. Most lights are located on the annunciator panel An illuminated light alerts the pilot to a system malfunction (red), a system operating parameter (amber), or a system normal operating condition (green). When a light illu- minates, the pilot should follow the approved checklist procedure. GENERAL ‘System annunciators are grouped as follows: The annunciator panel, located in the upper the annunciator panel, the valve position an- center section of the instrument panel, is in- nunciator panel, fire extinguisher annuncia- _erconnected to numerous airplane systems and tors, oil cooler inlet duct heat cycle lights, fuel ytiJized to monitor system operation. The va- crossflow switchlight, fuel bypass lights, cargo door warning and test system, the nose steer fail light, and the fuel filter bypass lights. Provisions are made to test the warning and indication lights or circuits. lidity of several system warning lights may be checked by referring to the associated system’s gage. Appendix B shows all lights illuminated ovsion 4—September 1991 OR TRAINING PURPOSES ONLY 44ANNUNCIATOR PANEL The annunciator panel contains red warning lights to advise the pilot of serious system conditions, amber caution lights to indicate system conditions of a less serious nature, and green lights to indicate other specific system conditions. The panel is powered by both the left and right essential buses. TEST APRESS TO TEST switch is located on the left side of the panel. Pressing the switch checks the continuity of the annunciator panel lights, the valve position lights, and complete conti- nuity of the fire warning circuit. The BYPASS FlightSafety $A-227 PILOT TRAINING MANUAL. OPEN lights and DUCT HEAT CYCLE lights are also tested with the same switch DIMMING The green system annunciators are automati- cally dimmed when the navigation lights are turned on. The red warning and amber caution annunciators cannot be dimmed. The fuel by- pass lights can be dimmed by a BRT-DIM switch located between the lights. ILLUMINATION CAUSES Table 4-1 gives each annunciator’s legend, color, and reason for illumination, The an- nunciators are listed by color, starting at the top left and reading to the right within that colored section. Table 4-1. ANNUNCIATOR PANEL ANNUNCIATOR | _REASON FOR ILLUMINATION ANNUNCIATOR | REASON FOR ILLUMINATION Excessive temperature is detected in associated engine nacelle. llurninates only during test Steady: SAS computer power has falied 0° that power has failed in combination with servo failure. On the ground, the SAS vane has oflected full up. Check SAS in. dicator needle Flashing: SAS servo or servo clutch has failed ‘Open switch in cabin door warning ssystem—cabin door not properly closed, ‘Steady: Temperature exceeding '350°F inthe wheel well or 450° in the air-conditioning duct Flashing: Temperature exceeding 250°F in the wing leading edge, Pump output pressure is low. A battery ground fault has been detected. (Open switch inthe cargo door click clack warning system. Oil pressure is below 40 psi. lluminates only during test. (ne af the main gear doors is not latched closed (iluminates on ‘ground only) 4-2 FOR TRANNG PURPOSES ONLY ovsion 4—Soptomber 1991FlightSafety SA-227 PILOT TRAINING MANUAL Table 4-1. ANNUNCIATOR PANEL (Cont.) ANNUNCIATOR, REASON FOR ILLUMINATION REASON FOR ILLUMINATION Prop pitch contro ol pressure is sufficient to command reverse operation, The generator relay is open, Insufficient suction. Metal particles detected in the engine cil Cabin altude is above 10,000 feet. Foe! level in hopper tank Ts Tow. 'A GPU plug is plugged into the ex temal power receptacie, ‘The indicated battery relay is disconnected. The SAL computer is not operating "Normal with less than 80% rpm. ‘VAG bus is deenergized. “The antiskid switch is off or there is.a system fault (NOSE STEER FAIL ino antiskid installed) Ifthe intake heat switch is on, the engine antice valve is open. If the TEST switch is pressed, the valve is closed Thermostat is calling for respective windshield heat “The SAS airspeed switch has armed) the SAS, ‘Tho SAS heat relay has operated. The applicable AW! pump is operating, ‘Steady: Power is available to nose steering relay. Flashing: A nose steering fault has, been detected, and the nose steering is disconnected. liuminates only during test. S 2 2 é 5 z $s Fevislon &~Soptomber 1991 FOR TRANING PURPOSES ONLY 43- MISCELLANEOUS LIGHTS VALVE POSITION ANNUNCIATOR PANEL The valve position annunciator panel is lo- cated on the instrument panel (Table 4-2). ‘These lights are tested with the main annun- ciator panel PRESS TO TEST switch. Table 4-2. VALVE POSITION FlightSafety $A-227 PILOT TRAINING MANUAL Table 4-3. FIRE EXTINGUISHER ANNUNCIATORS ANNUNCIATOR | REASON FOR ILLUMINATION 1 Excessive temperature in the associated engine nacelle 2. The annunciator panel PRESS TO TEST is actuated. 3. The FIRE EXT TEST is actuated. ll “The associated fie extinguisher bot ABE tie has been discharged and is empty OK || | othe FIRE EXT TEST i actuated f ANNUNCIATOR PANEL FIRE |! | The FIRE EXT TEST is good. simunaaron | Raoeonromtanmaron | _ (LM HMRI | 1 engine (ve! shut vave is not inthe postion selected by the ME | ovicsoremvants OIL COOLER INLET DUCT MET | the ercine nycrauicshutolt vaveis HEAT CYCLE LIGHTS MRE | £2 poston selectedty the | The heat cycle lights for oil cooler inlet ducts —e are located on the left forward side console (Table DEBS | eccrine 4-4) pectin eceesesett Table 4-4, DUCT HEAT CYCLE ANNUNCIATORS, FIRE EXTINGUISHER os Gaerne The annunciators for the fire system are lo- cated on the instrument panel. Each is part of a three-lens control switchlight (Table 4-3) The FIRE portion of the annunciator may be tested with either the main annunciator panel test switch or with the FIRE EXT TEST switch located between the lights. The main annun- ciator panel test switch verifies the engine fire light and fire detector circuit integrity, while the FIRE EXT TEST switch verifies the lights, and fire extinguisher circuit integrity. 4. & Indicated oil cooler inlet duct anti- ice thermostat is operating to heat the oil cooler inlet duct, FUEL CROSSFLOW SWITCHLIGHT The crossflow switchlight is located on the pilot's lower instrument panel next to the fuel quantity indicator (Table 4-5). Table 4-5. CROSSFLOW SWITCHLIGHT ANNUNCIATOR | REASON FOR ILLUMINATION ‘The switch is selected to open the crosstow valve, Revision 4~Septomber 1991FUEL BYPASS LIGHTS The fuel bypass lights are located on the pi- lot’s instrument panel just below the EGT in- dicators (Table 4-6). Fuel bypass light intensity is controlled with a BRT and DIM switch lo- cated between the lights. Table 4-6. FUEL BYPASS FlightSafety Inicretionst SA-227 PILOT TRAINING MANUAL NOSE STEER FAIL LIGHT The NOSE STEER FAIL light is located on the pilot’s instrument panel, between the EGT indicators and the annunciator panel (Table 4-8), If an antiskid system is not installed, it is located on the annunciator panel Table 4-8. NOSE STEER FAIL LIGHTS LIGHT ANNUNCIATOR | REASON FOR ILLUMINATION. ANNUNCIATOR | REASON FOR ILLUMINATION Jevrass oPen] Tee aon engine tn bypass ESS] Noze ser ang vate has CARGO DOOR WARNING AND FUEL FILTER BYPASS LIGHTS. TEST SYSTEM ‘The DOOR UNSAFE and SWITCHES NOR- MAL lights are located on the right forward console. The system indicates door latch po- sitions (Table 4-7) Table 4-7. CARGO DOOR WARNING AND TEST SYSTEM ANNUNCIATOR | REASON FOR ILLUMINATION ‘DOOR UNSAFE __| The cargo door isnot closed or safe. The door handle is in the open position and the click-clack warning| Sultches are operating correctly. NORMAL ovision 4—Soptomber 1991 ‘The FUEL FILTER bypass lights, located on the annunciator panel, are installed on aircraft with -12 engines (Table 4-9) Table 4-9. FUEL FILTER BYPASS LIGHTS ANNUNCIATOR REASON FOR ILLUMINATION ‘The associated fuel fiter is being bypassed 45