OPERATIONS MANUAL – PART B
Contents
1. Cayman Islands Government MOSQUITO RESEARCH amp CONTROL UNIT AIRCRAFT SECTION OPERATIONS MANUAL PART B Aircraft Operating Matters Type Related OPERATIONS MANUAL PART B SECTION 0 0 Administration and Control of the Manual 0 1 Revision Record Original 0 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B 0 2 List of Effective Pages SECTION 0 Part Section Title Section Page Date B Cover Page B Administration and Control of the Manual 0 0 1 15 03 12 B 0 0 2 15 03 12 B 0 0 3 15 03 12 B 0 0 4 15 03 12 B 0 0 5 15 03 12 B 0 0 6 15 03 12 B 0 0 7 15 03 12 B 0 0 8 15 03 12 B 0 0 9 15 03 12 B 0 0 10 15 03 12 B 0 0 11 15 03 12 B Aircraft Fleet 1 1 1 15 03 12 B Limitations 2 2 1 15 03 12 B Normal Procedures 3 3 1 15 03 12 B Emergency Procedures 4 4 1 15 03 12 B Performance 5 5 1 15 03 12 B Flight Planning 6 6 1 15 03 12 B 6 6 2 15 03 12 B 6 6 3 15 03 12 B Mass and Balance 7 7 1 15 03 12 B 7 7 2 15 03 12 B 7 7 3 15 03 12 B Loading 8 8 1 15 03 12 B 8 8 2 15 03 12 B Use of Check Lists 9 9 1 15 03 12 B 9 9 2 15 03 12 B 9 9 3 15 03 12 B Minimum Equipment List 10 10 1 15 03 12 B Survival and Emergency Equipment 11 11 1 15 03 12 B 11 11 2 15 03 12 B Emergency Landing Ditching Procedures 12 12 1 15 03 12 B 12 12 2 15 03 12 B Aircraft Systems 13 13 1 15 03 122. B 13 13 2 15 03 12 B 13 13 3 15 03 12 B 13 13 4 15 03 12 B 13 13 5 15 03 12 B 13 13 6 15 03 12 B 13 13 7 15 03 12 B 13 13 8 15 03 12 B 13 13 9 15 03 12 B 13 13 10 15 03 12 B 13 13 11 15 03 12 B 13 13 12 15 03 12 B 13 13 13 15 03 12 B 13 13 14 15 03 12 B 13 13 15 15 03 12 B 13 13 16 15 03 12 Original 0 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 Intentionally Left Blank Original 0 3 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 w Table of Contents Administration and Control of the Manual Aircraft Fleet Limitations Normal Procedures Emergency Procedures Performance Aerial Application Mission Planning Mass and Balance Loading 9 Use of Check Lists 10 Minimum Equipment List MEL 11 Survival and Emergency Equipment 12 Emergency Landing Ditching Procedures 13 Aircraft Systems O S OV Ui i 00 NE O Original 0 4 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 0 4 Amendment and Revision Procedure The OMB amendment and revision procedures shall be in accordance with the procedures detailed in OMA 0 2 6 Original 0 5 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 0 5 Distribution Distribution of the OMB shall be in accordance with OMA 0 2 6 5 Original 0 6 Issue Date 15 02 12 OPERATIONS MANUAL PART B 0 6 Abbreviations Definitions and Terminology 0 6 1 Abbreviations A A C AFM AGB AGL B BETA CAAC
3. OPERATIONS MANUAL PART B Section 13 13 3 2 Engine Fuel System Components 13 3 2 1_ Low Pressure Fuel Pump The engine driven geared pump is mounted at the rear of the scavenge pump on the accessory gearbox and located upstream of the Fuel Heater and downstream of the firewall Fuel Filter The pump provides a positive head of at least 5 PSI at the engine driven High Pressure Fuel Pump inlet above 5 Ng 13 3 2 2 Fuel pressure Indication System Fuel pressure is mechanically routed directly from the outlet port of the Low Pressure Fuel Pump to the cockpit fuel pressure gauge Minimum allowable fuel pressure is 5 PSIG maximum fuel pressure is 50 PSIG 13 3 2 3 Fuel Heater The Oil To Fuel Heater is located immediately upstream of the High Pressure Fuel Pump It uses warm engine oil to maintain the desired fuel inlet temperature and thus prevent filter icing at the pump This is carried out automatically using a vernatherm type temperature sensor and requires no pilot action from the cockpit The AMS requires periodical checks to verify the Fuel Heater is not operating at excessive temperatures 13 3 2 4 High Pressure Fuel Pump The primary purpose of the pump is to deliver unmetered high pressure fuel P1 to the FCU Since the pump is driven by the compressor section accessory gearbox flow rates and pressures will vary with changes to Ng The FCU pressure relief valve prevents system over pressurization by opening when P1 exceeds 1000
4. e The propeller shaft is supported by 2 roller bearings which support radial loadings and 1 ball bearing which supports forward thrust 13 1 16 2 Pilot Notes e Roller bearings permit axial rotor movement which is required for thermal expansion e The oil filler cap has the new design safety ball check valve to restrict oil flow out of the oil tank Grey color new design Yellow color old design without check valve e Main bearings require preventative maintenance only oil changes inspection change of oil filters etc every 800 hrs The integral oil tank is located between the inlet case and accessory gearbox A main bearing failure will result in a catastrophic engine failure Do not start the engine if oil is seen dripping from cowl at the six o clock position Ensure oil pressure is kept within AFM limits during ground and flight operations 90 135 PSI Caution range yellow arc is for idling and emergency completion of a flight using 24 PSI torque 2000 ft lb or below e ASOAP sample is taken and sent away for analysis every 25 flight hours Original 13 9 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 17 Oil Checking 13 1 17 1 Pilot Notes To avoid overfilling of oil tank and high oil consumption an oil level check is recommended within 30 minutes after engine shutdown Ideal interval is 15 to 20 minutes If more than 30 minutes has passed and the dipstick indicates that oil is needed start
5. 38 8 820 390008 1048 1700 100 90 135 55 1108 MAX CONT 1050 3625 37 7 7759 39000 104 1700 100 90 135 55 99 MIN IDLE 750 max 21750 586 60 min 40 1108 START 1000 4 200 max 40 min TRANSIENT 8505 39000 104 1870 110 40 2005 0 110 MAX 900 760 1650 94 4 100 135 0 104 REVERSE NOTE Maximum Tq amp ITT are a limit not a target Whenever possible use lower figures to extend engine life 1 Tq limit applies within range of 1000 to 1700 RPM Np Below 1000 RPM Tq is limited to 2000 ft lb 23 9 psig 2 Limit for engine operation is SL to 12 000 ft 3 Oil pressures below 90 PSIG are undesirable Under emergency conditions to complete a flight a lower oil pressure limit of 60 PSIG is permissible at a reduced power level not exceeding 2000 ft lb 23 9 PSIG Tq Oil pressures below 60 PSIG Ng above 72 are unsafe and require a landing be made as soon as possible using the minimum power required to sustain flight If oil pressure falls below 40 PSIG the propeller will feather 4 Limited to 5 seconds 5 Limited to 20 seconds 6 Applies to range 21000 to 23000 rpm Ng Advance Power Lever to maintain this value 7 Oil temperature limits are 40 to 99 C with limited periods of 10 minutes at 110 C For increased engine service life maintain oil temperature below 80 C Normal oil temperature with Ng above 69 is 60 to 70 C For proper Fuel Heater operation minimum oil
6. PSID thereby returning excess fuel pressure P0 to the High Pressure Fuel Pump inlet The pump is a single stage positive displacement gear type pump with both inlet and outlet filters The self relieving inlet filter is a 74 micron metallic mesh type non repairable filter The inlet filter self relieves at 1 5 PSID should it become obstructed The 10 micron outlet filter is of the disposable non metallic type Should the outlet filter become obstructed a bypass valve preset to 15 25 PSID will open to allow fuel to be delivered to the FCU The outlet filter must be replaced if contamination is found in the firewall Fuel Filter THE ENGINE WILL FLAME OUT AND CANNOT OPERATE IF THE HIGH PRESSURE FUEL PUMP FAILS This is because fuel at high pressure is required to shuttle the FCU pressurizing and dump valve By providing lubrication to the High Pressure Fuel Pump bearings by correct use of the Boost Pump and ensuring the outlet filter is replaced if the Firewall Fuel Filter becomes contaminated pilots will help reduce the risk of High Pressure Pump failure 13 3 2 5 High Pressure Fuel Pump to FCU Coupling If the coupling between the High Pressure Fuel Pump and the FCU fails Ng will go to 85 Any movement of the PL will have no effect If the coupling fails during flight land as soon as practical Jettison hopper contents only if necessary to maintain altitude Exercise caution when landing as Ng is higher than normal and reverse thrust is no
7. accordance with AFM procedures 13 2 4 3 Troubleshooting If the primary propeller governor CSU fails the OSG will limit propeller RPM to 104 of max Np 1700 X 1 04 1768 RPM 13 2 5 Nf Governor 13 2 5 1 Description The Nf governor provides pneumatic protection against propeller and power turbine over speed In forward propeller operation it will limit Np to approximately 6 above selected propeller speed In reverse propeller operation it will limit propeller speed to approximately 5 below selected propeller speed 13 2 5 2 Troubleshooting If the CSU governor and OSG both fail the Nf governor will limit Np to 106 of max Np 1700 X 1 06 1802 RPM by bleeding Py from the FCU This will be accompanied by a reduction in Ng and Tq Failure of all three governors CSU OSG Nf will result in an uncontained engine failure runaway engine If time permits move the FCL to the SHUT OFF position Original 13 12 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 3 Aircraft Fuel System 13 3 1 Airframe Components The major aircraft fuel system components and sequence of fuel passage through it are as follows 13 3 1 1 Wing Tank s Fuel is stored in TWO integral wet wing fuel tanks each of 115 USG capacity one in each wing located just outboard of the fuselage The wing tanks are serviced through filler ports located on the top of each wing Ports are visible from the pilot s seat and incorporate security
8. assist the passenger if carried to evacuate the aircraft preferably upwind Ensure the passenger moves a Safe distance from the aircraft Retrieve accessible emergency and survival equipment and abandon the aircraft Activate the hand held PLB After an Emergency Ditching After an emergency ditching the PIC should if able Order and assist the passenger if carried to evacuate the aircraft Retrieve accessible emergency and survival equipment Deploy and inflate the life raft and assist the passenger into it Load emergency equipment into the life raft Cut the life raft retaining line Activate the hand held PLB Original 12 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 Aircraft Systems 13 1 Engine The information provided in OMB Section 13 is supplementary to that provided in the AFM 13 1 1 Leading Engine Particulars Manufacturer United Aircraft of Canada Model PT6 60AG Dry weight 478 lb with standard equipment Engine diameter 19 0 in approx at room temperature Engine length 72 in approx at room temperature Oil Tank Capacity 2 5 USG Oil Tank Expansion Space 0 7 USG Oil Tank Usable Quantity 1 5 USG Gas generator rotation CCW at 37 468 RPM 100 Ng Power section rotation CW at 29992 RPM 100 Ng Propeller shaft gear ratio 0 0568 1 13 1 2 Engine Reference Stations To refer to pressure P or temperature T at a specific point in the gas path within the engine the following PWC
9. discharge pressure at station 3 compressor centrifugal discharge Used for referencing and customer bleed air Pa Ambient air pressure PBA Primary Blade Angle PC Personal Computer PFD Personal Floatation Device PG Propeller Governor PLA Power Lever Angle quadrant position PL Power Lever PLB Personal Locator Beacon PIC Pilot in Command PSI Pounds per Square Inch PSIG Pounds per Square Inch Gauge PSID Pounds per Square Inch Differential Px FCU metering air pressure P3 modified by a restrictor Py Px modified by a restrictor PWC Pratt amp Whitney Canada R RGB Reduction Gear Box RH Right Hand RPM Revolutions per Minute S SEP Safety Equipment and Procedures SHP Shaft Horse Power SMS Safety Management System SOAP Spectrometric Oil Analysis Program T T Temperature C Tq Torque PSIG V VDC Volts Direct Current VFR Visual Flight Rules Original 0 8 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 0 6 2 Definitions Hot start A start in which the maximum ITT start limit red line is reached or exceeded Depending on the severity of the hot start the engine may be damaged or destroyed A hot start will always lead to reduced engine life Rejected start This is when the engine start sequence is terminated by the pilot moving the FCL to the CUT OFF position to shut off the fuel and then shutting off ignition and starter Cycle A flight proceeded by an
10. engine start and followed by an engine shutdown Abbreviated cycle A flight from wheels up to wheels down but without an engine start or engine shutdown Original 0 9 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 0 6 3 Terminology THRUSH AIRCRAFT PWC manuals and other publications use different terminology to describe the 4 lever engine power management system as fitted to PT6 60AG engines For example The FUEL CONDITION LEVER is referred to variously as Fuel Condition Lever Condition Lever Start Lever or Fuel Lever To avoid confusion the following terminology has been adopted by MRCU and is used in all MRCU produced documents and checklists This is consistent with terminology used by PWC ENGINE CONTROL POWER LEVER FUEL CONDITION LEVER PROPELLER LEVER MANUAL OVERIDE LEVER Original FUNCTION AND ASSOCIATED TERMS Controls Ng and also propeller pitch at certain PLA s The following terminology describes various PLA s FLIGHT IDLE the idle or minimum power position The propeller is at PBA 16 at 42 inch station Forward of the FLIGHT IDLE position the PL controls Ng only BETA in this range the PL increases Ng and also moves the beta valve to change propeller blade angle towards the reverse position REVERSE in this range the PL controls reverse propeller blade angle up to 11 at 42 station but power is limited by bleeding air from the FCU pneumatic section Controls the
11. established for each engine model according to its design however engine output is flat rated to a SHP suitable for its application Flat ratings are an airframe limitation For example the Tq red line may be reduced to restrict torque The PL may then be advanced in a climb to altitude to maintain maximum torque provided ITT is kept within operating limits De rated engines are those where the power producing capability of the engine is intentionally inhibited With de rated engines during a climb torque will diminish with altitude from airport elevation NOTE B The PT6A 60AG engine is flat rated amp not fitted with over torque limiter Pilots must therefore remain vigilant to prevent an over torque or over temperature condition occurring PT6A 60AG engines as fitted MRCU aircraft are flat rated at 1050 SHP for takeoff and 1020 SHP for continuous operation NOTE C The AG suffix on agricultural PT6A 60 AG engines denotes that the engine may be run indefinitely on AFM approved grades of diesel fuel without compromising engine manufacturer s warranties Note that the THRUSH AFM does not permit the use of diesel fuel Original 13 4 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 5 Engine Operating Limits Operating SHP Torque Maximum Ng Np Oil Press Oil Temp Conditions Observed PSIG C ITT C ftlb PSIG RPM RPM TAKE OFF 1050 3625
12. located within the pilot s reach on the lower left side of the cockpit With the fuel shut off valve positioned in the OFF position the fuel supply is shut off upstream of the electric Boost Pump 13 3 1 5 Boost Pump electric The fuel pump is installed on the lower left side of the fuselage beneath the cockpit floor The pump is electrically controlled by a two position ON OFF switch labeled AUX PUMP located on the start and light panel to the lower left of the pilot s seat The pump is an electrically driven positive displacement vane type pump with siphon type relief valve and provides fuel pressure of 21 23 PSI The Boost Pump provides 1 boosted pressure and lubrication to the engine driven high pressure pump during engine starting below 5 Ng and continuous back up fuel pressure should the engine driven low pressure pump fail 13 3 1 6 Fuel Filter The fuel supply is routed from the Boost Pump through a 25 micron fuel filter located on the left hand side of the fire wall to the engine driven low pressure pump The fuel filter is fitted with a drain valve and incorporates a by pass PILOT NOTES Before flight check for leaks that the by pass indicator grommet has not popped and drain and check a filter fuel sample Do not start the engine if water or excessive sediment is detected in the firewall fuel filter because the High Pressure Fuel Pump outlet filter must be replaced first Original 13 13 Issue Date 15 02 12
13. more rapid than when using the PL The rate of engine acceleration is determined by the speed at which the pilot moves the lever A rapid increase in MOL position towards maximum is to be avoided as this can cause engine surge engine over temperature Ng over speed or over torque The dead band is affected by altitude At lower altitudes the dead band is of full travel At higher altitudes 10 000 feet the dead band is one third of full travel e Keep Ng above 65 after engine reacceleration e During the approach slowly reduce Ng to 75 Ng with the MOL e NEVER move the PL aft of the flight idle stop when using the MOL Doing so may cause the propeller to move to full reverse pitch or an over speed condition may occur e Reverse thrust will not be available during the landing roll out e After landing if possible clear the active runway before coming to a complete stop e DO NOT ATTEMPT to taxi the aircraft using the MOL Once the aircraft has come to a complete stop shut the engine down 13 3 2 8 Flow Divider The flow divider separates the starting fuel flow from the normal running fuel flow before it is delivered to the fuel manifolds and fuel nozzles A hung start is usually caused by a faulty flow divider Indications are Ng stops increasing at 30 ITT continues to rise toward red line Reject the start immediately if engine acceleration is abnormal Carry out a dry motoring run 13 3 2 9 Fuel Nozzl
14. numbers are used Station Location 1 Air Intake 2 Gas generator intake at the first stage blades 5 Gas generator inter stage Gas generator discharge pressure Gas generator turbine inlet Inter turbine Hence ITT sometimes referred to as T5 Turbine exhaust duct ski jump area Exhaust outlet exhaust stack mounting flange area NOUARWD 13 1 3 Engine Power Formulas For PT6A 60 series engines to convert PSID to ft lb Ft lb PSID X 83 63 For PT6A 60 series engines to calculate ESHP ESHP Tq ft lb X Np 5252 For PT6A 60 series engines to calculate SHP SHP Torque ft lb X Np divided by 5253 For example Max Tq is 38 8 PSIG at 1700 RPM 3245 ft lb SHP 3245 X 1700 5253 SHP 1050 Original 13 3 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 4 Engine Power Limits Sea Level Static Output Standard Day OPERATING ESHP SHP Specific Fuel Jet Thrust CONDITION Consumption Ib 3 Ib eshp hr TAKEOFF 1113 1050 0 548 158 MAX 1081 10201 158 CONTINUOUS MAX CRUISE 955 9002 158 NORMAL CRUISE Available to 34 4 C 1700 RPM Np 2 Available to 32 8 C 1700 rpm Np 3 Jet Thrust is supplemental thrust generated by engine exhaust 4 ESHP SHP Jet exhaust thrust NOTE A PT6A series engine power ratings are determined by the rotational torque the engine is capable of applying to the propeller shaft under ISA conditions Maximum engine output is
15. of datum with straight line variation to 7600lb at 22 5 inches Aft limit at all weights is 28 0 inches 7 2 3 Aircraft Basic Weight clean and associated center of gravity VP CKE 5882lbs 22 36 inches VP CKF 5938lbs 22 14 inches 7 2 4 Aircraft Basic Weights and associated center of gravity with liquid dispersal equipment fitted VP CKE 5960lbs 23 3 inches VP CKF 6035lbs 24 2 inches 7 2 5 Aircraft Basic Weights and associated center of gravity with granular dispersal equipment fitted VP CKE 5939lbs 22 6 inches VP CKF 5994lbs 23 0 inches 7 2 6 Maximum Hopper Weight VP CKE 40001b VP CKF 40001b 7 2 7 Maximum Hopper Volume VP CKE 550 USG VP CKF 550 USG Original 7 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B 7 3 Volumetric Weights of Fuel and Oil For computation purposes the following fuel and oil weights may be used Kerosene type fuels 6 7 lb per gallon 80 F MIL L 23699 Jet Oil 7 5 lb per gallon 80 F Original 7 3 SECTION 7 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 8 8 Loading 8 1 Aircraft Loading The following aircraft loading procedures shall be followed a All loadings shall be distributed using the current aircraft weight schedule b Before flight any baggage and loose equipment shall be properly secured to the appropriate attachment tie down points with strapping rope or netting c No item shall block or restrict the use of any normal or emergency exit
16. open it At low Ng Px is lower than P2 5 As Ng increases Px rises faster than P2 5 and gradually closes the valve Normally it is fully closed at 91 Ng under ISA conditions The convergent divergent orifices which provide metering to the compressor bleed valve are FACTORY SET AND NOT FIELD ADJUSTABLE The practical importance of the compressor bleed valve being fully closed at 91 Ng under ISA conditions is that this represents the most fuel efficient operating Ng because no P2 5 is being dumped The maintenance program requires a daily compressor desalination wash Compressor surge is usually caused by poor engine handling or a faulty compressor bleed valve Original 13 7 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 12 Hot Section 13 1 12 1 Description The hot section consists of those engine components downstream of the compressor the combustion chamber compressor turbine power turbines etc 13 1 13 Temperature Indicating System 13 1 13 1 Description The system provides the pilot with an indication of engine temperature between the compressor turbine and 1st stage power turbine Station 5 The system consists of as 10 thermocouples for measuring T5 ITT 1 positive bus bar 1 negative bus bar 1 trim probe and 1 wiring harness As T increases an increased voltage is generated by each thermocouple Because of uneven heat distribution within the gas path individual thermocouples will g
17. or required piece of emergency equipment Original 8 1 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 8 8 2 Hopper Loading Procedures The PIC shall supervise hopper loading to ensure that the correct weight of material is delivered into the aircraft hopper After hopper loading the PIC shall ensure that all loading equipment is clear of the aircraft all delivery hoses are disconnected side loader valves are closed and the hopper lid is securely latched During hopper loading with the engine running a loading supervisor shall be designated and who shall ensure that loading personnel remain at all times behind the aircraft wing leading edge During hopper loading operations with the engine running do not feather the propeller if the aircraft is facing out of wind Original 8 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 9 9 Use of Check Lists 9 1 Aircraft Checklists It is a requirement that a printed copy of the aircraft manufacturer s cockpit checklist covering each phase of flight must be readily available to the pilot Photocopied or amended personal checklists cannot be used only those provided by MRCU may be used Original 9 1 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 9 9 2 Wingman Checklists There is no requirement to carry on board a printed copy of the WINGMAN flight track guidance system manufacturers checklists since all check lists can be selected by navigating t
18. out of the propeller to allow for propeller speed control and feathering 13 2 3 2 Pilot Notes There are 4 modes of CSU operation e FEATHERING MODE this is achieved by moving the Propeller Lever to the FEATHER position Oil is dumped from the propeller into the RGB e GOVERNING MODE the range of operation typically 75 100 Ng where engine power is sufficient to maintain the pilot selected propeller RPM by varying the blade angle In the governing mode the pilot controls Ng with the PL and propeller RPM with the Propeller Lever e BETA MODE FORWARD the range of operation where the blade angle is at PBA 16 2 at 42 inch station This is a direct function of the beta valve position This range is used on the ground or during low power flight with the PL at the FLIGHT IDLE stop position e BETA MODE REVERSE the range of operation where the blade angle is between the PBA and reverse 16 2 and 11 at 42 inch station This is a direct function of the beta valve position This range is used on the ground with the PL aft of the FLIGHT IDLE stop gate position Power is limited in this range by bleeding air from the FCU pneumatic section 13 2 4 Over speed Governor 13 2 4 1 Description The OSG is an airframe provided option which provides hydraulic backup protection against propeller and power turbine over speed It will limit Np to approximately 4 above maximum propeller speed 1700 RPM 13 2 4 2 Pilot Notes Check the OSG daily in
19. temperature at takeoff is 55 C 8 Limited to 10 minutes 9 Max continuous power is ITT limited to 775 C provided Tq does not exceed 37 7 psig 1700 rpm Original 13 5 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 6 General Description The PT6A series engines are reverse flow combustion free turbine engines The term reverse flow refers to the engine design feature in which the air enters the intake at the rear of the engine flows forward toward the nose case and exits through a forward exhaust stack The term free turbine refers to the design feature in which the power section has no physical connection with the gas generator section Instead the air passing through the engine acts as a fluid coupling between the two turbine sections This allows the two rotating engine assemblies to 1 operate independently of one another 2 operate at differing speeds amp 3 turn in opposite directions to counter gyroscopic forces The practical advantages of the free turbine design are a Itallows the pilot to control Ng and Np independently of each other b Starter cranking Tq is low since only the compressor is initially rotated during the start sequence The gas generator section includes the compressor and the combustion sections It draws air into the engine adds energy to it in the form of fuel and produces the hot expanding gases necessary to drive both the compressor and power turbines The power sectio
20. weights specified in the AFM c Take off and landing weights shall not exceed that which would allow the aircraft to meet performance requirements for take off and or landing at any airport being used d Actual pilot passenger and baggage weights shall be used e The mix ratios and product densities of any formulation s additive s and carrier s contained in the pesticide mix shall be taken into consideration when calculating the weight of liquid hopper loads 7 1 2 Aircraft Weighing Following each aircraft weighing the revised Weight Schedule and Equipment List shall be incorporated into the AFM as a revision Using the current information the basic weight of the aircraft and basic weight center of gravity location may be calculated Original 7 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 7 7 2 Aircraft Mass and Balance Information 7 2 1 Maximum permitted takeoff and landing weights VP CKE 10 5001b max takeoff weight VP CKF 10 5001b max takeoff weight VP CKE 7 6001b max landing weight VP CKF 7 6001b max landing weight 7 2 2 Authorized Center of Gravity Range VP CKE Forward limit at 7600lb and below is 22 5 inches aft of datum Forward limit at 10 5001b and below is 26 inches aft of datum with straight line variation to 76001b at 22 5 inches Aft limit at all weights is 28 0 inches VP CKF Forward limit at 7600lb and below is 22 5 inches aft of datum Forward limit at 10 5001b and below is 26 inches aft
21. I CCW CSU CW DFMS ECTM EFP EPIRB ELT ERP ESHP FCL FCU FOD GPS GPU IAS ISA ITT MEL MOL MOS MRCU Nf Ng Original Aircraft Airplane Flight Manual Accessory Gearbox Above Ground Level Zero Pitch Blade Angle in practice between 2 to 2 degrees Civil Aviation Authority of the Cayman Islands Clock Wise when viewed from pilot s seat Constant Speed Unit Clock Wise when viewed from pilot s seat Digital Fuel Management System Engine Condition Trend Monitoring Emergency First Response Emergency Position Indicating Radio Beacon Emergency Locator Transmitter Emergency Response Plan Equivalent Shaft Horse Power Fuel Condition Lever Fuel Control Unit Foreign Object Damage Global Positioning System Ground Power Unit Indicated Air Speed MPH International Standard Atmosphere Inter stage Turbine Temperature C Minimum Equipment List Manual Override Lever Manual Override System Mosquito Research and Control Unit Manual Override System Gas generator RPM in Propeller RPM 0 7 SECTION 0 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 0 o OAT Outside Air Temperature OMA Operations Manual Part A OMB Operations Manual Part B OMC Operations Manual Part C OMD Operations Manual Part D OSG Propeller Over speed Governor P P Pressure P2 5 Gas Generator discharge pressure at station 2 5 inter stage axial compressor P3 Gas generator
22. MANUAL PART B SECTION 0 0 7 Introduction The OMB provides information and instructions to pilots concerning the manner in which MRCU S2RHG T65 aircraft shall be operated Whilst every effort has been made to ensure that the information provided in the OMB is consistent with the aircraft and engine manufacturer s recommendations in the event any discrepancies exist the AFM instructions shall take precedence and are the final authority for the operation of the aircraft Such discrepancies should be reported to management without delay The information and procedures described in the OMD are specific to the operation of MRCU s S2RHG T65 aircraft Original 0 11 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 1 1 Aircraft Fleet MRCU owns and operates two custom built S2RHG T65 Turbo Thrush agricultural aircraft on behalf of the Cayman Islands Government which are manufactured by Thrush Aircraft Inc 300 Old Pretoria Rd Albany GA 31706 3149 USA MRCU s aircraft are entered into the Cayman Islands aircraft register The allocated registration numbers of the MRCU s aircraft are e Thrush Aircraft serial number T65HG 017DC VP CKE e Thrush Aircraft serial number T65HG 013DC VP CKF Original 1 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 2 2 Limitations Refer to AFM Section 1 Original 2 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 3 3 Normal Procedures Refer to AFM S
23. chains to prevent loss of fuel caps The following placard is located adjacent to each filler cap FUEL 115 GAL CAP JET A JET B JP 4 and JP 5 The wing tanks are vented at the outboard and inboard end of each tank via vent lines to a centrally located vent system in the fuselage Ram air enters the vent system during flight via a vent scoop located under the left wing This pressurizes the system to maintain a positive pressure in the fuel tanks Each wing tank has a fuel drain located in the lower wing skin 13 3 1 2 Header Tank The two wing tanks are interconnected through a 5 USG header tank located in the lower fuselage below the cockpit The header tank has a fuel drain located under the fuselage beneath the cockpit area 13 3 1 3 Fuel Tank Hopper Selector Valve A two position selector valve is mounted on the lower left cockpit wall below the door and within the pilot s reach A fuel supply line is permanently routed from the header tank to the selector valve When the long range fuel hopper system is fitted a second fuel line is routed from the bottom of the hopper directly to the selector valve When the long range system is not in use this fuel line is disconnected and the tank selector valve wire locked in the FORWARD header tank feed position When the long range system is fitted hopper fuel is selected when the valve is moved to the UP position 13 3 1 4 Fuel Shut Off Valve The two position ON OFF fuel shut off valve is
24. d Cayman Cayman Brac or Little Cayman To view the BLOCK acreage right click on the mouse Zoom in or out as necessary Ground obstacles are marked on the appropriate island map 6 2 2 Liquid Load Calculation To calculate a liquid load e Verify the treatment BLOCK Verify the required swath in feet and application ground speed in MPH Determine the BLOCK acreage from SKYTRACKER Determine the product LABEL application rate of active ingredient or undiluted formulation per acre Calculate the required application rate per acre of liquid mix taking into account the required dilution rate if any Use 1 USG 128 fluid ounces e Calculate the total amount of mix required to treat the BLOCK taking into account the acreage Make no allowances for cleanup runs e Calculate the aircraft work rate using the following formula Speed in MPH X Swath in feet 493 acres minute e Calculate the required flow rate of mix in USGPM e Calculate the load emission stop watch time e Calculate the load weight taking into account the specific gravity of the formulation and dilution ratio Use a specific weight of 8 32lb per USG for water 6 2 3 Granular Loads To calculate a granular load Verify the treatment BLOCK Verify the required swath in feet and application ground speed in MPH Determine the BLOCK acreage from SKYTRACKER Determine the LABEL application rate of granules in lbs acre Calculate the total tonnage of granules requi
25. dard day Engines are fitted with an oil to fuel heater see notes on fuel system 13 1 10 Gas Generator 13 1 10 1 Description The gas generator section which includes the compressor and compressor turbine turns CCW at 37 468 RPM It consists of 4 axial rotors 1 centrifugal impeller and 1 compressor turbine The 1st stage axial rotor blades are constructed of titanium to help protect against FOD The 2 4 to 4 stage axial rotor blades constructed of stainless steel The axial rotors are more efficient than the impeller at low Ng Each axial stage accelerates the air which is then decelerated through divergent stator vanes thus increasing air pressure The dynamic pressure air velocity generated by the centrifugal impeller is converted into static pressure by the divergent shaped diffuser pipes which reduce air velocity and increase compressor discharge pressure P3 The compressor inlet wire mesh screen is designed so that no PWC engine parts can penetrate through it This does not include locking wire etc 13 1 10 2 Troubleshooting Any increase in Ng ITT and Wf is usually indicative of a gas generator problem Indications of compressor rotor assembly imbalance are vibration or a humming noise 13 1 11 Compressor Bleed Valve 13 1 11 1 Description The compressor is fitted with a bleed valve which prevents compressor stall at low Ng Two forces act on the bleed valve piston Px air pressure acts to close the valve and P2 5 acts to
26. e Hartzell variable speed propeller with reverse thrust Fitted with K amp N inlet air filtration system Fitted with engine driven Low Pressure Fuel Pump Not fitted with reserve power capability Not fitted with a torque limiting device Not fitted with electronic ECTM recording device Squealer Box Not fitted with auto ignition Original 13 6 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 8 Engine Air Filtration System 13 1 8 1 Description Aircraft are fitted with a K amp N air filtration system The system consists of a rechargeable air filter which filters the air entering the plenum The filter is located at the bottom of the engine cowling directly underneath the engine and provides protection against FOD The air filter condition indicator located on the lower left instrument panel should be checked before each take off If the air filter condition indicator needle enters the red arc discontinue the flight Have the filter element cleaned or replaced before further flight 13 1 9 Engine Ice Protection 13 1 9 1 Description The K amp N air filtration system does not provide protection against inlet icing Engines are not fitted with an inertial separator ice vane to protect the engine from FOD ice snow etc Therefore flight into known icing conditions is prohibited Flight in visible moisture below 40 F is prohibited This would preclude flight in cloud above an altitude of 5500 feet on a stan
27. e system is designed so that if either igniter fails the opposite igniter will remain operable 13 1 18 2 Pilot Notes e The rule is FIRE BEFORE FUEL during the engine start sequence verify Ng is above 13 check MOL and FCL are in the OFF position then turn the ignition is ON aural and ignition warning light before moving the FCL from the shut off to the low idle position e Never attempt an engine start using internal aircraft batteries unless the voltmeter indicates a minimum of 20 VDC Since the spark frequency is dependent on the VDC supplied to the exciter box if voltage has fallen below 17VDC when the ignition is turned ON a hot start may result e If turbulence is encountered during flight or the possibility of fuel interruption exists switch the Igniters ON Differentiate between starting on internal aircraft batteries and GPU as follows e When starting the engine on internal batteries as soon as 13 is reached check a minimum of 17 VDC switch the Ignition ON and then place the FCL in the LOW IDLE position This is preferable to using the available battery power to achieve a higher Ng and lower spark frequency Reject the start if light off does not occur within 10 seconds e When starting the engine using external power regulate the GPU to 28 VDC and 1000 amps Stabilize Ng as high as possible above 13 before switching the ignition ON and placing the FCL in the Low Idle position Reject the start if light of
28. ection 2 Original 3 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 4 4 Emergency Procedures Refer to AFM Section 3 Original 4 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 5 5 Performance Refer to AFM Section 4 Original 5 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 6 6 6 1 Aerial Application Mission Planning Obstacle Avoidance Before conducting any low flying operation the PIC shall take all necessary measures to avoid obstacles including Before flight familiarizing himself with all known obstacles within all areas of intended operation Ensuring the current obstacle database is uploaded into the WINGMAN moving map system Conducting an inflight reconnaissance of all areas of intended operation Ensuring that during flight measures for avoiding DGPS light bar fixation are observed Original 6 1 Issue Date 15 03 12 OPERATIONS MANUAL PART B SECTION 6 6 2 Hopper Load Calculation 6 2 1 Treatment Areas Blocks All treatment areas blocks currently in use are uploaded and stored in the flight track guidance system s SKYTRACKER database For flight planning purposes to view a treatment BLOCK open SKYTRACKER on the Pilots Office PC click on BLOCKS and open the file Each block has a number as well as a name associated with a district or nearby geographical feature Click on the appropriate BLOCK The BLOCK polygon will overlay on the appropriate map of Gran
29. enerate different voltages An average reading is obtained by wiring the thermocouples in parallel The trim probe located over the inlet case corrects sampling errors and biases the average T The resultant ITT is read in the cockpit 13 1 13 2 Pilot Notes Max ITT 5 seconds for start and 20 seconds during takeoff is 820 C red radial Max Continuous ITT is 775 C top of green arc At engine shut down feather the propeller allow ITT to stabilize for at least 2 minutes below 650 before placing the FCL in the fuel SHUT OFF position This will minimize thermal shock oil cocking in the bearings and fuel nozzle tip cocking 13 1 14 Power Section 13 1 14 1 Description The Power Section consists of dual stage 2 power turbines which turn CW at 29094 RPM The heavy duty power turbine housing is designed to act as a containment ring should power turbine blade failure occur There have been no reported in flight engine fires on PT6A series engines 13 1 14 2 Pilot Notes During pre flight inspection slowly turn the propeller in normal direction of rotation and listen for unusual noises and feel for tightness Original 13 8 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 1 15 Reduction Gearbox 13 1 15 1 Description The RGB consists of a two stage planetary 17 1 1 reduction gearbox which includes a hydraulic torque Np measuring system The following Tq limits are applicable to PT6A 60AG engines Tq RPM limitati
30. er S3 User Manual click link Original 11 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 12 12 Emergency Landing Ditching Procedures In the event that an off airport landing or ditching is imminent the PIC shall give priority to avoiding built up areas and controlling the aircraft to the surface The following procedures should be adopted in emergencies according to circumstances 12 1 Before an Emergency Landing or Ditching If time permits the PIC should On aerial application flights jettison dump hopper contents Determine the wind direction and strength and set up an approach pattern Follow the emergency procedures specified in the Emergency Check List Transmit precise details of location to ATC Manually activate the ELT Manually trigger a Spidertracks S3 alert Ensure that all seat belts shoulder harnesses are fastened securely and that all loose articles are secured Prepare the passenger if carried for the impending emergency When landing in water avoid landing into the face of primary swells unless wind speed is extremely high The best ditching heading is usually parallel to the primary swell In strong winds it may be desirable to compromise by ditching more into the wind and slightly across the swell system Original 12 1 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 12 12 2 After an Emergency Landing or Ditching After an emergency landing the PIC should if able Order and
31. es The Duplex fuel nozzles atomize the fuel inside the combustion liner The factory recommends a 400 hour cleaning interval but environmental conditions may require earlier cleaning Nozzles are cleaned and inspected every 300 hours in accordance with the AMS 13 3 2 10 Engine Drains Drains which are located under the gas generator case are used to drain residual fluids 13 3 2 11 EPA tank The EPA requires that NO FUEL be vented into the environment this is accomplished by the draining of the flow divider dump line into a holding tank which is then emptied before the next engine start Original 13 15 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 3 2 12 Digital Fuel Management System The SHADIN digital fuel management system features solid state electrical components designed to process pulses generated by a fuel flow transducer located upstream of the High Pressure Fuel Pump Wf is continuously displayed in USGPH in the LH window of the cockpit instrument time remaining is automatically computed and displayed in hours and minutes in the RH window Fuel remaining in USG may be displayed in the RH window by toggling the Gal Rem Switch When endurance is below 30 minutes at current power setting LOW FUEL is indicated when the RH window digits flash continuously Electrical power failure will cause the instrument to fail Restoring electrical power will resume accurate Wf information but inaccurate fuel remaining time re
32. f does not occur within 10 seconds Original 13 10 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 2 Propeller System 13 2 1 General The propeller system consists of a fully feathering variable speed propeller with reverse thrust propeller governor PG and airframe installed over speed governor OSG 13 2 2 Leading Propeller Particulars 13 2 2 1 Description Manufacturer Hartzell Model HC B5MP 3C Hub Model Designation HC B5MP 3C Hartzell Controllable HC B5MP 3C Single shoulder retention HC B5MP 3C Number of blades 5 HC B5MP 3C Basic shank has two needle bearings C 1977 Clamp HC B5MP 3C 4 25 bolt circle 4 dowels 1 2 diameter 8 x 9 16 bolts or studs HC B5MP 3C Constant speed feathering reversing PT6 external BETA ring HC B5MP 3C Minor modifications to pilot tube o ring piston nut etc Minimum diameter 110 7 inches Maximum diameter 111 2 inches Pitch 42 inch station 16122 79 feather 11 reverse Weight 230lbs weight of spinner extra 13 2 2 2 Pilot Notes If Tq or oil pressure indications are abnormal during flight land as soon as possible Engine operation with oil pressure below 60 PSIG is unsafe and below 40 PSIG the propeller will feather Stabilized ground operation between 400 900 RPM and 1170 1400 RPM is prohibited This is a propeller manufacturer limitation harmonics resonance Taxi between 900 1170 RPM to avoid the restricted transient only range Acce
33. he on board touch screen menu On boot up the touch screen menu defaults to the pre flight check list Original 9 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 9 9 3 Checklist Discipline The read and do checklist contains the minimum items to operate the aircraft safely When using checklist s pilots should use good checklist discipline and e Avoid rushing e Ifthe checklist is interrupted start it again e Avoid using the checklist during periods of high work load The time critical emergency checklist contains memory items which should be checked against the check list if and when time and flight conditions allow Finally remember to fly the aircraft ahead of any other items Original 9 3 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 10 10 Minimum Equipment List MEL MRCU has elected not to produce an MEL for its S2RHG T65 aircraft Since any defect recorded in the Technical Log invalidates the C of A except in accordance with OMA 8 6 3 no flight shall commence with any known defect inoperative or malfunctioning aircraft system Original 10 1 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 11 11 Survival and Emergency Equipment All survival and emergency equipment shall be used according to the manufacturer s instructions 11 1 Retrievable Emergency Survival Equipment 11 1 1 On board Equipment For all flights the following removable emergency survival equipment sha
34. imulate Px air pressure and thus control engine power Py loss results in a partial power failure and not a flame out because when Py is lost Wf drops to minimum flow Indications that Py is lost is a sudden rapid loss of Tq to zero PSIG followed closely by loss of Ng ITT drops approximately 1502 at the same rate as Ng Wf drops to minimum flow Ng will stabilize at 30 50 dependent on altitude 30 below 10 000 feet after 15 30 seconds if no action is taken by the pilot 15 seconds at low altitudes Moving the MOL below 50 Ng will result in compressor stall or create an over speed over torque or over temperature condition with a rapid rise in ITT to above 1000 C amp destruction of engine The above implies that at low altitudes a reacceleration of the engine using the MOL following Py loss is unlikely Therefore pilots should assume that sudden Tq loss at low altitude will necessitate an off airport forced landing Obviously this does not rule out attempting to relight and reaccelerate the engine providing the Tq loss is not preceded by or accompanied by indications which would make a reacceleration inadvisable i e vibration runaway ITT loss of oil pressure etc When using the MOL use the following guidelines e Do not move the Power Lever e Some movement of the MOL resulting in no Ng increase is normal dead band The MOL is very sensitive and once the lever is moved through the dead band engine response is
35. lerate through the restricted range 1170 1400 RPM only after the aircraft is lined up for takeoff Feather and unfeather the propeller on the ground during engine start and shut down or with the aircraft headed into wind Except in emergency do not intentionally feather the propeller during flight Do not move the PL aft of the FLIGHT IDLE stop during flight USE OF REVERSE THRUST IN FLIGHT MAY LEAD TO LOSS OF CONTROL Do not move the PL aft of the FLIGHT IDLE gate towards the reverse position with the engine stopped or damage to the propeller reverse linkage will result Except to decelerate the aircraft during the landing roll out avoid using reverse thrust during ground operations During taxi use BETA range only Do not use reverse thrust to park the aircraft Feathering the propeller before engine shut down allows oil from the propeller and RGB to make its way back to the oil tank and provide more consistent oil level checks 13 2 2 3 Troubleshooting If oil pressure indication is too low or lost but Tq indications are normal and the propeller will govern this is usually indicative of an oil pressure indicating system fault If Tq indications are abnormal but oil pressure is normal this is usually indicative of a Tq indicating system fault Original 13 11 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 2 3 Constant Speed Unit 13 2 3 1 Description The purpose of the CSU is to control the amount of oil going in
36. ll be carried on board the aircraft First aid equipment of good quality and sufficient in quantity for two persons PFD Personal Flotation Device for each occupant equipped with a whistle and waterproof torch Type 406 EPIRB Hand held electric torch flashlight Survival box containing parachute rocket distress signal kit and whistle Fire Extinguisher Spare Air canister s for emergency underwater egress gives approximately 57 surface breaths 2 man inflatable life raft attached to the aircraft with a retaining line 11 1 2 Personal Equipment Personal issue Type 406 PLB S should be carried on all flights Original 11 1 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 11 11 2 Non Retrievable Emergency Equipment 11 2 1 Emergency Locator Transmitter The non retrievable fixed to airframe ELT is equipped with a cockpit control switch which is situated on the upper right instrument panel within the pilots reach With AUTOMATIC mode selected the ELT is activated by an impact G switch By positioning the ELT cockpit switch to the ON position the ELT is manually activated If an emergency situation requires activation it is preferable to manually activate the ELT 11 2 2 Spider S3 on line aircraft tracking system MRCU subscribes to the Spider S3 on line aircraft tracking system The system uses satellite web and mobile technology to alert MRCU that a state of emergency exists or may exist To view the Spid
37. maining and fuel used information When the system is powered down after flight the fuel remaining is stored in a non volatile memory which requires no electrical power to retain data Refer to manufacturer s handbook for operating instructions Original 13 16 Issue Date 15 02 12
38. minimum Wf to the combustion chamber and fuel shut off to it The FCL has 3 quadrant positions as follows SHUT OFF in this position Wf to the combustion chamber is stopped and the engine will shut down not start LOW IDLE in this position the minimum Wf required for start flow control and ground operations is provided LOW IDLE 58 Ng with the PL at FLIGHT IDLE position HIGH IDLE in this position the Wf for the minimum Ng required for flight operations is provided HIGH IDLE 69 Ng with the PL at FLIGHT IDLE position The PROPELLER LEVER is connected to the CSU It controls Np in governing mode and allows the pilot to feather the propeller The PROPELLER LEVER has 3 quadrant positions and 1 operating range as follows MAX RPM in this position maximum Np 1700 RPM will be reached when Ng exceeds approximately 75 Selected for takeoff climb descent and landing MIN RPM in this position Np is restricted to less than 1170 RPM Selected for all ground operations taxi etc OPERATING RANGE used for cruise where Ng is sufficient to maintain the pilot selected Np between 1500 and 1700 RPM FEATHER propeller will feather when selected Selected for engine start and shut down Also for hopper loading providing the aircraft is headed into wind The MOL is for EMERGENCY USE ONLY and provides manual control of the fuel metering valve in the event FCU pneumatic pressure Py is lost 0 10 Issue Date 15 02 12 OPERATIONS
39. n consists of the power turbine s and two stage planetary reduction gearbox which drives the propeller Power to the reduction gearbox is derived solely from the exhaust gas flow across the power turbine after it has passed through the gas generator The power turbine converts the exhaust gas flow into rotational motion The reduction gearbox converts the high speed low Tq of the power turbine to the low speed high Tq required to drive the propeller An integral oil tank is located between the inlet case and the accessory gearbox It provides oil to bearings propeller torque system etc 65 of the energy produced by the engine is used to drive the compressor turbine 35 used to drive the power turbine All accessories including the FCU are driven off the gas generator section through an accessory gearbox at the rear of the engine The hydro mechanical FCU regulates fuel flow to fuel nozzles in response to power requirements and flight conditions 13 1 7 PT6 60AG Engine Features as fitted to MRCU aircraft The AG Agricultural engine designation means the engine can be operated indefinitely on AFM approved grades of diesel fuel without compromising the engine manufacturer s warranty However engines fitted to agricultural aircraft are excluded from the PWC Eagle Maintenance Program Features Fitted with four lever power management system PL FCL Propeller Lever and MOL Fitted with hydro pneumatic Woodward FCU Fitted with 5 blad
40. ons may be read from the placard on the instrument panel adjacent to the torque meter e Max Tq for takeoff is 38 8 PSIG at 1700 RPM red line e Max Continuous Tq is 37 7 PSIG at 1700 RPM top of green arc e For Max Continuous Tq settings at less 1700 RPM refer to instrument panel placard e Max Tq below 1000 RPM is 23 9 PSIG see instrument panel placard 13 1 15 2 Pilot Notes The main causes of RGB failure are over torque and oil contamination Since engines are not fitted with a Tq limiting device over torque may result in spalling of reduction gear teeth and subsequent RGB failure After engine shut down the propeller must be secured to prevent propeller wind milling which may result in spalling of reduction gear teeth since no lubrication is being provided Good practice is to descend with power on to maintain Tq meter pressure so the engine drives the propeller Move the propeller lever to HIGH RPM and avoid low Tq high rates of descent The rule is time to climb is time to descend 13 1 16 Lubrication System Main Bearings 13 1 16 1 Description 7 main bearings support the 3 main rotating assemblies as follows e The gas generator shaft is supported by rear 1 ball bearing which withstands rearward thrust and front 1 roller bearing which supports radial loading e The power turbine shaft is supported by rear 1 roller bearing which supports radial loading and front 1 ball bearing which supports forward thrust
41. red to treat the BLOCK Calculate the number of hopper loads required to treat the BLOCK taking into account the required fuel weight Calculate the aircraft work rate Calculate the required flow rate in lbs min Calculate the load emission stop watch time s Calculate the load weight s Original 6 2 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 6 6 3 Ferry Flights 6 3 1 Inter Island Positioning Flights Before undertaking any positioning flight to the sister islands the PIC should check that fuel is available on Cayman Brac For flight planning purposes use fuel consumption of 70 USGPH from fuel records 6 3 2 Long Range Ferry Flights Use of hopper fuel is limited to cruise flight conditions above 3000 AGL except during emergency The auxiliary boost pump and manual ignition should be turned on prior to switching between hopper fuel and wing tanks See also OMA 8 5 2 d pertaining to the requirement to use an operational flight plan Original 6 3 Issue Date 15 02 12 OPERATIONS MANUAL PART B SECTION 7 7 Mass and Balance 7 1 General 7 1 1 Weight and Balance Computation Before each flight or series of flights the PIC shall complete a weight and balance calculation taking the following into account a All items carried on board the aircraft which are not included in the Equipment List shall be included in the weight and balance calculations b Take off and landing weights shall not exceed the maximum
42. t available 13 3 2 6 Fuel Control Unit The FCU is a hydro pneumatic Woodward FCU fitted with emergency Manual Override System The FCU determines the correct fuel schedule for the required power depending on PLA Ng Pa and P3 signals Fuel is then directed to the Flow Divider or start flow control When the FCL is placed in the FLIGHT IDLE position this sets the minimum flight power by moving the FCU input arm a predetermined distance to achieve the required Ng and engine power To achieve the minimum spool up time for go around or reverse thrust operation the FCL must be in the FLIGHT IDLE position and the PROPELLER LEVER in the HIGH position If the FCU fails due to loss of Py reference air the engine will spool down to 30 50 Ng dependent on altitude Refer to MOS notes for indications of FCU pneumatic pressure Py failure and emergency use of MOL Blue grease is used to lubricate the internal mechanism of the FCU If there is an internal fuel leak in the FCU it will wash out the grease through a small hole at the base of the FCU If blue grease residues are detected at the base of the FCU THE AIRCRAFT MUST NOT BE FLOWN and the FCU must be replaced or overhauled Original 13 14 Issue Date 15 02 12 OPERATIONS MANUAL PART B Section 13 13 3 2 7 Manual Override System The MOS is designed to mechanically restore Wf in the event FCU reference pressure Py is lost This is achieved by the pilot manually controlling the FCU bellows to s
43. the engine and run at ground idle with propeller feathered for five minutes then recheck oil level Procedure e Shut down the engine e Unlock the filler cap and dipstick from the filler neck at the eleven o clock position on the accessory gearbox and remove the filler cap e Wipe dipstick with clean lint free cloth e Check oil level against marking on dipstick and service as required Normal oil level is between MAX HOT and one US quart below MAX HOT e Install filler cap dipstick and lock Check the oil dip stick filler cap is secure When filler cap assembly is installed and locked no movement is allowed e If oil levels are checked with engine cold level should be 1 2 quarts too low e USE ONLY MOBIL JET II e Maximum allowable oil consumption is 0 3lb hr 13 1 18 Ignition System 13 1 18 1 Description The spark igniter system is manually operated from the cockpit and consists of an exciter box high tension cables and two spark igniters The exciter box transforms DC voltage into high energy electrical pulses that are supplied to the spark igniters through the high tension cables The high tension cables are encased in flexible metal braid for protection from heat The spark igniters are situated at the four and nine o clock position on the gas generator case and extend inward to the combustion chamber through its outer liner To reduce risk of failure and extend service life igniters are cooled by secondary air Th
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