Cessna_Caravan_II F406 POH 1986 Cessna Caravan II

User Manual: Cessna_Caravan_II-F406-POH-1986

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uessnal

Information Manual

A Memb€r ol GAMA

Cessna Aircraft Company

Model406

THIS MANUAL INCORPORATES INFORMATION ISSUED

THRU REVISION 2 TO THE PILOT'S OPERATING HANDBOOK

AND FAA APPROVED AIBPLANE FLIGHT MANUAL DATED 1

JULY 1986.

C€ssna Aircraft Company

Wichita, Kansas USA

Original lssue - 1 Julv 1986

Dt624-13

INTRODUCTION

CONTENTS

SECTION

CONTENTS

MODEL 406

2 LIMITATIONS.......

3 EMERGENCY PROCEDURES ... "

4 NORMAL PROCEDURES .....

5 PERFORMANCE ..

6 WEIGHT AND BALANCE

? DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

8 HANDLING,SERVICEANDMAINTENANCE .

1 GENERAL

9 SUPPLEMENTS ..

ALPHABETICAL INDEX .. " .Index-1

2-L

3-1

4-l

o-r

6-1

7-l

8-1

9-1

Contents Original lssue - 1 JulY 1986

SECTION I

GENERAL

TABLE OF CONTENTS

Page

THREE-VIEW DRAWING ..,.....7-2

INTRODUCTION ........1-3

ENGINES .......1.4

PROPELLERS .......... l-4

FUEL.. ........1-5

- oIL . ....'.....1-6

=r L.raxluuM cERTIFICATED wEIGHTS .... 1-6

STANDARD AIRPLANE WEIGHTS ....,.. 1-8

CABIN, BAGGAGE AND ENTRY DIMENSIONS . . . . . . , . , . . . 1-9

SPECIFIC LOADINGS ...1-11

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY ....... 1.11

General Airspeed Terminology and Symbols ....... 1-11

Meteorological Terminology .....1-13

Power Terminology .... .......1-14

Engine Controls and Instruments Terminology '.... 1-15

Airplane Performance and Flight Planning Terminology . . . . 1-16

Weight and Balance Terminology ... .....1-1?

MODEL 406 SECTION 1

GENERAL

Originat tssue - 1 July 1986 1-1

SECTION 1

GENERAL

MODEL 406

13.15'*

NORMAL PROPELLER

TIP TO GROUND

CLEARANCE IS 0.85

TOTAL WING AREA

INCLUOING NACELLES AND

FUSELAGE WITHIN THE WING

PLANFORM IS 252.74 SQUABE

I\,IINIMUM TURNING DISTANCE IS

63.39 FEET. REFER TO FIGURE

7-t1 FOR ADOITION

INFORMATION.

* l\,iAxll\,lUl\,1 HEIGHT OF

AIRPLANE WITH NOSE GEAR

DEPRESSED IS I3.93 FEET.

12.4e'J

Figure l.-1

THRED-VIEW DRAWING

Original lssue

NOTICE

AT THE TIME OF ISSUANCE, THIS INFOR.

MATION MANUAL WAS AN EXACT DUPLI.

CATE OF THE OFFICIAL PILOT'S OPERAT.

ING HANDBOOK AND FAA APPROVED

AIRPLANE FLIGHT MANUAL AND IS TO BE

USED FOR GENERAL PURPOSES ONLY.

IT wILL .|GI U KEPT CURRENT AND,

THEREFORE, CANNOT BE USED AS A

SUBSTITUTE FOR THE OFFICIAL PILOT'S

OPERATING HANDBOOK AND FAA

APPROVED AIRPLANE FLIGHT MANUAL

INTENDED FOR OPERATION OF THE AIR.

PLANE..

CESSNA AIRCRAFT COMPANY

ORIGINAL ISSUE - 1 JULY 1986

INTRODUCTION

PERFORI,IANCE AND SPECIFICATIONS MODEL 406

PERFORMANCE AND SPECIFICATIONS

WXIGHT:

Meximum Rimo weisht . .. .. . .... 9435 Pounds

Malisrum Takebff w;ishr . . 9360 Pounds

Miximurn Landine weiel't . .. . . 9360 Pounds

Miiimum zero friet w;rshi With zerc wing Locker Payload 8500 Pound8

SPEED At 8300 Pounds -

- Manimurn Cruise Power at 15,000 Feet . .. . . .. .. 216 KTAS

RANGE For 4?5 Gallons Usable At 6 7 Pounds per Galon (3183 pounds)

Msximum Cruise Power

- -A-10,000 Feet ......1027 Nauticall{ileg

236 KTAS

At 20,000 Feet . . .. 1281 NauticalJvlihr

244 KTAS

Maximum Raose Power

- --If io,000 f""t ......... ... -... u87 Nauti-,lviler

180 KTAS

At 20,000 Feet ..... 1652 Neulical Miles

8.54 Hours

194 KTAS

. ... . 1851 Feet Per Minutr

. . 996 Feet Per Minut€

. ... Above 30,000 Eeet

otal

LANDING

ST 1f9l . : :. : :. : . :. : .. : :. :. :. bii,. i;J;d; p".'.uS"l"'FlS

rit ir. ... . ::::::,idi.s81fi"::ii*t"J"Ltw;i:i

er Eneine) . . 9 2 quartg

...:..:., .., PRATT and WHITNEY CANADA INC.

urbine enclnes. flat rated to 500 shaft hoBepower at 1900 propeller RPM

sp"i,], r,ii ;r;i ai,t ii"idi,iii'!, ii"*iii,r", ir,.i,i-br,i i"ir, i:zb r#10515-2

Itanee dats includes allowances for start, taxi, tskeoff, (iu,u, desc€nt and 45 '.l1?.- rr; reserve

at tFe particular cruisp power and altitude. Speeds shown sre ai mid-cmbe weigbt.

The above oerformance fiqures are bssed on lhe indicst€d weights strndqd atomslh€ric

conditions, level hard surfaie dry runways and no wind. They are cal.ulatecl values denved

fmm flighi uesls conduced by'the Ce;na Aireraft Cop. -,1 urder carefiilv- dorumenled

conaitiois a"d wiu vary with individual airplanes anti -numerow factors allecting flight

p€dormance.

1 June 1988

INTRODUCTION

This handbook consists of 9 sections and an alphabetical index as

shown on the Contents page. This handbook includes the material

required to be turnished to the pilot by FAR Part 23 and SFAR 41. It

also c-ontgins supplemental data. supplied.b.y Ces^sna Aircraft Company.

Specific information can be rapidly found by referring to the Con-tenis

page tor the appropriate section. then referring to the Table Of Contents

9rl ,ths ,{irs!-pqge of the appropriate section, or by the use of the

Arpnaoelrcal rnoex.

IIOTE

This hand.book includes the rnaterial reouired to

be furnished to the pilot by the Federal Auiation

Regulations and additionil inlormation prouid.ed

by Cessna Aircraft Company and constiiutes the

FAA Approued Airplane Flight ManuaL

This handbook is not intended to be a zuide for basic flieht instruc-

tion or a training rnanual and should not be used as one. lt is not a

substitute. for alequate _and competent flight instruction, knowledge of

current airworthiness directives, applicable federal air regulations or

advisory circulars.

. Assuring the airworthiness of the airplane is the responsibility of the

airplane owner. Determining if the airplane is safe for nisha is the

responsibility of the pilot in command. The pilot is also responsible for

staying within _operating limitations as outlin;d by instrument markings,

placar&. and- this Pilot's Operating Handbook and FAA Approved Air-

plane Flight Manual.

Section 1 of this handbook presents basic airplane data and general

information which will be of value to the nilot.

MODEL 406 SECTION 1

GENERAL

1-3

Original lssue

SECTION 1

GENERAL MODEL 406

ENGINES

Number of

Engines: 2

Manufacturer: Pratt and Whitney Canada Inc.

Encine Model

Nu-mber: PTOA-112

Engine Type: Free T\rbine,

Reverse Flow Z-Shafb.

Compressor Stages and TVpes: 3 axial stages,

- I centrifugal stage. -

Combustion Chamber TYPe: Annular

Turbine Stages and Type: 1 stage compression'

1 stage Power

Horsepower: Flat rated at

500 shaft horsePower'

Takeoff and Max Continuous: 500 shaft horsepower'

Maximum Climb and Cruise: 500 shaft horsepower'

PROPELLERS

Number of Propellers: 2

PropellerManufacturer: McCauleyAccessoryDivision

Propeller Model Number: 9910535-2

Number of Blades: 3

Propeller Diameter: 7.?5 Feet -\

Propelier Tlpe: Constant speed, full and,auto

leathennq' reversrDle ano

hYdraulicallY actuated.

Propel-terBladeAngle: (At-30-Inch,StaLion)

a) I eathered 6D.D uegrees

b) Low Pitch 18.5 Degrees

c) Full Reverse -13.5 Degrees

1-4 Original lssue

MODEL 406

.AVIATION GASOLINE IS RESTRICTED

TO EMERGENCY USE AND SHALL NOI: BE

USED FOR MORE THAN 150 HOURS IN

ONE OVERHAUL PERIOD.

.A MIXTURE OF ONE PAR'T AVIATION

GASOLINE AND THREE PARTS OF JET A.

JET A.1, OR JP-s MAY BE USED FOR

EMERGENCY PURPOSES FOR A MAXI.

MUM OF 450 HOURS PER OVERHAUL PE.

RIOD,

.AUXILIABY BOOST PUMP MUST BE ON

WHEN USING AVIATION GASOLINE.

otE

Fuel used. mLlst contain an anti-icinp additiue in

compliance with MIL-l-27686E. Refdr to Section

8 for add.itionaL inforrnation.

Total fuel capacity (U.S. gallons): 481.5

Usable tuel (U.S. gallons): 475.0

Orioinal lssue

sEcTtoN 1

GENERAL

* Aviation gasoline (all grades) is approved for emergency use only.

Refer to Section z foi limidation - reouirements anif Se;tion 8 for

fuel servicing information. A record oT total aviation gasoline used

must be recorded in Airplane Engine Maintenance Record.

NATO equivalents of the above fuels may be used.

FUEL

GRADE (2} FUEL

SPECIFICATIONS

MINIIiIUM FUEL

TEI''PERATURE

FOR TAKEOFF .

'c (1)

SPECtFtC

WEIGHT .

POUNDS PER U.S.

GALLON AT

60.F

COLOR

JET A

JET A-1

JET 8

JP,1

JP.4

JP-5

JP-8

*AVrATroN (3)

GASOLINE

{ALL GRADES)

ASTM-01655

ASTM.D1655

ASTTV-Dt655

MtL-L-56t6

MIL-T-5624

MtL-T-5624

MtL-T-831334

MIL-G-5572 AND

ASTM.D91O

-54

6.7

6.8

6.7

6.0

COLORLESS

80/87 RED,

lOO GREEN,

lOOLL BLUE

t-c

sEcTtoN 1

GENERAL MODEL 406

otL

Refer to Section 8 for list of approved oils and specifrcations.

Total Oil Capacity

(Per Engine): 9.2 U.S. Quarhs

Drain and Refill

Quantity

(Fer Engine): Approximately 8.4 U.S' Qua*s including oil filter'

Oil Quantity

O*"iiitr" Iianee: Fill Lo within 2 quarts of MAX HOT or MAX

- COLD (as approprilte) on dipstick' Quart markings

indicate U.S. buart's low if oif is hot. For example, a

dipstick reading of 3 indicates the system ,is within 2

ou-att" of MAX if oil is cold and within 3 quarts of

MAX it ttre oil is hot.

NOTE

To obtain an accurate oil leuel reading, lt is

recommended. the oil leuel be cheched' uithin 10

minutes after engine shutdown while the oil is

hot (MAX HOT marhing) or prior to the firs-t-

ttisht of th.e duv while - the 6iI is cold (MAX

'C1LD mdrkinil: II rnore than 10 minutes has

ela.psed. since engine shutdown, and engine is

stiil uarm, perforrn an engine dry motoring run

before checking oil leueL.

MAXIMUM CERTIFICATED WEIGHTS

Maximum Ramp Weight: 9435 Pounds

Maximum Takeoff Weight: 9360 Pounds

Maximum Landing Weight 9360 Pounds

Maximum Zero Fuel

Weisht With Zero

Wing Locker Payload: 8500 Pounds

Maximum Weights a. Left and Right Wing Lockers - 200 pounds

in Basgase each.

Co-o"u?i""nt" b. Avionics Bav - 250 pounds less installed

(Staridard and optional equipment. RBfer to the loading.

b"iionit t"r"rior piacard in ih6 airplane avionics baggage bay.

Pii"enee. c. Nose Bay - 350 pbunds less installed optional

Configrirations): equipment. Refer to the loading placard in the

- airPlane nose baggage baY'

1-6 1 June 1988

MODEL 406 SECTION 1

GENERAL

d. Aft Cabin (Bay A) Refer to Figure 1-3 - 400

pounds (200 pounds per side). Maximum floor

loading is 75 pounds per square foot.

e. Aft Cabin (Bav B) Refer to Figure 1-3 - 100

pounds (50 pounds per side). Maximurn floor

loading is 75 pounds per squzue foot.

Maximum Weights a. Left and Right Wing Lockers - 200 pounds

in Baggage each.

Compartments b. Avionics Bay - 250 pounds less installed op-

(Cargo Interior tional equipment. Refer to the loading placard

Configuration): in the airplane avionics baggage bay.

c. Nose Bay - 350 pounds less insta.lled optional

equipment. Refer to the loading placard in the

airplane nose baggage bay.

d. Maximum carso load in anv 24-inch leneth of

cabin floor is -600 pounds per bay in th! five

cargo bays (Cargo A,B,C,D, & E). If the cargo

has a smooth, reasonable flat lower surface,

load densities of up to 200 pounds per square

foot may be loaded in the cargo bays. Use

pallets or beams to distribute the loads over

all seat rails if adjacent cargo bays are loaded

at a rate of over 75 pounds per square foot.

e. Aft Cabin (Bay A) - 400 pounds (200 pounds

per side). Marimun floor loading is 75 pounds

per square foot.

f. Aft C:abin (Bay B) - 100 pounds (50 pounds

per side). Maxirnum floor loading is 75 pounds

Der souare foot.

g. ilefer- to Section ?, Cargo loading, for add!

tional information.

STANDARD AIRPLANE WEIGHTS

Standard Empty Weight:

(Standard interior)

Basic Empty Weight:

(Ootional interior with 8 seat

configuration and standard avionics)

Basic Empty Weight:

(Optional interior with 9 seat

configuration and standard avionics)

Basic Empty Weight:

(Optional interior with 10 seat

configuration and standard avionics)

Original lssue

5033 Pounds

5136 Pounds

5160 Pounds

5185 Pounds

'l-7

SECTION 1

GENERAL MODEL 406

Basic Emptv Weisht: 5050 Pounds

rOotional-interior with 11 seat

configuration and standard avionics)

Basic Emptv Weight: 5067 Pounds (28 inch spacing)

(Ontional-interior with 12 seat 5061 Pounds (31 inch spacing)

co;figuration and standard avionics)

Basic Empty Weight: 5092 Pounds

(Ootional interior with 14 seat

ioifiguration and standard avionics)

Basic Empty Weight: 4892 Pounds

(Cargo interior)

Maximum Useful Load: 4402 Pounds

(Standard interior)*

Maximum Useful Load: 4299 Pounds

(Ontional interior with 8 seat

coifiguration and stsndard avionics)*

Maximum Usefirl Load: 4275 Pounds

(Ortional interior with 9 seat

ioifiguration and standard avionics)*

Maximum Useful Load: 4250 Pounds

(Optional intBrior with 10 seat

confrzuration and standard avionics)*

Maximum Useful Load: 4385 Pounds

(Optional interior with 11 seat

confi guration and standard avionics)*

Maximum Useful Load: 4368 Pounds (28 inch spacing)

(Ontional interior with 12 seat 43?4 Pounds (31 inch spacing)

configuration and standard avionics)*

Maximum Useful Load: 4343 Pounds

(Optional interior with 14 seat

ioirfi4rration and standard avionics)*

Maximum Useful Load: 4543 Pounds

(Cargo interior)*

*Based On Maximum RamP Weight.

1-8 Original lssue

MODEL 406

AND DOOR

NOSE AAGGAGE

PASSENGEB INTEBIOR

PASSENGER INTERIOR

SECTION 1

GENERAL

BAY BAY

r*r_r

43.440.0"

60852002

60851002

60866036

1-9

:ll' ,_r -l r-'-i

!l*o pi'" ,;n

49.0"

VIONICS AAY

NOSE AAGGAGE

WHEEL WELL

VIONICS BAY

AND DOOR

224.9"

PASSENGER INTERIOR

. Ifgufe l-2 (Sheet 1 of 2)

CABIN. BAGGAGE AND ENTRY DIMENSIONS

1 June 1987

sEcTroN 1

GENERAL MODEL 406

CABGO INTERIOR

r60.72"-

--------rf*='=Frr

I 28.3'l I ll )

L__l_L_==g,

BAGGAGE AND CARGO

COMPARTMENT VOLUME . CUBIC FEET

AVIONICS BAY

NOSE

wrNG LOCKER EACH (STD)

AFT CABIN (BAY A AND B)

cABrN (CARGO A,B,C,D AND E)

11.0

15.0

10.55

31.7

201.0

608520o2

608s10q2

6085100r

Figure l-2 (Sheet 2 of 2)

CABIN. BAGG:AGE AND ENTRY DIMENSIONS

50.6"(47.7' AT FLOOR)

BAY BAY

56.0" (51.4"AT FLOOR)

(AT FLOOR)

AND DOOR

1 -10 Original lssue

MODEL 406

SPECIFIC LOADINGS

Wing Loading:

Power Loading:

IAS

37.03 pounds per square foot.

9.36 pounds per horsepower.

Calibrated Airspeed means indicated speed of an air-

plane corrected for position and instrument error.

Calibrated airspeed is equal to true airspeed in stan-

dard atmosphere at sea level.

Acceleration due to gravity.

Ground Speed is the speed of an airplane relative to

the ground.

Indicated Airspeed is the speed of an airplane as

shown in the airsDeed indicator when corrected for

instrument error. iAS values published in this Hand-

book assume zero instrument error.

Calibrated Airspeed expressed in knots.

Indicated Airspeed expressed in knots.

True Airspeed expressed in knots.

Mach Number is the ratio of true airspeed to the

speed of sound.

Distance expressed in Nautical Miles.

True Airsneed is the airsneed of an aimlane relative

to uadisfiirbed air which' is the CAS corrected for

altitude, temperatue and compressibility.

Takeoff Decision Speed is the speed at which an

engine failure or other cause is recognized, the dis-

tance to continue the takeoff to 50 feet or bring the

airplane to a stop will not exceed the scheduled field

length distance. The first action required to stop or

continued is assumed to have been initiated by Vr.

Takeoff Safety Speed is the speed at 50 feet above

the runway surface as demonstrated in flight during

takeoff with one enghe inoperative.

SECTION 1

GENERAL

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

CAS

KCAS

KIAS

KTAS

TAS

Original lssue 1-11

Vrn

V""

SECTION 1

GENERAL

V""

VLo

V"co

V,ro/M"o

MODEL 406

Maneuvering Speed is the maximum speed at which

application of full available aerodynamic control will

not overctress the airplane.

Critical Ensine Failure Speed is the speed at which

the ensine was failed during certification flight test-

ins to ?etermine accelerateil stop and accelerated go

distances.

Maximum Flap Extended Speed is the highest speed

permissible with wing flaps in a prescribed extended

position.

Maximum Landins Gear Extended Speed is the

maximum speed aiwhich an airplane can be safely

flown with the landing gear extended.

Maximum Landins Gear Operating Speed is the

maximum speed ai which the landing gear can be

safely exteniied or retracted.

Air Minirnurr Control Speed is the rninirnum flight

speed at which the airplane is directionally and lat-

eiallv controllable as determined in accordance with

Fedeial Aviation Regulations. Airplane certfication

conditions include one engine becoming- inoperative

and feathered; not more than a 5-degree bank toward

the ooerative encine; takeoff power on operative en-

gine: ianding geir up; flaps in ta.keoff position; and

most cntlcal cent€r-ol-gTavl[y.

Maximum Operatins Limit Speed is the speed limit

that may n;t be aeliberat€ly exceeded in normal

flight oplrations. V is expresied in knots and M in

Mach Number.

Rotation Speed is the speed at which rotation is

initiated duiine taleoff to attain the V, clinb speed

at or before a Leight of 50 feet above runway surface

has been reached.

Stalline Speed or the minimum steady flight speed at

which Ihe-aimlane is controllable.

Stalline Speed or the minimum steady flight speed at

which -th6 airplane is controllable in the landing

confizuration.

Vso

1-12 Original lssue

MODEL 406

VssB

Vts"

V"s.

- ISA

OAT

SECT'ON 1

GENERAL

Intentional One Engine Inoperative Speed is a mini-

mum soeed. selected bv the manufacturer, for inten-

Lionally rendering one engine inoperative, in flight,

for pilot training.

Best Anele-of-Climb Speed is the airspeed which

delivers ihe greatest gain of altitude in the short€st

possible horizontal distance.

One Encine Inoperative Best Angle-of-Climb Speed

is the a-irspeed which delivers the $eatest gain of

altitude in the shortest possible horizontal distance

Best Rate-of-Climb Speed is the airspeed which de-

livers the greatest gain in altitude in the shortesi

possible time.

One Ensine Inoperative Best Rate-of-Climb Speed is

the airspeed which delivers the greatest gain in al-

titude in the shortest possible time.

METEOROLOGICAL TERMINOLOGY

Indicated

Pressure

Altitude

IOAT

Temperature expressed in degrees Celsius.

Temperature expressed in degrees Faluenheit'

The number actuallv read from an altimeter when

the barometric subsiale has been set to 29.92 inches

of mercury (1013.2 millibars).

Indicated OuLside Air Temperature is the tempera-

ture indicated on the pilot's outside air temperature

indicator. The indication is not adjusted for instru-

ment error or temperature compressibility effects.

Int€rnational Standard Atmosphere in which:

(1) The air is a dry perfect gas;

(2) The temperature at sea level is 15 degrees

Celsius;

(3) The pressure at sea level is 29.92 inches Hg.

( 1013-.2 millibars);

(4) The rcmoerature sradient from sea level to the

' altitude irt ,rhich-the temperature is -56.6 de-

grees Celsius. is -1.98 degrees Celsius per 1000

Ieei.

Outside Air Temperature is the free air static t€m-

Derature, obtained either from inflight t€mperature

indications or ground meteorological sources adjusted

for instrumentirror and compressibility effects.

Original lssue 1-13

SECTION 1

GENERAL

Pressure

Altitude

MODEL 406

Altitude neasured from staldard sea-level pressure

(29.92 inches Hg.) by a pressure or barometric altim-

eter. It is the indicated pressure altitude corrected

for position and instrument error. In this handbook,

altimeter instrument erroni are assumed to be zero.

Actual atmospheric pressure at freld elevation.

An error in the indication of temperature caused by

airflow over the temperature probe. The error varies,

depending on altitude and abspeed.

The wind velocities recorded as variables on the

charts of this handbook are to be understood as the

headvind or tailwind components of the reported

wrn0s.

Station

Pressure

Temperature

Compressibility

Effects

Wind

POWER TERMINOLOGY

Auto Feather

Critical

Altitude

Cruising Climb

Power

ITT

Flameout

Flat Rated

Flight Idle

Power

Gas Generator

RPM (Ns)

Ground Idle

Power

A systen designed to automatically reduce drag of an

inoperative engine by moving the propeller to feath-

er.

The maximum altitude at which in standard tem-

perature it is possible to maintain a specified power.

The power recommended to operate the airplane in a

cmise climb (a continuous gradual clinb) profile.

Interturbine Temperature.

Unintentional loss of combustion chamber flame dur-

ing operation.

Constant horsepower over a specific altitude range.

The power required to run an engine, in flight, at the

lowest speed that will ensure satisfactory engine op-

eration and airplane handling characteristics.

Indicates the percent of gas generator rpm based

on a figure of 100 percent at 37,500 rpm.

The power required to run an engine on the ground,

as slowly as possible, yet sufficient to ensure satisfac-

tory engine, engine accessory, and airplane operation

with a minimum of thrust.

1-14 Original lssue

MODEL 406

Hot Start

Maximum

Continuous

Power

Maximum

Cruise Power

Power T\rrbine

RPM (Nf)

^ Propeller RPM

(Ne).

RPM

Reverse Thrust

SHP

Takeoff Power

Torque

Windmill

Beta Mode

Fuel Control

Lever

Gas Generator

Governor

ITT Gage

ENGINE CONTROLS AND INSTRUMENTS TERMINOLOGY

.EETL"$I

An engine start, or attempted start, which results in

ITT exceeding 1090 degrees Celsius.

The oower developed at the maximum continuous

torqui limit, ITT jimit: or Ng limit. This is equiv-

alent to takeoff power.

The power developed at the maximurn cruise torque

limit, ITT limit or Ng limit.

Indicates the percent of power turbine speed based

on a figure of 100 percent at 33,000 rpm and a

propeller speed (No) of 1900 rpm.

Indicates propeller speed in rpm.

Revolutions Per Minute.

The thrust produced when the propeller blades are

rotated past flat pitch into the Beta iange.

Shaft horsepower means the power delivered at the

propeller shaft.

The maximum power permissible for takeoff.

A measurement that is proportional to the power

output of the engine.

Propeller rotation from airstream inputs.

Ensine operational mode in which propeller blade

pitih is cbntrolled by the cockpit power lever. May

be used during ground operations only.

Cockpit Control lever which sets the fuel control in

eithei "RUN" or "CUTOFF".

Regulates the gas generator to the speed selected by

the cockpit power lever.

Interturbine temperature gage displaying air tem-

perature between the cornpressor turbine and power

turbine.

Original lssue 1-15

MODEL 406

Flyweight operated fuel met€ring device, housed in

the propeller governor. lt prevents engine overspeed

in the event of a malfunction of the propeller gov-

ernor.

Regulates the RPM of the propeller by increasing or

decreasing the propeller pitch through a pitch change

mechanism in the propeller hub.

Power Control Cockpit lever used to set gas generator Bpeed. During

Lever Beta node the power lever controls propeller blade

angle and speed.

Propeller Lever Cockpit lever used to set propeller RPM.

A gearbor mounted governor which dumps propeller

oil pressure to prevent engine danage should the

propeller governor fail.

Indicates the speed of the gas generator (Ng) or

propeller (Np).

Torque Meter The instrument that indicates the torque output of

tt)e englne gear Dox.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY

Accelerate-Go The distance required to accelerate an airplane to Vt

Distance and assuming pilot recognizes an engine failure at Vt,

continues takeoff on the remaining engine to a

height of 50 feet.

Accelerate-Stop The distance required to accelerate an airplane to V1

Distance and assuming pilot recognizes an engine failure at Vr,

brings the airplane to a stop.

SECTION 1

GENEBAL

Overspeed

Governor

Propeller

Governor

Fropeller

Overspeed

Governor

Tachometer

Aerobatic

Maneuver An intentional maneuver involving an abrupt change

of an airplane's attitude, an abnornal attitude, or

abnormal acceleration, not necessary for normal

flieht.

Balked Landing A balked landing is. an aborted landing.(i.e., all en-

gines go-around in the landing configuration).

Balked Landing The minimum speed at which a transition to a

Transition balked landing climb should be attempted (from

Speed 5O-foot obstacle height).

1-1 6Original lssue

Climb Gradient The demonstrated ratio of the change in height dur-

ing a portion of a climb to the horizontal distance

traversed in the same time interval.

Demonstrated The demonstrated crosswind velocity is the velocity

Crosswind of the crosswind component for which adequate con-

Velocity trol of the airplane iiuring takeoff and landing was

actually demonstrated during certification tests. The

value ihown is not considered to be limiting. This

value is not an aerodynamic limit for the airplane.

Maneuverins Maneuvering fuel is the usable fuel as shown in

Fuel - Section 2 foi all airplane confrgurations, provided the

roaximum side slip duration is not exceeded.

MODEL 406

Maximum

Effective

Braking

Arm

Basic Empty

Weight

C.G. Arm

C.G. Limits

Jack Point

MAC

SECTION 1

GENERAL

The horizontal distance from the reference datum to

the center-of-gravlty (C.G.) of an item.

Standard empty weight plus installed optional equip-

menf,.

The maximum anount of braking pressure that can

be applied to the toe brakes without locking the

wheels.

MEA Minimum enroute IFR altitude.

Route Secment A part of a route' Each end of that part is identified

- bvi (1) a geographical location; or (2) a point at

wiich a d"frniie ridio frr can be established'

WEIGHT AND BALANCE TERMINOLOGY

Center-of-Grav- The point at which an airplane would balance if

itv suspended. Its distance from the reference daturr is

- fouird by dividing the total moment by the total

weight of the airPlane

The arm obtained by adding the airplane's individual

moments and dividGg the sum by the total weight.

The ertreme center-of-sravitv locations within which

the airplane must be oplratcil at a given weight.

One of the three points on the airplane designed to

rest on a jack.

The Mean Aerodvnamic Chord of a wing is the

chord of an imaginary airfoil which throughout the

flight range will f,ave the same force vectors as those

of the wing.

Original lssue 1-17

SECTION 1

GENERAL

Maximum

Landing

Weight

Maximum

Ramp Weight

Maximum

Takeoff Weight

Maximum Zero

Fuel Weight

Moment

Payload

Reference

Datum

Residual Fuel

Standard

Empty Weight

Station

Tare

Unusable Fuel

Usable Fuel

Useful Load

MODEL 406

Maximum weight approved for the landing touch-

oown.

Maximum weieht aDDroved for sround maneuver. (It

includes weighl of siirt, taxi anil run-up fuel.)

Maximum weight approved for the start of the

takeoff run.

Maximum weight exclusive of usable fuel.

The product of the weight of an item multiplied by

its arm. (Moment divided by a constant is used to

simplifu balance calculations by reducing the number

of digits.)

Weight of occupants, cargo and baggage.

An imaeinarv vertical nlane from which a.ll horizon-

tal distinces-are measuied for balance purposes.

The undrainable fuel remaining when the airplane is

defueled in a specfic attitude by the normal means

and procedures specified for draining the tanks.

Weight of a standard airplane including unusable

fuel, full operating fluide and full oil.

A location along the airplane fuselage given in termg

of distance from the reference datum.

Tare is the weight of the chocks, blocks, stands, etc.

used when weighing an airplane, and is included in

the scale readings. Tare is deducted from the scale

reading to obtai; the actual (net) airplane weight.

Fuel remainins after fuel runout tests have been

completed in iccordance with governmental regula-

tions.

Fuel available for flight planning.

Difference between ramp weight and the basic empty

weight.

1-18 Original lssue

MODEL 406 SECTION 2

LIMITATIONS

sEcTloN 2

LIMITATIONS

TABLE OF CONTENTS

AIRSPEED LIMITATIONS

AIRSPEED INDICATOR MARKINGS

POWERPLANT LIMITATIONS

POWERPLANT INSTRUMENT MARKINGS

MISCELLANEOUS INSTRUMENT MARKINGS

WEIGHT LIMITS .

CENTER-OF-GRAVITY LIMITS

MANEUVER LIMITS .

FLIGHT LOAD FACTOR LIMITS

FLIGHT CREW LIMITS

KINDS OF OPERATIONAL EQUIPMENT LIMITS '

FUEL LIMITATIONS . .

MAXIMUM OPERATING ALTITUDE LIMIT .

OUTSIDE AIR TEMPERATURE LIMITS

MAXIMUM PASSENGER SEATING LIMITS .

PLACARDS

INTRODUCTION

2-6

Page

2-4

2- 10

2-tl

2-77

2-73

2-t3

2-13

2-76

2-16

2-76

2-r7

2-18

2-1 (2-2 btank)

SFAF 41

Original lssue - 1 JulY 1986

MODEL 406 SECTION 2

LIMITATIONS

INTRODUCTION

Section 2 presents the operating limitations, the significance of such

limitations, instrument markings, iolor coding and basic placards neces-

sarv for the safe operation oi ihe airplane,- its powerplants' standard

svsiems and standaid equipment. The li.rnitations included in this sec-

tion and Section 9 are aiprbved by the Federal Aviation Administration.

Observance of these opeiating limitations is required by Federal Aviation

Regulations.

Oneration in countries other than the United States may require

observance of other limitations, procedures or performance data in ap-

plicable supplements.

NOTE

oRefer to Sectinn I for arnended linitations for

airplanes equipped with specific optianal sys'

terns.

OThe airspeed.s listed in the Airspeed, Limita-

tions chari (Figure 2-1) and Airspeed Indicator

Marhings charl (Fieurb 28) are'based on Air-

speed, Calibration d'ata shoun in Section 5.

2-3

Original lssue

AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are shown in

Figure 2-1.

SECTION 2

LIMITATIONS

2-4

MODEL 406

cAs tAs REMARKS

MANEUVEFING SPEED

9360 POUNDS AT SEA LEVEL

IREFER TO FIGURE 2'2)

v; {KNoTS)

163 162 DO NOT MAKE ABRUPT CONTROL

MOVEMENTS ABOVE THIS SPEED.

MAXII\,!UM FLAP EXTENDED

SPEED

T.O, AND APPR POSITIONS

LAND POSITIONS

VFE (KNOTS)

200

r80 200

180 DO NOT EXCEED THIS SPEED WITH

THE GIVEN FLAP SETTING.

MAXIMUM GEAR OPERATING

Vse (KNOTS)

180 180 OO NOT EXIENO OR RETRACT

LANDING GEAR ABOVE THIS SPEED.

MAXIi/tUM GEAR EXTENDED

VLE (KNOTS)

180 180 DO NOT EXCEED THIS SPEED

WITH LANDING GEAR EXTENDED.

AIR I\.4INI[4UM CONTROL

SPEED WITH WING

FLAPS - T.O.

Vucr(KNOTS)

NOTE

Buffet can be encountered

os hieh as 95 KIAS uith

airplane at matimum

taieofl weight and the

wing flaps in the UP

Do$ition. FLaps UP

'taheof[ is noi approved.

91 90 THIS IS THE MINII\4UM FLIGHT

SPEED AT WHICH THE AIRPLANE

IS CONTROLLABLE WITH ONE

ENGINE INOPERATIVE AND A

5 DEGREES BANK TOWARDS THE

OPERATIVE ENGINE.

MAXIMUM OPERATING

LIMIT SPEED

VMO {KNOTS)

rlrMo (MACH NUMBER)

230

0.52 229

0.52

DO NOT EXCEEO THIS SPEED OR

MACH NUMBER IN ANY OPERATION.

AS INDICATED BY BABEER POLE

IRED AND WHITE NEEDLE).

ON AIRSPEED INDICATOR,

Figure 2-1

AIRSPEED LIMITATIONS

Original lssue

MODEL 406

CON0lTl0NSl

1. Landino qear - UP

2. Wing l6pis - UP

120

EXAMPLE:

Weioht - 9000 Pounds

Altitlde - 10.000 Feet

SECTION 2

LlirtlTATIONS

P rs

't0

140 160

SPEED (VA) - KIAS

180

Maximum Maneuvering Spe€d - 162 KIAS

Ficure 2-2

MAXIMUM MANEUVERING SPEEDS

Original lssue z-a

WEIGHT - POUNOS

sEcTloN 2

LIMITATIONS MODEL 406

AIRSPEED INDICATOR MARKINGS

Airspeed indicator marking and their color significance are shown in

Figure 2-3.

POWERPLANT LIMITATIONS

Number of Engines: 2

Engine Manufacturer: Pratt and Whitney Canada Inc.

Engine Model Number: PT6A-112

Engine Operating Limits: Refer to Figure 2-4.

Starting Cycle Limitations:

a, External Power

Or Battery Start - 30 seconds On 60 seconds Off,

- 30 seconds On 60 seconds Ofi

- 30 seconds On 30 minutes Off. Repeat the

above cvcle as required.

Minimum Engine Torque

For Takeoffi Refer to Fizure 5-10 for minimum value for

which takeoff oerformance can be obtained.

1-O

MARKING IAS VALUE'

OR RANGE SIGNIFICANCE

RED RADIAL 90 KNOTS AIR MINIMUM CONTROL SPEED WITH WING FLAPS IN THE

T.O. POS|T|ON.

WHITE ARC

WIDE

NARROW

75 TO 180

75 TO 94.5

94.5 TO 180

OPEBATING SPEED RANGE WITH WING FLAPS IN LAND

POSITION. LOWEB LIMIT IS MAXIMUI\,i WEIGHT STALLING

SPEED IN LANDING CONFIGURATION. UPPEF LII/IT

IS MAXIMUM SPEED PERMISSIBLE WTH FLAPS IN LAND

POStTtON.

THE TRANSITION POINT FFOM WIDE TO NARROW ARC IS

THE STALL SPEED WITH WING FLAPS IN UP POSITION.

BLUE ARC 104 TO 108

KNOTS OPERATING SPEED RANGE WITH ONE ENGINE

INOPERATIVE EEST RATE.OF.CLIMB SPEED,

STANDARD DAY CONDITIONS AND MAXIMUM GROSS

WEIGHT. LOWER LIMIT IS SPEED AT 15,OOO FEET,

UPPER LIMIT IS SPEED AT SEA LEVEL,

RED AND WHITE

BARBER POLE 229 KNOTS

0.52 MACH MAXIMUM OPERATING SPEED. BARBER POLE INOICATES

229 KIAS UNTIL REACHING APPROXIMATELY 22,OOO

FEET. ABOVE THIS ALTITUDE, IT WILL INDICATE

CONSTANT 0,52 MACH.

Figure 2-3.

AIRSPEED INDICATOR MARKINGS

Original lssue

MODEL 406 SECTION 2

LIMITATIONS

(l I Maximum permissible sustained torque is 1477 foot-pounde. Ne must be set

so as not to exceed engine operating limitations. Refer to PLAC-

ARDS this section for maximum torque table.

(2) For every 10 degrees Celsius (18 degrees Fahrenheit) below -30 degrees

Celsius (-22 degrees Fahrenheit) ambient lempemture, reduce maxbnum

allowable N" by ).2 percent.

(3) Normal oil pressure is 80 to 100 PSIG at gas generator speeds above 27,000

RPM (72 percent) with oil temperature between 60 to 70 degrees Celsius

(140 to 158 degrees Fahrenheit). Oil pressures below 80 PSIG are un-

desirable and should be tolerated only for ihe completion of the flight,

preferably at reduced power setting. Oil pressures below normal should be

ieporred as an engine riiscrepancy a-nd shoutd be conected before next flight.

Oil pressures below 40 PSIG are unsafe and require that either the etrgine

be ihut down or a landing be made as soon as pbssible using the minimum

power required to sustain flight.

(4) If maximum torque is used, \ must be set so aB not to exceed engine

operating limitations.

(5) Reverse powe! ooeration is limit€d to one minute.

1 c, Th""" uutues are time limited to two seconds.

(?) For increased oil service life, an oil temperature between 74 to 80 degrees

Celsius (165 to 176 degrees Fahrenheit) is recommended. A minimum oil

temperature of 55 degrees Celsius (130 degrees Fahrenheit) is recommended

for fuel heater operation at takeoff power.

(8) Maximum cluige power limits vary with altitude and temperature. For

' maximum cruise power limits lefer 6 MAXIMUM CRUISE POWER trbleo

in Section 5.

l{OtE

100 percent Ns (2) is 37,500 RPM

Figur€ 2-4

ENGINE OPERATING LIMITS

2-7

POWEN

SETTING

ENGINE OPESATING LIMITS

iraxtmuM GAS

GENERATOR

RPM

irf

PROPELLER

RPM

otL

PRESSURE

PSIG

(3)

olL

TEMPERATURE

(7)

FT.LBS

0) ITT'C

TAKEOFF AND

MAXIMUM

CONTINUOUS

1382 725 101.6 1900 80 to 100 10 to 99

MAXIMUM

CLIMB/

cRUrsE (8)

1382

't477\4) 695 '| 01.6 1900

1 600 {4)

80 to 100 10 to 99

685 40 MtN. 40 to 99

(s) 1382 725 101.6 1815 80 to 100 0t099

ACCELERATTON (6) 1900 825 102.6 2090 0to99

STARTING 1090 (6) 40 Mlr,l.

Original lssue

* Aviation easoline (all srades) is approved for emergency use only. A

record of total aviation gaioline used must be recorded in the Airplane

Engine Maintenance Record.

(l) Minimum sLarting t€mperature is thal given or the mini--

mum allowable oil temperature. -40 degrees Celsius (-40

degrees Fahrenheit) whichever is warmer.

(2) Refer to Section 8 for fuel servicing information.

SECTION 2

LIMITATIONS

2-8

MODEL 406

.AVIATION GASOLINE IS RESTRICI| ED

TO EMERGENCY USE AND SHALL NOT BE

USED FOR MORE THAN 150 HOURS IN

ONE OVERHAUL PERIOD.

.A MIXTURE OF ONE PART AVIATION

GASOLINE AND THREE PARTS OF JET A,

JET A-1. JP-1. or JP-\ MAY BE USED FOR

EMERGENCY PUiPOSES FON A MAXI-

MUM OF 450 HOURS PER OVERHAUL PE-

RIOD.

.AUXILIARY BOOST PUMP MUST BE ON

WHEN USING AVIATION GASOLINE.

(3) When using aviation gasoline the maximum fuel and am-

' bient tempirature foi takeoff is 32 degrees Celsius (90

degrees Fahrenheit).

a. NATO equivalents of the above fuels may be used.

b. Fuel used must contain anti-icing fuel additive in compliance

with MIL-I-276868.

Fuel Specification and Approved Fuel Additives:

GRADE (2) FUEL

SPECIFICATIONS

MINIMUM FUEL

TEMPERATURE

FOR TAKEOFF .

'c (1)

SPECtFtC

WEIGHT -

POUNDS PER U.S.

GALLON AT

600F

COLOR

JET A

JET A.1

JET B

JP.1

JP.4

Jt,-5

JP-8

*AVrATroN (3)

GASOLINE

(ALL GRADES)

ASTM.D1655

ASTM-D1655

ASTM.D1655

MtL-L-56t6

l?t lL-T-5624

MtL-T-5624

M tL-T-831 33A

MI1.G.5572 AND

ASTM.D91O

-31

-54

-31

-54

6.5

6.8

6.7

6.0

COLORLESS

COLOBLESS

COLORLESS

80/87 RED,

1OO GREEN,

l OOLL BLUE

Original lssue

MODEL 406

Fuel Additive:

The fuel used

compliance with

during refueling.

SECTION 2

LIMITATIONS

in the aimlane must have an anti-icine additive in

MIL-I-2?6'86E, incorporated or added into the fuel

JP.4 AND JP-, FUELS PER M1L.7,5624

AND JP,8 FUEL PER MIL-T-831334 CON-

I:AIN THE CORRECT PREMIXED qUANTI-

TY OF AN APPROVED TYPE OF ANTI-

ICING FUEL ADDITIVE AND NO ADDI-

TIONAL ANTI-ICE COMPOUNDS SHOULD

BE ADDED.

Ethylene glycol monomethyl ether (EGME) compound in compliance

with MIL-I-27686E. if added. must be carefullv mired with the fuel in

the tank in concentrations not to exceed 0.ls'percent by volume. The

minimum EGME concentration within the fuel tank is 0.035 percent bv

volume.The minimum EGME concentration for fuel beine added to th-e

fuel tank is 0.060 percent by volume.

REFER TO SECTION 8 FOR PROPER

HANDLING AND SEBVICING OF

EGME.

MIXING OF THE EGME COMPOUND WITH

THE FUEL IS EXTREMELY IMPONTANT

BECAUSE CONCENTRATION /N 'XC'SS

. OF THAT BECOMMENDED (0.15 PERCENT

BY VOLUME MAXIMUM) WILL RESULT IN

DETRIMENTAL EFFECTS TO THE FUEL

I:ANKS, SUCTI AS DETERIORATION OF

PROTECTIVE PRIMER AND SEALANTS

AND DAMAGE TO O-RINGS AND SEA'S IN

THE FUEL SYSTEM AND ENGINE COMPO.

NEN?S. USE ONLY BLENDING EqUIP-

MENT THAT IS RECOMMENDED BY THE

MANUFAC'| UREN TO OBTAIN PROPER

PROPORTIONING.

z-Y

Original lssue

SECTION 2

LIMITATIONS MODEL 406

Preflight Checks:

a. The overspeed governor check shall be performed: before the

fusi flisht of the dav, if there is an indication of malfunction,

after erigine control syst€m maintenance, or if adjustment has

been made.

b. Autofeather shall be checked before each flight and must be

operative for takeoff.

Oil Specification:

a. Refer to Section 8 for list of approved oils and specifications.

b. When addine oil, service the engines with the type and brand

which is currently being used in the engines. Do not mir tJpes

or brands of oils.

c. Tvpe II oils in compliance with Pratt and Whitney Canada Inc,

Soicification PWA 521.

d. Oi conforming to Pratt and Whitney Canada- Inc., Service

Bulletin Numb.-er 12001 and all revisions or supplements there-

to, must be used.

Propellers:

a. Number of Propellers: 2

b. Manufacturer: McCauley Accessory Division of Cessna Aircraft

Company.

Cessna Part Number: 9910535-2

Number of Blades: 3

Diameter: 7.?5 Feet

Maximum Operating Speed: 1900 RPM

Blade Angle: (At 30-Inch Station)

(1) Feathered 85.5 degrees

(2) Low Pitch 18.5 degrees

(3) Full Reverse -13.5 degrees

h Flight operation with power levers retarded below FLIGHT

IDLE are prohibited.

POWERPLANT INSTRUMENT MARKINGS

Torque Indicators:

a. 1382 Foot-Pounds Maximum Takeoff And Climb Torque At

1900 RPM (Yellow Radial)

b. 0 to 1477 Foot-Pounds (Green Arc)

c. 14?? Foot-Pounds Maximum Cruise Torque At 1600 RPM

(Red Radial)

ITT Indicators:

725 degrees Celsius (Red Line)

0 degrees to 695 degrees Celsius (Green Arc)

695 degrees to 1090 degrees Celsius (Yellow Arc)

1090 degrees Celsius (Red Triangle)

Original lssue

2-'10

MODEL 406 SECTION 2

LIMITATIONS

Gas Generator RPM Indicators:

a. 101.6 percent RPM (Red Line)

b. 52 percent to 101.6 percent RPM (Green Arc)

Propeller RPM Indicators:

a. 1900 RPl"{ (Red Line)

b. 1600 to 1900 RPM (Green Arc)

Oil Pressure Indicators:

a. 40 and 100 PSI (Red Radial)

b. 40 to 80 PSI (Yellow Arc)

c. 80 to 100 PSI (Green Arc)

Oil Temperature Indicators:

a. -40 degrees and *99 degrees Celsius (Red Radial)

b. *10 degrees to i-99 degrees Celsius (Green Arc)

c. -40 degrees to + 10 degrees Celsius (Yellow Arc)

MISCELLANEOUS INSTRUMENT MARKINGS

Instrument Air:

a. Red Line: 2.25 PSI

b. Green Lrc: 2.25 to 2.75 PSI

Oxygen Pressure:

a. Yellow Arc: 0 to 300 PSI

b. Green Arc: 1550 to 1850 PSI

c. Red Line: 2000 PSI

Propeller Deice Ammeter;

a. Individual indicators will be marked LEFT or RIGHT.

b. White arc operating range will be marked with the high end of

the scale marked with HI.

c. A normal operating green arc will be provided between the HI

and LOW ends of the white arc operating range.

^ wErcHT LrMlrs

Maximum Ramp Weight: 9435 Pounds

Maximum Takeoff Weight:

The takeoff weight is limited by the most restrictive of the follow- |

ing requirements:

a. Maximum Takeoff Weight: 9360 Pounds.

b. Maximum takeoff weight to achieve takeoff climb requirements

from Figure 5- 11.

c. Maximum takeoff weight as permitted by field length from

Fizure 5-12.

2-11

1 June 1987

d. Maximum takeoff weight as permitted by the demonstrated

brake energy limits from Figure 5-13.

Maximum Landing Weight:

The landing weight is limited by the most restrictive of the follow-

ing requirements:

a. Maximum Landing Weight: 9360 Pounds.

b. Landing field length required from Figure 5-35.

lMarimum Zcro Fuel Weight with Zero Wing

I Locker Payload: 8500 Pounds

Maximurn Weights In Baggage Compartments:

(Standard and Optional Passenger Interior Confrgurations)

Left and Right Wing Lockers - 200 pounds each.

Avionics Bay - 250 pounds less installed optional equipment.

Nose Bay - 350 pounds less installed optional equipnent.

Aft Cabin (Bay A) - 400 pounds (200 Pounds Per Side)' Maxi-

- mum floor loading is 75 pounds per square

foot.

Aft Cabin (Bay B) - 100 pounds (50 Pounds Per Side). Maxi-

mum floor loading is 75 pounds per square

foot.

Maximum Weights in Baggage Compartments (Cargo Interior)

Left and Right Wing Lockers - 200 pountls each.

Avionics Bay - 250 pounds less installed optional equipment.

Nose Bay - 350 pounds Iess installed optional equipment.

Maximum cargo load in any 24-inch length of cabiq flo-or is 600

oounds ner balv in the five careo bavs (Careo A, B, C, D and

E). If the carlo has a smoothl reasonable -fXat lower surface,

load densities -of up to 200 pounds per square foot -may be

loaded in the cargo bays. Use pallets oi beams to dbtribute the

Ioads over all seit raiis if adjicent cargo bays are loaded at a

rate of over 75 pounds per square foot.

Aft Cabin (Bay A) - 400 pounds (200 Pounds Per Side)' Mari-

mum floor loading is ?5 pounds per square

foot.

f. Aft Cabin (Bay B) - 100 pounds (50 Pounds Per Side). Maxr

mum floor loading is ?5 pounds per square

foot.

SECTION 2

LIMITATIONS

2-12

MODEL 406

1 June 1988

MODEL 406 SECTION 2

LIMITATIONS

CENTER.OF-GRAVITY LIMITS (GEAR EXTENDED)

a. Aft Limit 180.28 inches aft of reference datum (32.00% MAC)

at 9435 pounds or less.

b. Forward Limit:172.42 inches aft of reference tlatum (19.58%

MAC) at 9360 pounds or less and 166.99 inches

aft of reference datum (11.00% MAC) at 6500

pounds or less with straight line variation be-

tween these points.

c. Refer to Section 6 for loading schedule. The reference datum is

100 inches forward of the aft face of the fuselage bulkhead

forward of the rudder Dedals. The mean aerodttmamic chord

(MAC) is 63.245 inchei in length. The leadin! edge of the

MAC is 160.04 inches aft of the reference datun.

MANEUVER LIMITS

This is a normal category airplane. Aerobatic maneuven, including

spins, are prohibited.

FLIGHT LOAD FACTOR LIMITS

Inflight:

a. Wing Flaps - UP: -1.44 to +3.6 G at Maximum Gross Weight.

b. Wing Flaps - TAKEOFF thru LAND positions, 0.0 to *2.0 G

at Maximum Gross Weisht.

FLIGHT CREW LIMITS

Minimum flight crew is one pilot with the required equipment in-

stalled and operational.

.\ KTNDS OF OPERATIONAL EQUIPMENT LlMlrS

This aimlane is equipped for day VFR, night \rFR, and day and night

IFR operaiions. Th6 irirerating limitations -placard reflects the limits

applicable at the time of Airworthiness Certilicate issuance.

The following equipment lists identify the systems and equipment

upon which type certification for each kind of operation was predicated.

These system-s- and equipment items must be installed and operable for

the pariicular kind 6f -operation indicated unless an FAA Approv,ed

Minihum Equipment Liit is in effect. The pilot is responsible for

determining fhe airworthiness of his airplane Tor each flilht and for

assuring compliance with current operating regulations. The number in

( ) indicates more than one required per airplane.

2-1il

Original lssue

DAY VFR:

1. Pilot Instruments

a. Airspeed Indicator (Sensitive)

*b. Altimeter Indicator

c. Magnetic Direction Indicator

2. Annunciators (Lights)

a. Oil Pressure (2)

b. Wing Overheat (2)

c. Fuel Pressuie Low (2)

d. Auxiliary Boost Pump On (2)

e. Battery Overheat

f. Hydraulic Pressure On

g. Autofeather Arm (2)

h. Air Duct Overheat

i. Landing Gear Position Indicator

j. Fuel Filter Bypass (2)

k. Inertial Seperator (2)

l. Fuel Transfer Pump (2)

3. Engine Instruments

a. Torque Indicator (2)

b. Propeller Tachometer (2)

c. ITT Indicator (2)

d. Gas Generator Tachometer (Nr) (2)

e. Oil Pressure Gage (2)

f. Oil Temperature Gage (2)

4. Miscellaneous Indicators

a. Fuel Quantity Gage (2)

b. Voltmeter

c. Ammeter {2)

d. Outside Air Temperature Gage

5. Systerns

a. Auxiliary Boost Pump (2)

b. Firewall Shutoff (2)

c. Generator (2)

d. Inertial Separator (2)

e. Stall Warning

f. Aileron Trim

g. Rudder Trim

* When a servoed altimeter is installed a functioning pneumatic

altimeter is also required.

SECTION 2

LIMITATIONS

2-14

MODEL 406

Original lssue

MODEL 406 SECTION 2

LIMITATIONS

h. Elevator Trim (Manual Only)

i. Engine Ignition (2)

j. Engine Fire Detection (2)

k. Hydraulic Pumps(2)

l. Flap

m. Overspeed Governor (2)

n. Autofeather (2)

6. Miscellaneous Items

a. Seat Belts (Each Occupant)

b. Shoulder Harnesses (Front Seat(s))

c. Pilot's Operating Handbook and FAA Approved Airplane Flight

Manual

d. Pilot's Abbreviated Checklist (Single Pilot Operation Only)

e. Headset and Boom Mountcd Microphone (Single Pilot Opera-

tion Only)

f. Exit Sign (3)

NIGHTVFR:

1. All Equipment Required for DAY VTR

2. Instrument Lights (As Required)

3. Navigation Lights (3)

4. Strobe Lights (2)

IFR:

1. All Equipment Required for DAY \rFR

2. All Equiprrent Required for NIGHT VFR (If a Night Flisht)

3. Pilot's Instruments

a. Attitude Indicator (Gyro Stabilized)

b. Directional Indicator (Gyro Stabilized)

c. Turn and Bank Indicator

d. Clock

4. Copilot's Instruments

a. Altimeter (Sensitive)

b. Vertical Speed Indicator (VSI)

c. Attitude Indicator (ADI)

d. Airspeed Indicator

e. Directional Gyro (DG)

5. Radios

a. Communication Iladio

b. Navigation Radio (As Required)

6. Miscellaneous Indicator

a. Instrument Air Pressure Gage.

2-15

Original lssue

sEcroN 2

LIMITATIONS MODEL 406

2-16

FUEL LIMITATIONS (Refet to Figure 2'5)

Maneuvering Fuel:

a. Due to possible fuel starvation, maximu4 side -slip duration

- iime is one minute when the L or R XFER PUMP FAIL light

is illuminated. The airplane is considered in a side slip any

time the turn and banh'ball" is more than one-half ball out of

the center (coordinated flight) position. Unusable- fuel quantity

increases when more severe side slip is maintained'

FUEL TABLE

TOTAL FUEL CAPACITY

(u.s. GALLONS)

USASTT FUEL

(u.s. GALLOT{S)

481.5 475.0

Figure 2-6

Fuel Balance;

a. Maximurn fuel imbalance is 300 pounds.

Unusable Fuel:

a. Unusable fuel is 3.25 gallons per side.

MAXIMUM OPERATING ALTITUDE LIMIT

Maxirnum Operating Altitude is 30,000 Feet.

OUTSIDE AIR TEMPERATURE LIMITS

Cold Day:

a. -54 degrees Celsius C65 degrees Fahreaheit) - from Sea Level to

- 25,300"feet, then straight -lined to 30,000-feet at --6-3- de4:ees

Ceisius (-8i degrees Fairenheit) Refer to S,e-ction 5, ISA Con-

version and Operating Temperatwe Limits Charts.

Hot Day:

u. +Sa.O degtees Celsius (*12? degrees Fahrenheit) for ground

operations t0 5000 feet.

b. ISA +3?.0 degrees Celsius (i99 degreee Fahrenheit) for all

ground operations from 5000 feet to 14,000 feet.

c. is.q +gz.o degrees Celsius (*99 degreqs Fahrenheit) for all

flight operations from sea level to 30,000 feet.

Original lssue

MODEL 406 sEcTtoN 2

LIMITATIONS

MAXIMUM PASSENGER SEATING LIMITS

The two forward seats are pilot seats.

A maximum of 12 passenger seats may be installed aft of the pilot

seats. Refer to Section 6 for seat locations.

Original lssue

SECTION 2

LTMITATIONS

PLACARDS

On Instrument Panel.

On Left Side Panel

MODEL 406

PARKING BRAKE

PULL TO SET

"l-\

--T-

PARI(ING BRAI(E

Tt) APPIY. DEPRESS RUDDER PEDALS. UNLt)CK

T-HANOLE, PULL OUT AND RETOCK'

T() RELTASE. UNLOCK T.HANDLE. PUSH IN AND,.

.- -_- -NELOCT. OO N(]T OEPRESS RUI)OER PEDALS.

On Instrument Panel Near Landing Gear Selector Switches:

On Landing Gear Indicator Lights:

00116001

Original lssue

2-18

EXTD

GEAR

--J-

G EAR

R AND

t) KIAS

MAX OPE

SPEEO I8

HORN

DISABLE

MODEL 406

On Emergency Gear Control Cover.

sEcTtoN 2

LIMITATIONS

00116001

2-19

Adjacent to Wing Flap Position Control.

Airplanes -0001 thru -0010

On Environmental Control Panel.

Airplanes -0011 and On

EMER GEAR

EXTEND

r 6tAi strtcr

? GTAS SYS C/B

PLJII

3 T HAN!TT

FLAPS

200KTS

18 O KTS

200 (TS

APPB L

LAND I

r80 KTS

o,li;- CABIN LIEAT ---lili; r,,,r,

.N NF^,rf, WAqVt q 80lH

/'"\ ,\l

/ ,r/ | n'o *

I4ANUAL coorrR oir -f orr

I- CABIN AIR L

orrhost c0c(Ptr PULL RAM Ar8

PIJLL CAB]N PUSH PULL

FF tSH AIN

1 June 1987

On Left and Right Emergency Exit Window Trim.

On Right Wall Forward of Emergency Exit and On Left Ernergency Exit

Window Trim.

SECTION 2

LIMITATIONS

Left Exit

2-20

MODEL 406

ct-osE

Right Exit

AFT FACING

ERECT FOR

SEAT BACK MUST 8E

TAKEOFF & LANOING

atr\

Emergency Exits.

Internal: ll

OPTN

EXIT

Near Cabin Door

Exterior:

OPEN

TO OPEN DOOR

ROTATE HAN DI-E OOWN

DTPT()Y U PPIR OOOR

RO]A] E SIII- TEVER LJP

STANo Cl-tAR Ar'10 oEPLoY L0WER 000R

TO CLOSE OOOR

sT0w i0wER 000R

R0TATE S -r r-tvtR 00wN T0 r0cK

STOW UPP ER DOO R

ROTATE HANOI-T UP TO TOCK

STOW HANOI.E

00116001

Original lssue

MODEL 406

Near Cabin Door.

Internal;

Near Left and Right Emergency Exits.

Exterior:

Near Crew Door.

Erterior:

LOCK

OPTN/

SECTION 2

LIMITATIONS

EXIT

OP€N

ctosE

00t 16001

^Mffi

Near Cargo Door.

Erterior:

Original lssue

SECTION 2

LIMITATIONS

Near Crew Door.

Internal:

MODEL 406

Near Cargo Door.

Internal;

-!\

r'l

I cl,osEo

DO()R

()PERATION

T0 0PEN'

SLIDE BUTTON

FWo+&

ROTATE }

HANDLE '

TO CL(]SE'

fiRlilE )

00116001

Original lssue

2-22

MODEL 406

On Horizontal Part of Lower Baggage Shelf.

On Horizontal Part of Upper Baggage Shelf.

-r On Cover of Extemal Power Recentacle.

SECTION 2

LIMITATIONS

(rc11600r

2-23

EXTERNAI POWER

28 VoLTS 0.C. N0MTNAL

8()() AMP

STARTING CAPACITY MIN.

O() N()T EXCEEO IT(]O AMPS

Original lssue

l0 0PtN

l,0cx

A oFF A

LlI.rf f-Lle

r,?;"r / \ riftir-l

li;i/i f--- --"U3sl

-t-

FUtr c6ossttto ---J

T! 0Pll{

t0cK

SECTION 2

LIMITATIONS

On Control Pedestal.

On Pilot's Sunvisor (Forward Side).

On Pilot's Sunvisor (Aft Side).

Near Propeller Synchrophaser Control'

(]PERATI(]NAL LIMITS

TI']I {A8KII\IGS AI\ID PLACAROS INSTALLED IN THIS AIRPIAIIIE COiITAIN

opiiririre rruiilttotts wttcH MUST sE coMPtlto wllli '/Ytlt

obiirlititic iili ainpLltt ttt Tflt i/oRMAL cATtcoRY olhtq oftn rNG

iirv:iiaTions vi{ici Musr Bt coMPtrto wtrt wxttl 0PtnATlN6 THIS

ii#iniiiii iiii-ribnl,t-rL crtlconv rru cottrt*tt0 tr ut 'ptror s

fiiiniiiie i*liitsb'ox ar,to tu rppnovto lnnmt tLtcttt r,uluat "

- iriis- inpiaii ri lprnovtD fon oay ilrcHr vfn coNolTlolls lT Is

npgnowo ron olr.ucur ttn c0it0ln0 s allo tllctlls lNT0 lclN8

hirir'orrrolrs it irt rnoptn tourPMtttl rs tttsTAtlE0 ANo oPERATlot'lat

NO ACBOEATIC MAITTUVERS, INCLUOING SPII'IS, APPROVEI]

MAXIMUM 0PtnAllN6 Alrlruot - ' -.-. ..--'--- 30'000 FttT

riCriiilrLiiuri,r counor Sptt0.,-, ....-. ...- -.-.' 90 l(lAs

iiiiiiiiriu einCoprmrm sptE0-,,,, --- ..-- r80 KlAs

i,rliiMuu eiln urtmto srElo- --.-.-' ....'-' ..- " ]80 xlas

unxim'u iLlp urtmro spE$ r 0 & APPR -...''- 200 KlAs

ir,ialiir'iur,,t rinp ixrtmto sPttD LArto' ..- - ' -- - 180 KAs

ulltuvtntle srtto - "" .----'.-' - ..--' 162 KIAS

MODEL 406

PROP

SYNC/PHASE

/'*0" \

l+l

P+', **{,

00116001

Original lssue

2-24

MODEL 406

To Right of Pilot's Altimeter.

Near Propeller Control Levers.

I]O NOT

REVERSE WITH

PRO PS FEATH EREt)

Airyrlanes -000t thru -0010

Aileron Trim Indicator.

D() NOT ATTEMPT

REVERSE WITH

PRt)PTLLERS FEATHERED

Airplanes -0011 and On

sEcroN 2

LIMITATIONS

L ROLL

II R

Rudder Trim Indicator.

lllevator Trim Indicator.

[iH

r|r|

Inside Left, Nose Baggage Door on Hydraulic Reservoir.

MAX FULL

ADD-

00116001

2-25

'1 June .1987

sEcroN 2

LIMITATIONS

On Inner Side of Oil Filler Door:

MODEL 406

On Inside of Nacelle Baggage Door (Left and Right)

MAX

BAGGAGE

2O(] LBS

Near Main Tank Filler CaP.

On Executive Top and Writing Desk Top.

ENGINE OIL

CAPACITY 9.2 US OUARTS

SEE PITOTS OPERATING HANOBOOK FOR

APPROVTO OItS. ENTER OIT BRAND ANO

TYPt lN ENGINE t0G 800K. 5eoorsr ?s

TABLE MUST BE STOWED DURING

TAKE-OFF AND LANDING

On Stowage Drawer

l-zo

DURING TAKEOFF & LANDING

DRAWER MUST BE IN STOWED

POSITION

00116001

Original lssue

lEr:-a

6ue!

t37.s Us ol1 us€Aatl

tHi,,'j'':t#ffi

MODEL 406

Inside Nose Baggage Doors.

Inside l,eft Nose Baggage Door.

- Inside Avionics BaY Door.

sEcTtoN 2

LIMITATIONS

mrr00oi

EXTERNAL HYD.

RESERVOIR FILL

MtL-H-5606

ilr-Axriluil BAGGAGII-,

trAx cAPACITY 250 LBS LESS

OPIIONAL EQUIP,

Original lssue

SECTION 2

LIMITATIONS MODEL 406

On Left Side Tailcone Forward of Rudder Hinge Line.

UNL()CI( UNTOCK

BEF()RE TAXI & FLIGHT \o to cx

On Instrument Panel Near Oxygen Control (If Installed).

USE BLUE OXYGEN

CONNECTOR ()NLY

2-28

00116001

Original lssue

MODEL 406 EMERGENcY t*3"t8JLTtS

sEcfloN 3

EMERGENCY PROCEDURES

TABLE OF CONTENTS

INTRODUCTION

AIRSPEEDS FOR EMERGENCY OPERATIONS . ... .

EMERGENCY PROCEDURES ABBREVIATED CHECKLIST

Page

.t-o

3-5

Emergencies .....:.

-ENGINE FAILURE

Engine Failure Before V, (Speed Below 98 KIAS)

Engine Failure After Vr (Speed Above 98 KIAS) .

Decision to Abort Takeoff

Engine Failure in Flight (Speed Below Vr,ace) . .

Engine Failure in Flight (Speed Above Vr"rca) . .

Both Engines Fail in Flight

Engine Securing Procedure

AIRSTART

Starter Assist

No Starter Assist . .

SMOKE AND FIRE

Engine Fire During Ground Operations (Sufficient Runway

Remaining to Stop) . .

Cabin Fire During Ground Operations

Inflight Wing or Engine Fire . . .

Inflight Cabin Electrical Fire or Smoke

Smoke Removal

EMERGENCY DESCENT

Preferred Procedure

In Turbulent Atmospheric Conditions

GLIDE .

LANDING EMERGENCIES

Precautionary or Forced Landing With Power - .

Landing Without Power . .

Landing With Flat Main Gear Tire

Landing With Flat Nose Gear Tire

Landing With Defective Main Gear

.t-t)

.J_O

rt-O

3-7

3-8

3-9

3-10

3- 11

3-11

3-L2

3-12

3-L2

3-r2

3-13

3-14

Original lssue - 1 July 1986 3-1

SECTION 3

EMERGENCY PROCEDURES MODEL 406

3-27

TABLE OF CONTENTS (CONTINUED)

Page

Landing With Defective Nose Gear .......3-15

Landing With Power, Landing Gear Retracted ...... 3-15

Landing With Wing Flaps Retracted ....'.3-15

Engine Inoperative Landing .....3-16

Engine Inoperative Go-Around (Speed Above 101 KIAS) . . . . . 3-16

Ditching .....3-16

SYSTEM EMERGENCIES .......3-17

Propeller Synchrophaser Failure . ........ 3-17

Fuel System Emergency Procedures ......3-17

Electrical System Emergency Procedures ....... .. 3-18

Hydraulic Systems Emergencies ... ....'.3-20

Environmental Systems Emergencies . . '..3-21

Oxygen System Failure.. .......3-22

Ice Protection Systems Emergencies .... . . .. 3-22

Avionics Bus Failure . .........3-23

Emergency Exits .. .'..3-23

Emergency LocatorTransmitter Rescue Procedures . ...... .. 3-24

Encoding Altimeter Failure (Warning Flag Showing) '...... ' 3-24

Transponder Procedures For Emergency Situations ..... .. 3-24

Total Loss of Communications ... .....3-25

Electric Elevator Trim Runaway .''......3-25

SPINS . .......3-26

AMPLIFIED EMERGENCY PROCEDURES

AIRSPEEDS FOREMERGENCY OPERATIONS .... .. . ., .,

Maneuvering Speed (Ve)

Maximum Gliding Distance Speed .. . ...3-27

Air Minimum Control Speed (Vvco) . ..'..3-28

One Engine Inoperative Best Rate-of-Climb Speed (Vysc) . . . . . 3-28

Takeoff Decision Speed (Vr) ....' 3-28

Takeoff Safety Speed (Vr) ......3-28

3-2 1 June 1987

MODEL 406

TABLE OF CONTENTS (CONTINUED)

Emergencies

ENGINE FAILURE

Engine Failure Before V, (Speed Below 98 KIAS)

Engine Failure After V1 (Speed Above 98 KIAS) .

Decision to Abort Takeoff

Engine Failure in Flight (Speed Below Vr,rce) . .

Engine Failure in Flight (Speed Above V"co) . .

Both Engines Fail In Flight

Engine Securing Procedure

--\AIRSTART

Starter Assist (Preferred Procedure)

No Starter Assist . .

SMOKE AND FIRE

Engine Fire During Ground Operations (Sufficient Runway

Remaining To Stop)

Cabin Fire During Ground Operations

Inflight Wing or Engine Fire . . ,

Inflight Cabin Electrical Fire or Smoke

Smoke Removal

Supplementary Information Concerning Airplane Fires

EMERGENCY DESCENT

Preferred Procedure

In T\rrbulent Atmospheric Conditions

GLIDE .

LANDING EMERGENCIES

Precautionary or Forced Landing With Power . .

Landing Without Power . .

Landing With Flat Main Gear Tire

-\ Landing With Flat Nose Gear Tire

Landing With Defective Main Gear

Landing With Defective Nose Gear

Landing With Power, Landing Gear Retracted

Landing With Wing Flaps Retracted

Engine Inoperalive Landing

Engine Inoperative Go-Around (Speed Above 101 KIAS) . . . . .

Ditchins

SECTION 3

EMERGENCY PROCEDURES

Page

3-29

3-30

3-32

3-33

3-34

3-35

3-36

3-38

3-39

3-40

3-41

3-42

3-43

3-44

3-45

3-46

siel

3-47

3-48

3-49

1 June 1987 3-3

sEcTloN 3

EMERGENCY PROCEDURES MODEL 406

TABLE OF CONTENTS (CONTINUED)

SYSTEM EMERGENCIES

Engine Emergency Procedures

Propeller Syrrchrophaser Failure . .

Fuel System EmergencY Procedures

Electrical System Emergency Procedures

Hydraulic SystemEmergencies ....

Environmental System Emergencres

Oxygen Systen Failure ....

lce Protection Emergencies . .' . . .

Page

3-49

3-52

3-54

3-57

3-58

3-59

3-62

3-63

3-64

Avionics Bus Failure

Emergency Exits . .

Cabi;Do;r, Crew Door or Emergency Exit Not Secured Light

Illuminated (Door Not Locked) .

Total Loss of Communications ......

Electric Elevator Trim RunawaY . .

3-61

.t-ol

Nose Baggage Door OPen on Takeoff

Emergency Locator Transnitter Rescue Procedures

Encoding Altimeter Failure (Warning Flag Showing)

Transponder Procedures For Emergency Situations

SPINS . """' 3-64

rMencnNcv INF0RMATI0N ' 3-65 (3-66 blank)

3-4 Original lssue - 1 JulY 1986

INTRODUCTION

Section 3 describes the recommended procedures for emergency situ-

ations. The first part of this section provides emergency procedural

action required in an abbreviated checklist form. Amplification of the

abbreviated checklist is presented in the second part of this section.

I{OTE

Refer to Section 9 for amended operating limita-

tions, operating proced,ures, performance data

and. other necessary information for airpLanes

equipped with specific options.

^AIRSPEEDS FOR EMERGENCY OPERATIONS

MODEL 406 SECTION 3

EMERGENCY PROCEDURES

Conditions:

1. Takeoff Weight - 9360 Pounds.

2. Landing Weight - 9360 Pounds.

3. Standard Day, Sea Level.

4. Wing Flaps - T.O. Position Unless Otherwise Noted.

5- Landins Gesr - UP.

(1) Maneuvering Speed With Wing Flaps UP (VA) . . . . . . 162 KIAS

(2) Maxinum Gliding Distance Speed With Wing

Flaps Up . . 125 KIAS

(3) Air Minimum Control Speed (Vr,nce) . ......90KIAS

(4) One Engine Inoperative Best Rate-of-Climb Speed

With Wing Flaps UP (VysJ At Sea Level 108 KIAS

(5) One Engine Inoperative Best Rate-of-Climb Speed

With Wing Flaps UP (VysE) At 15,000 Feet . . . . . . 104 KIAS

(6) Takeoff Decision Speed With Landing Gear Down (Vr) 98 KIAS

(7) Takeoff Safety Speed (VJ 102 KIAS

3-5Original lssue

SECTION 3

EMERGENCY PBOCEDURES {ABBREVIATEDPBOCEDURES) MODEL 406

EMERGENCY PROCEDURES ABBREVIATED

CHECKLIST

I{OTE

This Abbreuiated Emergency Procedures Chec'

hlist ts included as a suppkment to the Am-

nlified Emerpencv Procedures CheckList. The

'Alibreuiated -Emi rgency Procedures Chechlist

should not be used until the flight crew has

become familiar with the airplane and systerns.

AII Amplified Emergency procedure item.s must

be accimitish.ed reg-ardlbsi of which ch.ecklist is

used.

Procedures in the Abbreviated Checklist portion of this section shown

in bold face type are inmediate-action items and should be comnitted

to memory.

EMERGENCIES

Engine Failure

ENGINE FAILURE BEFORE V1 (Speed Below 98 KIAS)

l Power Levers - GROUND IDLE.

2. Brakes and Noe€wheel Steering - AS REQUIRED.

If Airplane Cannot be Stopped in Remaining Runway:

3. Fuel Control Levers - CUTOFF,

4. Battery and Generators - OFF.

ENGINE FAILURE AFTER Vl (Speed Above 98 KIAS)

1. Aileron end Rudder - AS REQUIRED to rraintain straight

ahead flight (3 to 4 degrees bank

with l/2 ball slip into operative en-

gine).

2. Power - MONITOR.

3. Landing Gear - UP when rate-of-climb is positive.

4. Propeller - VERIFY feathered'

5. Airspeed - MAINTAIN Vz to 4OO feet minimum, then in-

crease to fO8 KIAS.

6. Wing Flaps - UP.

?. Trim Tabs - ADJUST.

J-O Original lssue

MODEL 406 (neenevtnrEDpRocEDUREs) EMERGENcYt"o%t8JlT.3

After Reaching 1000 Feet Above Ground Level:

8. Inoperative Engine - SECURE.

DECISION TO ABORT TAKEOFF

1. Landing Gear - CIIDCK DOWN. Gear <Iown lights on.

2. Power Levers - FLIGHT IDLE.

3. Power Levers - GROUND IDLE after touchdown.

4. Brakes, Propeller Reverse

and Nosewheel Steering - AS REQUIRED.

If Airplane Cannot be Stopped in Remaining Runway

^. 5. Fuel Control Levers - CUTOFF.

6. Battery and Generators - OFF.

ENGINE FAILURE lN FLIGHT (Speed Below V cA)

1, Power Levers - RETARD to stop turn.

2. Aileron and Rudder - AS REQUIRED toward operative en-

gine to maintain straight-ahead.

flight.

3. Pitch Attitude - LOWER NOSE to accelerate above 9O

KIAS.

4. Accomplish procedures for Engine Failure in Flight (Speed above

Vuce)'

ENGINE FAILURE lN FLIGHT (Speed above Vri61)

1. Inoperative Engine - DETERMINE. Idle engine same aa

idle foot; also, torque, ITT and N"

will be low.

2. Inoperative Engine Power Lever - RETARD'

,\ 3, Inoperative Engine Propeller - FEATHER.

4. Operative Engine - ADJUST.

5. Lanrling Gear - UP.

6. Airspeed - lOa KIAS minimum.

7. Wing Flaps - UP.

8. If airstart is warranted, refer to AIRSTART procedures.

9. If airstart is not warranted, refer to ENGINE SECURING proce-

dures.

Original lssue

sEcloN 3

EMERGENCY PROCEDURES (ABBREVIATED PROCEOURES) MODEL 406

BOTH ENGINES FAIL IN FLIGHT

If Insufficient Altitude Exists to Permit Airstarts:

1. Refer to LANDING WITIIOUT POWER procedures.

If Sufficient Altitude Exists to Permit Airstarts:

1. Propellers - DO NOT FEATHER if airstart is attempted.

2. Airstarts - ATTEMPT, refer to AIRSTART-STARTER ASSIST

proceoures.

3. If Airstarts Fail:

a. Propellers - FEATHER.

b. Airspeed - 125 KIAS (refer to Figure 3-1 Maximum Glide)'

c. Refer to LANDING WITHOUT POWER procedures.

ENGINE SECURING PROCEDURE

1. Autofeather - OFF.

2. Power Lever - FLIGIIT IDLE.

3. Propeller Control Lever ' FEATHER.

4. Fuel Control Lever - CUTOFF.

5. Fuel Crossfeed Selector - OFF if fire hazard erists'

6. Fuel Auxiliary Boost Pump - OFF if lire hazard exists'

7. Cowl Flap - CLOSED.

8. Propeller SynchroPhaser - OFF.

9. Generator - OFF.

10. Electrical Load - REDUCE if necessary and MONITOR'

AIRSTART

STARTER ASSIST

1. Electrical Load - REDUCE.

2. Air Conditioner - OFF.

3. Windshield Anti-Ice - OFF.

4. Autofeather - OFF.

5. Power Lever - One inch forward of FLIGHT IDLE.

6. Propeller Control Lever - Forward of FEATHER'

7. Fuel Control Lever - CUTOFF.

8. Fuel Quantity - CHECK.

9. Fuel Crossfeed Selector - OFF.

10. Fuel Auxiliary Boost PumP - ON.

11. Inoperative Engine Generator - OFF.

12. Operative Engine - REDUCE ITT to 650 degrees if practical'

J-O Original lssue

MODEL 406 lnaanevtrrED 'RocEDURES) EMERGENc' *333Jll?t3

13. Airspeed - 100 KIAS minimum.

14. Altitude - 20,000 feet maximum.

15. Stert Switch - START; Check ignition light on.

16. Fuel Control Lever - RUN above 12 percent \

17. ITT and Ng - MONITOR (1090 degrees Celsius maximum).

18. Start Switch - OFF (N.52 percent or above).

19. Fuel Auxiliary Boost Pump - OFF MOMENTARILY, then NOR-

MAL.

20. Propeller Control Lever - AS DESIRED.

21. Power Lever - AS DESIRED.

22. Generator - ON.

--. 23. Electrical Equipment - AS REQUIRED.

NO STARTER ASSIST

1. Autofeather - OFF.

2. Power Lever - One inch forward of FLIGHT IDLE.

3. Propeller Control Lever - Forward of FEATHER.

4. Fuel Control Lever - CUTOFF.

5. Fuel Quantity - CHECK.

6. Fuel Crossfeed Selector - OFF.

7. Fuel Auxiliary Boost Pump - ON.

8. Inoperative Engine Generator - OFF.

9. Ignition Switch - ON, check light on.

10. Airspeed - 100 KIAS minimum (140 KIAS if propeller is feather-

ed).

11. Altitude - 20,000 feet maximum (15,000 feet if propeller is feather-

ed).

12. Fuel Control Lever - RUN (after N. Stabilizes).

13. IT'T and Ns - MONITOR (1090 degrees Celsius maximum).

14. Ignition Switch - NORMAL (Ns 52 percent or above).

. 15. Propeller Control Levers - AS DESIRED.

16. Power Lever - AS DESIRED.

17. Generator - ON.

18. Electrical Equipment - AS REQUIRED.

19. Fuel Auxiliary Boost Pump - OFF momentarily, then NORMAL.

Original lssue 3-9

SECTION 3

er"rericiruivpnoceounes (ABBREVTATEDeRocEDURES) MODEL406

SMOKE AND FIRE

ENGINE FIRE DURING GROUND OPERATIONS (Sutticient

Runway Remaining to Stop)

1. Power Levers - GROUND IDLE.

2. Brakes - AS REQUIRED.

3. Fuel Control Levers - CUTOFF.

4, Fuel Crossfeed Selector - OFF.

5. Illuminated Fire Warning Licht PJSHT# O1ffiot""rlnr,*-ffffifa

fuel shutoff valves and ARM frre

bottle (if installed).

6. Illuminated Fire Extinguisher Armed Light - PUSH (if insta ed)'

?. Emergency Assistance - REQUEST (if warranted).

8. Battery Switch - OFF.

9. As Soon As Practical - EVACUATE.

CABIN FIRE DURING GROUND OPERATIONS

l. Power Levers - GROUND IDLE.

2. Brakes - AS REQUIRED'

3. Fuel Control Levers - CUTOFF'

4. Emergency Assist€nce - REQUEST (if warranted).

5. Battery Switch - OFF.

6. Portable Fire Extinguisher - USE as required.

7. As Soon As Practical - EVACUATE.

INFLIGHT WING OR ENGINE FIRE

l. Power Lever Affected Engine - FLIGIIT IDLE.

2. Propeller Control Lever Affected Engine - FEATI{FR. ^'

3. Fuel Control Lever Affected Engine - CUTOFF.

4. Fuel Auxiliary Boost Pump Affected Engine - OFF.

5. Illuminated Fire Warning Light - PUSH to disable the gen-

erator. close the bleed air

firewall and fuel ghutoff

vslves and ARM fire bot-

tle (if inetalled).

6. Illuminated Fire Bottle Light - PUSH (if ingtalled).

7. Fuel Crossfeed Selector - OFF.

8. Engine Securing Procedure - COMPLETE.

9. As Soon As Practical - LAND and EVACUATE'

3-10 Original lssue

sEcT|oN 3

MODEL406 (eaenEvrnrEDpRooEDURES) ETTERGENcYPRocEDURES

INFLIGHT CABIN ELECTRICAL FIRE OR SMOKE

If Source Is Known:

1, Oxygen - Use as required (If installed).

2. Faulty Equipment - OFF.

3, Fire - EXTINGUISH.

4. Smoke Removal Procedure - INITIATE if warranted.

5. As Soon As Practical - LAND.

If Source of Fire or Smoke is Unlnown:

l. Oxygen - USE as required (if installed).

2. Nonessential Equipment - OFF.

^ 3. Smoke Removal Procedure - IMTIATE if warranted.

4. If fire or smoke ceases, land as soon as practical.

5. If fire or snoke persists:

a. Fuel Crossfeed Selector - OFF.

b. Battery and Generators - OFF.

c. Fire - EXTINGUISH.

6. If fire or smoke still persists, land as soon as possible.

7. If fire or smoke decreases and if possible, maintain VFR and land

ag soon as practical.

8. If unable to maintain VFR:

a. Circuit Breakers - PULL.

b. Battery - ON.

c. Generators - ON one at a time.

d. Essential Circuit Breakers - PUSH one at a time; then, pause

to check for evidence of smoke.

e. Faulty Equipment - OFF.

f. Fire - EXTINGUISH.

g. Unaffected Essential Equipment - AS REQUIRED.

9. As Soon As Practical - LAND

SMOKE REMOVAL

1. Source of Smoke - IDENTIFY and ELIMINATE.

2. Cabin Divider Curtain - OPEN (If installed).

3. Use Of Supplemental Oxygen - AS REQUIR.ED (If installed).

4- If Source of Smoke Cannot Be Eliminated:

a. EMERGENCY DESCENT - INITIATE (as required).

b. Cabin Air Control - PULL RAM AIR control knob, PUSH

knob if intensity of smoke increases.

5. As Soon As Practical - LAND.

Original lssue 3-11

SECTION 3

EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) MODEL 406

EMERGENCY DESCENT

PREFERRED PROCEDURE

1. Power Levers - FLIGHT IDLE.

2. Propeller Control Levers - FORWARD.

3. Wing Flaps - UP.

4, Landing Gear - UP.

6. Airspeed - 229 KIAS/0.62 Mach'

IN TURBULENT ATMOSPHERIC CONDITIONS

1. Power Levers - FLIGHT IDLE.

2. Propeller Control Levers - FORWARD.

3. Wing Flape - APPR Below 2OO KIAS.

4. Landing Gear - DOWN.

5. Wing Flaps - LAND Below 180 KIAS.

6. Airspeed - 180 KIAS.

GLIDE

1. Wing Flaps - UP.

2. Landing Gear - UP.

3. Propellers - FEATHERED.

4. Cowl Flaps - CLOSED.

5. Best Glide Speed - 125 KIAS.

LANDING EMERGENCIES

PRECAUTIONARY OR FORCED LANDING WITH POWER

1. Landing Sit€ - CHECK. Fly over 120 KIAS and APPR flaps.

2. Landing Gear - DOWN or UP (at pilot's discretion).

3. Cabin Heat Source Select - OFF.

4. Nonessential EquiPment - OFF.

5. Fuel Crossfeed Selector - OFF.

6. F\el Auxiliary Boost Pumps - OFF.

7. Emergency Exit Windows - OPEN if passenger is available.

8. Wing Flaps - LAND.

9. Landing - INITIATE (in nose high attitude).

a. Fuel Control Levers - CUTOFF after touchdown.

b. Battery - OFF.

Original lssue

MODEL 406 (neenevrnrEo pRocEDUREs) EMERGENc' t.353Jl;T.3

LANDING WITHOUT POWER

1. Flaps - Approach (When Landing Site is Assured).

a. Fuel Control Levers - CUTOFF.

b. Wing Flaps - APPR.

c. Starter Switch - MOTOR. OFF after wing flaps reach the

APPR position.

2. Engine Securing Procedure - COMPLETE.

3. Nonessential Equipment - OFF.

4. Fuel Crossfeed Selector - OFF.

5. Landing Gear - DOWN (The pilot may elect to land gear up

depending on terrain).

a. Landing Gear Switch - DOWN.

b. LDG GEAR System Circuit Breaker - PULL.

c. Emergency Gear Extension T-Handle - PULL below 130 KIAS,

within gliding distance

of field.

6. Battery Switch - OFF (Day).

7. Emergency Exit Windows - OPEN if passenger is available.

8. Approach - 110 KIAS with APPR FLAPS (125 KIAS with

0"flans).

9. Landing - INITIATE (in nose high attitude).

LANDING WITH FLAT MAIN GEAR TIRE

If a blowout occurs during takeoff and the takeoff is continued,

proceed as follows:

1. Landing Gear - LEAVE DOWN.

2. Fuel Crossfeed selector - AS REQUIRED to burn off fuel from the

tank over the defective tire. Do not exceed

300 pounds asymmetric fuel loading.

3. Fuel Crossfeed Selector - OFF.

,\ 4. If a crosswind landing is required, select a nrnway with a crosswind

from the side opposite the defective tire.

5. Before Landing Checklist - COMPLETE.

6. In approach, align airplane with edge of runway opposite the defec-

tive tire, allowing room for a mild turn in the landing roll.

7. Land slightly wing-low on the side of inflated tire and lower

nosewheel for positive steering.

8. Use full aileron in landing roll to lighten load on defective tire.

9. Apply brakes on the inflated tire to minimize landing roll and to

maintain directional control.

10. Stop airplane to avoid further damage unless runway must be

cleared for other traffic.

1 June 1987 .t-to

sEcTloN 3

EMEBGENCY PROCEDURES {ABBREVIATED PROCEDURES) MODEL 406

LANDING WITH FLAT NOSE GEAR TIRE

If a blowout occurs during takeoff and the takeoff is continued,

proceed as follows:

1. Landing Gear - LEAVE DOWN.

2. Passengers and Baggage - MOVE AFT.

3. Approach - 110 KIAS with APPR wing flaps.

4. Landing Attitude - NOSE HIGH with power.

5. Nosewheel - HOLD OFF during Ianding roll.

6. Brakes - MINIMUM during landing roll.

7. Power Levers - FLIGHT IDLE.

8. Control Wheel - FULL AFT until airplane stops.

9. Taxiing - MINIMIZE to prevent further damage.

LANDING WITH DEFECTIVE MAIN GEAR

1. Fuel Crossfeed Selector - AS REQUIRED to burn off tuel from the

tank over eear. Do not exceed 300 pounds

-lsYmmetrii fuel loading.

2. Fuel Crossfeed Selector - OFF.

3. Select headwind or crosswind opposite defective gear.

4. Before Landing Checklist - COMPLETE.

5. Align airplane near the edge of runway opposite the defective

landing gear.

6. Battery Switch - OFF (daY).

?. Land wing low toward operative landing gear. Lower nosewheel

immediately for positive steering.

8. Start a moderate ground loop into defective landing gear.

9. Fuel Control Levers - CUTOFF.

10. Use full aileron in landing roll to lighten the load on the defective

gear.

It. Apply, brakes only on the operative landing gear to hold desired

rate o[ turn and sborten landlng roll.

12. Fuel Auxiliary Boost Pumps - OFF.

ls-r +1 June 1987

MODEL 406 lneenevrnrED pRocEDuRES) EMERGENcy e"353JLR3

LANDING WITH DEFECTIVE NOSE GEAR

1. Passengers and Baggage - MOVE AFT.

2. Landing Gear - DOWN.

3. Approach - 110 KIAS with APPR wing flaps.

4. Battery Switch - OFF.

5. Landing Attitude - NOSE HIGH with power.

6. Fuel Control Levers - CUTOFF.

7. Nosewheel - HOLD OFF during landing roll.

LANDING WITH POWER, LANDING GEAR RETRACTED

1. Cabin Heat Source Select Knob - OFF.

2. Nonessential Equipment - OFF.

3. Fuel Crossfeed Selector - OFF.

4. Fuel Auxiliary Boost Pumps - OFF.

5. Emergency Exit Windows - OPEN if passenger is available.

6. Approach - 110 KIAS with APPR wing flaps.

7. Wing Flaps - LAND when landing is assured.

8. Landing - INITIATE (in nose high attitude).

LANDING WITH WING FLAPS RETRACTED

1. Propeller Control Levers - FORWARD.

2. Fuel Crossfeed Selector - OFF.

3. Approach Speed - 125 KIAS.

4. Landing Gear - DOWN.

1 June 1987 3-15

SECTION 3

EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) MODEL 406

ENGINE INOPERATIVE LANDING

1. Fuel Balance - CHECK within limits.

2. Fuel Crossfeed Selector - OFF'

3. Passenger Advisory Lights - AS REQUIRED.

4. Cowl Flaps - AS REQUIRID.

5. Altimeter - SET.

6. Seat Belts and Shoulder Hamess - SECURE'

?. Propeller Control Lever - FORWARD.

8. Autofeather - OFF.

9. Wing FIaPs - T.O.

10. Approach at 110 KIAS.

11. Landing Gear - DOWN within gliding distance of field.

.12. Rudder Trim - CENTER as power is reduced.

13. Wing Flaps - LAND when landing is assured'

14. Decrease speed below 100 KIAS only when landing is assued'

15. Air Minimurr Control Speed - 90 KIAS.

16. Power Lever - GROUND IDLE after touchdown.

17. Nosewheel - LOWER GENTLY.

18. Brakes. Propeller Reverse and

Nosewheel Steering - AS REQUIRED.

ENGINE INOPERATIVE GO-AROUND (Speed above 101 KIAS)

1. Power Lever - ADVANCE to takeoff ,power- -while main'

taining straiSht-ahead fligh!. Mailtain 3 to

4 degr-eeg bank with U2 ball elip into oper'

ative engine.

2. Wing Flaps - T.O.

3. Positive Rate-of-Climb - ESTABLISH at 1O2 KIAS'

4. Landing Gear - UP.

6. Climb to Clear Obstacles ' 1O2 KIAS.

6. Airspeed - ACCELERATE to 1O8 KIAS.

7. Wing FlaPs - UP.

8. Trim Tabs - ADJUST.

9. Cowl Flaps - AS R"EQUIR.ED'

DITCHING

1. Landing Gear - UP.

2. Approach - HEADWIND if high winds.

- PARALLEL to SWELLS if light wind and heavv

swells.

3. Wing Flaps - LAND.

3-16 Original lssue

MODEL 406 lneensvrrrED pRooEDURES) EMERGENcy r"o""tFJL?.S

4. Power - AS REQUIRED (300 feet per minute rate-of-descent).

5. Airspeed - 100 KIAS.

6. Attitude - DESCENT ATTITUDE throush touchdown. Do not

flare.

SYSTEM EMERGENCIES

PROPELLER SYNCHROPHASER FAILURE

l. Propeller Synchrophaser - OFF.

. FUEL SYSTEM EMERGENCY PROCEDURES

Main Fuel Eiector and Fuel Auxiliary Boost Pump Failure (L or

R FUEL PRESS LOW Light llluminated)

1. Fuel Crosefeed Selector - OFF.

2. Fuel Auxiliary Boost Pump - ON.

3. Fuel Auxiliary Boost Circuit Breaker - CHECK. Reset as requted.

4. If FUEL PRESS LOW light rernains illuminated:

a. Affected Fuel Auxiliary Boost Pump - OFF.

b. If FUEL PRESS LOW lisht soes out, refer to ATIXILIARY

BOOST PUMP FAILURE procidure.

5. If FUEL PRESS LOW light still remains i uminated (confirmed

dual failure):

a. Maintain coordinated flight.

b. Do not exceed a 10 degrees pitch attitude.

c. Unusable fuel in the affectcd side is 150 pounds ir level at-

titudes and 300 pounds in nose up or down attitude up to + 10

oegTees.

WHEN CROSSFEEDING FROM OPPOSITE

TANK, FUEL IMBALANCE WILL IN-

CREASE RAPIDLY DUE TO THE 5OO-8OO

POUND PER HOUR RATE OF ?R/TNSFER

BETWEEN TANKS.

d. Crossfeed from opposite tank and/or suction feed as required to

maximize fuel availabilitv and control fuel balance. Descend as

required to provide stabie fuel flow indication on affected en-

gine when suction feeding. Crossfeed is unavailable from af-

fected tank.

e. As Soon As Practical - LAND.

Original lssue 3-17

SECTION 3

EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) MODEL 406

Fuel Transter Eiector Pump Failure (L or R XFER PUMP FAIL

Light llluminated with fuel quantity greater than 35 pounds)

1. Fuel Crossfeed Selector - OFF (If applicable).

2. Fuel Auxilary Boost PumP - ON.

3. Fuel Auxilary Boost Circuit Breaker - CHECK' Reset as required'

4. If condition not rectified:

a. Maintain coordinated flight.

b. Maintain pitch attitude within t15 degrees.

c. Unusable fuel in the affected tank increases 20 pounds'

Fuel Auxiliary Boost Pump Failute (L or R AUX PUMP ON and

L or R FUEL PRESS LOW light illuminated or L or R AUx

PUMP ON Light goes out when fuel auxiliary boost pump

should be operating)

1. Fuel Crossfeed Selector - OFF.

2. Affected Fuel Auxilary Boost Pump - ON'

3. Affected Fuel Auxilary Boost Circuit Breaker ' :"1":rS Reset as

4. If proper operation not restored:

a. Affected Fuel Auxitiary Boost Pump - OFF'

b. Check L or R FUEL PRESS LOW Light - OFF'

5. If using Aviation Gasoline - Maintain 18,000 feet altitude or below

if feasible.

6. If corresponding XFER PUMP FAIL Light-becones lluminated

" ?i,"iJt" "iJtiiifrttelv z3o pounds per tankl - Rcfer to TRANSFER

EJECTOR PUMP FAILURE procedure'

ELECTRICAL SYSTEM EMERGENCY PROCEDURES

Generator Failure Light llluminated (L or R GEN OFF)

1. Electrical load - DECREASE as required to prevent discharge of

the batterY.

2. GEN CONTROL Circuit Breakers - CHECK' Rcset as required'

3. Affected Generator - RESET then ON.

4. If Normal Generator Operation Does Not Occur:

a. Affected Generator - OFF.

3-18 Original lssue

MODEL 406 leaenevrerED 'RocEDURES) EMERGENcv rr353J|l?13

Engine Start Light Remains llluminated After Engine St?t (L or

R START)

1. Battery Switch - OFF.

2. Auxiliary Power Unit - DISCONNECT (If connected).

3. Fuel Control Lever - CUTOFF.

4. Engine Shutdown - COMPLETE.

Battery Overheat Light llluminated (BATT O'HEAT)

If Light Illuminates Continuously:

1. Battery Switch - OFF.

2. Left Ammeter - CHECK while holding BATT/L GEN switch in

^ BATT position.

a. If anmeter shows zero indication:

(f) Light should extinguish.

b. If anmeter shows up scale indication:

(1) Generators - OFF.

(2) All Electrical Systern Switches - OFT.

(3) After 5 minutes:

(a) Either Generator - ON.

(b) I*ft Ammeter - CHECK while holding BATT/I, GEN

switch in BAT'T position.

1) If ammeter shows up scale indication:

a) Generator - OFF.

2) If ammeter shows zero indication:

a) Generators - ON.

b) Reinstate electrical syst€ms as required.

c) Monitor overheat lights.

3. As Soon As Practical - LAND.

If Light Begins Flashing:

1. Battery Switch - CHECK OFF.

2. Generators - OFF.

3. All Electrical Systems Switches - OFF.

4. After 5 Minutes:

a. Either Generator - ON.

b. Left Ammeter - CHECK while holding BATT/L GEN switch

in BATT position.

(1) If ammeter shows up scale indication:

(a) Generator - OFF.

(2) If ammeter shows zero indication:

(a) Generators - ON.

(b) Reinstate electrical systems as required.

5. As Soon As Practical - LAND.

Original lssue g-19

Pnffiir$t pRocEDURES (ABBREVTATED PRocEDURES) MODEL 406

Inverter Failure Light llluminated (AC FAIL)

1. If Optional Dual Inverter Installed:

a. Inverter Switch - Select other inverter'

HYDRAULIC SYSTEMS EMERGENCIES

Hydraulic Pressure Light llluminated Aftel Wing Flaps or

linOing Gear Retraction or Extension (HYD PRESS ON)

1. AirsPeed - 130 KIAS or less'

2. LDG GEAR and FLAP CONTROL

" 5ii"ti"Ci."'"t'Et"ii..t - -CvciE to determine which svstem is

causing the malfunction.

3. Landing Gear and/or Wing Flap -switch RAPIDLY RECYCLE'

;. i{ itch; Fails to go out and Wing Flaps are Causing the Maltunc-

t10n:

-".--Wi"g Flaps Switch - MOVE slightly away from selected posi-

11()n.

b. If Light Rernains Illuminated:

(l) Wing Flaps Switch - SELECT desired position'

(2) FLAP CONTROL SYstem

'-' bi."oit -St"aL". - piiii "fttt wing flaps reach desired posi-

5. If Light Fails to go Out and Landing Gear is Causing the Maltunc-

tion:

a. Landing Gear Switch - RAPIDLY RECYCLE'

b. If Light Remains Illuminated:

(1) iandine Gear Switch - SELECT desired position'

(2) LDG GEAR SYstem

'-' ci.*i[ g."ul"i -'-iUl,l "tt"t landing gear reaches desired

posrf,]on.

6. Before Landing - RESET applicable circuit breaker'

Landing Gear Down And Locked Light llluminated With Geal

Handle UP And HYd Press Light Out

1. Perform "LANDING GEAR WILL NOT EXTEND HYDRAULI-

CALLY" Procedure in this section'

3-20 Original lssue

MODEL 406 lnaenevrrrEDpRocEDuRES) EMERGEN.vt"ot"tEJL?.S

Landing Gear Will Not Extend Hydraulically

1 Ainpeed - 130 KIAS or less.

2. Landing Gear Switch - DOWN.

3. LDG GEAR Systems Circuit Breaker - PULL.

4. Emergency Gear Extension T-Handle - PULL.

5. Gear Down Lights - ON; Unlocked Light - OFF.

6. If Main Gear Does Not Lock Down - YAW AIRPLANE. Airloads

will lock main eear down if

up locks have reliased.

7. Gear Warning Horn - CHECK.

8. As Soon As Practical - LAND.

Landing Gear Will Not Retract Hydraulically

1. Landing Gear Switch - DOWN.

2. Gear Down Lights - ON; Unlocked Light - OFT'.

3. Gear Warning Horn - CHECK.

4. As Soon As Practical - LAND.

ENVIRONMENTAL SYSTEMS EMERGENC]ES

Wing Overheat Light llluminated (L or R WING O'HEAT)

1. Audibly verifu bleed air flow is terminated.

2. If Doubt Exists Regarding Bleed Air Termination:

a. Cabin Heat Auto/Manual Control - MANUAL.

b. Cabin Manual Temperature Switrh - WARMER for 10 sec-

onos.

c. Cabin Heat Source

Selector - SELECT the affected engine monentarily. No heat

indicates the bleed air flow has been terminated.

3. If WING O'HEAT Light Does Not Go Out In TVo Minutes:

a. Affected Engine - SECURE (refer to Engine Securing Proce-

ourer.

b. Operative Engine - ADJUST.

c. Trim Tabs - ADJUST to maintain bank toward operative en-

glne.

d. Electrical Load - DECREASE if required to prevent batt€ry

discharge.

e, Fuel Crossfeed Selector

Selector - AS REQUIRED to maintain fuel balance. Do not

crossfeed if fire hazard exists.

f. As Soon As Practical - LAND.

3-21

Original lssue

:i?tJ3i^futpRocEDUREs (ABBREVTATEDPRocEouBES) MODEL406

Air Duct Overheat Light llluminated (AlR DUCT O'HEAT)

1. Tenperature Control Knob - MANUAL (Full counterclockwise)'

2. Manual Warmer/Cooler Switch - COOLER for approximately 15

seconog.

3. Ram Air Control - PUSH'

4. Cockpit/Cabin Air Control - PULL'

5. Cabin Air Defrost Knob - PULL.

6. If AIR DUCT O'IIEAT light does not go out in two minutes:

a. Cabin Heat Source Select Switch - OFF'

b. As Soon As Practical - LAND'

Bleed Air Contamination

1. Cabin Heat Source Select - OFF'

2. Ram Air Knob - Pull to Clear Cockpit'

i. d"Ui" Heat Source Select - LH then RH (tn isolate source)'

4. If air contanination continues:

a. If supplementary oxygen ie available:

(1) Oxygen Knob - PULL ON'

(2) Assure each occupant is using oxygen'

b. Srnoke Renoval Checklist - COMPLETE'

OXYGEN SYSTEM FAILURE OF INSTALLED)

1. Maintain altitude below 10'000 feet'

ICE PROTECTION SYSTEMS EMERGENCIES

Inadvertent lcing Encounter

1. Ignition Switches - ON.

z. Engine Inertial Separator Switches - BYPASS'

3. Pitot/Static Heat Switches - ON'

4. Stall Heat Switches - ON.

5. Propeller Deice Switches - ON.

o. Igpition Switches - OFF after 5 minutes operation'

?. Leave icing conditions as soon as possible'

3-22 Original lssue

MODEL 406 asenev^rED pRooEDURES) EMERGEN.v t*3"tiJlHS

Engine Inertial Separator System Failure

1 lnertial Separator - BYPASS (monitor Inertial Separator lights)

2. Check proper operation by noting torque drop and slight rise in

IT'T.

3. If Inertial Separator fails in

the NORMAL Mode - T\:rr,r.. ignition switches ON, and leave icing

condruona as soon as posslDle.

Pitot/Static System Failure

1. Pitot/Static Heat Switches - CHECK ON.

2. Pilot's and Copilot's Instruments - DETERMINE which instru-

ments are functioning nornally.

3. Complete flight on the operative instruments.

Propeller Oeice Failure

1. Propeller Control Lever - EXERCISE then return to CRUISE.

2. Propeller Ammeter - CHECK for proper operation by periodic fluc-

tuations within the green arc.

3. If ammeter reading is below the green arc, indicating the propeller

blades may not be deicing uniformly:

a. Propeller Deice Switch - OFF for affected propeller.

4. Leave icing conditions a8 soon as possible.

Boot Operation With One Engine Inoperative.

l. Power Lever - SET (above 65 percent \ dwing deice boot ac-

tuation.

AVIONICS BUS FAILURE

1. Applicable Avionics Bus Svititch Breaker - RESET after 3 minut€s.

2. If Switch Brealer Trips Again - OFF.

3. Determine which Avionics Systems are inoperative.

EMERGENCY EXITS

Emergency Exit Window Opening

1. Emergency Release Handle - ROTATE FORWARD.

2. Emergency Erit Window - PUSH OUT and UP until the uplock

brace holds the window open.

Original lssue 3-23

sEcTtoN 3

EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) MODEL 406

Cabin Door, Crew Door or Emergency Exit Not Secured Light

illuminared (DooR NoT LOCKED)

1. Airspeed - Reduce As Required.

2. Passenger Advisory Lights - As fuquired.

3. As Soon As Practical - LAND.

EMERGENCY LOCATOR TRANSMITTER RESCUE

PROCEDURES

Before Landing

1. VHF COM - SET 121.5 MHz or known ATC frequency and trans-

mit May Day calls for aggistance if time permits.

After Landing

1. Plug Bution - REMOVE (located on side of tailcone).

2. Emergency Locator Transmitt€r Switrh - ON.

After Rescue

1. Emergency Locator Transmitter Switch - OFF.

ENCODING ALTIMETER FAILURE (Wahing Flag Showing)

Encoding Altimetcr Failure (Waming Flag Showing)

1. ALT Circuit Breaker - CHECK IN.

2. If warning flag is still showing, use the standby barometric altim-

eter.

TRANSPONDER PROCEDURES FOR EMERGENCY SITUATIONS

Energency Signal Transmission

1. Function Switch - ON'

2. Reply-Code Selector Switches - SELECT Code ?700.

Loss-of-Communications Signal Transmission

1. Function Switch - ON.

2. Renl'.'-Code Selector

S*^ititt"" - SELECT Code ?700; WAIT 1 minute, THEN SELECT

Code ?600; WAIT f5 minutes. Repeat procedures at

same intervals for remainder of flight.

Hijacked Signal Transmission

1. Function Switch - ON.

2. Reply-Code Selector Switches - SELECT Code 7500.

3-24 Original lssue

MODEL 406 rneenEvrerEDpRocEDURES) sEcTloN 3

EMERGENCY PROCEDURES

TOTAL LOSS OF COMMUNICATIONS

In the event that the audio panel or a microphone malfunctions such

that COM operation cannot be performed on COM 1, COM 2 or COM 3,

proceed as follows:

1. Employ an altemate microphone.

If the Problem Continues:

2. Function Selector Switch - EMER COM. Speaker operation will be

inoperative in all modes.

3. Employ headsets.

4. Set the desired frequency on COM 1 and proceed with communica-

tion on that COM only.

5. Set receiver selector switches to HDST for receivers to be non-

itored (NAV, MKR, ADF or DME). A reduction in. normal am-

plitude will be experienced while operating in errergency mode.

If Communications Cannot Be Re-established

6. Refer to Transponder Procedures for Energency Situations.

7. Cornply with ATC proceduree for loss of comnunications.

ELECTRIC ELEVATOR TRIM RUNAWAY

l. Control Wheel - OVERPOWER as required.

2. AP/TRIM Disconnect Switch - DISCONNECT immediatelv.

3. Manual Elevator Trim - AS REQUIRED.

otE

After thz electric trim has been disconrncted

and the emergency is ouer, pulL th,e electrir trirn

(ELEV TRIAb c[rcuit brether' Do not attempt

to Llse the electric eleuator trin system' untiL

ground maintenance has been completed.

Original lssue 3-25

sEcTloN 3

EMERGENCY PROCEDURES (ABBREVIATEDPROCEDURES) MODEL 406

SPINS

Intentional spins are not permitted in this airplane. Should a spin

occur the following recovery procedures should be employed:

l. Power Levers - FLIGIIT IDLE.

2. Ailerons - NEUTRALIZE.

3. Rudiler - HOLD FULL RUDDER opposite the direction of

rotation.

4. Control Wheel - FORWARD BRISKLY, U2 turn of spin

after applylng full rudder.

6. Inboard Engine - INCREASE POWER to slow rotation. (If

Necessary).

After rotation has etopped:

6, Rudder - NEUTRALIZE.

7. Inboard Engine (If used) - DECREASE POWER to equaliz€

ensines.

8. Control Wheel - PULL to recover from resultant dive. Ap-

ply smooth steady control pressure.

3-26 Original lssue

AMPLIFIED EMERGENCY PROCEDURES

NOTE

A complete hnowhdge of the procedures set

t'orth in this section wilL enabLe the pilnt to cope

uLIn DATLOUS efiLergencrcs tlult can oe encoun-

tered; howeuer, thh does not dirninish the fort

thd the prirnary responsibility of the pilot b to

maintain control at all times. Good judgment

and. precise attion are essentiaL and can only be

deuebped, throu4h frequ.ent practi.ce of einer-

gency and simuLoted engine inoperatiDe proce-

\urds. The nilat must lisue a thorouah knoul-

edge of all irnergency proced.ures so tlhat in thz

euent of an emergency, reaction will be precise

and done with confidence. This is required so

the pilnt can cope uith the dernands of an emer-

Sency sttturtaon.

AIRSPEEDS FOR EMERGENCY OPERATIONS

The most critical time for an engine failure in a multi-engine airplane

is during a two or three second period late in the takeoff run while the

airplane is accelerating to Vt. A detailed knowledge of recommended one

engine inoperative airspeeds is essential for safe operation of the air-

plane.

The airspeed indicator is marked with a red radial at the air mini-

mum contrbl speed and a blue arc at the one engine inoperative best

rate-of-climb speed to facilitat€ instant recognition. The following para-

gr.aphs present a. detailed discussion of the problems associated with

arrprane emergencles.

MANEUVERING SPEED (V^)

Maneuvering speed becomes important when the airplane is approach-

ing maximum operating limit speed. Maneuvering speed of 162 KIAS at

gr6ss weight is ihe maiimum sieed at which app'iicition of full available

aerodynamic control will not overstress the airplane structure.

MAXIMUM GLIDING DISTANCE SPEED

In the event of both engines-failure condition, maximum gliding dis-

tance can be obtained by feathering both propellerr, and rnaintaining

approximately 125 KIAS with landing gear and wing flaps up at the

weight of 9360 pounds, refer to Figure 3-1.

MODEL 406 SECTION 3

EMERGENCY PROCEDURES

Original lssue 3-27

AtR M|N|MUM CONTROL SPEED (Vilca)

The multi-ensine airplane must reach the air minimum control speed

nf -gO- XnS beiore fuli control deflections can count€ract the adverse

i"ttitig "tJ v"*i"g tendencies associat€d with -one engine inoperative and

full n"ower operation on the other engine with wing flaps-in T'O' posi-

iion.'fnl" sdeed is indicated by a red iadial on the airspeed indicator'

ftotE

Buffet con be encountered os high-"as q5. KIAS,

uith airplane at maximunt takeofl weLEht and

the uind flnps in thc UP Position.

ONE ENGINE INOPERATIVE BEST RATE.OF-CLIMB SPEED

(Vvst)

The one ennne inoperative best rat€-of-climb speed. becomes ,impor-

tant when theri are no obstacles ahead on takeofl' or when rt rs dlnlcull

t"'*"irii"iri "i gain altitude in one-engine emergencies' The one engine

t"ii"?iilii'r*f .iL:o}-"ii-l speed is- 108 KIAs- with wing flaps^ and

i;ei;;-;;;t G ai sea level. Thi speed is indicated bv a blue arc 104 to

f08 KI-AS on the airspeed indicator'

The variations of wing flaps up, one engine - inop-erative best rate-

of-climb speed with altitude are shown in Sectron b' lor one- engrne

iri.Jilii"J u-*t "tititu p"*oi-u""", the wings should be banked 3 to 4

degiees toward the operative engine.

TAKEOFF DECISION SPEED (V1)

The taleoff decision speed is the airspeed-on tle ground at which' as

. r""rftii ""ein" Gitui"'ot other reasoni, a decision is made to continue

iili"iiriiini; itte takeoff. At speeds below V, the takeoff is. discontin-

ued. At speeds above V1 the takeoff is continued aa one engrne rnop-er-

;il'i;ff;ff:"v;1.-ge'KiAs u"a is the same speed as Vr for this

airplane.

TAKEOFF SAFETY SPEED (V,)

The takeoff safety speed is the speed at 50 feet above the runway

"".i""" *'J"rno"iliir"d' duting takeoir with one engine inoperative with

;i^#n"* in-lh" TO. po.itionl fh" on" engine inop-erative takeoff climb

*ii"i".1i-"iitt t""ai"g'e"* up are also speiified at this speed' v, is 102

KIAS.

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

3-28 Original lssue

MODEL 406 (nr,,rpr-rrreoeRocEDUFES) sEcTroN 3

EMERGENCY PROCEDUBES

EMERGENCIES

Engine Failure

ENGINE FAILURE BEFORE V1 (Speed Below 98 KIAS)

l. Power Levers - GROUND IDLE,

2. Brakes and Nosewheel Steering - AS REQUIRED.

11r NAC-ESSAR Y, CAUTIOUSLY APPLY RE-

YERS/NG AS REQUIRED ON THE OPERAT-

ING ENGINE. TO MAIN'IAIN DINECTION-

AL CONTROL, THE REVERSE THRUST IS

COUNTERAC'IED BY OPPOSITE BRAKE

AND RUDDER. IF RUNWAY BRAKING AC.

TION IS LESS THAN NORMAL DUE TO

LOOSE GRAVEL, SOD SURFACE, SNOW,

ICE OR RAIN. CAREFUL MODULATION OF

POWER WILL BE REQUIRED TO MAIN.

TAIN DIRECTIONAL CONTROL.

If Airplane Cannot be Stopped in Remaining Runway:

3. Fuel Control Levers - CUTOFF.

4. Battery and Generators - OFF.

1{OTE

The distance required for the airplnne to be

accelerated frorn'a standing slarl to yr on the

ground, and to decelerate tb a stop with heavy

brakins. is presented in the Accelerate Stop Dis-

hnce eha* in Section 5 for various combina-

tions of conditions.

Original lssue 3-29

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

ENGINE FAILURE AFTER Vl (Speed above 98 KIAS)

1. Aileron and Rutlder - AS REQUIRED to maintain straight

ahead flight (3 to 4 degrees bank

with U2 ball slip into operative en-

gine).

NOTE

Uncoordinated fLight in bank greater than 5

degrees will decrease the u,sable fuel.

2. Power - MONITOR.

3. Landing Gear - UP when rate-of-climb is positive.

4. Propeller - VERIFY feathered.

DO NOT RDDUCE EITHEN ENGINE'S

POWER LEVER BELOW TAKEOFF SI"T-

TING. TO DO SO WILL INACTIVATE

THE AUTOFEATHEN FEATURE.

5. Airspeed - MAINTAIN Vz to 4OO feet minimum, then in-

crease to 108 KIAS.

6. Wing Flaps - UP.

7. Trim Tabs - ADJUST.

After Reaching 1000 Feet Above Ground Level:

8. Inoperative Engine - SECURE. Refer to Engine Securing Proce-

oure.

DECISION TO ABORT TAKEOFF

l Landing Gear - CHECK DOWN. Gear Down Lights On.

2. Power Levers - FLIGIIT IDLE.

DO NOT RETARD POWER LEVERS BE-

LOW FLIGHT IDLE WHILE AIRBORNE,

3. Power Levera - GROUND IDLE after touchdown.

4. Brakes, Propeller Reverse

and Nosewheel Steering - AS REQUIRED.

J-OU Original lssue

IF NECESSARY, CAUTIOUSLY LP?LI_i.a:

iNNSN,IC AS REQUIRED ON THE OPEIIAT.

iNe rvemn. To MAINTAIN DIRECTIoN-

At cowrnor, rHE REuERSq rytRIlQT -{q.

CouNrnnecrn'D BY oPPosIrP qIAKF

Aun Einnm. IF RUNwAY BRAKIIIG AC

ilott ts ,Ess ?;IAN NoRMAI DU-P--Tq

4^ Lbbst cnnvtL, soD suRFAcE' F-t!qV'

ICn on nerN, :AREFUL MoDULATIoN PF

-p-ownn wILL BE REQUIRED To MAIN-

TAIN DIRECTION AL CONTROL.

To malie an intelligent decision in this type of emerg€ncy'.one, must

consider the field length, field elevation, air- temperature' headwrnd'

iil""o-n'"ile-ltf ;a obiiniction height. The- limitations. of one engine

;it;';";f;'il;;;-"tto*" in Section"5 should be revies'ed before takeoff'

Xi-*ir"iiii"it,ip *J- ""."tdi"t" gq distances are predicated on the^pilot

;;;;i;;*"ff ";site failure at" Vr' If the airp.lane has.alreadv lefl the

il;;;;f,;;; "'."tg"*v o""ut", it is normillv considered prudent to

;;;ii;'"" ii; t"t<eon i"teti" the d;teriorating nature of the emergencv

indicates that continued flight may become rmposslble'

If a decision is made to land, the pilot sholld rglize (l).the airplane

mav be as much as 12 knots below the sale l (J' I lap- settrng approacn

;;d ;A iij ttt"t the total distance -to complete the maneuver wrll

gi""tty """""d published accelerate stop distance

At sea level, standard day, witlr ze-ro wind and 93^60 pounds weight'

tr'"'ii.ii"""' i i l""J"."L #'gii'ii1nS-. L".a- "]:9n is 4228'feet' while lhe

;;;i;;;;;;;t",i'dishnce required to takeoff -and. climb^ ovei a 5o-foot

^ iili""r""iil";-; d;;; i"lG; "i ea 414s. is 3865 reet. rhis total

;i."fi;; ;;;; ";- "64;[ can be reduced slishtlv .under more favorable

;;;ei;i;";';i *"i+t, t""a;;ita, oi obstructidn.lieight Still hieher field

"i"?.:ti""" *iff "",i." 'ttt" *gin"' faltore tateoff- distance to lengt-hen until

ii,;' -rtltia; 'i'- -*"&;d-;#;;';;;;sstui tat'eor is impr.obible unless

;ii; ;i;;;;d ';"4-t Jisht "uou" the runwav at.ensne railure are sreat

"'ii,ri'r,"i.- ,tni; " .tlghr ae""t"iutio" and.aititude. loss while the airplane

i.-ili"" "1""""a up fo"r an engine inoperative climb'

MODEL 406 (nrapr-rrteoPRooEDUREs) SECTION 3

EMERGENCY PROCEDURES

If airplane cannot be stopped in remaining runway'

5. Fuel Control Levers - CUTOFF.

6. Battery and Generators - OFF.

Original lssue 3-31

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES} MODEL 406

During a one engine inoperative takeoff over an obstacle, one con-

dition presents an appreciable advantage; this is headwind. A decrease of

approximately 5 percent in ground distance required to clear a 50-foot

obstacle can be eained for each 10 knots of headwind. Excessive speed

above one engind inoperative best rate-of-climb speed at engine failuie is

not nearly as advantageous as one might expect since deceleration is

rapid and ground distaice is used up qriickly it higher speeds while the

airplane is being cleaned up for climb. However, the extra speed is

important for controllability.

The following facts should be used as a guide at the time of engine

failure during takeoff: (1) altitude is more valuable to safety a-fter taleoff

than is airspeed in ercess of the one engine inoperative best rate-

of-climb spe6d since ercess airspeed is lost huch mbre rapidly than is

alt itude; (2) climb or continued level flight at moderate altitude is

improbable with the landing gear extended and the propeller winrtmil-

ling (3) in no case should the airspeed be allowed to fall below the

intentional one engine inoperative speed, even though altitude is lost,

since this speed dill always providi a better chanle of climb, or a

smaller altitude loss, than any lesser speed; and (4) if the requirement

for an immediate climb is not present, allow the airplane tn accelerat€ to ,

the one engine inoperative best rate-of-climb speed with wing flaps up as

this is the optimum clirnb speed and will always provide the best chance

of climb or least altitude loss.

THE PROPELLER ON THE INOPER.

ATIVE ENGINE MUST BE FEATHER.

ED, LANDING GEAR NETRACTED AND

WING FLAPS UP OR CONTINUED

FLIGHT MAY BE IMPOSSIBLE.

One engine inoperative procedures should be practiced to better pre-

pare the pilot for actual encine inoperative emergencies. The nilot should

be very fbmiliar with the location- of all controls neceasary io complete

an emirgency shutdown and the securing procedure. Practice procedures

are in Section 4.

ENGINE FAILURE lN FLIGHT (Speed Below Vrrc )

1, Power Levers - RETARD to stop turn.

xotE

Autofeather will be inactiuated. if engine still hos

oLL Dressure-

3-32 Original lssue

2. Aileron and Rudder - AS REQUIRED toward operative en-

gine td maintain straight-ahead

flight.

NORMALLY, THE BANK ANGLE RE.

OUIRED WILL BE 5 DEGREES OR

Ltss; nownvER, INcREASE THE

BANK ANGLE AS REQUIRED TO

MAI NTAI

N STRAIGHT- AH EAD F LIGHT.

3. Pitch Attitude - LOWER NOSE to accelerate above 9O

XIAS.

4. Accomplish procedures for Engine Failure in Flight (Speed above

Vuce).

ENGINE FAILURE lN FLIGHT (Speed above VHca)

1. Inoperative Engine - DETERMINE. Idle elgine-

idle foot; also, torque' ITT

will be low.

2. Inoperative Engine Power Lever'- RETARD.

3, Inoperative Engine Propeller - FEATIIER.

4. Operative Engine - ADJUST.

l{otE

Pouer aboue FLIGH'| IDLE mary be required' on

the operating engine to maintain Syro pressure

in th.e green arc-

6. Landing Gear - UP.

6. Airspeed - 1O8 KIAS minimum.

7. Wing FlaPs - UP.

8. If airsteri is waranted, refer to AIRSTART procedure this section'

AIRSTART 15 NO? NORMALLY RECOM-

MENDED IF REASON FOR FAILURE IS

UNKNOWN OR IF ENGINE STOPPAGE

WAS DUE TO A MALFUNCTION WHICH

COULD CREATE A HAZARDOUS SITUA-

TION IF A RESTART IS ATTEMPTED.

MODEL 406 lrtrerrrreo pRocEDUREs) sEcTloN 3

EMERGENCY PROCEDURES

aame aa

and N"

Original lssue 3-33

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

9. If airstart is not warranted, refer to ENGINE SECURING proce-

dure this section.

BOTH ENGINES FAIL IN FLIGHT

llotE

OBy d.esign, the engines are totqlLy independent

of each other uith the exception of d.rauinE fuel

from the same tank d,uring crossfeeding. Fuel

starDation or contamination woul.d therefore be

sl6pect,

ODepend.ing upon the circumstances and. the

amount of auailnble aLtitude at the time of oc-

currence, the pilot may choose to configure the

airpLane for maximum gtide,and. attenpt.air-

storts, or he may prepare for an immediate

land.ing.

oElectrical Dower dDaildble uill be limited to the

arnount of inergy contained in the battery. Hy'

dlauLic gear operatinn mty not be auailable.

If Insufficient Altitude Exists to Permit Airstarts:

1. Refer to LANDING WITIIOUT POWER procedures.

If Sufficient Altitude Exists to Permit Airstarts:

1. Propellers - DO NOT FEATHER if airstari is attempt€d.

2. Airstarts - AT"TEMPT, refer to AIRSTART-STARTER ASSIST

procedures,

3. If Airstarts Fail:

a. Propellers - FEATHER.

b. Airspeed - 125 KIAS (refer to Figure 3-1 Maximum Glide).

c. Refer to LANDING WITHOUT POWER procedures.

M)TE

If time permits, aduise ATC and squawk 7700.

Passenger aduisory Lights shouLd be on and Loose

items in the cabin should be secured. Reuiew

the Emergency Exit Window Opening proce-

d.ures. Fasten seat belk and shoulder harnesses.

,J-O+ Original lssue

MODEL 406 leueurteo PRocEDUREs) SECTION 3

EMERGENCY PROCEDUBES

ENGINE SECURING PROCEDURE

l. Autofeather - OFF.

2, Power Lever - FLIGHT IDLE.

3. Propeller Control Lever - FEATHER'

4. Fuel Control Lever - CUTOFF,

5. Fuel Crossfeed Selector - OFF if fire hazard exists.

6. Fuel Auxiliary Boost Pump - OFF if fue hazard exists.

?. Cowl Flap - CLOSED.

8. Propeller Synchmphaser - OFF.

9. Generator - OFF.

+ 10. Elechical Load - REDUCE if necessary and MONITOR.

AIRSTART

STARTER ASSIST (Preferred Procedure)

THE PILOT SHOULD DEI:ERMINE THE

REASON FOR ENGINE FAILURE BEFONE

ATTEMPTING AN AIRS?ART.

Electrical Load - REDUCE.

Air Conditioner - OFF.

Windshield Antilce - OFF.

Autofeather - OFF.

Power Lever - One inch forward of FLIGHT IDLE.

Propeller Control Lever - Forward of FEATHER.

Fuel Control Lever - CUTOFF.

Fuel Quantity - CHECK.

Fuel Crossfeed Selector - OFF.

Fuel Auxiliary Boost Pump - ON.

Inoperative Engine Generator - OFF.

Operative Engine - REDUCE IT"T to 650 degrees if practical.

Airspeed - 100 KIAS minimum.

Altitude - 20,000 feet maximum.

Start Switch - START; Check ignition light on.

Fuel Control Lever - RUN above 12 percent Ns .

10.

11.

12.

13.

74.

15.

16.

Original lssue 3-35

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

l?. ITT and Ns - MONITOR (1090 degrees Celsius maximum)

IIOTE

If rise in N" and ITT are not indicated within

lb seconds, "place fuel control lever to CUTOFF

and abort start. Refer to ENGINE SECURING

CHECKLIST. Fuel control may be periodically

moved to CUTOFF then back to RUN if over-

t€mperature tendencies are encountered.

18. Start Switch - OFF Nr 52 percent or above'

19. Fuel Auxiliary Boost Pump - OFF MOMENTARILY, then NOR-

MAL.

20. Propeller Control Lever - AS DESIRED.

21. Power Lever - AS DESIRED.

22. Generator - ON.

orE

After bei.ng reset, generators may take up to 15

secorxts to come on arne.

23. Electrical Equipment - AS R.EQUIRED'

NO STARTER ASSIST

THE PILOT SHOULD DETERMINE THE

J?EASON FOR ENGINE FAILURE BEFORE

ATTEMPTING AN AIRSTART.

1. Autofeather - OFF.

2. Power Lever - One inch forward of FLIGHT IDLE.

3. Propeller Control Lever - Forward of FEATI{ER.

4. Fuei Control Lever - CUTOFF

5. Fuel Quantity - CHECK.

6. Fuel Crossfeed Selector - OFF.

7. Fuel Auxiliary Boost Purnp - ON.

8. Inoperative Engine Generatnr - OFF.

9. Ignition Switch - ON, check light on.

10. Airspeed - 100 KIAS minimum (140 KIAS if feathered).

11. Altitude - 20,000 feet maximum (15,000 feet if feathered).

3-36 Original lssue

MODEL 406 autpueteo PRooEDURES) SECTION 3

EMERGENCY PROCEDURES

72. Fuel Control Lever - RUN (After N, stabilizes)'

ITT and Ns - MONITOR (1090 degrees Celsius maximum)

M'TE

Olf rise in N, and ITT are not indicated within

10'seconds, place fuel control lever to CUTOFF

and abort start. Refer to ENGINE SECURING

CHECKLIST.

aEmerEencv airstdrts nTdv be attempted below

I0 perient-N" and outside the normal airspeed

env'elope, but'ITT should be closely monitored.

Fuel cbntrol lever may be periodically moved to

CUTOFF then back to RUN if overtemperature

tendencies are encountered.

ODo not attempt o.n air start with 0 percent N,

Ignition Switch - NORMAL after N. stabilizes above 52 percent.

Power Control Lever - AS DESIRED.

Power kver - AS DESIRED.

Generator - ON.

l{otE

After being rcset, generators nay tdke up to 15

seconds to come on line.

Electrical Equipment - AS R.EQUIRED.

Fuel Auxiliary Boost Pump - OFF momentarily' then NORMAL.

NOTE

1/ N, ha9 not dropped-.below 50 Percent on flane

out, an immedrate rehght may b€ afl,€mpteo Dy

retarding the power lever tn flight idle and tum-

ing on the ignitors. Do not 8tt€mpt_an air start

if the engine stoppage was cauaed by a known

engine m-alfunction which might make an at'

te mpted relight dangerous.

74.

to.

lb.

77.

18.

19.

Original lssue 3-37

sEcroN 3

ETvTCNOETCV PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

SMOKE AND FIRE

ENGINE FIRE DURING GROUND OPERATIONS (Sutficient

Runway Remaining to Stop)

l Power Levers - GROUND IDLE.

2. Brakes - AS REQUIRED,

3. Fuel Control Levers - CUTOFF.

4. Fuel Crossfeed Selector - OFF.

5. Illuninated Fire Warnine

Lieht - PUSH to disable the senerator, close the bleed air firewall

- and tuel shutoff valves and ARM fire bottle (if installed).

6. Illuminated Fire Extinguisher

Armed Light - PUSH (if installed).

?. Emergency Assist€nce - REQUEST (if warranted).

8. Battery Switch - OFF.

9. As Soon As Practical - EVACUATE.

CABIN FIRE DURING GROUND OPERATIONS

1. Power Levers - GROUND IDLE.

2. Brakes - AS REQUIRED.

3. Fuel Control Levers - CUTOFF.

4. Ernergency Assistance - REQUEST (if wananted).

5. Battery Switch - OFF.

6. Portable Fire Extinguisher - USE as required.

7. As Soon As Practical - EVACUATE.

INFLIGHT WING OR ENGINE FIRE

1, Power Lever Affected Engine - FLIGHT IDLE.

2, Propeller Control Lever Affected Engine - FEATIIER.

3, Fuel Control Lever Affected Engine - CUTOFF.

4. Fuel Auxiliary Boost Pump Affected Engine - OFF.

5. Illuminated Fire Warning

Light - PUSH to disable the generator, close the bleed air

firewall and fuel shutoff valves and ARM fire bot-

tle (if installed).

6. Illuminated Fire Bottle Light - PUSH (if installed).

M'TE

Power aboue FLIGHT IDLE may be required on

the operating engine to maintain gyro pressure

Ln tne Ereetu arc.

3-38 Original lssue

sEcTloN 3

MODEL406 (nr',rprrrreopRooEDURES) EMERGENoYpnoceounes

7. Fuel Crossfeed Selector - OFF.

8. Engine Securing Procedure - COMPLETE.

9. As Soon As Practical - LAND and EVACUATE'

INFLIGHT CABIN ELECTRICAL FIRE OR SMOKE

OPENING THE POUL WEATHER WIN-

DOWS OR EMERGENCY EXIT WINDOW

WILL CREATE A DRAFT IN THE CABIN

AND MAY IN?ENSIFY A FIRE,

If Source Is Known:

1. Oxygen - Use as required (If installed).

2. Faulty EquiPrnent - OFF.

3. Fire - EXTINCUISH.

4. Smoke Removal Procedure - INITIATE if warrsnted'

5. As Soon As Practical - LAND'

If Source of Fire or Smoke is Unknown:

1. Oxygen - USE as required (if insteled).

2. Nonessential Equipment - OFF.

3. Smoke Removal Procedure - INITIATE if warranted'

4. If fire or smoke ceases, land as soon alt practical.

5. If fire or smoke Persists:

a. Fuel Crossfeed Selector - OFF.

b. Battery and Generators - OFF.

M)IE

Without electrical power all electrically operated

pvros and eng.ine instruments, fuel boost purnps,

innunciator.-Li4hts,. wing flaps, nor,mal landing

pear er,tensnn and aLl aDlonlcs ulu oe rnoper-

a|u)e.

c. Fire - EXTINGUISH'

6. If fire or smoke still persists, land as soon as possible'

7. If fire or smoke decreases and if possible, maintain WR and land

as soon af] Practical.

Original lssue 3-39

SECTION 3

EMERGENCY PROCEOUBES (AMPLIFIED PROCEDURES) MODEL 406

8. If unable to rnaintain VFR:

a. Circuit Breakers - PULL.

b. Battery - ON.

c. Generators - ON one at a tirne.

d. Essential Circuit Breakers - PUSH one at a time; then, paus€

to check for evidence of smoke,

e. Faulty Equipment - OFF.

f. Fire - EXTINGUISH.

g. Unaffected Essential Equipment - AS REQUIRED.

9. As Soon As Practical - LAND.

SMOKE REMOVAL

1. Source of Smoke - IDENTIFY and ELIMINATE.

2. Cabin Divider Curtain - OPEN IIf ingtalled).

3. Use of Supplemental Oxygen - AS R.EQUIRED (If installed).

4. If Source of Smoke Cannot be Eliminated:

a. Emergency Descent - INITIATE (as required).

b. Cabin Air Controls - PULL Ran Air Control Knob, PUSH

knob if intensity of smoke increases.

5. As Soon As Practical - LAND.

SUPPLEMENTARY INFORMATION CONCERNING AIRPLANE

FIRES

With the use of modern installation techniques and material, the

probability of an airplane fire occuring in your airplane is extremely

iemote. However, in the event a fire is encountered, the following

information will be helpful in dealing with the emergency as quickly and

safely as possible.

The preflight checklist is provided to aid the pilot in detecting con-

ditions fohicli could contributi to an airplane fire. As a frre requires both

fuel and an ignition source,,close preflight inspection should -be giv_en to

the engine compartment and wing leading edge and lower surlaces. Leakg

in the"fuel system, oil system, or exhaust systcm can lead to a ground or

inflight fire.

NOTE

Flight shouJd not be attempted with known fuel,

oiL or exhaust leahs. The prnence of fuel, un'

usuaL oil or exhaust stdins mq/ be an indication

of systern leahs and shouLrJ be corrected prior to

flisht.

3-40 Original lssue

MODEL 406 rruprrrreo PRocEDURES) SECTION 3

EMERGENCY PROCEDURES

If an aimlane fire is discovered on the ground or during takeoff' but

pri.r to "oi"-iited flight, the airplane is -to be landed and/or stopped

and the passengers and crew evacuat€d as goon as pracucal.

Fires originating in flight must be controlled alquickly as possible in

an attempito prevent maior structural damage. The fuel boost pumps'

on applicable eirgine. should be turned off and. the.emergency.crcssteed

sei"it i. to OFF io reduce pnesssure on the total fuel s-ystem. The engine

on the wing in which the -fue exists should be shut down and the F/W

.h"i"ff .*ii"tt activated even though the fiue may not have originlt€d in

the fuel system. Descent for landing should be initiat€d immediat€ly'

Onenine the emergency exit or foul weather windows produces low

presiure ii cabin. Td av6id drawing th9 fiIg intg the cabin, the. emer-

^ ^gency exit and foul weather windows should. be kept closed' This con-

&iiioit i. ugg.ruut"d with the landing gear -and - {laps extcnded. Therefore,

inii pit t st"ould lower the landing geli as late in i-he landing approach as

possible. A no wing flap landi::g should also be attempted if practical.

Fire or smoke in the cabin should be controlled by identifoing and

shuttins down the faultv svsten. Normally the bleed air system wilt

remove-smoke from the cabin; however, if the smoke is intense, it may

be necessarv to initiate the bleed air contamination procedrrre presented

in this section. When the smoke is intense, the pilot may choose to *pel

itt" *-ote through the foul weather windows. The foul weather windows

"tro"tJ U" closed"immediatcly if the frre becomes nore intense when the

windows are opened.

EMERGENCY DESCENT

PREFERRED PROCEDURE

1. Power Levers - FLIGHT IDLE.

2. Propeller Control Levers - FORWARD.

3. Wing Flape - UP.

^ 4. Landing Gear - UP.

6. Airspeed - 229 KIAS/O.62 Mach.

IN TURBULENT ATMOSPHERIC CONDITIONS

l. Power Levers - FLIGIIT IDLE.

2, Propeller Control Levers ' FORWARD.

3. Wing Flaps - APPR below 2OO KIAS.

4. Landing Gear - DOWN.

6. Wing Flaps - LAND below 180 KIAS.

6. Airspeed - 18O KIAS.

Original lssue 3-41

GLIDE

In the event of an all engines failure condition, maximum gliding

distance can be obtained by feathering both propellers, closing cowl flaps

and maintaining approximately 125 KIAS with landing g€ar and wing

flaps up.

CONOITIONS:

1. Landing Gear - tjp. .

2. Winq FlaDs - up.

3. Prodeller's - Feathered.

4. Cowl Flaps - Closed.

5. B€sl Glide Spe€d.

6. Zero Wind.

010203040

GROUND DISTANCE - NAUTICAL MILES

EXAMPLE:

Weioht - 8500 Pounds.

Heidht Above Terrain - 12,000 Feet.

'20

Ers

SECTION 3

EMERGENCY PROCEDURES

Ground Drstance - 25 Nautical Milses.

{AMPLIFIED PROCEDURES) MODEL 406

Figure 3-1

MAXIMUM GLIDE

3-42 Original lssue

MODEL 406 (nr',rplrrreo pRocEDUREs) SECTION 3

EMERGENCY PROCEDURES

LANDING EMERGENCIES

Any time the pilot is faced with a precautionary or forced landing, or

nne tihere landiirg gear abnormalitiei are present, he must make de-

cisions based on the circumstances present and his complete understand-

ing of the airplane.

Of a general nature, in the case of forced landings, the following

should be-considered prior to landing. First. selec[ a suitable landing site.

Airplane control enroute must be riaintained regardless of the distrac-

tions present. If time permits, advise ATC and squawk 7?00. Passenger

advisory lights should be on and loose items in the cabin should be

secured. Review the Emergency Exit Procedures and secure seat belts

aand shoulder harnesses.

PRECAUTIONARY OR FORCED LANDING WITH POWER

l. Landing Site - CHECK. Fly over site 120 KIAS with APPR flaps.

2. Landing Gear - DOWN or UP (at pilot's discretion).

3. Cabin Heat Source Select - OFF.

4. Nonessential Equipment - OFF.

5. Fuel Crossfeed Selector - OFF.

6. Fuel Auxiliary Boost Pumps - OFF.

?. Emergency Exit Windows - OPEN if passenger is available.

8. Landing - INITIATE (in nose high attitude).

a. Fuel Control Levers - CUTOFF after touchdown.

b. Battery - OFF.

LANDING WITHOUT POWER

1. Flaps - Approach (When Landing Site is Assured).

a. Fuel Control Levers - CUTOFF.

b. Wing Flaps - APPR.

c. Starter Switch - MOTOR. OFF after wing flaps reach the

APPR position.

2. Engine Securing Procedure - COMPLETE.

3. Nonessential Equipment - OFF.

4. Fuel Crossfeed Selector - OFF.

5. Landing Gear - DOWN (The pilot may elect to land gear up

depending on terrain).

a. Landing Gear Switch - DOWN.

b. LDG GEAR System Circuit Breaker - PULL.

c. Emergency Gear Extension T-Handle - PULL below 130

KIAS, within glid-

ins distance of field.

1 June 1987 3-43

SECTION 3

EMERGENCY PROCEDURES (AI'PLIFIED PROCEDURES) MODEL 406

6. Battery Switch - OFF (Day).

7. Emergency Exit Windows - OPEN if passenger is available.

8. Approach 110 KIAS with APPR FLAPS (125 KIAS with

0oflaos).

9. Landing - INITIATE (in nose high attitude).

LANDING WITH FLAT MAIN GEAR TIRE

If a blowout occurs during takeoff and the takeoff is continued,

proceed as follows:

1. Landing Gear - LEAVE DOWN.

I{OTE

Do not attempt to retract the landing gear if a

main aear tire bLowout occurs. The main gear

tire iay be d.istorted enough to bind the main

eear stiut within the wheel uell and preuent

hter extension.

2. Fuel Crossfeed Selector - CROSSFEED AS REQUIRED to burn

off fuel from the tank over the defective

tire. Do not exceed 300 pounds asymmet-

ric fuel loading.

NOTE

Fuel should. be used from this tank first, to

liehten the load on the wing, prior to attemptine

a- Iand.ing il inflight time permits. Howeuer, an

adequate.suppiy of .fuel should. be- left. in this

tanh so lhat 11 may be used during landing.

Fuel Crossfeed Selector - OFF.

If a crosswind landing is required, select a runway with a crosswind

from the side opposite the defective tire.

Before Landing Checklist - COMPLETE.

In approach, align aimlane with edge of runway opposite the defec-

tive iire, allowing room for a mild turn in the landing roll.

Land slightly wing-low on the side of inflated tire and lower

nosewheel for positive steering.

Use full aileron in landing roll to lighten load on defective tire.

t),

3-44 1 June 1987

MODEL 406 (rvpuneo PRocEDURES) SECTION 3

EMERGENCY PROCEDURES

9. Apply brakes on the inllated tire to minimize landing roll and to

maintain directional control.

10. Stop airplane to avoid further damage unless runway must be

cleared for other traffic.

LANDING WITH FLAT NOSE GEAR TIRE

If a blowout occurs during takeoff and the takeoff is continued,

proceed as follows:

1. Landing Gear - LEAVE DOWN.

l{olE

Do not attempt to retrdct the LanrLing gear if a

nose Eear tire blnuout occurs. Thc nose gear tire

may be distorted, enough to bind thc noseuhee|

strut within the wheel welL and preuent Later

extension.

2' Passensers and Baggage lSSJrt r$$,#:n"l*,.within allowable

3. Approach - 110 KIAS with APPR wing flaps.

4. Landing Attitude - NOSE HIGH with power.

5. Nosewheel - HOLD OFF during landing roll.

6. Brakes - MINIMUM during landing roll.

7. Power t evers - FLIGHT IDLE.

8. Control Wheel - FULL AFT until airplane stops.

9. Taxiing - MINIMIZE to prevent further damage.

LANDING WITH DEFECTIVE MAIN GEAR

1. Fuel Crossfeed Selector - AS REQUIRED to burn off fuel from the

tank over defective gear; feel for detent.

Do not exceed 300 pounds aslnnmetric

fuel loading.

IIOTE

Fuel shnul.d be used from thi.s tank first to

lighten the lnad on the wing prior to attempting

a landing, if in-flight time permits; howeuer, an

adequate supply ol fu.eL shoul.d be left in the

tank so that it may be used during landing.

2. Fuel Crossfeed Selector - OFF.

3-45

Original lssue

SECTION 3

EnrEneEr'rtypRocEDuREs (AMpLTFTEDpRocEDURES) MODEL406

3. Select headwind or crosswind opposite defective gear.

4. Before Landing Checklist - COMPLETE.

5. Align airplane near the edge of runway opposite the defective

landing gear.

6. Battery Switch - OFF (day).

?. Land wing low toward operative landing gear. Lower nosewheel

immediately for positive sleering.

8. Start a moderate ground loop into defective landing gear.

9. Fuel Controls - CUTOFF.

10. Use full aileron in landing roll to lighten the load on the defective

gear.

11. Apply brales only on the operative landing gear to hold desired

rate of turn and shorten landing roll.

12. Fuel Auxiliary Boost Pumps - OFF.

LAND]NG WITH DEFECTIVE NOSE GEAR

1. Passenger and Baggage - MOVE AFT (remain within allowable

center-of-gravity limits).

2. Landing Gear - DOWN.

3. Approach - 110 KIAS with APPR wing flaps.

4. Batt€ry Switch - OFF.

5. Landing Attitude - NOSE HIGH with power.

6. Fuel Control Levers - CUTOFF.

7. Nosewheel - HOLD OFF during ground roll.

LANDING WITH POWER, LANDING GEAR RETRACTED

1, Cabin Heat Source Select Knob - OFF.

2. Nonessential Equipment - OFF.

3. Fuel Crossfeed Selector - OFF.

4. Fuel Auxiliary Boost Pumps - OFF.

5. Emergency Exit Windows - OPEN if passenger is available.

6. Approach - 110 KIAS with APPR wing flaps.

7. Wing Flaps - LAND when landing is assured.

8. Landing - INITIATE (in nose high attitude).

3-46 Original lssue

LANDING WITH WING FLAPS RETRACTED

1. Propeller Control Levers - FORWARD.

2. Fuel Crossfeed Selector - OFF.

3. Approach Speed - 125 KIAS.

4. Landing Gear - DOWN.

ENGINE INOPERATIVE LANDING

1. Fuel Balance - CHECK maximum of 300 pounds differential

2. Fuel Crossfeed Selector - OFF.

3. Passenger Advisory Lights - AS REQUIRED.

^ 4. Cowl Flaps - AS REQUIRED.

5. Altimeter - SET.

6. Seat Belts and Shoulder Harness - SECURE.

7. Propeller Control Lever - FORWARD.

8. Autofeather - OFF.

9. Wing Flaps - T.O.

10. Approach at 110 KIAS.

11. Landing Gear - LAND within gliding distance of field.

12. Rudder Trim - CENTER as power is reduced.

13. Wing Flaps - LAND when landing is assured.

14. Decrease speed below 100 KIAS only when Ianding is assured.

15. Air Minimum Control Speed - 90 KIAS.

DO NOT RETARD POWER LEVER BE-

LOW FLIGHT IDLE WHILE AIRBORNE.

NOTE

Power aboue FLIGHT IDLE may be required on

the operating engine to maintatn gyro pressure

Ln tne Ereen arc.

16. Power Lever - GROUND IDLE after touchdown.

17. Nosewheel - LOWER GENTLY.

MODEL 406 lnverrrreo PRocEDURES) SECTION 3

EMERGENCY PROCEDURES

1 June 1987 3-47

18. Brakes, Propeller Reverse

and Nosewheel Steering - AS REQUIRED.

IF NECESSARY, CAU:IIOUSLY APPLY RE-

Y'RSING AS REQUIRED ON THE OPERAT

ING ENGINE. TO MAINTAIN DIRECTION-

AL CONTROL, THE REVERSE THRUST IS

COUNTERACTED BY OPPOSITE BRAKE

AND RUDDER. IF RUNWAY BRAKING AC-

?ION IS LESS THAN NORMAL DUE TO

LOOSE GRAVEL, SOD SURFACE, SNOW,

ICE OR RAIN, CAREFUL MODULATION OF

POWER WILL BE RE?UIRED TO MAIN-

TAIN D IRECTIONAL CONTROL.

ENGINE INOPERATIVE GO-AROUND (Speed above 101 KIAS)

LEVEL FLIGHT MAY NOT BE POSSI-

BLE FOR EXTREME COMBINATIONS

OF WEIGHT. TEMPERATURE AND AL.

TITUDE.

1, Power Lever - ADVANCE to takeoff power while main-

taining straight-ahead flight. Maintain 3 to

4 degrees bank with 1/2 ball slip into oper-

ative engine.

2. Iffing Flaps - T.O.

3. Positive Rate-of-Climb - ESTABLISH at 1O2 KIAS.

4, Landing Gear - UP,

5, Climb to Clear Obstacles - 102 KIAS.

6. Airspeed - ACCELERATE to 108 KIAS.

7. Wing Flaps - UP.

8. Trim Tabs - ADJUST.

9. Cowl Flaps - AS REQUIRED.

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIEDPROCEDURES) MODEL 406

F-ot 1 June 1987

MODEL 406 leuerrrreo 'RocEDURES) EMERGENoy t"3"tPJL?13

DITCHING

1. Landing Gear - UP.

2. Approach - HEADWIND if high wind.

- PARALLEL to SWELLS if light wind and heavy

swells.

3. Wing Flaps - LAND.

4. Power - AS REQUIRED (300 feet per minute rate-of-descent)'

5. Airspeed - 100 KIAS minimum. Il,educe airplane weight by tuel

bumoff as much as practical.

6. Attitude - DESCENT ATTITUDE through touchdown. Do not

flare.

IOtE

The airplane has not been flight tested in actual

ditchinis; thus, the aboue' ricommended proce-

d.ure ii based. entirely on the best jud'gment of

Ce s s na Aircralt C ompany.

SYSTEM EMERGENCIES

ENGINE EMERGENCY PROCEDURES

PROPELLER SYNCHROPHASER FAILURE

1. Propeller Synchrophaser - OFF.

FUEL SYSTEM EMERGENCY PROCEDURES

Main Fuel Ejector and Fuel Auxiliary Boost Pump Failure (L ol

R FUEL PRESS LOW light llluminated)

1. Fuel Crossfeed Selector - OFF'

^ 2. Fuel Auxiliary Boost Pump - ON.

3. Fuel Auxiliary Boost Circuit Breaker - CHECK. Reset as required.

4. If FUEL PRESS LOW light remains illuminated:

a. Affected Fuel Auxiliary Boost Pump - OFF.

b. If FUEL PRESS LOW light goes out, refer to AUXILIARY

BOOST PUMP FAILURE procedure.

3-49

Original lssue

SECT'ON 3

EMERGENCY PROCEDURES (AMPLIFIED PRCCEDURES) MODEL 406

5. IF FUEL PRESS LOW light still remains illuminated (confirmed

dual failure) :

a. Maintain coordinated flight.

b. Do not exceed t 10 degrees pitrh attitude.

c. Unusable fuel in the affected side is 150 pounds in level at-

tjtudes ard 300 pounds in nose up or down attitude up to + 10

(legrees.

d. Crossfeed ftom opposite tank and/or suction feed as required to

maximize fuel availabilitv and control fuel balance. Descend as

reouired to provide stabie fuel flow indication on affected en-

gini when 6uction feeding. Crossfeed is unavailable from af-

iected tank.

e. As Soon As Practical - LAND.

WHEN CROSSFEEDING FROM OPPOSITE

TANK. FUEL IMBALANCE WILL IN-

CREASE RAPIDLY DUE TO THE 5OO.8OO

POUND PER HOUR RATE OF TNANSFER

BETWEEN ?ANXS.

Fuel Transfer Eiector Pump Failure (L or R XFER PUMP FAIL

Light llluminated with fuel quantity greater than 35 pounds)

1. Fuel Crossfeed Selector - OFF (if applicable).

2. Fuel Auxilary Boost Pump - ON.

3. Fuel Auxilary Boost Circuit Breaker - CHECK. Reset as required.

4. If condition not rectified:

a. Maintain coordinated flight.

b. Maintain pitch attitude withi! t 15 degees.

c. Unusable fuel in the affected tank increases 20 pounds.

M)IE

OTransfer faiLures caused by ejector transfer

oumo failure reouire limitation of cLimb pitch

'dttttid:e .( al t puip .faiture) or.diue pitch atiitude

(t'orward. pump failure) as determined by con-

tl.itions uhich cause XFER PUMP FAIL Ltght

illumination.

OII both the rnain ejector and auxiliary boost

DurrrDs are inoperatiue refer to the MAIN

.EJEC:TOR AND AUXILIARY BOOST PUMP

FAILURE procedure.

3-50 Original lssue

MODEL 406 (nupr-trteo pRocEDURES) sEcTroN 3

EMERGENCY PROCEDURES

Fwl quantity ind,ication at low frcl qtnnfiA

uith a transler failure shaul.d. be cheched in

leueL flight.

Fuel Auxiliary Boost Pump Failure (L or R AUX PUMP ON and

L or R FUEL PRESS LOW light illuminated or L or R AUX

PUMP ON Light goes out when fuel auxiliary boost pump

should be operating)

NOIE

Loss of electrical power to lhe fuel auxilairy

boost bump sultchine circuits will d.isable tEe

aux.tlidry 1)ressure switch and the AUX PUMP

ON light. The pilot should therefore monitor

continued illumination of the AUX PUMP ON

Light in conditions uhere auxiliary boost pump

operatl,on Ls requtred,.

1. Fuel Crossfeed Selector - OFF.

NOTE

Crossfeed is unauqiLabLe frorn the tank with the

failed pump. Crossfeed is auailnble from the op-

posite tank; howeuer, fuel quantity and balnnce

must be monitored. carefuLly du,e to the 500-800

pounds per hour rate of fuel transfer frorn the

feedinE lanh to the nonleeding Lanh.

Affected Fuel Auxilary Boost Pump - ON.

Affected Fuel Auxilary Boost Circuit Breaker - CHECK. Reset as

requreo.

If proper operation not restored:

a. Affected Fuel Auxiliary Boost Pump - OFF.

b. Check L or R FUEL PRESS LOW Light - OFF'

If usins Aviation Gasoline - Maintain 18,000 feet altitude or below

if teasible.

If correspondins XFER PUMP FAIL Light becomes illuminated

(below approximately 230 pounds per tank) - Refer to TRANSFER

EJECTOR PUMP FAILURE procedure.

Original lssue 3-51

sEcroN 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEOURES) MODEL 406

ELECTRICAL SYSTEM EMERGENCY PROCEDURES

Generatol Failure Light llluminated (L or R GEN OFF)

1. Electrical Load - DECREASE as required to prevent discharge of

the battery.

2. GEN CONTROL Circuit Breakers - CHECK. Reset as required'

3. Affected Generator - RESET then ON.

NOIE

After being reset, generators may tdke up to 15

seconds to come on Line

4. If Normal Generator Operation Does Not Occur:

a. Affected Generator - OFF.

Engine Stari Lighl Remains llluminated After Engine Start (L ot

R START)

1. Batterv Switch - OFF to prevent motoring the affected start motor

' during shutdown.

2. Auxiliary Power Unit - DISCONNECT (if connected)'

3. Fuel Control Lever - CUTOFF.

4. Eneine Shutdown - COMPLETE. (Rcfer to SHUTDOWN in Nor-

mal Procedures.)

The L or R ENG START light illuminatcs anv time the etart relay is

closed. This relay provides curent to the appropriate starter motor'

F.ijuii, Jt[" stait ielay to open will preclude a normal engine shutdown

"nd wiU tesult in a starier/generator f;ilure if the engine is shut down in

flight.

3-52 Original lssue

MODEL 406 (nr,,rpr-rrreoPRocEDURES) EMEBGENcYt"ot"tFJLHS

Battery Overheat Light llluminated (BATT O'HEAT)

If Light Illuminates Continuously:

1. Battery Switch - OFF.

2. l,eft Amneter - CHECK while holding BATT/L GEN switch in

BATT position.

a. If ammeter shows zero indication:

(1) Lighi will extinguish when battery temperature decreases.

b. If ammeter shows up gcale indication:

(1) Generators - OFF.

M'TE

Without electrical power all electrically operated

gyros and. engi.ne instruments, luel boos,t pumps,

annunclator LLgnLs, wlng Jtaps, normat Lanalng

gedr extension and alL aoionics will be inoper-

atLue.

(2) All Electrical System Switches - OFF'

(3) After 5 minutes:

(a) Either Generator - ON.

(b) Left Anmeter - CHECK while holding BATT/L GEN

switch in BAT'T position.

1) If ammeter shows up scale indication:

a) Generatnr - OFF'

2) If ammeter shows zero indication:

a) Generators - ON'

b) Reinstate electrical systems as required.

c) Monitor overheat lights.

3. As Soon As Practical - LAND.

If Light Begins Flashing:

1. Battery Switch - CHECK OFF.

2. Generators - OFF.

IOIE

Without electrical power all electrically operated

svros and eneine instruments, fuel boost pumps,

1nnunciator -lights, wing flaps, normaL landing

gear ertensioi and c'll A;ioiics wilL be inoper-

atwe,

3. All Electrical Systems Switches - OFF.

3-53

Original lssue

SECTION 3

EMERGENCY PBOCEDURES (AMPLIFIED PROCEDURES) MODEL 406

After 5 Minutes:

a. Either Generator - ON.

b. Left Ammeter - CHECK while holding BATT/L GEN switch

in BAT'T position.

(1) If ammeter shows up scale indication:

(a) Generator - OFF.

(2) If ammeter shows zero indication:

(a) Generators - ON.

(b) Reinstate electrical systems as required.

As Soon As Practical - LAND.

M)IE

If the LiAht begins flashing (battery therrnal

runaway indication) without first a steady

(battery ouerheat) uarning, the probLem may be

in the ind.icator circuit. In any eDent, the bdt-

tery dnd generdtors shnuld. be turned, off.

Inverter Failure Light llluminated (AC FAIL)

1. If Optional Dual Inverter Installed:

a. Inverter Switch - Select other invert€r.

M)TE

If single inuertur installed and AC FAIL light

illuminates, AC power wilL be unauailable to the

ADF, autopilot,- some optional rad,ars and at-

titude gyros.

HYDRAULIC SYSTEM EMERGENCIES

Hydraulic Pressure Light llluminated After Wing Flaps or

Landing Gear Retraction or Extension (HYD PRESS ON)

NOIE

The HYD PAESS ON annunciator liqht is illu-

minated. when the landing gear or -wtng flaps

are in an operational cycle. If the Light remains

iLluminated. after the land.ing gear and./or wing

flnps haue reached th.eir selected. positinns, pro-

ceed with the foLlnwing steps.

1. Airspeed - 130 KIAS or less.

3-54 Original lssue

MODEL 406 leueurreo pRocEouBES) EMERGENcv r*ot"tSJLRS

2. LDG GEAR and FLAP CONTROL

Systern Circuit Breakers - CYCLE to determine which system is

causing the malfunction.

3. Landing Gear and/or Wing Flap Switch - RAPIDLY RECYCLE.

IF THE HYD PRESS ON ANNUNCIATOR

LIGHT CANNOT BE EXTINGUISHED,

LAND AS SOON AS PRACTICAL TO PRE-

VENT DAMAGE TO HYDRAULIC SYSTEM

AND/OR COMPONENTS.

4. If Light Fails to go Out and Wing Flaps are Causing the Malfunc-

f,lon:

a. Wing Flaps Switch - MOVE slightly away from selected posi-

tion.

b. If Light Rcmains llluminated:

(1) Wing Flaps Switch - SELECT desired position.

(2) FLAP CONTROL System

Circuit Breaker - PULL after wing flaps reach desired posi-

f,ron.

5. If Light Fails to go Out and Landing Gear is Causing the Malfunc-

tion:

a. Landing Gear Switrh - RAPIDLY RECYCLE.

b. If Light Remains Illuminated:

(1) Landing Gear Switch - SELECT desired position.

(2) LDG GEAR System

Circuit Breaker - PULL after landing gear reaches desired

posnon,

6. Before Landing - RESET applicable circuit breaker.

NOTE

Normnl land.ine aear or winp flap operation will

not be auaila-blZ until thi adoliiable circuit

breaker is reinstated.

Original lssue 5-55

:ffiX3!$t pRocEDURES (AM'LTFTED pRocEDURES) MODEL 406

Landing Gear Down and Locked Light llluminated With Geal

Handle Up and Hydraulic Pressure Light Out

1. Perform "LANDING GEAR WILL NOT EXTEND HYDRAULI-

CALLY" procedure this section.

rtOTE

Failure of any one of the three down.Iock

switches ii th6 d.own positinn may result in an

indication of that. geai not locking down during

a eear down cvcle if the other tuo gedrs lnch

diwn first. Thi down and locked, liEht for thz

affecte.d gear, may rernain on contirutaLly regard-

less of actual gear position.

Landing Gear will Not Extend Hydraulically

l' Airspeed - 130 KIAS or less'

NOIE

As low an airspeed, as practical is recommended

as a lower airspeed will decrease thz airLoads on

the nose gear during extension, thereby ensur-

ing the greatest probabiLity of gear ertension.

Landing Gear Switch - DOWN.

LDG GEAR Systems Circuit Breaker - PULL.

Emergency Gear Extension T-Handle - PULL'

Gear Down Lights - ON; Unlocked Light - OFF.

If Main Gear Does Not Lock Down - YAW AIRPLANE. Airloads

will lock main gear down if

up locks have released.

Gear Warning Horn - CHECK.

As Soon As Practical - LAND.

THE LANDING GEAR CANNO? BE NE-

TRACTED IN-FLIGHT, ONCE THE EMER-

GENCY GEAR EXTENSION T.HANDLE

HAS BEEN PULLED. GROUND SERVICING

IS REQUIRED.

3-56 Original lssue

MODEL 406 (nvprrreo 'RooEDUBES) EMERGEN.' tt853Jl*s

Landing Gear Will Not Retract Hydraulically

1. Landing Gear Switch - DOWN.

2. Gear Down Lights - ON; Unlocked Light - OFF.

3. Gear Warning Horn - CHECK.

4. As Soon As Practical - LAND.

ENVIRONMENTAL SYSTEMS EMERGENCIES

Wing Overheat Light llluminated (L or R WING O'HEAT)

NOTE

Bleed. air flnu from the affected wing will auto-

matically be terminated, when WING O'HEAT

li6ht illuminates.

f. Audibly verify bleed air flow is terminated.

2. If Doubt Exists Regarding Bleed Air Termination:

a. Cabin Heat Autn/Manual Control - MANUAL.

b. Cabin Heat Manual Temperature Switch - WARMER for 10

aeconog.

c. Cabin Heat Source Selector - SELECT the affected engine mo-

mentarily. No heat indicatcs the

bleed air flow hag been t€rminat-

ed.

3. If WING O'HEAT Light Does not go Out in Two Minutes:

a. Affected Engine SECURE (refer to Engine Securing Proce-

b. Operative Engine - ADJUST.

I{OTE

Power aboue FLIGHT IDLE may be required on

the operating engine to maintain gyro pressure

in the green arc.

c. Trim Tabs - ADJUST to maintain bank toward operative en-

grne.

d. Electrical Load - DECREASE if required to prevent batt€ry

discharge.

e. Fuel Crossfeed Selector - AS REQUIRED to maintain fuel bal-

ance within 300 pounds. Do not cross-

feed if fire hazard exists.

f. As Soon As Practical - LAND.

3-57

Original lssue

SECTION 3

EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

Air Duct Overheat Light llluminated (AlR DUCT O'HEAT)

1.. Temperature Control Knob - MANUAL (Full counterclockwise).

2. Manual Warmer/Cooler Switch - COOT:ER for approximately 15

seconos.

3. Ram Air Control - PUSH.

4. Cockpit/Cabin Air Control - PULL.

5. Cabin Air Defrost Knob - PULL.

6. If AIR DUCT O'HEAT light does not go out in two minutes:

a. Cabin Heat Source Select Switch - OFF.

b. As Soon As Practical - LAND.

Bleed Air Contamanation

1. Cabin Heat Source Select - OFF.

2. Ram Air Knob - PULL to clear cockpit.

3. Cabin Heat Source Select - LH then RH (to isolate source).

OtE

Air contamination orginating frorn both engines

uoul.d not normally be anticipated. Leaue source

selector in each position 2 minutes to determine

if smnhc is decreasing. If one selector positinn

elirninates smoke generatian, contintn in that

posLtLon.

4. If air contamination continues:

a. If supplementary oxygen is available:

(1) Oxygen Knob - PULL ON.

(2) Assure each occupaat is using oxygen.

b. Smoke Removal Checklist - COMPLETE.

OXYGEN SYSTEM FAILURE (IF INSTALLED)

1. Maintain altitude below 10.000 feet.

J-5d Original lssue

MODEL 406 (nruprrreo 'RooEDURES) EMERGENcv t"ot83JLT.S

ICE PROTECTION SYSTEMS EMERGENCIES

Inadvertenl lcing Encounter

1. Ignition Switches - ON.

2. Engine Inertial Separatnr Switches - BYPASS.

IF THE ENGINE INERTIAL SEPARATOR IS

NOT POSITIONED TO BYPASS. MOISTURE

- MAY COLLECT UNDER THE ENCINE /N-

LET SCREEN AND FREEZE. SUBSE-

qUENTLY, THIS ICE MAY SEPARATE

AFTER ENCOUNTERING HIGHER OUT-

SIDE 'IEMPERATURES WHICH COULD RE-

SULT IN ENCINE DAMAGE.

3. Pitot/Static Heat Switches - ON.

4. Stall Heat Switches - ON.

5. Propeller Deice Switches - ON.

6. Ignition Switrhes - OFF after 5 minut€s operation.

7. I-eave icing conditions as soon as possible'

Engine Inertial Separator System Failure

1. Inertial Separator - BYPASS (monitor inertial separator lights).

2. Check proper operation by noting torque &op and slight rise in

ITT.

3. If Inertial Separator Fails

in the NORMAL Mode - T\rrn imition switches ON ald leave ic-

ing con-ditions as soon as possible.

.t-cY

Original lssue

SECTION 3

EMERGENCY PROCEDURES {AMPLIFIED PROCEDURES) MODEL 406

Pitot/Static System Failure

1. Pitot/Static Heat Switches - CHECK ON.

2. Pilot's and Copilot's Instrunents - DETERMINE which instru-

ments are functioning normally.

,{OTE

Initiate climb or descent uith fixed power and

watch for appropriate indication on rate-

of-climb, airspeed and altimeter. If the .deire

heater hns an open circuit, no amperage change

wiLl be seen uhen suitch is mnued.

3. Complete flight on the operative instruments.

I{OTE

Copilot's pitot/static system is totally separate

lrom the pilot's system.

Propeller Deice Failure

If uneven deicing of the propeller is indicated by excessive vibration:

1. Propeller Control Lever - EXERCISE then return io CRUISE.

2. Propeller Ammeter - CHECK for proper operation by periodic fluc-

tuations within the green arc.

3. If arrmeter reading is below the green arc, indicating the propeller

blades may not be deicing uniformly:

a. Propeller Deice Switch - OFF for affected propeller.

4. Leave icing conditions as soon as possible.

Boot Operation With One Engine Inoperative

l. Power Lever - SET (above 65 percent N, during deice boot ac-

tuation.

TOIE

To prouide sufficient d.eice boot pressure during

deice boot actuation, the operating, engine

shauld be aboue 65 percent N". Power above

FLIGHT IDLE may be required on the operat-

ing engine to rnaintain gyro pressure in the

gTeen arc.

3-60 Original lssue

AVIONICS BUS FAILURE

1. Applicable Avionics Bus Swikh Breaker - *ff;1".:tt.t cooling 3

a. If Switch Breaker Trips Again - DO NOT RESET.

2. With L AVIONICS BUS Switch Breaker Off. The following Avion-

ics will be inoperative:

MODEL 406 (eprpupreo pRocEDuRES) SECTION 3

EMERGENCY PROCEDURES

k. RMI 1 (OPT)

I, RAD ALTM

(oPT)

m. ALT ALERT

(oPT)

n. RADAR (OPT)

o. TELEPHONE

(oPT)

RMI 2 (OPT)

AUTOPILOT

COMP

AUTOPILOT

ACT

AUTOPILOT

Y/D

a. COM 1

b. NAV 1

c. G/S 1 (OPT)

d. AUD 2 (OPT)

e. XPDR I

a. COM 2

b. NAV 2

c. G/S 2 (OPT)

d. AUD 1

f. ADF 1

s. DME 1

h. MKR 1 (OPT)

i. coM 3 (oPT)

J. R-NAV (OPT)

e. XPDR 2 (OPT) i.

f. ADF 2 (OPT) j.

e. DME 2 (OPT) k.

h. MKR 2 (OPT) l.

3. Wiih R AVIONICS BUS Switch Breaker Off. The following Avion-

ics will be inoperative:

EMERGENCY EXITS

Emergency Exit Window Opening (Refer to Figure 3-2)

1. Emergency Release Handle - ROTATE FORWARD.

2. Emergency Exit window fj3"tn"o,HTn;1X'Hj"until.the uplock

Cabin Door, Crew Door or Emergency Exit Not Secured Light

llluminated (DOOR NOT LOCKED)

1. Airspeed - REDUCE AS REQUIRED.

2. Passenger Advisory Lighb - AS REQUIRED.

3-61

Original lssue

SECTION 3

EMERGENCY PROCEDURES {AMPLIFIED PROCEDURES) MODEL 406

3. As Soon As Praciical - LAND.

DO NOT ANEMPT TO CHECK THE SE-

CURITY OF THE CABIN DOOR, CREW

DOOR OR EMENGENCY EXIT, REMNN

AS FIN FROM THE DOON AS POSSI-

BLE WITH SEAT BELTS SECURELY

FASTENED UNTIL LANDING IS COM.

PLETED,

NOSE BAGGAGE DOOR OPEN ON TAKEOFF

If a baseaee door is left unlatched. it mav open as the nose is raised

on takeofTl The doo. will not hit a propi,llei nor will there be any

unusual handling characteristics. If suffrcient runway remains for a safe

abort, the aircraft should be stopped. If the decision is made to continue

the takeofi maintain airspeed b-eiow 120 KIAS and return for landing as

soon as practical. Avoid lowering the nose abruptly which could throw

loose objects out of the compartment.

EMERGENCY LOCATOR TRANSMITTER RESCUE

PROCEDURES

Before Landing

1. VHF COM - SET 121.5 MHz or known ATC frequency and trans-

mit May Day calls for assistance if time permits.

After Landing

1. Plug Button - REMOVE (located on side of tailcone).

2. Emergency Locator Transmitter Switch - ON.

After Rescue

1. Emergency Locator Transmitter Switch - OFF.

ENCODING ALTIMETER FAILURE (Warning Flag Showing)

1. ALT Circuit Breaker - CHECK IN.

2. If warning flag is still showing, use the standby barometric altim-

eter.

TRANSPONDER PROCEDURES FOR EMERGENCY SITUATIONS

Emergency Signal Transmission

1. Function Switch - ON.

2. Reply-Code Selector Switches - SELECT code 7700.

3-62 Original lssue

Loss-of-Communications Signal Transmission

1. Function Switch - ON.

2. Repry-code serector switches }?*S!.trr$1 tJ$t }ftlul

?600: WAIT 15 minutes. RePeat

nrocedures at same intervals for re-

hainder of flight.

Hijacked Signal Transmission

1. Function Switch - ON.

2. Reply-Code Selector Switches - SELECT Code 7500'

TOTAL LOSS OF COMMUNICATIONS

In the event that the audio panel or a microp-hone {rla]functions such

ttr"f iiji"r lti"i"ioti "annJbe le.ror*ed on cdM 1, coM 2 or CoM 3'

oroceed as follows:

1. Employ an alternate nicrophone.

If the Problem Continues:

2. Function Selector Switch - EMER COM' S-peake.r operation will be

inoDerative in all modes.

Employ headsets.

Set the desired frequency on COM 1 and proceed with communica-

tion on that COM onlY.

5. Set receiver selector switches to HDST for receivers to be mon-

" i#J1NnV, Mxn, aln or DME). A reduction in normal am-

;Iild";iti il ;ip#enced while opeiatins in emergencv mode'

I{OTE

If a second audio panel is installed', the em'er-

iency function of ihe second panel will be on

COM 2.

If Communications Cannot Be Reestablished:

6. Refer to Transponder Procedures for Emergency Situations'

?. Conply with ATC procedures for loss of comnunications'

MODEL 406 (at',rpltrreoPRocEDUREs) SECTION 3

EMERGENCY PROCEDURES

Original lssue 3-63

SECTION 3

ervreCGerubv pRocEouRES (AMpLIFTED pRocEDURES) MODEL 406

ELECTRIC ELEVATOR TRIM RUNAWAY

1. Control Wheel - OVERPOWER as required.

2. AP/TRIM Disconnect Switch - DISCONNECT immediatelv.

3. Manual Elevator Trim - AS REOUIRED.

I{OTE

After the eLectric trirn hos been disconnected.

and the ernergency is ouer, pull the ebctric trim

(ELEV TRIM) circuit breaker. Do not qttenDt

to use the electric eleuator trirn system uitil

ground maintenante has been comDleted,

SPINS

Intentio-nal spins are not pemitted in this airplane. Should a spin

occur the following recovery procedures should be eirployed:

1. Power Levers - FLIGHT IDLE,

2. Ailerone - NEUTRALIZE.

3. Rudder - HOLD FULL RUDDER oDposite the direction of

rotation.

4. Control Wheel - FORWAEI BBISKIY. l/2 turn of spin

after applying full rudder.

5. Inboard Engine - INCREASE POWER to slow rotation (if

necessary),

After rotation has stopped:

6. Rudder - NEUTRALIZE.

7. Inboard Engine (If Used) - DECREASE POWER to equal-

ize engines.

8, Control Wheel - PULL to recover from resultant dive. Ap-

ply smooth steady control pressure.

M)IE

The airplane hns not been flight tested in spins,

thtts the aboue recomrnended-procedure is 6ased

entirely on thc best judgment- of Cessnn Aircraft

UOnlpqny.

3-64 Original lssue

MODEL 406 (erupr-rrreopRocEDUREs)

EMERGENCY INFORMATION

(WHEN 9(MNO. DO I{OT T^XE ^NY LUGGAGE WIIH YOU'

SECTION 3

EMERGENCY PROCEDURES

3;sr

A 6ora_€ LARGE HANDLE srrP'HFUoooFoPE{NGANo

4_ 9"jrl*.j"j!a.L _ ___?ll ^'T4:_______

EMERGETICY EXIT WINDOWS

,aqI

L\I h

Ficure 3-2

EMERGANCY EXITS

WHEN EX

Original lssue 3-65 (3-66 blank)

MODEL 406 sEcIoN 4

\IORMAL PROCEDURES

sEcTloN 4

NORMAL PROCEDURES

TABLE OF CONTENTS

INTRODUCTION

AIRSPEEDS FOR NORMALOPERATIONS .....,.. 4.3

NORMAL PROCEDURES ABBREVIATED CHECKLIST

PREFLIGHT INSPECTION

BEFORE ENGINE STARTING

Page

4-3

ENGINE STARTING

BEFORE TAXIING

(Battery Start)

(With External Power) .

4-4

4-7

4-8

4-9

TAXIING ..

BEFORE TAKEOFF

TAKEOFF ... 4-10

4-10

CLIMB .

CRUISE.....

DESCENT

BEFORE LANDING

BALKED LANDING

AFTER LANDING ...,.....

SHUTDOWN ...

POSTFLIGHT EMERGENCY LOCATOR TRANSMIT"TER

CHECK . ...4-rz

ENVIRONMENTAL SYSTEMS ...4.72

Oxygen System '.....' 4-12

Heaiing and Ventilating Systens ' . . . .4-13 (4-14 blank)

4-11

4-72

4-t2

AMPLIFIED NORMAL PROCEDURES

PREFLIGHT INSPECTION

BEFORE ENGINE STARTING

ENGINE STARTING (Battery Start)

ENGINE STARTING (With External Power) .

ENGINE CLEARING PROCEDURES

ENGINE IGNITION PROCEDURES

BEFORE TAXIING

TAXIING

BEFORE TAKEOFF

original lssue - l July 1986

4-77

4-19

4-20

4-22

4-24

4-25

4-1

SECTION 4

NORMAL PROCEDURES MODEL 406

TABLE OF CONTENTS (CONTTNUED)

TAKEOFF

CLIMB .

CRUISE

DESCENT

BEFORE LANDING

BALKED LANDING

AT"IERLANDING..,..

SHUTDOWN

POSTFLIGHT EMERGENCY LOCATOR TRANSMITTER

CHECK .

ENVIRONMENTAL SYSTEMS

Oxygen System

Heating and Ventilating Systems .

OTHER NORMAL PROCEDURES .. . . . .

Fire Detection and Extinguishing System

Stall . . .

Maneuvering Flight . .

Night Flying

Cold Weather Operation

AVIONICS SYSTEMS NORMAL PROCEDURES

NOISE ABATEMENT ..

PROCEDURES FOR PRACTICE DEMONSTRATION OF VMCA

Practice Demonstration of Vysa

Simulated Engine Failure in Takeoff Configuration . .

FUEL CONSERVATION .

Page

4-28

4-30

4-31

4-32

4-34

4-35

4-36

4-37

4-38

4-40

4-48

4-49

4-45

4-50

Original lssue - 1 July 1986

MODEL 406 SECTION 4

NORMAL PROCEDURES

INTRODUCTION

Section 4 describes the recommended procedures for normal oper-

ations. fne first part of this section provides nornal procedural action

;;;i;"d il checkiist form. Amplification of the abbreviated checklist is

presented in the second part of this section.

I{OTE

Reler to Section 9 for amended operating Limita-

tions, operqting procedures, performance .data

and olher necessary informatrcn lor alrplanes

equipped with sPecific oPtions.

^ AIRSPEEDS FoR NoRMAL oPERATIoNS

Conditions:

l. Takeoff Weight - 9360 Pounds

2. Landins Weisht - 9360 Pounds

3. Sea Leiel, Standard DaY

(1) Air Minimum Control Speed With Wing Flaps

In T.O. Position (Vuce) . .....'90KIAS

(2) Rotation Speed With Wing Flaps In T.O' Position (VR) 98 KIAS

(3) AII Engines Best Angle-of-Climb With Wing Flaps

In T.O. Position (Vx) ... .'...102KIAS

(4) All Engines Best Rate-of-Climb Speed

With Wing Flaps In T.O. Position (Vv) . ' 109 KIAS

(5) All Engines Best Rate-of-Climb Speed

With Wing Flaps In UP Position (Vv) . . . 112 KIAS

(6) Maximum Operating Speed (V"6/M"s ) . . 229 KIAS/0'52 Mach

(?) Maneuvering Speed (Ve) 162 KIAS

(8) All Engines Landing Approach Speed

With Wing Flaps In LAND Position . . ' ' 101 KIAS

(9) Speed For Transition To Balked Landing Conditions 101 KIAS

(10) Maximum Demonstrated Crosswind Velocif . '.... 20 KNOTS

(11) Takeoff Decision Speed With Landing Gear Down (Vr) 98 KIAS

itz) Takeoff Safety Speed (V,) ... '..102KIAS

itei Intentional One Engine Inoperative Speed (VssB) . . ' ' 98 KIAS

Original lssue 4-3

SECTION 4

NORMAL PROCEDURES

Pitot Tube Cover(s) - REMOVE.

Control l,ocks - REMOVE and stow

Parkins Brake - SET.

AII Switches - OFF.

All Circuit Breakers - IN.

MODEL 406

NOTE

OVisually check inspection pLates and generaL

oirDlonp condilion durine uolh aroL"nd in-

spiction. lf night t'light is planncd. chech op

erction ol oll liehts and mah" surp a flnsh-

light ia aoailabLe.

aE&sute oirpLone has been

seruiced uith the proper grade

dnd type of ftEL

ORefer to Sectinn 8 for quatu

tities, materinls and. specilha

tions of frequedtly used. sernice

items.

'I a.

rg,

2a. b.

Spare Fuses - ENSURE availabilitv

Oxygen - ON; Quantity, Masks and Hoses (blue conneclor) -

CHECK; Orygen - OFF.

Landine Gear Switch - DOWN.

Trim T;b Controls (3) - SET for takeofi

Fuel Crossfeed Selector - OFF.

Flap Position kver and Indicator - CHECK in same position.

Battery S$'itch - ON.

Fuel Gages - CHECK quantity and opention.

Fuel Totalizer - SET.

o. Anti-Collision Lieht', - CHECK oDeration then OFF.

p. Navigation LishG (3) - CHECK o-peration then OFF.

'q. Landlng LigbG (2) - CHECK operation then OFF.

r. Taxi Light - CHECK operation then OFF.

* s. Suface Deice Lights (2) - CHECK operation then OFF.

* t. Wing Recognition Lights (2) - CHECK operation then OFF.

'r u. Oscillating Beacon Ground Recognition Lights (2) - CHECK operation

then OFF.

'r v. Electric Windshield - CHECK operation by observing discharge on

battery ammeter if inflight use is anticipated. Ensure system is turned

off after ooerational check.

w. Pitot, Stall and Vent Heat Switch(es) - ON 20 seconds then OFF.

x. Battery Switch - OFF.

v. Cabin Fire Extinzuisher - CHECK Becuritv and pressure.

z- Win&hields and Windows - CHECK for cracks and eeneral condrtion.

Wing Locker Baggage Door - SECURE and LOCKED.

Wing Flap - CHECK secwity and attachment.

Control Surface Lock - REMOVE, if installed.

Aileron and Tab - CHECK condition. fieedom of movement and tab

position.

Denotes items to be checked if the applicable optional equipment is

installed on your airplane.

Figure 4-1 (Sheet f of 3)

PREFLIGHT INSPECTION

4-4 Original lssue

MODEL 406 SECTION 4

NORI/IAL PROCEOURES

3a. b.

*k.

*t.

5a.

4a. b.

Trailing Edge Static Dischalge Wicks - CHECK condition and attach-

menl,

Stall Warning Vane - CHECK freedom of movement and warm.

Fuel Tank Fuel Quantity - CHECK; Cap - SECURE.

Fuel Tank Vent and Overboard Drain Line - CLEAR.

Bottom Outboard Wine - CHECK for fuel leaks or stains.

Outboard Deice Boot - CHECK condition and securitv.

Wing Tie Down - REMOVE.

Fuel Tank Sumps (2) - DRAIN; CHECK for water and contsmination.

Engirie _Compartment General Condition - CHECK for fuel, oil, hy-

draulic fluid and exhaust leake or starns.

Exhaust Stubs - EXAMINE stubs and scuppers for cracks or missing

material.

Oil Cooler Inlet - CLEAR.

Oil Lcvel - CHECK: Cap-Secure.

Propeller and Spinner -EXAMINE for nicks, security and oil leals.

Intake Air Openine - CLEAR.

tnboard Deic-e Booi - CHECK condir,ion and securitv.

Main Gear, Strut, Door, Tire and Wheelwell - CHECK

Engine Fire Ertinguisher Bottle Pressure - CHECK

t€mperature/charge Dressure on sage.

Crossfeed Line and ifuel Filte! Driin - DRAINT CHECK for water and

contamination.

Hydraulic Fluid Relief Overboard Line - CLEAR.

Lower luselage, Nose and Cent€r Section - CHECK for fuel, oil and

hydraulic lea-ksor stains and antenna security.

Wing Leading Edge Vent Inlet and Outlet - CHECK clear of obstruc-

trons.

Crew Door - UNLOCK door handle with kev.

Hydraulic Fluid Regervoir Level - CHECK. -

Emergency Landing Gear Blow Down Bottle Pressure - CHECK in

Lhe green arc. Check ihat red ring is not showing on the control rod. If

red ring is visible. refer to the Airplane Maintenance Manual before

flight.

Nose Baggage Door - SECURE and LOCKED (with key).

Avionics Bay Door - SECURE and LOCKED (with kei).

Nose Gear, Strut, Stop Block. Door. Tire, Wheel Well - CHECK.

Tie Down - REMOVE-

Pitot T\rbe - CLEAR and WARM.

Ram Air Inlet - CLEAR.

Pitot Tube - CTEAR and WARM.

Oxygen Overboard Discharge Indicator - CHECK ereen diec installed.

Alcohol Reservoir - CHECK for quantity, dipstickln and cap closed.

Battcry - CHECK.

Baggage Door - SECURE and LOCKED (with key).

Wing Leading Edge Vent Inlet and Outlet - CHECK clear of obstruc-

llons.

Overboard Drain Lines (2) - CLEAR.

Denotes iteds to be checked if the applicable optional equipment is

installed on your airplane.

Figure 4-l (Sheet 2 of 3)

PREFLIGIIT INSPECTION

Original lssue 4-5

SECTION 4

NORMAL PROCEDURES MODEL 406

c. Irwer Fuselage, Nose and Center Section - CHECK for fuel oil' and

hvdraulic fluid leaks or stains and anmnna secunty - ^--

d. d';;6; ii;;;"d-ru'i Fitt"" oi"in - DRAIN; CHEcK for water and

contamination

". i'u.iT""[ So-p (2) - DRAIN; CHECK fo: water qld-contamination'

i. i\4"* G;;", Si*r, ooor, Tire and Wheel Welt ' CHECK'

;. 6;;i;;'h;;;-n-Jiieui"h". Bottle Preseure - CHECK

lemperature/charge pressure on gage.

h. Oil Cooler Inlet - CLEAR.

i. Oil Level - CHECK; CaP'Secure.

i. Exhaust Stubs - EXAMINE stubs and scuppers tbr cracks or mrssrng

- material.

, k. i=Jiard Deice Boot - CHECK condition and security'

t- lntake Air OPenine' CLEAR.

;. ijffi;ll;;;,;i5pi-n'n""-' ExetnltNe for nicks' securitv "and"oil leaks'

;: b;".i;;'b;;;;ir-ent Ger'".u1--Co"dition - cHEcK for tuel' oil' hv'

dra:ulic fluid and exhaust leaks

o. Wing Tie Down - REMOVE.

,r a- Outboard Deice Boot - CHECK condition and security-'

- b. E;ft; dtb.ard Wing - CHECK for tuel leaks or stailrs'

i. Fu"t 'fu"t Vent and O-verboard Drain Line --C-LEA8'

;. b;;i i;"i FueL Quantitv - CHECK; Cap - SECURE .

l. 'giiL.-il"iu*td wine"' CHECK for tuel leaks or gtains'

i. C"irii"l Surface Lock -- REMOVE' if installed'

e. Aileron ' CHECK condition and freedom of movemem'.

fi: t;;ti';; E;;;S;ii" ois"trarge Wiits - cHEcK condition and attach-

ment.

i. Wl"e ftup - CHECK securitv and attachment. -----

j. wiiiE h&"" S"sg"ge Door -- SECURE and LOCKED'

a. Static Ports - CLEAR. Do not blow into static ports'

6. luii"on" Drain Holes - CHECK clear of obstructions'

- i. rli"*j"Lt Si"Uitiiei O"ice Boot - CHECK condition and securitv'

i. to.iiot Surface t ock(s) - R"EMOVE' if installed-'

;: il;iH; trd;;5tiii"'iii""t'-.rg"-wi"t" - CHECK condition and attach-

ment.

f. ii6;;"" and Tab - CHECK condition, freedom of movement and tab

Dosition.

s. hudder Custlock - RELEASED.

f;. ffiffi iii"ii-l - "c-Hetii condition, freedom of movement and tab

{rlliT""J st"uili*. oeice Boot - CHECK condition and securitv'

Tie Down - REMOVE.

gieuato" und Tub - CHECK condition, freedom of movement aecunty'

il."i?ir,it"i'Suuitrzei ljeice Boot - cHEcK condition and securitv'

static Pods - CLEAR. Do not blow into static ports'

Cargo Door-and Hinges ' CHECK condition and secunry'

Uoder and fower Cargo Door Lakhes - ENGAGED'

ci6in iloo. - CHECK security and conditjon'

r, l.

* Denotes items to be checked if the applicable optional equipment is

installed on your airplane.

- Fieuie 4-1 (Sheet 3 of 3)

PREFLIGHT INSPECTION

4-6 Original lssue

MODEL 406 (reenevrerED 'RocEDURES) *o*ro. r*otS3JLHS

NORMAL PROCEDURES

ABBREVIATED CHECKLIST

I{OTE

This Abbreuiated Normal Procedures Chechlist

is includ.ed. as a supplement to the AmpLified.

Normal Proced.ures. Use of the Abbreuiated

NormaL Proced,ures Chechlist should not be used

until the flight creu has become familiar with

lhe airplane and. systems. ALI amptified normaL

procedire items rnust be accomplished regarrl-

less of uhich chechlist is used.

BEFORE ENGINE STARTING

1. Preflight - COMPLETE.

2. Crew Door - LATCHED and SECURE.

3. Cabin Door(s) - LATCHED and SECURE.

4. Baggage - SECURE.

5. Parking Brake - SET.

6. Control Locks - REMOVE.

7. Seat, Seat Belts and Shoulder Harness - ADJUST and SECURE.

8. Fuel Crossfeed Selector - OFF.

9. Cabin Heat Source Selector - OFF.

10. Cowl Flaps - OPEN.

11. All Switches and Circuit Breakers - OFF and Set.

12. Generator Switches - CHECK OFF.

13. Battery Switch - ON.

14. Interior and Exterior Lights - AS REQUIRED.

15. Passenger Advisory Lights - ON.

16. Landing Gear Switch - DOWN; Check Green Lights - ON.

- 17. Annunciaior Panel, Waming Lights

and Warnine Horns - PRES'S-T:O-TEST.

18. Firewall Shutoff Switches - CYCLE, lights check.

19. Fuel Quantity - CHECK.

20. Fuel Totalizer - SET (if installed).

21. Air Conditioner - OFF.

22. Powet Levers - FLIGHT IDLE.

23. Propeller Control Levers - FEATHER.

24. Fuel Control Levers - CUTOFF.

Original lssue

SECTION 4

NORMAL PROCEDURES (ABBREVIATED PROCEDURES) MODEL 406

ENGINE STARTING (Battery Start)

1. Voltmeter - CHECK (24 volts minimum).

2. Propellers - CLEAR.

3. Fuel Auxiliary Boost Pump - ON. Check Auxiliary boost pump an-

nunciator light-ON, fuel pressure low

light-OFF.

4. Start Switch - START.

5. Ignition Lighi - CHECK ON.

6. Fuel Control Lever - RUN Above 12 percent N..

?. IT"T and Ng - MONITOR (1090 degrees Celsius Maximun).

8. Start Light - OFF Above 42 percent N, .

9. Start Switch - OFF (Ns 52 percent or Above).

10. Engine Instruments - CHECK,

11. Power Lever - INCREASE to 68 percent N, .

12, Generator Switch - ON.

13. After generator output decreases below 200 Anperes repeat steps 2

through 10, and 12 on opposite engine.

14. Power Levers - FLIGHT IDLE.

ENGINE STARTING (With Extemal Power)

1. Battery and Generator Switches - OFF.

2. External Power Unit - ENGAGE; then ON.

3. Propellers - CLEAR.

4. Fuel Auxiliary Boost Pump - ON. Check AUX PUMP ON annun-

ciator lieht on, FUEL PRESS LOW

annunciator light - OFF.

5. Start Switch - START.

6. Ignition Light - CHECK ON.

?. Fuel Control Lever - RUN Above 12 percent Ng .

8. ITT and N8 - MONITOR (1090 degees Celsius Maximum).

9. Start Light - OFF Above 42 percent Nr.

10. Start Switrh - OFF (N.52 percent or Above).

11. Engine Instruments - CHECK.

12. Second Engine - START - Rcpeat steps 3 through 11.

13. Battery Switch - ON.

14. External Power Unit - DISENGAGE and REMOVE.

15. Generator Switches - ON.

4-8 Original lssue

MODEL 406 (eaenevrnrED 'RocEDURES) *otto. t*oTFJl,o#3

BEFORE TAX]ING

1. Passenger Briefing - COMPLETE.

2. Fuel Auxiliary Boost Pump ffiX,"XP.YB}TARILY, check an-

3. Fuel Auxiliary Boost Pump - dfiflMAl-, check annunciator lights -

4. Instrument Air Pressure - CHECK.

5. Fuel Control Heaters - ON.

6. Avionics Bus Switches - ON.

7. Inverter Switch - ON.

8. Avionics - AS REQUIRED.

9. Cabin Temperature Controls - AS REQUIRED.

10. Lights - AS REQUIRED.

11. Propeller Control Levers - FORWARD.

12. Brakes - RELEASE.

TAXIING

1. Brakes - CHECK.

2. Flight Instruments - CHECK.

BEFORE TAKEOFF

1. Parking Brakes - SET.

2. Engine Instruments - CHECK.

3. Outside Air Temperature Gage - CHECK.

4. Fuel Quantity and Balance - CHECK.

5. Fuel Crossfeed - CYCLE, then OFF.

6. Trim Tabs - SET.

?. Second Stall Warning - CHECK. I

8. Wing Flaps - VERIFY T.O. Position.

9. Propeller Synchrophaser - OFF.

10. Autopilotfaw Damper - OFF (if installed). I

11. Flight Controls - CHECK.

12. Avionics, Flight Instruments and Radar - CHECK and SET.

13. Overspeed Governors - CHECK.

14. Autofeather - CHECK.

15. Autofeather - ARM.

16. Lights - AS REQUIRED.

17. Annunciator Panel - CLEAR.

1 June | 987 4-9

SECTION 4

lrbnvAr pnoceounes (ABBREVTATED eRocEDURES) MODEL 406

18. Ice Protection - AS REQUIRED.

19. Anti-collision Lights - ON.

20. Recognition Lights - ON (if installed).

21. Pitot/Static Heat - ON.

22. Seat Belts and Shoulder Harness - SECURE.

23. Parking Brakes - RELEASE.

TAKEOFF

1. Power - SET FOR TAKEOFF.

2. Arnunciators - CHECK, autofeather lights illuminated.

3. Engine Instruments - CHECK.

4. Rotate - VR (98 KIAS).

5. Airspeed - 102 KIAS until obstacles are cleared.

6. Brakes - APPLY momentarily.

7. Landing Gear - RETRACT.

8. Airspeed - 112 KIAS.

9. Wing Flaps - UP.

CLIMB

1. Power - SET (Observe ITT, torque and N" RPM limits).

2. Propellers - Synchronize manually.

3. Propeller Synchrophaser - PHASE as desired.

4. Airspeed - 140 KIAS (1i2 KIAS for maximum climb).

5. Cowl Flaps - AS REQUIRED.

CRUISE

1. Power - Set-Torque/RPM as desired (Observe ITT, torque and N,

RPM limits).

2. Propeller Synchrophaser - PHASE as desired.

3. Cowl Flaps - AS REQUIRED.

4. Fuel Crossfeed Selector - AS REQUIRED.

5. Autofeather - OFF.

la ro 1 June 1987

MODEL 406 lnesnevterED eRooEDURES) ,o*to,. ,*ot"t8Jl?.S

DESCENT

1. Cabin Heat Source Selector

and Cabin Heat Controls - AS REQUIRED.

2. Defroster Knob - PULL.

3. Fuel Crossfeed Selector - OFF.

4. Autofeather - ARM.

5. Ice Protection - AS REQUIRED.

?. Cowl Flaps - AS REQUIRED (Open if descending into warm air)'

8. Altimeter - SET.

9. Passenger Advisory Lights - AS REQUIRED.

^. 10. Seat Belts and Shoulder Harness - SECURE.

BEFORE LANDING

1. Wing Flaps - T.O. or APPR below 200 KIAS.

2. Fuel Quantity and Balance - CHECK.

3. Fuel Crossfeed Selector - OFF.

4. Landing Gear ' DOWN below 180 KIAS.

5. Wing Flaps - LAND.

6. Landing and Taxi Lights - AS REQUIRED.

?. Propeller SynchroPhaser - OFF.

8. Propeller Control Levers - FORWARD

9. AutopilotAaw Damper - OFF (if installed).

10. Approach Speed - 101 KIAS.

11. Power Levers - FLIGHT IDLE at touchdown.

12. Power Levers - GROUND IDI,E after touchdown.

13. Brakes and Reverse - AS REQUIRED.

BALKED LANDING

1. Power Levers - ADVANCE for takeoff power.

2. Balked Landing Transition Speed - 101 KIAS.

3. Wing Flaps - T.O..

4. Landing Gear - RETRACT during lFR.g.q-around or simulated IFR

go-around after establishing a positive rate-

of-climb.

5. Trim airplane for climb.

6. Airspeed - ACCEI,ERATE to 112 KIAS (after clearing obstacles). I

?. Wine Flaps - UP as soon as all obstacles are cleared and a safe

altitude and airspeed are obtained.

1 June 1987 4-11

SECTION 4

NORI,IAL PROCEDURES (ABBREVIATED PROCEDUBES) MODEL 406

AFTER LANDING

1. Ice Protection Equipment - OFF.

2. Pitot/Static Heat - OFF.

3. Transponder - SBY.

4. Radar - STBY (if installed).

5. Anti-collision Lights - OFF.

6. Recognition Lights - OFF (if installed).

7. Wing Flaps - T.O.

8. Lights - AS REQUIRED.

9. Cowl Flaps - OPEN.

SHUTDOWN

1. Parking Brake - SET if brakes are cool.

2. Postflight ELT Check - COMPLETE.

3. Avionics Master Switches - OFF.

4. Inverter Swiich - OFF.

5. Fuel Control Heater Switches - OFF.

6. Accessory Switches - OFF.

7. Power Levers - FLIGHT IDLE.

8. Propeller Control Levers - FEATHER.

9. ITT below 610 degrees Celsius for one minut€.

10. Fuel Control Levers - CUT OFF.

11. Fuel Auxiliary Boost Pumps - OFF.

12. Generator Swirches - OFF.

13. Battery Switch - OFF.

POSTFLIGHT EMERGENCY LOCATOR TRANSMITTER

CHECK

1. VHF Communications Transceiver - ON and select 121.5 MHz'

2. Audio Control Panel - AS REQUIRED.

3. If Audible Tone Heard - Emergency Iocator transmitter switch OFF

then NORM.

4-12 Original lssue

MODEL 406 lreanevrnrED pRocEDURES) ro^"o. ""3"t3J1H6

ENVIRONMENTAL SYSTEMS

OXYGEN SYSTEM (IF INSTALLED)

If oxygen use is desired, proceed as follows:

1. Oxygen Control Knob - PULL ON.

2. Mask - Connect and put mask on.

3. Oxygen Flow Indicator - CHECK flow (green indicates flow).

HEATING AND VENTILATING SYSTEMS

Heater Operation - Ground:

1. Starting Engine Procedures - COMPLETED.

2. Cabin Heat Source Select - BOTH.

3. Cabin Heat Auto Control - MANUAL.

4. Cabin Heat Manual Switch - AS DESIRED.

5. Defrost and Cockpit/Cabin Air Knobs - AS DESIRED.

6. Cabin Heat Auto Control - ROTATE AS DESIRED.

Heater Operation - Flight:

1. Cabin Heat Source Select - BOTH.

2. Cabin Heat Auto Control - AS DESIRED.

3. Defrost and Cockpit/Cabin Air Knobs - AS DESIRED.

Original lssue 4-13 (4-14 blank)

AMPLIFIED NORMAL PROCEDURES

PREFLIGHT INSPECTION

The Preflight Inspection, described in Figure 4-1, is recommended for

the first,flight of the day Inspec.tion procedures for subsequent flights

may De aDDrevraf,eo at tne pttot s drscretlon.

M)TE

If a subsequent nreflipht insnection is oerformpd

ihnrtly afier shitd6w-n, be aware that eniine air

intake leading ed.ge g.s well a.s exho.ust outlets

may be uem hot.

A. If the airplanc has been in extended storage, has had recent major

maintenance or has been operated from marginal airports, a more exten-

sive ext€rior iaspection is recommended.

. After rrajor maintenance has been performed, a thorough preflight

inspection, accordance with Figure 4-1, should be completcd. Pay pir-

ticular attention to the security of access panels and dobrs and fr6e and

correct movement of control surfaces. If the airplane hae been waxed or

polished, check the external static pressure aource holes for obstructions.

The fire extinguisher bottles, located in main wheel well, should be

checked for the properly serviced indication. The indicated pressure will

change with change in ambient temperature.

If the airplane has been exposed to much ground handline, or has

been parked in a crowded hangar. it should be checked for dents and

scratches on wings, fuselage and tail surfaces, as well as damage to

navigation, anti-collision and landing lights, deice boots and avionics

antennas.

Outside storage may result in water and obstructions in airspeed

,-, "ystgT lines, condensation in fuel tanks, and dust and dirt in- the engine

' arr lnlet and exhaust areas. If anv water is detected in the fuel svstem.

the fuel tank sump quick-drain valves, fuel crossfeed line quick-drain

va.lves and fuel lllter quick-drain valves should all be thoroughly drained

until there is no evidence of water or sediment contaminaiion-. Outside

storage in windy or gusty areas, or adjacent to taxiing airplanes, calls for

special attention to control surface stops, hinges and brackets to detect

presence of wind damage. The recommended use of the control locks will

remove this problem.

Prolonged storage of the airplane will result in a water buildup in the

fuel which "leaches out" the fuel additive. An indication of this is when

an excessive amount of water accumulates in the fuel tank sumps. Refer

to Section 8 for fuel additive servicins.

MODEL 406 1er'aer-rrreopRocEDURES) SECTION 4

NORMAL PROCEDURES

Original lssue 4-15

SECTION 4

NORMAL PROCEDURES

Exhaust stubs and the exhaust heated inlet scuppers inside each stub

should be inspected for overall condition prior to each flight. Missing. or

cracked scuppers may prevent the continuous inlet heat from operating

prope y.

If the airplane has been operated from muddy fr-e.lds- or in snow or

slush, check- the main gear and nose gear wheel yqlls f91 obstructions

and cleanliness. Operation from a gravel or cinder field will require extra

attention rc propdller tips and hoiizontal stabilizer leading edg-es where

abrasion can' be' encoun-tered. Propeller stone damage can seriously re-

duce the fatigue life of the blades'

Freouentlv check all components of the landing gear retracting mecha-

nisms,'shocl struts, tires and brakes. This is esp€cially, important on

aimlanes oneratins from rouqh frelds and/or high altitudes. Improperly

ierviced shirck strits could ciuse excesgive landing and taxi loads on the

airplane structure. Landing gear shock struts should be checked before

"^"il nisltt to ensure they-aie not collapsed' This can readily be deter-

nined b1 a visual inspection of the shoik strut lower piston assembly. If

ttr" "ttpiint"a surface of the lower piston assembly is not visible. the

sliock itrut is collapsed and must be serviced before the airplane is

opet ted. A completeiy collapsed (zero ent€nsion) shock strut could cause

a'malfunction i; the -landing gear retraction syst€m. Airplanes that are

op"iut"O fro- rough fields, 6sfeciatly at high i titudes, are subjected to

abnormal landing gear abuse.

To nrevent loss of fuel in flieht, mahe sure the fuel tank filler caps are

tisfitii sealed. The fuel tank -venLs on the lower surface of the tanks

sliouli also be inspected for obstructions, ice or water, especially after

operation in cold, wet weather.

The interior inspection will vary according to, the plannq4 flight.and

the oDtional equipment installed. Prior to high-altitude flights. it is

imporiant to ch-eci< the condition and quantity of oxygen face masks (iI

i""'taUeal and hose assemblies. The oxygen supply system (if installed)

should bb functionally checked to ensur6 that it is in working order. The

o"vgutt p."".ut" sagd (if installed) should indicate 300 to 1850 pounds

pei "squate inch dEpinding upon the anticipated requirements.

Satisfactory operation of the fuel control heaters, pitot- tubes, static

sources and itall- warning transmitter heating elements is determined by

observins a discharge olithe ammeter when the fuel control, pitot/static

and stali vane switihes are turned ON' Actuating the pitot/static and

stall vane switches for 20 seconds, immediately prior to the exterior

inspeclion. will warm the heating elements sufficiently so they will feel

warm to ihe touch during the -inspection. lf operation of the static

source heaters is questionable, -run the back- of -a finger from the fuselage

skin across the stitic port and then onto the fuselage skin. If operation

is still ouestionable, the effectiveness of these heating elements can be

verified'by cautiously feeling the heat of these devices while the

Ditot/static heat switches are on.

{AMPLIFIED PROCEDURES) MODEL 406

4-16 Original lssue

If the emergency landing gear extension T-handle was noticed to be

partly extended during, the cockpit preflight lnppection. the emergency

Jandrng gear exlension blow down valve assembly should be reset a1 th'e

blowdown bottle in the left nose compartment in accor&nce with the

airplane Maintenance Manual. If the rld band is visible, the blowdown

bottle must be serviced in accordance with the airplane Maintenance

Manual before flight. lf the red band is not showins, push the cable

towards the valve assembly, then check the bottle -pressure gage for

norm{u pressure.

Flights at night and in cold weather involve a careful check of other

specific areas which will be discussed later in this section.

BEFORE ENGINE STARTING

MODEL 406 lnver-rrreo pRocEDUREs) sEcloN 4

NORMAL PBOCEDURES

10.

11.

t2.

13.

14.

15.

16.

Preflight - COMPLETE.

Crew Door - LATCHED and SECURE.

Cabin Door(s) - LATCHED and SECURE.

Baggage - SECURE.

Parking Brale - SET.

Control Locks - REMOVE.

Seat, Seat Belts and Shoulder Harness - ADJUST and SECURE.

Fuel Crossfeed Selector - OFT.

Cabin Heat Source Selector - OFF.

Cowl Flaps - OPEN.

All Switches and Circuit Breakers - OFF and SET.

Generator Switches - CHECK OFF.

Battery Switrh - ON.

Interior and Erterior Lights - AS REQUIRED.

a. Master Lighting Swit{h , AS REQUIRED.

b. Panel Lights - AS REQUIRED.

c. External Lights - CHECK OFF.

I{OTE

Ground oper.ation of the high intensity anti-

collision tighls can be of.considerablc annoyance

Lo Erouna personnet and other pllots.

Passenger Advisory Lights - ON.

Larding Gear Switch - DOWN; Check Green Lights - ON.

Original lssue 4-17

1?. Annunciator Panel and Warning Lights - PRESS-TO-TEST.

a. Annunciator Panel Master

Warning Lights - PRESS to reset mast€r warning.

l{olE

The press-to-test function wiLI also test the

landi.ig gear warning horn, stall warning horn,

autopiloi mode repeater annunciators, aLL marh'

er bbacon tights, altitude alert annunciator and

the RN ani BC lights in the NAV 2 Indicator'

The gyro inuerter and auionics bus switches

nust 6e ON to check the light displays in the

autop ilo t mo de selecto r.

18. Firewall Shutoff Switches - DEPRESS, Bleed Off or Optional Fire

Bottle Armed lights illuminated; DE-

PRESS again, lights go out.

SECTION 4

NORMAL PROCEOURES 1AMPLIFIED PROCEDURES) MODEL 406

19.

20.

21.

ANY TIME THE WHITE FIRE EXTIN-

GUISHER LIGHTS ARE ILLUMINA'|ED,

DEPRESS/NG THE BUTTON WILL FIRE

THE BOTTLE.

Fuel Quantity - CHECK.

Fuel Totalizer - SET (if installed).

Air Conditioner - OFF.

Power Levers - FLIGHT IDLE.

THE PROPELLER NEVERSING LINKAGE

CAN BE DAMAGED IF THE POWER LE-

VERS ARE MOVED AFT OF THE FLIGHT

IDLE DETENT WHEN THE ENG/NES ARE

NO? Rt/NNING.

Propeller Control Levers - FEATHER.

Fuel Control Levers - CUTOFF.

24.

4-18 Original lssue

MODEL 406 (rurpurreo pRocEDUREs) SECTION 4

NORMAL PROCEDURES

ENGINE STARTING (Battery Stan)

Voltmeter - CHECK (24 volts minimum).

Propellers - CLEAR.

Fuel Auxiliary Boost Pump - ON. Check AUX PUMP ON annun-

crator light ON, FUEL PRESS LOW

annunciator OFF.

Start Switch - START.

Ignition Light - CHECK ON.

Fuel Control Lever - RUN above 12 percent N" .

ITT and Ns - MONITOR (1090 degrees Celsius maximun).

IF NO ITT R/SE 13 OBSERVED WITHIN 10

SECONDS AFTER MOVING THE FUEL

CONTROL LEVDR TO RUN. OR ITT RAP-

IDLY APPROACHES 1O9O DEGREES CEL-

SIUS. MOVE THE FUEL CONTROL LEVER

TO CUT-OFF AND PENFORM ENGINE

CLEARING PROCEDURE.

8. Stari Light - OFF above 42 percent Ns.

9. Start Switch - OFF (Ns 52 percent or Above).

10. Engine Instruments - CHECK.

11. Power Lever - Increase to 68 percent N. .

12. Generator Switch - ON.

13. After g€nerator output decreases below 200 amperes, repeat steps 2

through 10, and 12 on opposite engine.

M)TE

ODuring a cross start of either engine the ENG

START lieht for the lirst engine slarted. may

blink as the enEine being started nears the end

ol its start cyile. Norially the tight uill not

blink but if it does it is acceptable.

OIf eith.er ENG START light remains ON after

engine stqrt, the stdrt relay or cross start rel,ay

is clnsed. Perforrn SHUTDOWN.

14. Power Levert - FLIGHT IDLE.

Do not operate or, Il.irrror", d.uring engine

starts,

Original lssue 4-19

SECTION 4

NORMAL PROCEDURES {AMPLIFIEDPROCEDURES) MODEL 406

ENGINE STARTING (With External Power)

1. Battery and Generator Switches - OFF.

SHOULD THE EXTERNAL POWER UNIT

DROP OFF LINE DURING START, A TOTAL

,LOSS O,F ELECTRICAL POWEN WILL RE-

SULT WHICH COULD RESULT IN A HOT

START (ITT WILL BE INOPERATIVE).

SHOULD A IOSS OF ELECTNICAL POWER

OCCUR, IMMEDIATELY PLACE THE FUEL

CONTROL LEVER TO CUT OFF, TURN THE

BATTERY SWITCH ON, MONITOR ITT

AND ENSURE THE ENGINE IS SHUTTING

DOWN. PLACE THE STARTER SWITCH TO

THD MOTOR ONLY POSITION TO AID IN

REDUCING ITT IF NECESSARY.

M)TE

When an external power unit is used, ensure

the unit is negatioe[y ground.ed dnd regulated to

28 uolts DC with a capability of prouiding a

minimum ol 800 amperes during the starting

cycle. Exlernal power units with output exceed-

ing 1700 amperes shall not be used.

External Power Unit - ENGAGE; then ON.

Propellers - CLEAR.

Fuel Auxiliarv

Boost Pump - ON. Check AUX PUMP ON annunciatnr light ON,

- FUEL PRESS LOW annunciator light - OFF.

Start Switch - START.

Ignition Light - CHECK ON.

Fuel Control Lever - RUN above 12 percent N, . naximum).

IF NO ITT R/SE 15 OBSERVED WITHIN 10

SECON'S AFTER MOVING THE FUEL

CONTROL LEVER TO RUN, OR ITT RAP-

IDLY APPROACHES 1O9O DEGREES CEL.

SIUS, MOVE THE FUEL CONTROL LEVER

TO CUT OFF, START SWITCH OFF AND

PERFORM ENG/NE CLEARING PNOCE-

DURES.

4-20 Original lssue

10.

I1.

72.

MODEL 406 (ar',rpr-rrreo pRocEDUREs) SECTION 4

NORMAL PROCEDURES

ITT and N. - MONITOR (1090 degrees Celsius rnaximum).

Start Light - OFF above 42 percent N, .

Start Switch - OFF (Ns 52 percent or above).

Engine Instruments - CHECK.

Second Engine ' START - Repeat steps 3 through 11.

I{OTE

ODuring a cross start of either engine the ENG

START light for the first engine started mat/

blink as the engine being started nears the end

ol its start cycle. NormalLy the Light wilL not

blink but if it d.oes it is acceptabLe.

OIf either ENG START light remains ON

stead.y after engine start, the start relny or cross

start relay is closed.. Petorm SHUTDOWN.

13. Battery Switch - ON.

14. External Power Unit - DISENGAGE and REMO\rE.

15. Generator Switches - ON.

Engine starts may be made with airplane battery power or with an

external power unit. However, it is recommended that an external power

unit be used when the ambient air temperature is less than 0 dLgrees

Fahrenheit (-18 degrees Celsius). Refer to Cold Weather Operation ir

this section when ambient temperature is below 0 degrees Fahrenheit

(-18 degrees Celsius).

Before engine starting with the airplane batteries, check the voltmeter

for a minirnum of 24 volts. After startins the first encine, allow the

generator charge rate to decrease below 20d amperes before starting the

Secono englne.

With turbine engines, the operator must monitor ITT during each

engine start to guaid against a'"hot" start. The operator must be ready

to immediately stop the start if ITT exceeds 1090 degrees Celsius or is

raoidlv aonroachina this limit. Usuallv "hot" scarts are not a problem if

thi n6rm'al startin[ procedures are followed. A "hot" start is caused by

excessive fuel flow at normal revolutions per minutc or normal fuel flow

with insufficient revolutions per rrinute. The latter is usually the prob-

lern which is caused by attempting a start with low battery voltage. If a

cold encine does not o-,rite iate at"52 percent, it is acceptable to a-dvance

the poier lever slightly. If the staitc accelerates the gas generator

rapidly above 20 percent, suspect gear train decouple. Do not continue

start. Rapid acceleration through 35 percent Ns suggests a start on the

secondary nozzles. Anticipate a hot start.

Original lssue 4-21

SECTION 4

NORMAL PROCEDURES

A.fter an aborted start for whatever reason, it is essential before the

""ii'.t"ti attempt to allow adequate time to drain off -unburnt fuel'

f'uit"." to drain'all residual fuel -from the engine could- lead to a hot

sGrt, a hor streah leading to hot section damage. -or. the. torching of

buming fuel from engine eihaust on the next successful igrition.

A dry motoring, within start€r limitation after confirming- that all fuel

drainagt has stopled, will ensure that no fuel is trapped before the next

starl.

ENGINE CLEARING PROCEDURES

1. Fuel Control Lever - CUTOFF.

2. Fuel AuxiliarY Boost PumP - ON.

3. Start Switch - MOTOR.

DO NOT EXCEED THE S']:ARTING CYCLE

LIMITATIONS; REFER TO SECTION 2,

4. Start Switch - OFF

5. FueI AuxiliarY Boost PumP - OFF.

ENGINE IGNITION PROCEDURES

For most operations, the ignition switch is left q -t-he NOR|'I nosi-

tioir]'w-l*, it E -i*it"h in thii position, ignition is oN onlv when the

starter switch is in the START position.

However. the ienition swikh should be truned ON to provide continu-

ous ignition undei the following conditions:

1. Emergency engine starts without starter assist.

2. Operation on wat€r or slush covered runways.

3. Flight in heavy PreciPitation'

4. During inadvert€nt icing encounters until the inertial ha"c been in

BYPASS for 5 minutes'

5. When near fuel exhaustion as indicated bv RESERVOIR FUEL

LOW annunciator ON.

{AMPLIFIED PROCEDURES) MODEL 406

4-22 Original lssue

MODEL 406 (nr"rpr:rreo pRocEDuRES) *o""or r"ot"t8Jl*S

BEFORE TAXIING

1. Passenger Briefing - COMPLETE.

2. Fuel Auxiliary Boost Pump - OFF momentarily, check AUX

PUMP ON and FUEL PRESS LOW

annunciators - OFF.

3. Fuel Auxiliary Boost Pumps - NORMAL, check annunciator

lights - OFF.

4. Instrument Air Pressure - CHECK.

5. Fuel Control Heaters - ON.

6. Avionics Bus Switches - ON.

?. Inverter Switch - ON.

8. Avionics - SET.

9.. Cabin Temperature Controls - AS REQUIRED.

a. If heating/defrosting are desired:

(1) Cabin Heat Source Select - BOTH.

TOTE

Manual Cabin Heat Control will oDen and clnse

the tentperdture control ualue lasier thnn Auto

Cabin Heat Control.

(2) Cabin Heat Auto Control - ROTATE AS DESIRED.

(3) Defrost and Cockpit/Cabin Air Knobs - AS DESIRED.

b. If ventilation is required:

(1) Cabin Heat Source Select - OFF.

(2) Fresh Air Fan Switch - LOW or HIGH.

(3) Ram Air Knob - PUSH.

(4) Defrost and Cabin/Cockpit Air Knobs - AS DESIRED.

(5) Overhead Ventilation Blower Switch (If Instaled) - HIGH

or LOW.

10. Lights - AS REQUIRED.

11. Propeller Control Levers - FORWARD.

M)TE

Do not use reuerse unless the propeller control

Leuers are in the full forward position.

12. Brakes - RELEASE.

4-23

Original lssue

TAXIING

1. Brakes - CHECK.

2. Flight Instruments - CHECK.

A steerable nosewheel, interconnected with the rudder system, pro-

vides positive control up Lo 15 degrees left or right, and free -turning

from i5 desrees I"o 50 degrees for tharp turns during taxiing. Norma-l

steerins mai be aided thro-ugh use of difierential braling and differential

power 6tr tlie main wheels. These aids are listed in the preferred order of

irse. Do not use excessive brake on the inboard side to effect a tuming

radius as decreased tire life will result.

l{otE

If the airnlane is parhed uith the nosewheel

iastered. in eithei direction, initial taxiing

shoul.d. be done uith caution. To strdighten the

nosewhnel use full opposite rudder and d.iffer-

ential power instead of differential brahing.

After a few feet of foruard. trauel, th.e nosewheel

wiLI steer normalLy.

When taxiilg near buildings or other stationary objects, observe the

minimum tumiirg distance limits; refer to Section 7. No ab,normal pre-

cautions are required when taxiing in conditions of high winds.

At some tine early in the taxi run, the brakes should be checked for

anv unusual reaction, such ari uneven bra-king. The horizontal situation

indicator should be checked for normal slaving and cross-checked with

the standbv mametic compass. Normal slavinE is indicated by oscilla-

tions of th6 gyro slaving indicator about the null point {45 degrees fixed

reference line on the HSI).

Taxi speed can be reduced by using normal bra-kir:g or by retarding

the oowei levers toward reverse aB des-ired' Minimize the use of reverse

thruit on unprepared surfaces. Placing one propeller into feather can aid

in reducing taxiing speed.

SECTION 4

NORi,l!AL PROCEDURES 1AMPLIFIED PBOCEDURES) MODEL 406

4-24 Original lssue

MODEL 406 (nrr,lpr-rrreopRocEDURES) SECTION 4

NORMAL PROCEDURES

,h"l

BEFORE TAKEOFF

1. Parking Brakes - SET.

2. Engine Instruments - CHECK.

3. Outside Air Temperature Gage - CHECK.

4. Fuel Quantity and Balance - CHECK. 200 pounds per side mini-

mum. Do not exceed 300 pounds

asymmetric fuel loading.

5. Fuel Crossfeed - CYCLE, then OFF.

6. Trim Tabs - SET elevator, aileron and rudder tabs in

TAKEOFF range.

7. Second Stall Warning - CHECK.

a. Elevator - FULL Nose up.

b. Wing Flaps - EXTEND to LAND position.

c. Stall Warning Horn - VERIFY operation.

d. Wing Flaps - RETRACT to T.O. position.

e. Stall Warning Horn - VERIFY Horn silences.

8. Wing Flaps - VERIFY T.O. position.

9. Propeller Synchrophaser - OFF.

10. Autopilot/Yaw Damper - OFF (if installed).

11. Flight Controls - CHECK.

12. Avionics, Flight Instruments and Radar - CHECK and SET-

13. Overspeed Governors - CHECK (first flight of the day and after

maintenance).

a. Propeller Control Lever - FORWARD.

b. Governor Switch - TEST.

c. Power Levers - INCREASE RPM. Propeller should stabilize at

1725 + 50 RPM.

d. Power Levers - DECREASE RPM.

e. Governor Switch - RELEASE (switch is springJoaded to NOR-

MAL).

14. Autofeather - CHECK (every flight).

a. Autofeather Switch - TEST.

b. Power Levers - INCREASE until torques are 400 foot-pounds.

Assure that both AUTO FIHER ARM annun-

ciator lights are illuminated. Slowly retard the

LH power lever to FLIGHT IDLE noting_that

in sequence: The R AUTO FTHER ARM an-

nunciator extinguishes, the L AUTO FTHER

ARM annunciator extinzuishes below 225 foot-

pounds torque and the -LH propeller begins to

feather. Increase the Ieft torque to 400 foot-

pounds. Repeat procedure for right engine.

1 June 1987 4-25

SECTION 4

NORMAL PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

NOTE

OTurbine inertia during leather may driue

toroue rasL the switch set point and cquse thc

AUTO' FTHER ARM anninciator to cvcLe off

and on.

aProper system operation i's cont'irmed once the

oroniller bepins to feather' ll is not necssary to

'susiain thelest conditions until the propeLler is

fully feathered.

oCold. engine oil may cause slow propel,l,er

feathering response Assure that the propeLler

'beeins td leaiher within 4 seconds after the

second. annunciator extinguishes.

c. Power Levers - FLIGHT IDLE.

15. Autofeather - ARM.

16. Lights - AS REQUIRED.

1?. Annunciator Panel - CLEAR.

18'IceProtectionEquipmentgtfttos"*"tt.f,*tt""*i"$Yrt"T?ttlf

outside air temperature below 4 degrees

Celsius (40 degrees Fahrenheit).

a. Heated Windshield - CHECKED.

b. Stall Vane Heat - AS REQUIRED

c. Propeller Deice - AS REQUIRED.

d. Engine Inertial Separator Switches - AS REQUIRED'

19. Anti-collision Lights - ON

20. Recognition Lights - ON (if installed).

21. Pitot/Static Heat - ON.

22. Seat Belts and Shoulder Harness - SECURE.

23. Parking Brakes - RELEASE.

Ensure the Before Takeoff Checklist is followed to pr€vent nissing an

important item.

The flieht and engine instruments should be checked -for normal

i"ai""ti"ti-*ittt "o *ii"i"g flags visible' All avionics should be set and

"hecGa io. correct freque"ncieJ or operational modes' The altimeters

;i;;IJ b;-;"i; i"po.t6a field press re, then crosschecked with each

other and against field elevation.

4-26 1 June 1987

A mental review of all engine inoperative speeds, procedures and field

length requirements should be made before takeoff. Also, review the

normal speeds and power limits (torque, ITT and fuel flow).

NOTE

Ensure ueight d.oes not exceed 9360 pound.s be-

fore takeoff.

TAKEOFF

1. Power - SET FOR TAKEOFF (1382 foot-pountls torque maxi-

mum).

2. Annunciators - CHECK Autofeather Armed Lishts - Illuminated.

.DO NOT TAKE OFF WITH AUTO-

FEATHER INOPERATIVE.

.AUTOFNATHER ARM ANNUNCIATON

LIGHTS SHOULD ILLUMINATE BE-

TWEEN 80 AND 86% N. AND REMAIN

ILLUMINATED AT HIGHER N" SETT.

INGS.

3. Engine Instruments - CHECK.

4. Rotate - VR (98 KIAS).

5. Airspeed - 102 KIAS until obstacles are cleared.

6. Brakes - APPLY momentarily.

7. Landing Gear - RETRACT. Check GEAR UNLOCKED and HYD

PRESS ON lights off.

8. Speed at 50 feet - 102 KIAS.

9. Best Rate-of-Climb Speed - 112 KIAS.

10. Wing Flaps - UP.

Before initiating the taleoff roll, a go, no-go decision should have

been made in the event an engine failure should occur. Review the

anticipated performance presented in Section 5 and assure that the

operating weight limits of Section 2 are r'ot exceeded. In addition, review

the applicable procedures and speeds associated with one-engine opera-

tion so that the transition (in the event of an engine failure) will be

smooth, positive and safe. If the anticipated performance exceeds the

runway length available or obstacle clearance requirements cannot be

achieved, it is recomqrended to take off on a more favorable runway,

off-load the airplane until the anticipated performance is consistent with

existing conditions or delay the takeoff until more favorable atmospheric

conditions exist.

MODEL 406 (nvprrrreo PRocEDURES) SECTION 4

NORMAL PROCEDURES

'I June 1987 4-27

SECTION 4

NORMAL PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

Full oower operation is recommended on takeoff since it is important

that V,'is obtained as rapidly as possible. Accelerate the airplane Lo V'

before iotaiion for addit ional safety in case of an engine failure.

Takeoff roll is most smooihly initiated by gradually advancing the

power levers until the propeller revolutions per - minute.- nears 1900.

il{esitate slightly to alloiv ihe engine to appioach stabilization. then

smoothlv re'ieas! the brakes and iontinue advancing power levers to

-"t"h fotq.r"" until the takeoff limi.t (1382 foot-pounds) is reached'

(tJnless rea'djusted. torque will increase approximate$ 50 foot-pounds as

ioeed builds'up during'takeoff roll.) If power Ievers are advanced too far

6o iapidly during iriitial application. ' expect . a surge as.the prope-ller

novernb.s -beein demanding greater blade angle. For maximum perfor-

hance takeolf power should be set before brake release. On runways

where propeller'damage from foreign objects is likely, allowing speed lo

t"iia bifoie applying iull power miy be- beneficial. Allowing the propel-

i"." ti-" to sirooi ui befoie applying takeoff torque during a touch and

go landing will minimize any asymmetric thrust.

For irosswind takeoffs the airplane is accelerated to a slightly higher

than normal rotation speed, and then is pulled off abruptly.to preir'ent

posslbi; settling back tb the runway while drifting. When -clear of the

|ound. a coord'inaled turn is made jnto the wind to correct for &ift.

After rotation at 98 KIAS, allow the airspeed to increase to Vr.

Maintain 102 KIAS until the obstacles have be cleared.

On lons runwavs, the landing gear should be retracted at the point

over the irnway where a wheels-down forced landing on that runway

would become impractical. However, on shoft runways, it mqy be prefer-

able to retract th6 landing gear after the airplane is safely airborne.

Before retracting the landing gear, apply the b-rales momentarily -to

ston the rotation 6f the main-wheels. Centrrugal force caused by the

rao'idlv rotatins wheels expands the diameter of the tires, and if ice or

-ia ti* accud, .t"d in the wheel wells, the rotatirg wheels may rub as

they enter.

To establish climb configuration, retract the landing g-ear, allow air-

soeed to increase to 112 KIAS, retract the wing flaps and then increase

airspeed to 140 KIAS. Maintain taleoff power.

CLIMB

1. Power - SET - Torque/RPM as desired (Observe ITT, Torque and

N. RPM limits).

2. Propellers - SYNCHRONIZE manually'

3. Propeller Synchrophaser - PHASE as desired.

l+-za 1 June 1987

MODEL 406 lnuerrrreo PRocEDURES)

4. Recommended Climb Sr:eed -

sEcTloN 4

NORMAL PROCEDURES

CLIMB SPEED

KIAS PRESSURE

ALTITUDE " FEET

125

1't 0

5L rO TZ,UUU

12,000 to 20,000

20.000 to 30.000

5. Speed for Maximum Climb - 112 KIAS (if required).

6. Cowl Flaps - AS REQUIRED.

Normally, maximum climb power is maintained during the climb to

cruise altitude. Adjust the power levers as required to prevent exceeding

1382 foot-pounds torque or a nominal climb ITT of 680 degrees Celsius,

^ whichever'occurs first.

NOTE

To prolong engine Life, d.o not exceed, 680 d.e-

grees Celsius ITT d.uring cLimb.

This power setting provides the best performance and range. At Iower

altitudes and outside air temperatures (below approximately 15,000 feet),

the engines will reach the torque limit before reaching the ITT or N"

limit. As the climb progresses, the ITT and N, will increase until ar

altitude is reached where the ITT or N, will dicta:te power lever position-

ing. When operating near the ITT limit, advance pirwer levers ilowly to

allow current ITT to be indicated. The rate of power (and temperature)

increase of the engine is greater than the response rate of the ITT

therefore, a rapid power lever advance could allow an overtemperature

condition to exist momentarily in the engine before the overtemperature

would be indicated.

Prior to engaging the synchrophaser system, the propellers revolutions

per minute must be closely synchronized manually (confrrm with a check

of the propeller tachometers) due to the limited capture range feature of

the system.

After light illumination, confirm the propeller revolutions per minute

has not exceeded 1900 revolutions per ninute. The propeller revolutions

per minute can be adjusted by symmetrically moving the propeller con-

trols as required. The PHASE knob may then be rotated as required to

achieve the desired noise characteristics.

If a major propeller revolutions per minute change is made with the

synchrophaser system ON and the propeller controls are not moved

symmetrically, the sSmchrophaser rnay break lock resulting in propeller

speed oscillation. The system should be turned OFF, the propeller revo-

lutions per minute reset manually and the synchrophaser turned back on.

For most normal flight operations, the cowl flaps may be allowed to

trail. In very hot arnbient conditions, it may be necessary to Iock the

cowl flaps fully open during climb.

1 June 1987 4-2sl

SECTION 4

NORMAL PROCEDURES (AMPLIFIED PROCEDURES} MODEL 406

CRUISE

1' Power- Set torque/RPM-*if i*1rlylru"tiIl;Tl"1f .s"1 T;

Maximum Cruise Powbr Chart in Sec-

tion 5.

2. Propeller Synchrophaser - PHASE as desired'

3. Cowl Flaps - AS REQUIRED.

4. Fuel Crossfeed Selector - AS R.EQUIRED.

5. Autofeather - OFF,

Do not exceed the maximum cruise torque shown in Section 5.

Normally, new engines should exhibit an ITT slightly below 695 degrees

Celsius when set to maximum cruise torque.

Before visible moisture is encount€red with outside air t€mperature

between -30 degrees Celsius (-22 degrees Fahrenheit) and 4 degrees

Celsius (40 desrees Fahrenheit), ensure the anti-icing systems

(windshield, pitoi/static, stall vane, propeller heat and -inertial separa-

iors) are ON and operating. These systems are desigr:ed to prevent ice

iormation, rather th'an removing it afur it has formed. Accumulation cf

somJ aitfiame ice is unavoidabl-e; this will increase airplane weight and

drae and decrease airspeed and general airplane performance. lt is always

wise to avoid icing conditions, if practical.

.IF THE ENGINE INERTIAL SEPARATOR

1S NO? POSITIONED TO BYPASS, MOIS-

TURE MAY COLLECT UNDER THE EN-

GINE INLET SCREEN AND FREEZE. SUB-

SESUEN'TLY, THIS ICE MAY SEPARATE

AFfER ENCOIJN?ERING HIGHER OU'T-

SIDE TEMPENATURES WHICH COULD RE'

SULT IN ENGINE DAMAGE.

.SURFACE DEICE BOOT ACTUATION BE-

LOW -40 DEGREES CELSIUS CAN RESULT

IN PERMANENT DAMAGE TO THE DEICE

BOOTS, AC'IUATE ONLY AS NECESSAR Y

TO REMOVE ICE BELOW .40 DEGREES

CELSIUS.

.PROLONGED ZERO OR NEGATIVE "G"

MANEUVERS WILL STARVE THE ENGINE

OIL PUMP AND RESULT IN ENGINE DAM'

AGE.

4-30 Original lssue

MODEL 406 (nrurpr-rrteopRocEDUREs)

Manunl Cabin Heat ControL uill open

the ternperdture control ualoe faster

Cabin Eeat Control.

Fuel Crossfeed Selector - OFF.

Autofeather - ARM.

Ice Protection - AS REQUIRED.

sEcTloN 4

NORMAL PROCEDURES

.WHEN FLYING IN ROUGH AIR, THE

PUU, 'qUXTUERY BOOST PUMPS WILL

ACTIVATE AUTOMATICALLY WHEN THE

HOPPER FUEL FLOAT SWI'|CHES SENSE

A FUEL LEVEL BELOW APPROXIMATELY

230 POUNDS PEN TANK, IF'TRANSFER

FAIL" ANNUNCIATOR LIGHT DOES NOT

GO OFF, POSITION THE FUEL AUXILIARY

BOOST,SWITCH ITO "ON". POSITION THE

IGNITOR SWITCH TO "ON" IN ROUGH AIR

AT FUEL QUANTITIES BELOW 50 POUNDS

PER TANK.

aIGNITION SHOULD BE TURNET) ON

WNTN PTYTNC IN HEAVY PRECIPITA-

TION.

DESCENT

1. Cabin Heat Source Selector

and Cabin Heat Controls - AS DESIRED.

2. Defrost€r Knob - PULL'

a. If heating/defrosting are desired:

(1) Cabin Heat Source Select - BOTH.

(2) Cabin Heat Auto Control - ROTATE AS DESIRED'

(3) Defrost and Cockpit/Cabin Air Knobs - AS DESIRED'

I{OTE

and clnse

than Auto

Cowl Flaps - AS REQUIRED (Open if descending into warm air)'

Altimeter - SET.

Passenger Advisory Lights - AS REQUIRED

Seat Belts and Shoulder Harness - SECURE.

Original lssue 4-31

sEcTtoN 4

NOBMAL PROCEDUBES (AMPLTF|ED PRocEouREs) MODEL 406

During descents wilh progressive power reductions. the synchrophaser

may remaln engaged. Belbre large propeller revolutions Der minute

changes, .the .synchrophaser _should 6e positioned to OFF. Manually

synchronize the propellers, then select the ON position of the synch-

ropn:$er.

- To _prevent confusion in int€rpreting which 10,000-foot segment of

altitude. is being displayed on the altimeter, a striped warning seigment is

exposed on the face of the copilot's altimeter -at all altiiudei below

10,000 feet.

If fuel has been consumed at uneven rates between the two tanks

because of prolonged one engine inoperative flieht, it is desirable to

balance the fuel load by operating both ensines -from the fi.rllest tank.

Fuel balancing will occur fairly rapidlv when irossfeedile as both encines

will receive fuel from the fullest tank plus fuel will be t-ransferred t6 the

lightesi tank at 500 to 800 pounds pei hour. If there is sufficient fuel in

both tanks, even.though -the-y Bay have unequa.l quantities, it is impor-

tant to position the crossfeed selector to OFF for the landins.

BEFORE LANDING

1. Wing Flaps - T.O. or APPR below 200 KIAS.

2. Fuel Quantity and Balance - CHECK. Maintain lateral balance

within 300 pounds differential.

3. Fuel Crossfeed Selector - OFF.

4. Landing Gear - Dovn below 180 KIAS. Check down lights - ON;

unlocked light - OFF.

5. Wing Flaps - LAND.

6. Landing and Taxi Lights - AS REQUIRED.

7. Propeller Synchrophaser - OFF.

8. Propeller Control Levers - FORWARD.

9. Autopilot/Yaw Damper - OFF (if installed).

10. Wing Flaps - LAND below 180 KIAS

11. Approach Speed - 101 KIAS.

DO NOT NAISE REVERSE TRIGGERS

IN FLIGHT.

12. Power Levers - FLIGHT IDLE at touchdown.

13. Power Levers - GROUND IDLE after touchdown.

14. Brakes and Reverse - AS REQUIRED.

4-32 Original lssue

MODEL 406 (rr',rpurreoPRoCEDURES) SECTION 4

NORMAL PROCEDURES

Landing gear extension before landing is easily detected by a slight

change in airplane trim and a slight "bump" as the gear locks down.

Illumination of the gear-down indicator lights (green) is further proof

that the gear is down and locked. The gear unlocked indicator light (red)

will illuiinate when the gear uploc[s are released and wilf remain

illuminated while the sear is in transit. The unlocked lieht will extin-

guish when the gear hai locked down. If it is reasonably cErtain that the

sear is down and one of the eear-down indicator lishts is still not

illuminated, the malfunction coul-d be caused by a burneid out light bulb.

This can be checked by pushing the annunciator panel press-to-test

button. If the bulb is burned out, it can be replaced with the bulb from a

post light. If the gear warning horn sounds at FLIGHT IDLE, the gear

may not be locked down.

A simple last-minute recheck on frnal approach should confirm that

all applicable switches are on, the gear-down indicator lights (green) are

illuminated and the gear unlocked indicator light (red) is extinguished.

Landings are conventional in every respect. A power approach is used

down to 50 feet above ground level using power as required to stabilize

the approach speed and attitude with wing flaps fully extended, landing

g"ar iitended ind airspeed of 101 KIAS.-A decision must be made aI

the 50-foot point to completc the landing or initiate a balked landing

climb using the appropriate procedure. The landing is completed by

retarding the power levers and intiating a flare into the landing attitude.

The airplane should touch down main wheels frnt slightly above stall

speed. The nose is then gently lowered to the runway, power levers are

positioned to GND IDLE and brakes applied as required. Al abrupt

power reduction could result in a hard landing. Landings on rough or

soft runways are done in a similar manner except that the nosewheel is

lowered to the runway at a lower speed to prevent excesgive nose gear

loads.

For minimum distance landings, a power reduction is initiated on

passing 50 feet. The power levers are retarded to FLIGHT IDLE during

the laiding flare. The airplane should touchdown, main wheels fird

^ with minimum flare. The nose is then gently lowered to the runway,

power levers are positioned to GRND IDLE and brakes applied as

requrreo.

Maxirnum braking effectiveness is obtained by applying full even

pressure to the toe brakes without locking the wheels and applying full

back nressure to the control column. Tliis procedure is reidnirnended

only for emergency stops aB excessive brake pid and tire wear will occur.

Maximum brake wear occurs at high speed.

+-o,,

Original lssue

When a short ground run is the major consideration, retard the power

levers to reverse as required. Do not exceed the maximum revene power

limits shown in Section 2. Maximum effective braking is initiated imme-

diatelv while continuing to hold the control wheel full aft. If assymetric

reverie is experienced move po*", levers toward ground idle.

NOTE

The airplane is conlrollable with proper pilol

Lechniqie, with only one engine/propeller lully

reuersid. and Lhe other ?ngine at ftiehl idle. The

power leuers should not ie rapidly reLqrded be-

iou ground idte until symmelrtc response is

uerifted.

- For crosswind approaches, either the wingJow, crab or combination

I method may be used. After touchdown lower the nosewheel and maintain

I control. A itraight course is maintained with the steerable nosewheel,

and occasional b"raking if necessary. Excessive reversing on dirty runways

will accelerate propeller erosion.

BALKED LANDING

1. Power Levers - ADVANCE to takeoff power.

2. Balked Landing Transition Speed - 101 KIAS.

3. Wing Flaps - T.O..

NOIE

OExperience indicutes that retro'cting the land-

ing gear during an operational .VFR go ground;

uhpn on tmmPdlatc Isndtng ts contemploted'

has been cond.uciue to gear up landings.

aAluays t'olLow the Bet'ore Landing Chechlist.

4. Landing Gear - RETRACT during IFR.g.q-around or simulated IFR

qo-around aftei establishing a positive rate-

of-climb

5. Trim airplane for climb.

6. Airspeed - ACCELERATE to 112 KIAS (after clearing obstacles).

I z. Wine Flaos - UP as soon as all obstacles are cleared and a safe

I " - allilude and airspeed are obtained.

sEcTloN 4

NORMAL PROCEDURES (AMPLIFTED PROCEDURES) MODEL 406

4-34 '| June 1987

10.

11.

^ 12.

13.

AFTER LANDING

1. Ice Protection Equipment - OFF.

2. Pitot/Static Heat - OFF.

3. Transponder - SBY.

4. Radar - STBY (if installed).

5. Anti-Collision Lights - OFF.

6. Recognition Lights - OFF (if installed).

7. Wing Flaps - T.O.

8. Lights - AS REQUIRED.

9. Cowl Flaps - OPEN.

After leavins the active runway, the wing flaps should be retracted. Be

sure the wing -flaps switch is ide;tified beiore letracting the wing flaps.

The wing flips aie positioned to T.O. before the engines are shut down

to allow-a thorough preflight inspection of the flaps system before the

next flight.

SHUTDOWN

Parking Brake - SET if brakes are cool.

Postflight ELT Check - COMPLETE.

Avionics Master Switches - OFF.

Inverter Switch - OFF.

Fuel Control Heater Switches - OFF.

Accessory Switches - OFF.

Power Levers - FLIGHT IDLE.

Propeller Control Levers - FEATHER.

ITT below 610 degrees Celsius for one ninute.

Fuel Control Levers - CUT OFF.

Fuel Auxiliary Boost Pumps - OFF.

Generator Switches - OFF.

Battery Switch - OFF.

MODEL 406 lnrurer-rrreopRocEDURES) sEcTroN 4

NORMAL PROCEDURES

If dustv conditions exist or if the last flight of the day has been

completed, install engine inlet and exhaust covers to protect the engines

from debris. The covers may be installed after the engines have cooled

down (ITT indicators showing "off scale" temperatures)' Secure propel-

lers to prevent windmilling with no oil pressure.

Original lssue 4-35

sEcTroN 4

NORMAL PROCEDURES {AMPLIFIED PROCEOURES) MODEL 406

POSTFLIGHT EMERGENCY LOCATOR TRANSMITTER

CHECK

1. VHF Communications Transceiver - ON and select 121.5 MHz.

2. Audio Control Panel - AS REQUIRED.

NOTE

Do not trqnsml.t on 121.5 MHz unless there is

qn etlergency.

3. If Audible Tone Heard - Emergency Locator Transmitter Switches

OFF than NORM.

As long as the function selector switch on emergency locator transmit-

ter remains in the AUTO position, the emerg€ncy locator transmitter

automatically actuates following an impact of 5 g's or more over a short

period of time.

If the ernergency locator transmitter can be heard transmitting, place

the function selector switch in the OFF position and the tone should

cease. Immediately place the function selector switch in the AUTO

position to reset the emergency locator transmitter for normal operation.

ENVIRONMENTAL SYSTEMS

OXYGEN SYSTEM (lf Installed)

If oxygen use is desired proceed as follows:

1. Oxygen Control Knob - PULL ON.

PERMIT NO SMOKING WHEN USING

OXYGEN. OIL, GREASE, SOAP, LIP-

STICK, LIP BALM AND OTHER FAMY

MATERIALS CONSTITUTE A SERIOUS

FIRE HAZARD WHEN IN CONTACT

WITH OXYGEN. BE SURE HANDS AND

CLOTHING ARE OIL-FREE BEFORE

HANDLING OXYGEN EQUIPMENT.

2. Mask - CONNECT and put on mask.

3. Oxygen Flow Indicator - CHECK Flow (green indicates flow).

4. Disconnect hose coupling and push control knob in when not in

use.

4-36 Original lssue

MODEL 406 (nvpurreo eRocEDURES) *o"ro. r"ot"tFJL?.3

HEATING AND VENTILATING SYSTEMS

Heater Operation - Ground:

1. Starting Engine Procedures - COMPLETED.

2. Cabin Heat Source Selector - BOTH.

3. Cabin Heat Auto Control - MANUAL.

M)?E

Manual Cabin Heat Control will open snd close

the tempera.ture control ualue fasier than Auto

Cabin Heat ControL.

4. Cabin Heat Manual Switch - AS DESIR.ED.

5. Defrost and Cockpit/Cabin Air Knobs - AS DESIRED.

6. Cabin Heat Auto Control - ROTATE AS DESIRED.

Heater Operation - Flight;

1. Cabin Heat Source Selector - BOTH.

2. Cabin Heat Auto Control - AS DESIRED.

3. Defrost and Cockpit/Cabin Air Knobs - AS DESIRED.

OTHER NORMAL PROCEDURES

FIRE DETECTION AND EXTINGUISHING SYSTEM (IF

INSTALLED)

Fire extinguisher bottle pressures will vary considerablv with ambient

Lemperature. The lire exti::guisher bot-lle gages. are calibrated to indicate

p_roper charge based on -temperature. Gage readings must be at or above

the pressure. corr€sponding to the ambient temperaturc to indicate a

propeny sen.lceo Dotue,

STALL

The stall characteristics of the aimlane are conventional. Aural warn-

ing is provided by the gtall warning horn between 5 and 10 KIAS above

the stall in all configurations. The wing flaps UP stall is also preceded

by a moderate aerodynamic buffet whi;h iircreases in intensiW as the

s[a-ll is approached. 'The wing flaps LAND stall is preceded -by light

buff-et just priqr to the- stall. The power-on stall occuis at a ver.i steep

pitch angle with or without flaps. Ii is difficult to inadverbently sial th;

airplane -during normal maneuvering. Due to the large speed -range be-

[ween wing flaps UP and wing flapi LAND stall spe;ds, -the immidiate

relraction of wing flaps from LAND to UP should be avoided at slow

speeds. Follow all recommended procedures for wing flap retraction.

Original lssue

MANEUVERING FLIGHT

No aerobatic maneuvers, inctuding spins, are approved in this air-

pU"J; [6*"".., the airplane is convinti6nal in all respects through the

^maneuvering range encountered in normal flight.

NIGHT FLYING

Before starting the engines for a night flight' position the master

"'ilj'jiirtiiii"iiitin t" T.liGHr uttd idiutt ihe rheostats to provide

'enoueh illumination to check all swikhes, controls, etc'

Navigation lights. ajq then checked by observing. reflec.t'ions from the

oavement or qround. t ne operation of tle anti-collision lights should be

if,"iilii'^6i'.,"u'.-e*i;e-tit" -i"fl;tion" on the Eound A-fter starting th9

eneines. the retractable landing lights rray be -ext€nded -and cnecKeo

;lil;ilif. 'R":il;ft 1t.,"-l"iaitie light -switches to oFF turns the

lights off, birt leaves them extended.

Before taxi, the int€rior lighting intensity is normally de.creased to the

-i"iiiti.tit ?l^*ttl"ti uti itt" Zontr-ols and s-witches are visible' The taxi

iigil l[*n b€ turned on prior to taxiing at night.

COLD WEATHER OPERATION

Use of an APU is recommended when ambient temperatures are below

0 degrees Fahrenheit (-18 degrees Celsius)'

SECTION 4

NOBMAL PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

THE WrNGS AND TArL SU&!-AC-ES

ntusr nn CLEAR OF ICE' SNOry AN.2

iiosr PRroR To rAKEoFg 4s

-TiIENi CHARACTERISTICS CAN BE

ADVERSELY AFFEuIED.

Durins operation in cold wet weather, the possibility-of brake freezing

""#til'iii"iJt".", special pieca"tions should b-e taken' When spyere ic;nq

;;' ;'.;;;i;;-ilisi"ie uilttt freezing weather conditions - -exist' parked

;irnG;illi;tfi-fi; tt"l". i" ;oif""ondition" (not set)' If .ice is found

il "t#ir"ail d;-tltg it"ni+t inspeclio", heat the brakes with a ground

tt".i". J"i -irt" l"u'ti"it. "u"a uii tta""" of moisture are removed' If a

Ii8fia"r'titlii i; ;;;-;;ii"bi;,' .p.uv .o' pour isopropvl alcohol

iMIL-F-5566) on the brakes to remove the tce.

4-38 Original lssue

IF BRAKES ARE DEICED USING ALCOHOL,

ENSURE ALCOHOL HAS EVAPORATED

FROM THE RAMP PRIOR TO STARTING

ENGIN'S AS A FIRE COULD RESULT.

If neither heat or alcohol is available, frozen brakes can sometimes be

freed by actuating the brakes several times using maximum brake pres-

sule.

When airplane is,stopnqd on the _taxiway or runway and brale fteeze-

up occurs, actuate the brake several times using maximum pressure. To

^ raduce possibility of brake freeze-up during taxi operations in severe

weathei conditions, two taxi slowdowns (from 35 to 15 MPH) using firm

brake pressure may be made permitting brakes to reach a warm con-

dition ivaporating iny moistur6 build utwithin the brake.

After take off from slush-covered runways or taxiways, leave landing

qear down for a short period, allowing wheels to spin' This will allow

ientrifueal force to throw off any accumulated slush which should pre-

clude fr6zen brakes on landirg. Ensure wheels are stnpped before retrac-

ting the landing gear to prevent buildup of ice or slush in the wheel

wells.

During cruise, electrical equipment shouid be managed- to assure ade-

quate ge"nerator charging throughout the flight, since cold weather ad-

versely affects batt€ry capacity.

Prior to landing, and with gear down, maximum brake pressure should

be applied several-times to alleviate any brake freeze-up caused by icing

in tlie brake assembly during flying conditions.

MODEL 406 rer.,rpr-rrreopRocEDuBES) SECTION 4

NORMAL PROCEDURES

Original lssue 4-39

sEcroN 4

NORMAL PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

AVIONICS SYSTEMS NORMAL PROCEDURES

NOTE

When operating airplanes equipped with option-

al ARC 1000 series auionics, refer to Section 9

for the appropriate auionics operational proce-

d.ures and. Limitatinns.

1OOO AUDIO CONTROL PANEL

1. VOL HDST/SPKR

Control - Initial setting of both controls at 2 o'clock position. The

VOL HDST outer concentric knob sets the master vol-

urre level for the headsets. The VOL SPKR inner con-

centric knob sets the master volume level of the speaker.

ltotE

Set the indiuidunl uolume controls of each re-

ceiuer onLy after setting the master uolume leuel

controls on the aud.io control Danel.

2. INTERCOM ON/OFF

Selector Switch - AS REQUIRED. When the switch is set to the

ON position it provides communication between

pilot and copilot without having to actuate any

microphone button. In dual installations, setting

either of the INTERCOM selector switches to

ON provides intercommunication- During trans-

mrssrons where the pilot or copilot wheel micro-

phone buttons are pressed, the interphone func-

tion is muted

iIOTE

OThe interphone leueL is ad.justable only

throu4h the master HDST or SPKR controls

and shouLd be ad.justed from the initial 2 o'clock

setting to the d.esired. leuel before the indiuidual

receiuer controls are set to their final d.esired

leuel.

)The speaker interphone function shnul.d onLy

be used. with oxygen mask microphones because

the normal lip rnicrophones will cause a feed-

back squeal in the cockpit.

Olntercornmunication between piht and copilat

should not be attempted using the hand-h.eld

microphone, since keying the microphone uill

hey the transmitter for whateuer Com the func-

tion selector suitch is set.

4-40 Original lssue

MODEL 406 (rurplrrreo pBocEDURES) SECTION 4

NORMAL PROCEDLIRES

SPKR/OFF/HDST Receiver

Selector Switches - SELECT any of the receiver audio signals in-

dividrrally or in combination for simultaneous

monltrol1ng.

I{OTE

Set the ind,iuiduaL receiuer uolume controls at

th,eir final d,esired leueL onLy after establishing

the interphnne Leuel uith the nTdster controls. In

the euent that interphone is not being utilized,

set the indiuidunl receiuer uolume control's with

the mqster controls at the 2 o'clnck position.

4. Function Selector

Switch - AS REQUIRED. Select COM 1, 2, 3 or CABIN. The

transmitter sidetone audio will be heard in the headset or

sneaker for the appropriatelv selected transmitter. In dual

iirstallations, the sideione will only be heard bv pilot and

copilot when both audio control panels are set to the s€me

transmitter selection.

5. AUTO SPKR/HDST

Selector Switch - AS REQUIRED' Selects the appropriate receiver

audio or'transmitter sidetone for reception on the

headset or speaker' On dual installations, the pi-

lot's control banel activates only the pilot's head-

set or speaker and the copi.lot's control panel

activat€s only the copilot's headset or speaker.

6. Marker Beacon

HTGHA'WMUTE switch f:".*it,",t*"?; i"# l3.r'*l"i:

MUTE position is momentary and

mutes the marker beacon audio for

approximately 30 seconds.

otE

oThe marker beacon and' DME au.dio leuel is

ad.iustabl.e onLv Lhrouph the naster uolume con-

trols, therefori, it is finportant to heep the mas'

ter controls within Lheir normaL operating range

of approrimately 2 o'cloch. * any indiuiduaL

c'ornfdrt adiustment to tahe care of ambient

uoice Leuel or uariations in headset tlpes (muff,

single receiuer, etc.)

aDo not operate the master uolume controls at

an extrernbly lou setting while turning up the

indiuidunl receiuer uoLume conlrols to an ex-

tremelv hieh selttne. This could result in distor-

tion o7 NAV. CoNi and ADF audio as well as

low leuek of MKR and DME aud'io.

Original lssue 4-41

SECTION 4

NORMAL PROCEDURES {AMPLIFIED PROCEDURES) MODEL 406

?. Cabin Communication - Cockpit communication with the cabin is

accomplished bv setting the function selec-

tor switch to CABIN position and actuat-

ing the hand-held microphone or boom or

oxyeen mask micronhone. When the cabin

wrifies to communicatc with the cockpit,

actuation of the cabin-mounted micro-

phone key lights the CABIN CALL in-

ilicator on thdaudio control panel to signal

the cockpit. When the function selector

switch is-set to CABIN, communication is

established between the cockpit and cabin.

4OO AUTOMATIC DIRECTION FINDER

1. OFF/VOL Control - ON; ADJUST to desired listcning level.

2. PRI Frequency Selectorc - SELECT desired operating frequency.

3. SEC Frequency Selectors - SELECT desired operating frequency.

4. 1-2 Selector Switch - 1 position.

l.olE

The 1-2 selector switch can be plnced tn th'e "2"

position for operatinn on secondary freErcncy.

The resel.ect larnp will fLash only when freqrrcnqt

sebctian is outside of operating range of the

receLDer.

5. ADF SPEAKER/PHONE Switch - SELECT speaker or phone po-

sition as desired.

6. ADF Pushbutton - PUSH IN and note rclative bearing on ADF

Indicator.

TEST Pushbutton - PUSH IN and hold until indicator pointer

slews off indicated bearins at least 10 to 20

degrees.

Indicator Pointer - Observe that pointer returm to the same rela-

tive bearing as in step 1.

HDG Control - SET goniometer-indicator dial so that index in-

dicates magnetic or true heading of airplane. Point-

er indicates bearine to station.

4-42 Original lssue

NOTE

When switching stations, plaNe function push-

button in the REC positian. Then, after statinn

has been selected, place lunction pushbutton in

the ADF Dosition to resume autornntic direction

find.er operation. This practice preuents the

bearing indicator from swinging bach and. forth

as freEnncy dial is rotated..

10. BFO Pushbutton - PUSH IN as required.

r|orE

A 1000-Hz tone is heard in the audio output

whcn CW signal (Morse Code) is tuned. in piop-

erry.

ELECTRIC ELEVATOR TRIM DISENGAGE CHECK

1. Operatc the electric trim switch in one direction and observe mo-

tion of the manual pitch trim wheel in the proper direction. While

perforrning the above test, nomentarily depress APIRIM DISC

switch and release. Observe that manual pitch trim wheel motion is

arrested and remains stopped when the disconnect switah is re-

leased and electric trim swilctr is actuat€d.

2. Repeat Step f. in the opposite direction.

3. Elevator Trim - SET for takeoff.

MODEL 406 1er*er-rrreo eRocEDURES) SECTION 4

NORMAL PROCEDURES

Original lssue 4-43

4OO MARKER BEACON

1. LOIHI MKR Swit'ch - SELECT HI position for airwav flving or

LO Position for ILS aPProaches'

2. SPKR/OFF/HDST MKR Switch - SEIECT speaker or headset

auoro.

3. VOL (HDST OR SPKR) CONTROL - ADJUST volume level'

4. Marker Beacon rest switch - lcruA.rP "?""igffi""1}1i"#i};:

ftotE

oThe marker beacon and, DME audin leuel is

adjustable only through the nrdster oolume con-

tr6ls, thereforL, lt is irnportant to heep -the rnos'

ter control.s within thcir nnrmaL operat.tnS. rdwe-

ol approximately 2 o'cloch ! dny LndtDl-dual

c'omi6rt adiustment to tohe care of ambient

uoicb leuel or uoriations in headset types (muff,

singLe receiuer, etc.)

ODo not operate the master uolume controk at

ii "rtr"^bLy lou setttng while tur.ning up the

indiuidual receiuer uoLume controla to an ex-

tremelv hish settine This could result in distor'

tion o7 NAV, COIrt and ADF sudio os uell as

Lou leuels of MKR and DME audio.

4OO NAVIGATION/COMMUNICATIONS

Pretuning Active Nav/Com Frequencies:

1. COM OFF/VOL Control - TURN ON; adjust to desired audio level'

2. FREQUENCY

- ^siil,elC-fons - MANUALLY ROTATE corresponding NAV or

- COM frequencv selectors (press 25/50 pushbutton

as reouired to- select the desired third fractional

COM'digi$ until the desired freqlency. is shown in

the freqiency readout window' The display bli*s

ioi approxlmatety 8 sec-onds. indicating that the

selected frequency is ready tor storage ln memory'

3. MEMORY 1,2,3

-' ifihdfu; I pnnss the active frequencv memory button as in-

ai""t"a Uv the illumiruited iiremory. bar'.The .displav

immediatily stops blinking. indicating that the new

ii"q""""v is stored in th6 active memory arrd dis-

plays thi new active frequency' The original active

frequencY is lost.

SECTION 4

NORMAL PROCEDURES 1AMPLIFIED PROCEDURES) MODEL 406

4-44 Original lssue

MODEL 406 lnverrrreo PRocEDURES) sEcTroN 4

NORMAL PROCEDURES

Preselecting and Storing Nav/Com Frequencies In Memory.

1. COM OFF/VOL CONTROL - TURN ON; adjust to desired audio

level.

2. FREQUENCY SELECTORS - MANUALLY ROTATE corre-

sponding NAV or Com frequency

selectors (press 25/50 pushbutton as

required to select the desired third

fraitional COM digit) until the de-

sired frequency is shown in the fie-

quency readout window. The dis-

play blinks for approxirrately 8 sec-

onds, indicating that the selected

frequency is ready for storage in

3. MEMORY 1. 2. 3 memorv'

Pushbuttons - PRESS the memory pushbutton of one of the NAV

or COM memories not in use. The display imme-

diately stops blinking, and displays th-e irew fre-

quency for 1 second to indicate that it is now stored

in the selected memory. The display then reverts to

indicating the active frequency.

4. Merrory 1, 2, 3 Pushbuttons - REPEAT STEPS 2 and 3 r,o smre

another frequency in the second

NAV or COM memory not in use.

IOTE

This presetting sequence for memory 2 or 3 does

not effect comrnunication and/or nauigation op-

eration on the originaL actiue frequency.

Recalling a Stored Frequency:

1. MEMORY 1,2,3 Pushbuttons - SELECT ard PRESS the desired

NAV or COM memory button,

and observe the following:

a. Frequency in selected memory becomes the active frequency.

b. Frequency readout window indicates new active frequenoy.

c. Corresponding memory bar indicates selected memory.

Communication- Receiv-er-Tranimitter Operation

1. COM OFF/VOL Control - TURN ON.

2. XMTR SEL Switch (on audio control panel) - SET to rtesired 400

NAv/COM.

3. SPEAKER/PHONE Selector Switches

(on audio control panel) - SET to desired mode.

4-45

Original lssue

SECTION 4

NORMAL PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

4. coM Frequency serection f,,t:tnf;l Sffl:i* T"ddift-^i.d'ff6tri

1. 2 or 3 pushbuiton to recall a preset

fiequency,- or by manually select'ing the

desired operating frequency using t}le

COM frequency selectors and 25/50

pushbutton.

M)TE

If duat VHF cornrnunications systems are in-

itatLed, improued cornmunication with the air-

plane on fhe ground may be obtained b-y usiryg

-the VHF COM 2 which is connected to the

uertical fin antenna. Airframe masking of the

RF sisnals lrom the Inwer ft'tselage antenna os-

sociatid wtih the VHF COM 1 sometimes im-

p air s ground c o mmunication.

5. Vol control - Adjust to desired audio level'

6. SQ Control - ROTATE counterclockwige to decrease background

' noise as required.

?. Microphone Button:

a. To Transmit - PRESS; speak into microphone'

b. To Receive - RELEASE.

Navigation OPeration:

r. "COfr,f OFF/VOL Control - TURN ON; adjust to desired audio level'

2. SPEAKER/PHONE Selectnr Switches

-- (-on audio cbntrol panel) - Set to dested mode'

3.NAVFrequencyserectionirt:,?nllrl;:Jf t""ftI"+tilf Eff8H"f ?

2'or 3 nushbutton to recall a preset

frequenci, or by using NAV frequency

selecf,or.

4. NAV VOL Control - ADJUST to desired audio level'

5. ID-VOX-T Switch:

a. To Identify Station - SET to ID to hear navigation station

identifier signal.

b. To Filter Out Station - SET to VOX to include frlter in audio

circuit.

4-46 Original lssue

SECTION 4

NORIJAL PROCEOURES

6. ARC PUSH-TO/PULL-FROM Knob (if applicable);

a. To Use As Conventional OBS - PLACE in -center detent and

select desired course.

b. To Obtain Bearing TO VOR

"' sLti"" - puSH ("1'nC/puSg-rO) krob to inner (Momentary

On) position.

olE

ARC larnp wilt iltuminate amber qhile the O4S

"iirti cira is m'ouing to center thc course- de-

iTiion potnter. Afler alignment has been

achieoed'to reflect bearing TO VQR' -automdtlc

ra.dial cenlering uilL sutomattcally sryul do.w:LA

causing the ARC lamp to 8o -out and the AftL,

hnob lo return to the center detent posrtton anq

function os a normal OBS

c. To Obtain Continuous

" B;"'tiliiRbM-Vbn St"tio" - PULL (ARC/PULL-FR) knob

to outer det€nt.

t{olE

ARC lamp witl illuminate amber: OBS, course

card, will turn to center the course deDlatlon

ioiiter uith a FROM flag to indicate bearing

'from VOR station. This $/stem .urtl co.ntrnuduy

'driDe to present the VOR radiaL the airplane ts

on untU'manually returned to the center detent

W the Pilot.

?. AP/CPLD Annunciator Lisht -clIECK ,o) Jl'6ll ti.iif,,"1tT;

1000A IFCS is engaged), amber

light illuminated'

VOR Self-Test Operation:

1. COM OFF/VOL Control - TURN ON'

2. NAV Frequency Selector Switches - S.ELECT usable VOR station

slgnar'

3. OBS KNOB - SET for 0' course-at course- index;,course deviation

pointer centers or deflects l9{9r-9gh!' $epending on

bearitts of signal; NAVAO-FROM indicator shows

TO or FROM.

MODEL 406 (avpr-rrreo PRocEDURES)

Original lssue 4-47

SECTION 4

NORMAL PROCEDURES (AMPLIFIED PROCEDURES) MODEL 406

4. IDIVOX/T Switch - PRESS to T and HOLD at T; course de-

viation pointer centers, NAV/TO-FROM in-

dicator shows FROM. AP/CPLD and XMIT

annunciators are illuminated and the COM

and NAV displavs show 188.88 with all mem-

ory bars illuminated.

5. OBS Knob - TURN to displace course approximately 10o to either

side of 0" lwhile holding' iD/VOX/f). Course de-

viation pointer deflects full scale in direction cor-

responding to course displacement.

NOISE ABATEMENT

Increased emphasis on improving the quality of our environment

requires renewed effort on the part of all pilots to rninimize the effect of

airplane noise on the public.

We, as pilots, can demonstrate our concern for environmental im-

provement by application of the following suggested procedures, and

thereby tend to build public support for aviation:

1. Pilots operating airplanes under VFR over outdoor assemblies of

persons. recreational and park areas, and other noise-sensitive areas

should make every effort to fly not less than 2000 feet above the

surface, weather permitting, even though flight at a lower level may

be consistent with the provisions of government regulations.

2. During departure from or approach to an airport, climb after

takeofl anil descent for landine should be madi: so as to avoid

prolonged flight at low altitudi near noise-sensitive areas. Avoid-

ance of noise-sensitive areas, if practical, is preferable to overflight

at relatively low altitudes.

NOTE

The preceding recommend,ed proced,ures do not

apply whe.re they uould conflic.t with Air.Traffic

Control cleqrances or instructions, or where, in

the pilot's jud.gment, an altitu.d.e of less than

2000 feet is necessary to ad,equately exercise his

duty to see and sooid. other airpl.anes.

The flyover noise level, established in compliance with FAR 36 at

maximum continuous power is 72.0 dB(A).

No determination has been made bv the Federal Aviation Administra-

tion that the noise level of this airplane is, or should be, acceptable or

unacceptable for operation at, into, or out of any airport.

4-48 Original lssue

PROCEDURES FOR PRACTICE DEMONSTRATION

oF vMcA

Enrine inoperative procedures should be practiced in anticipation of

""-"ni.ig"".y'. This practice should be conducted at a safe altitude and

.no"ia tt sr]arted at a safe speed of at least 115 KIAS-' As recovery

;i;ilii; il eained wiLh practice, the starting speed mav be lowered in

.*uii i""t"'.""t. until the feel of the airplane ir: emergency conditions is

il'"1liii"-*i. ii "itould be noted that as ihe speed is reduced, directional

"o"t-i b""o-". more diffrcult. Emphasis should be placed on Stopping

ih;-iliiiJ ttc" yaw angles bv Ihe'IMMEDIATE app-lication of rudder

"ript"i"-*ti a -tv"nankin"g sliglitly away from the yaw. Practice should be

^ i"-"ii"iila ""tiji (ti a" instinctive coirective reaction is deveJoped and

^ ittJ'"iit*ti"" procedure is automatic and, (2) airspeed, altitude, -and

n"lai"i, i"ii be 'maintained easily while the airplane is being.pre.pared for

a climb. tf a failed engine's propeller is allowed to w-rndnr[' . expect

;ia; f"; and deflection requir6d for coordination to be significantly

greater.

Practice Demonstlation ol vMcA

1. Wing FlaPs - T.O.

2. Landing Gear - UP.

3. Power Levers - SET takeoff power'

4. Airspeed - VssE (98 KIAS) minimum'

5. Trim - SET for takeoff'

6. Instmctor Pilot:

a. Power Lever of Simulated Failed Engine - IDLE'

b. ProPeller Control Lever of

Sirnulated Failed Engine - FEATHER'

7. Airspeed - DECREASE at approximately 1 Knot per second until

reaching V""^ (rdd radial) oi stall warning, whichever

occurs first.

8. Heading - MAINTAIN .with rudder and 5 degrees bank towards

operatrve engue.

V."o is used in training and is not a limitation' It is^ recommended'

br*;i""r,i;;;;;pi-r* ii.i"ing, demonstrations, takeoffs and landings'

this aimlane should not be flown at a speed slower than v ssE-

Under no circumstances should should Juce - demonstration be at-

t"-iiii'"i'i ti;;i;t;;;i1ha" ihe red radial 6ii'the airspeed indicator'

MODEL 406 (rr',rpltrteoPRocEDUREs) SECTION 4

NORMAL PROCEDURES

Original lssue 4-49

sEcTtoN 4

r.ronMAr pnoceouaes (AMpLTFTED pRocEDURES) MODEL 406

Simulated Engine Failure in Takeoff Configuration

1. Wing Flaps - T.O.

2. Landing Gear - DOWN.

3. Power Levers - SET takeoff power.

4. Airspeed - 98 KIAS ininimum.

5. Trim - SET for takeoff.

6. Instructor Pilot:

a. Power Lever of simulated failed engine - 150 foot-pounds.

7. Aileron and Rudder - AS REQUIRED to maintain straight ahead

flight (3 to 4 degrees bank with 1/2 ball slip

into operative engine).

8. Power Levers - TAKEOFF POWER, (failed engine, simulated

takeoff power) .

9. Landing Gear - UP when rate-of-climb is positive.

10. Autofeather - MONITOR for proper actuation (simulated).

11. Climb to Clear Obstacles - 102 KIAS.

12. Refer to ENGINE FAILURE AFTER ROTATION checklist.

Simulated engine failure taleoff and landing practice is most safely

done with both propellers set at 1900 revolutions per minute and the

simulated failed engine set at 150 foot-pounds.

FUEL CONSERVATION

Operational maintenance and record-keeping techniques, taken to-

gethir, can minimize wasted fuel, extend the use-ful range'of any airplane

and result in a significant reduction in general operating costs.

On preflight inspection, entrance doors, baggage doors, emergency

exits, cowl flaps and wing flaps should be checked for alignment. Any

one of these items not precisely aligned will create additional drag.

Good nechanical condition of the airplane and engines is very impor-

tant for efficient operation and therefoie, the best [se of fuel.-A ciean

exterior, especially on the wing leading edges, results in better fuel

economy.

Time spent on the ground in careful flight planning will avoid need-

less delays on the ground, unnecessary fuel stops and other conditions

that can be wasteful of time arrd fuel. Plan flight in a straight line

whenever possible and after takeoff, turn on course as soon as practical.

Take advantage of altitudes ard favorable winds, but balance the

ground speed benefits of high altitudes and winds asainst the extra time

consumed in climbing to reach best altitude, refer to Section 5, for Fuel

and Time Required Chart.

4-50 Original lssue

Plan flishts with maximum occupancy; a little effort in coordinating

and schedrlling can provide many miles of travel with no additional use

of fuel by filling empty seats.

Plan arrival and departure times to avoid peak hours of operation at

airport. Substantial fuel can be saved by reducing the -time that the

airilane is operated on the ground. A call to the tower before slarting

""fi""r, i"du',t"a power and i short run-up before takeoff will all result

in fuel savings.

In flight, use proper climb and trim techniques. r-aise the landing- gear

and wing -flaps as soon as,sat'ely practrcal and reter to becf,ron o' ror

cruise Dertbrmance rntoflnatron.

When descending, stay high and avoid a far out descent' Descend at

uour "-iru sesme;t indica6d speed with power reductions as appro-

;;t"t". Tit; ."a-.o" fot keeping th'e speed down is simplv because^ a speed

i"".au." ".ut"a a severe diaglncreaie gnd a consequent waste of energy'

b';t;.6;ai;s the landin[ gear and wir:g flaps on final approach as

lat€ a3 salely pracf,rcal.

MODEL 406 (er'aplrrteopRocEDuRES) SECTION 4

NORMAL PROCEDURES

Original lssue 4-51 (4-52 blank)

MODEL 406 SECTION 5

PERFORMANCE

sEcroN 5

PERFORMANCE

TABLE OF CONTENTS

INTRODUCTION

TECHNIQUE

SAMPLE FLIGHT

Airplane Configuration . .

Takeoff Airport Conditions

Cruise Conditions

LandingAirportConditions .....

Sample Performance Limitations

Sample Calculations ... .

Page

5-3

5-7

o-l

5-8

CHARTS AND GRAPHS

Figure

5-1 ONE ENGINE INOPERATIVE TAKEOFF FLIGHT

PATH.. ..........5-6

5-2 AIRSPEED CALIBRATION ........5-17

5-3 ALTIMETER CORRECTION ,.,....5.18

5-4 TEMPERATURE RISE DUE TO RAM RECOVERY . . . . 5.19

5-5 TEMPERATURE CONVERSION FROM

FAHRENHEIT TO CELSIUS ......5.20

5-6 ISA CONVERSION AND OPERATING

TEMPERATURE LIMITS .

5.7 PRESSURE CONVERSION - INCHES OF

MERCURY TO MILLIBARS

5-8 STALL SPEEDS

^ 5-e WIND COMPONENT . . .

- - s-ro MINIMUM ENGINE ToRQUE FoR TAKEoFF

5-11 MAXIMUM TAKEOFF WEIGHT TO ACHIEVE

TAKEOFF CLIMB REQUIREMENTS .,,.... 5-26

5-12 MAXIMUM TAKEOFF WEIGHT AS PERMITTED

BY FIELD LENGTH REQUIRED ....5-28

5-13 MAXIMUM TAKEOFF LIMIT AS DETERMINED BY

THE DEMONSTRATED BRAKE ENERGY LIMIT . . . . 5.31

5.14 TAKEOFF DISTANCE .....5-32

5-15 ACCELERATE GO DISTANCE .....5.40

5-21

5-22

5-23

5-24

5-25

5-1

Original lssue - 1 July 1986

SECTION 5

PERFORMANCE

Figure

5.16 CLIMB GRAD

5-2

MODEL 406

Page

ENGINE INOPERATIVE ,....,,...5-42

5-1? RATE-OF-CLIMB - ALL ENGINES OPERATING

(FLAPS -T.O.) ... .....,..5-43

5.18 RATE-OF-CLIMB - ALL ENGINES OPERATING

(FLAPS - UP)(MAXIMUM CLIMB) . ........5-44

5-19 RATE-OF-CLIMB - ONE ENGINE INOPERATIVE .... 5.45

5-20 RATE-OF-CLIMB - BALKED LANDING CLIMB ...... 5-46

5-21 SERVICE CEILING - ONE ENGINE INOPERATIVE . . . 5-47

5-22 TIME, FUEL AND DISTANCE TO CLIMB - MAXIMUM

CLIMB . .........5-48

5-23 TIME, FUEL AND DISTANCE TO CLIMB - CRUISE

CLIMB . .........5-49

5-24 MAXTMUM CRUISE POWER (1900 RPM) . . . . 5-50

5-25 MAXTMUM CRUISE POWER (1800 RPM) . . . . 5-58

5-26 MAXIMUM CRUISE POWER (1700 RPM) . . . . 5-66

5.2? MAXIMUM CRUISE POWER (T600 RPM) . . . . 5-74

5-28 MAXIMUM RANGE CRUISE PERFORMANCE

(1900 RPM) 5-82

5.29 MAXIMUM RANGE CRUISE PERFORMANCE

(1600 RPM) ......5-90

5-30 MAXIMUM CRUISE POWER FUEL REQUIRED . . . . . . 5-98

5-31 RANGE PROFILE ........5-99

5-32 ENDURANCE PROFILE .. 5-1OO

5-33 HOLDING TIME . .......5-101

5-34 TIME, FUEL AND DISTANCE TO DESCEND ....... 5.102

5-35 LANDING FIELD LENGTH REQUIRED . . . . 5.103

5-36 LANDING DISTANCE ....5-104

TABLE OF CONTENTS

IENT AT V, - ONE

Original lssue - 1 July 1986

INTRODUCTION

Section 5 contains all the performance limitations and information

tud,*a to op"*te the airplani safely- and to-help you plan your flighk

in detail with reasonable accuracy' Sale and precse operalron oI Lne

"i-t""" t.quit". the pilot to be thoroughly familiar with and understand

thi data an-d calculatibns of this section.

The data on these graphical and tabular -charts have bee-n com..piled

irom actuat flieht tesLsl with the airplane and engines in good condition,

".itislt"t"s" "pitot techniques. Note that the cruise peiformance data

--JEr no A"to*"tt"u for wiid and/or navigational errors. Allowances for

, .t"tt. t"ti. takeoff, climb, descent and 45 ninutes reserve at the- particl-

-t" 6. c;"G power and altitude are provided in the mnge profile chart, the

"nauia"""'p.oru chart and the'maximum cruise [o*er fuel required

chatf,,

All oerformance, range and endurance charts are based on the use of

jet fuei with nominal fuel density of 6.70 pounds per gallon'

Refer to the following figures for operating weight limits:

MODEL 406

1. Power ratings include the installation,

losses.

2. Full temperature accountability within

which th6 airplane is certified.

Original lssue

sEcTloN 5

PERFORI\4ANCE

Weight To Achieve Takeoff Climb Require-

Weight As Permitted By The Field Length

bleed air aad accessory

the operational limits for

1. Maximum Takeoff

ments

2. Maximum Takeoff

Required

3. Maximun Takeoff Weight Limit As Deternined Bv The Dem-

onstrat€d Bra}e EnergY Limit

4. Landing Field Length Required

TECHNIQUE

REGULATORY COMPLIANCE

,A Information in this section is presentcd for the purpose of compliance

with the appropriate performance criteria and certification requirements

of SFAR 41.

STANDARD PERFORMANCE CONDITIONS

All nerformance in this manual is based on flight test data and the

followiirg conditions:

c-J

sEcroN 5

PERFORMANCE

c-+

NOTE

ShouLd aLtitude be below the lowest altltude

shown on the performance charts, use the per-

formance at the Loutest ualue shown.

3. Wing flap positions as follows:

MODEL 406

MODE FLAP HANDLE POSITION FLAP ANGLE

TAKEOFF

ENROUTE

APPROACH

LANDING

T.0.

LAND

100

20.

30"

4. All takeoff and landing performance is based on a paved, dry

runway.

5. The takeoff performance was obtainied using the following proce-

dures and conditions:

Accelerate Go/Takeoff Flight Path

a. The autofeather was armed.

b. Two engine power was set static to the setting corresponding to

fisure 5:10 and then the brakes were released. Power was reset

aJ required prior to 80 KIAS if it exceeded 1350 foot-pounds.

c. The engine has failed just prior to Vr in that the pilot recog-

nized the failure at Vy.

d. At Vu, the airplane was rotated to Tonose up pitch attitude and

ruddii was aiplied as required to maintain heading with the

wings level until reaching 400 feet.

e. The landing gear was retracted when a positive climb rate was

established.

f. V2 was maintained from the 50 lbot point above the runway to

400 feet above ground level (AGL). Power adjustments were not

made from 80 KIAS until reaching 400 feet AGL.

g. The aimlane was then accelerated to Vyss at which time the

- flaps were retracted and the throttle was adjusted to torque or

ITT lirnit. The airplane was trimmed and 3o bank was estab-

lished with an apbroximate 1/2 ball slip into the operative

ensine indicated on the turn and bank indicator. The climb was

then continued to 1000 feet AGL.

Accelerate Stop (Refer to Figure 5-12)

a. The autofeather was armed

b. Two engine power was set static to the setting corresponding to

fisure 5:10 and then the brakes were released. Power was reset

aJ required prior to 80 KIAS if it exceeded 1350 foot-pounds.

c. The engine has failed just prior to V1 in that the pilot recog-

nized the failure at V1.

1 June 1987

MODEL 406

Landing

SECTION 5

PERFORI,,IANCE

d. Both power levers were brought to flight idle ai Vr.

e. Maximum effective braking was started immediately after the

power levers were brought to flight idle and continued until the

airplane came to a stop.

TIOTE

Maximum up eLeuator, uithout allowing the air

pLane to become airborne, aLLows maximum

brahing ef

ectiuene s s.

Multiengine Takeoff

a, The autofeather was armed

b. The power was set prior to brake release to the setting cor-

responding to figure 5-10 and then the brakes were released.

Power was reset as required prior to 80 KIAS if it exceeded

1350 foot-pounds.

c. Positive rotation was made at Vp, increasing the pitch attitude

by Toand achieving the 50 foot obstacle speed given in Figure

5- 14.

d, The landing gear was retracted when a positive rate of climb

was established.

Landing was preceded by a steady three degree angle of ap-

proach down to the 50 foot height with airspeed at Vqs6 wiih

flaps in the landing position and the landing gear was extended.

Power was adjusted as required to maintain the three degree

approach angle at Vpse at 50 foot point.

At 50 feet, a gradual power reduction was initiated.

Sink was slightly arrested, the power levers were fully retarded

lo flighl idle and a firm touchdown was accomplished. The

power Jevers remained at flight idle until the airplane had

stopped.

Maximum effective braking was initiated immediately and con-

tinued throughout the landlng roll.

The control wheel was held full aft to keep all the weight on

the main wheels.

5-51

1 June 1987

SECTION 5

PERFORMANCE

-TAKEOFF POWER SET

c-o

:TAKEOFF POWER ADJUSTED POWER SET

MODEL 406

,/T

_ 1000 FEET

FEET I

Figure 6-1

One Engine Inoperative Takeoff Flight Path

Original lssue

MODEL 406 SECTION 5

PERFORMANCE

SAMPLE FLIGHT

The following is an example of a typical flight using the performance

data contained in Figures 5-8 through 5-36. The approximation method

is used in tabular performalce except where noted.

AIRPLAI,..iE CONFIGURATION

Airplane Ramp Weight . . . 9075 Pounds

Airplane Weight at Takeoff . . . . . . 9000 Pounds

Usable Fuel Load . . . .... 2000 Pounds

^ TAKEoFF AIRPoRT coNDtnoNs

Field Length 7200 Feet (Runway 23)

Temperature ......16 Degrees Celsius

Field Pressure Altitude . .... 2400Feet

Wind . . . . -.. .270 degrees at 25 Knots

Obstacles .... None

CRUISE CONDITIONS

Distarce 600 Nautical Miles

Cruise Altitude . . 10,000 Feet

Temperature -15 degrees Celsius (ISA -10 Degrees Celsius)

Wind... .. 15 Knot Tailwind

Power . . Maximurn Recommended Cruise Power

LANDING AIRPORT CONOITIONS

Field kngth . . 4000 Feet (Runway 19)

_ Temperature ..... TDegrees Celsius

Field Pressure Altitude . .... 1?00Feet

Wind . . . .. .. 270 Degrees At 1? Knots

Landing Weight .... To Be Calculated

Obstacles ..... 50-Foot Trees

SAMPLE PERFORMANCE LIMITATIONS

(1) Minimum Engine Torque For Takeoff

(Refer to example on Figure 5-10) - 1350 Foot-Pounds

(2) Maximum Takeoff Weight To Achieve Takeoff Climb Re-

qurrements

(Refer to example on Figure 5-11) - 9360 Pounds

5-7

Original lssue

(3) Maximum Takeoff Weight As Permitted By The Field

Length Required

(Refer to eiample on Figure 5-12) - Not weight limited bv

available field length

(4) Maximum Takeoff Weight As Determined Bv The Dem-

onstrated Brake Enercv Limits

(Refer to example on"- Figure 5-13 Example 1) - Above

9360 Pounds

(5) Landine Field Lensth Required

- tn"fe" [o example"on Fi$rre 5-36) - 3900 feet with wind

cor"rection

SAMPLE CALCULATIONS

Wind Component (Figure 5-9)

(1) The angle between the runway and the prevailing wind is

40 degrees.

(2) Enter Figure 5-9 on the 40 degrees wind line and proceed

out to th; intersection with the 25-knot arc'

(3) Read horizontally left from this intersection; the headwind

component is 19 knots.

Takeoff Distance (Figure 5'14)

(1) Enter Fizure 5-14 at 9360 pounds weight; the 50-foot ob-

' stacle sDe;d is 102 KIAS.

(2) Proceed horizontally right from 3000-foot- pressure altitude

'-' to ltt" """ti"ut columns"for 20 degrees Cels:ius The takeoff

*o""a ^" is 2588 feet and the total distance reqrired to

iiear a 50-foot obstacle is 3164 feet without wind correc-

ii;;. witi-t ; 1g-knot headwind compon-ent, the correct€d

Gfeoff gtound run is 2365 feet and the corrected total

distance required is 2892 feet.

19 knots lrea4wind (4.b percent) :8.6 percent

l0 knots headwrnd

Corrected takeoff

iround run : 2588 feet - [8.6 percent (2588 feet)]

: 2588 feet - 1223 teet\

SECTION 5

PERFORMANCE

5-d

MODEL 406

: 2365 feet

Original lssue

MODEL 406

Corrected total

distance required

"ERFsoE"cJlotl[E

:3164 feet - [8.6 percent (3164 feet)l

: 3164 feet - 1272 teetl

: 2892 feet

Accelerate Stop Distance (Figure 5-12)

(1) Enter Figue 5-12 at 2400 feet altitude and 16 degrees

Celsius.

(2) Proceed horizontally to right to weight refere-nce.line Move

' down weight line fo 9000 pounds. -Proceed horizontally to

rieht to wlnd reference line. Proceed down headwind line to

19 knots wind component.

(3) Proceed horizontally to right to weig,ht line. The accelerate-

stop distance required is 3970 feet.

Accelerate Go Distance (Figure 5'15)

(1) Enter Figure 5-15 at 9360 pounds weight; rotation speed is

98 KIAS.

(2) Proceed horizontally right from 3000-foot lresgYre altitude

' to the vertical columns-for 20 degrees Celsius' The distance

reouired to clear a 50-foot obstacle, after rotating at 98

KIAS, is 5652 feet without wind correction. With- a 19-knot

headwind component, the distance can be reduced by:

lg knots L-^r--.:-r

,=____=__i:s:I++ (b percent) : 9.5 percent

lu knols neaowrno

Corrected accelerate

go distance :5652 feet - [9 5 percent (5652 feet)]

: 5652 feet - [537 feet]

:5115 feet

M)TE

A more eaact ualue ol the acceLerate go disLonce.

can be obtalned using the ,nterpoLatrcn method

if the distance required' ualue from the approxi-

mation method is too Larae.

5-V

Original lssue

sEcloN 5

PERFORMANCE MODEL 406

Rate-ot-Climb - All Engines Operating (Figures 5-17 and 5-18)

(1) Enter Figure 5-18 at 16 degrees Celsius.

(2) Proceed vertically up to the 2400-foot pressure altitude line.

(3) Proceed horizontally right to the reference line. Follow the

slope of the adjacent rat€-of-climb lines until intersecting

the vertical 9000-pound line.

(4) Proceed horizontally right to obtain rate-of-climb. (1600

Feet per minute)

(5) The climb speed for all conditions is - 109 KIAS.

Rate-Of-Climb - One Engine Inoperative (Figure 5-19)

(1) Enter Figure 5-19 at 16 degrees Celsius.

' (2) Proceed vertically up to the 2400-foot pressure altitude line.

(3) Proceed horizontally right to the reference line. Follow the

slope of the adjacent rate-of-climb lines until intersecting

the vertical 9000-pound line.

(4) Proceed horizontally right to obtain rate-of-climb. (410 feet

per mrnule,

(5) The climb speed is 108 KIAS.

Time, Fuel And Distance To Climb - Cruise Climb (Figure 5-23)

Time, fuel and distance to climb are determined by frnding the

difference between the airport and the cmise conditions; thus, two

calculations are required, one for the airport condition and the second

for the cruise condition.

Airport Condition:

(1) Enter Figure 5-23 at 16 degrees Celsius.

(2) Proceed vertically up to 2400-foot pressure altitude line.

(3) Proceed horizontally right to the 9000-pound line.

(4) Proceed vertically down to obtain time to climb (1.4 min-

utes), fuel to climb (20 pounds) and distance io climb (3

nautical miles).

5-10 Original lssue

MODEL 406 SECTION 5

PEBFORMANCE

Cruise Condition:

(5) Enter Figure 5-23 at -15 degrees Celsius.

(6) Proceed vertically up to 10,000-foot pressure altitude line.

(?) Proceed horizontally right to the 9000-pound line.

(8) Proceed verticallv down to obtain time to climb (5.9 min-

' utes), tuel to cliirb (6? pounds) and distance to climb (15

nautical miles).

Final calculations:

Time to climb : Cruise time to climb - atport time to

climb

: 5.9 minut€s - 1.4 minutes

:4.5 minutes

Fuel to climb : Cruise fuel to climb - airport fuel to climb

: 67 Pounds - 20 Pounds

: 4? pounds (add ?5 pounds for star{, taxi

and takeofO (122 Pbunds total)

Distance to climb : Cruise distance to clinb - airport distance

to climb

: 15 nautical miles - 3 nautical mileg

: 12 nautical miles

Adjusted for wind (use 60 percent of the

wind at altitude for climb wind),

: 12 nautical miles a wind contribution

: rz + | 4lq m+gt€s (0.6 x 15 knots)l

- ttu mrnur€s

: 12 nautical miles * 0.7 nautical miles

- 12.7 nautical miles

Time, Fuel And Distance To Descend (Figure 5-34)

Time. fuel and distance to descend are determined by finding the

difference between the cruise and the landing airport conditions; thus

two calculations are required, one for the cruise condition and the second

for the landing airport condition.

5-11

Original lssue

SECTION 5

PERFORMANCE MODEL 406

Cruise Condition:

(1) Enter Figure 5-34 at the cruise altitude of 10,000 feet.

(2) Proceed horizontally right to the guideline.

(3) Proceed vertically down to obtain time to descend (13.3

minutes), fuel to descend (99 pounds) and distance to de-

scend (43 nautical miles).

Landing Airport Conditionr

(4) Enter Figure 5-34 at the airport altitude of 1700 feet.

(5) Proceed horizontally right to the guideline.

(6) Proceed vertically down to obtain time to descend (2.0

minutes), fuel to descend (19 pounds) and distance to de-

scend (7.0 nautical miles).

Finai Calculations:

Time to descend : Cruise time to descend - airport time to

descend

: 13.3 minutes - 2.0 minutes

: 11.3 minutes

Fuel to descend : Cruise fuel to descend - airport fuel to

descend

: 99 pounds - 19 Pounds

: 80 Pounds

Distance to descend : Cruise distance to descend - airport

distance to descend.

: 43 nautical miles - 7 nautical miles

: 36 nautical miles

Adjusted for wind (use 40 percent of the

wind at altitude for descent wind),

: 36 + wind contribution

: 96 + t lljl minutes (0.4 x 15 knoLs)l

- tit mr.nutes

:36 nautical miles * 1.1 nautical miles

: 37.1 nautical miles

5-12 Original lssue

MODEL 406 sEcTloN 5

PERFORMANCE

Maximum Recommended Cruise Power (Figure 5'24)

The approximation method for extracling. dala from the cruise tables

is to seli,it the next lower temperature and altitude values, which are

generally conservative with respect to fuel economy.

(1) Enter the ISA -10 desrees Celsius data for Maximum Rec-

' ommended Cruise Pdwer (1900 RPM) at an altitude of

10,000 feet.

(2) Use the higher weight of 9360 pounds. The airspeed is 232

KTAS and the total fuel flow is 605 pounds per hour.

(3) Correcting for a weight of 9000 pounds, the airspeed in-

creaseg to:

Airsneed at .. . . . . -' i KTAS ut KTAS atl

the higher +l(hrgher wqlg-hJ - rhglt werght | | lower - higher l:

weight L rubu pounos I I weight werght l

232 KTAS + 0.3 KTAS :232.3 KTAS

The intemolation method may be used for interpolating altitude and

temperature -to obtain performance data closer to the actual conditions.

In the above calculations, for convenience, the weight was assuned to

be eoual to the takeoff weight of 9000 pounds. More realistic data can be

detenmined if the average cruise weight is used. This average cruise

232 KTAS -[9!9q!9g$::-999q-p9qd" I lzes xres - 232 KrAS] :

L l0tt0 Pounds I

weight is determined as follows:

Cruise

fuel - Total - climb - descent

- distance distance distance

true t wind

airspeed correction

600 12.0 37.1

Nautical - nautical - nautical

miles rniles miles

x [total fuel flow per hour]

x [605 pounds per hour]

- 550'9-ngutigal miles x 605 oounds per hour

247.4 knots

: 2.23 hours x 605 pounds per hour

: 1349 pounds

5-13

232.4 KTAS * 15 knot tailwind

Original lssue

Average

crurse Cruise

weight : Starting weight - start, taxi and climb fuel - fuel

:90?5 pounds - 122 pounds - l34glounds

:8279 founds 2

Average

cruse

speed : True airspeed (refer to Figure 5-30) t weight correction

: 282 KTAS * 9360 pour.rd-s_- 8279pounds (233 _ 282 KTAS)

1060 pounds

: 232 KTAS + 1.0 KTAS

: 233 KTAS

Average

ground

speed : 233 KTAS * tailwind

: 233 KTAS + 15 knots

:248 knots

Distance

durins

cruisd : Total distance - climb distance - descent distance

:600-12-37.1

: 550.9 nautical miles

Time

during cruise distance

ground speed

:550.9

248

: 2.22 hours

SECTION 5

PERFORMANCE

5-14

MODEL 406

Original lssue

MODEL 406

Landing Distance (Figure 5'36)

SECTION 5

PERFORMANCE

Landing weight : Startine weieht - st€rt, taxi and climb

fuel - cirise fuel - descent fuel

:90?5 pounds - 122 Pounds -

1349 pounds - 80 Pounds

: 7524 pounds

:210 decrees at 17 knots. Determrne

headwiird compon€nt (refer to Figure 5-9)

(16 knols headwind)

Enter Fizure 5-36 at 8300 pounds; the approach. speed is 100 IAS'

p.i"""a' ft--"ir"tt"tiy .iint fro"i 2000-foot pressure. altitude to the verti-

i;i;;1il; f- io ii"giee. Celsius. The lai'rding distan^ce- ground roll is

iizs f""'f-i,tia- ttte totil distance required to clear a 5-0-foot obstacle is

iofs f""t ;ithout wind correction' With a 16-knot headwind comp-onent,

;i;"";;;"fi- ct;urra ioii aitt"tt"" is 1311 feet and the conected total

distance required is 2446 feet.

16 knots hea4wln4 {5 Dercent) :g.0 percent

l0Tiok headwin

Conected landing

g."""a i"U 7425 feet - [8.0 percent (1425)]

: 1425 feet - 114 feet

Wind

Corrected total

distance required

:1311 feet

: 2659 - [8.0 percent (2659)]

:2659 feet - 213 feet

: 2446 feet

Rate-Ot-Climb - Balked Landing Climb (Figute 5-20)

Climb speed :100 KIAS for all weights and altitudes.

Original lssue

(1) Enter Figure 5-20 at 7 degrees Celsius.

(Z; e.oceed vertically up to the 1700-foot pressure altitude line'

(3) Proceed horizontally right to the weight reference line'

Follow the zuidelines up and to the ri8ht untll rnterslecf,rng

the vertical -?524-pound weight line.

(4) Proceed horizontally right to determine the rate-of-climb'

(1600 feet per minute)

5-15

SECTION 5

PERFORMANCE MODEL 406

'r,^rot fi,ot rod,lir-n

(without holding fuel) : Start, taxi and climb fuel

-r cruise fuel * descent fuel

: 122 pounds -F 1349 pounds

* 80 pounds

: 1551 pounds

Holding Time (Figure 5-33)

The holding fuel required for 45 minutes at 10,000 feet is as follows:

(1) Enter Figure 5-33 at 0.75 hours.

(2) Proceed horizontally right to the altitude guideline of

10,000 feet.

(3) Proceed vertically downward to obtain the holding fuel

required (226 pounds;.

Total fuel required

(with 45 minutes

holding fuel) : Total tuel required without holding tuel

* holding fuel required for 45 minutes.

: 1551 pounds * 226 pounds

: 1777 pounds

, ,To determine holding time, the fuel available for holding must be

oelermlneo.

Fuel

available

for

holding : Initial fuel ' start, taxi and climb

fuel - cruise fuel - descent fuel

: 2000 pounds - 122 pounds

1349 pounds - 80 pounds

: 449 pounds

(1) Enter Figure 5-33 at 449 pounds of fuel available.

(2) Proceed vertically up to the intersection with the guideline

for 10,000 feet.

(3) Proceed horizontally left to obtain holding time available.

(1.5 hours)

5-16 Original lssue

SECTION 5

MODEL 406 PERFoRMANoE

NOTE:

1. lndicated Airspeed Assumes

Zero Instrumeni Elror.

2. The Following Calibrations

Are Not valid ln Prestall

Bullet.

FLIGHT CALIBRATION

EXAMPLE:

Indicated Airspeed - 204 KIAS

Landing Gea. - Up

Flaps - Up

Calibrated Airspeed ' 205 KCAS

GROUND CALIBRATION

Figure 5-2

AIRSPEDD CALIBRATION

PILOT'S AND COPILOT'S SYSTEMS

5-17

GEAR . UP

FLAPS . UP

GEAR . UP or DOWN

FLAPS . T.O.

GEAR . DOWN

FLAPS - APPR GEAR . DOWN

FLAPS . LAND

KIAS KCAS KtAS KCAS KIAS KCAS KtAS KCAS

roo

110

120

tiz

112

121

100

'| 10

120

101

1t1

121

100

110

120

100

110

120

100

110

120

109

118

140

160

180

200

220

141

161

181

201

221

140

160

180

200

141

't 61

181

201

140

160

180

200

139

158

178

198

140

160

1-80

137

157

,!:

229 230

FLAPS . T,O.

KIAS KCAS

100

'110

102

112

Original lssue

SECTION 5

PERFOBMANCE

NOTE:

1. lndicated airspeed and indicated altitude assume zero inskument elror'

2. Add co(eclion to indicated altlmeter reading to oblain corrected allitude

3. The following calibrations are valid lor the oilols and copilot s altimelsrs

EXAMPLE :

Aksoeed - 160 KIAS.

lndicated Altitude - 12,000 Feel

Conliguration ' Gear Up And Flaps Up.

3pi;1;fr,t"5ff1i2 000 Feet + (2r) Feer ' 12,02r Fe€t.

Fieure 6-3

ALTIMETE_R CORRECTION

PILOT'S AND COPILOT'S SYSTEMS

5-18

MODEL 406

GEAR

FLAPS

SEA LEVEL 'I5,0(X) FEET

DOWt{

T.O.

DOWN

APPR

DOWN

LAND

DOWN

T.O.

00wN

APPR

DOWN

LANO

KIAS FEET FFFT FEET FEET FEET FEET

100

110

120

't5

'11

-2

-9

-4

-10

-22

-3

-6

-14

-6

-16

-34

140

160

180

200

220

-18

-37

-33

'41

-28

-50 -65

229 34

GEAR

FLAPS

3O,OOO FEET

00wN

T.O.

DOWN

APPR 0owtl

LAND

KIAS I'EEI I'EEI FEET

100

110

120

-23

-11

-26

-45

-58

140

160

180

200

220

-47

-70

-84

-99

-88

-109

229 58

Original lssue

MODEL 406 sEcloN 5

PERFORMANCE

=oG

9T'

6lo-

c . ' 3slu 3un1vu3dw3r

Figure 5-4

TEMPERATURE RISE DUE TO RAM RECOVERY

Original lssue 5-19

SECTION 5

PERFORMANCE

5-20

MODEL 406

Figure 5-6

TEMPERATURD CONVERSION FROM FAHRENHEIT TO

CELSIUS

,jj h

Original lssue

^U"^

Brs

SECTION 5

PERFORMI\NCE

0-70 -60 -50 40 -30 -20 -10 0 10 20

OUTSIDE AIB TEMPERATURE. 'C

EXAMPLE:

Temoerature - 16 oeorees Celsius.

Pros;ure Allitude - 2{00 Feet.

Temperature ' ISA +5 degrees Celsius.

Figure 6-6

ISA CONVERSION

AND OPERATING TEMPERATURE LIMITS

Original lssue 5'21

SECTION 5

PERFORMANCE MODEL 406

1050

1040

1030

1020

1010 FF

1000 FF

eeo Fl-

s80 FF

e70 FF

11.

e6o FF

r-r

950 El

28.00 a.00 29.50 30.00

PBESSUBE . INCHES OF MERCURY

EXAMPLE:

Pressure - 29.55 Inches ol M€rcury.

Pressure - 1000.6 Millibars.

Figure 5-7

PRESSURE CONVERSION

INCIIES OF MERCURY TO MILLIBARS

5-22 Original lssue

MODEL 406 SECTION 5

PERFORMANCE

CONDITIONS: NoTE:

1. Power Levers - Flight ldle. 1. l\,laximum altitude loss during a conventional stall

is 520 leet.

2. Maximum nose down pitch attitude and altitude loss

dunng recovgry from one engine inoperative stall per

FAB 23.205 are approximalely 7 degrees below the

horizon and 700 feet, respectively.

EXAMPLE:

Weight - 9000 Pounds.

Landinq Gear " LJp.

Wing Flaps - Up.

Angle-of-Bank - 15 Degrees.

Slall Speed - 96 KIAS.

Stall Speed - 96 KCAS.

Figure 6-8

STALL SPEEDS

5-23

WEIGHT

POUI{DS

CONFIGURATION ANGLE.OF.EAI{K

0" 30" 45' 60"

FLAPS GEAR KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS

9360 UP

T.O.

APPR

LAND

DOWN

102

113

101

'fi3

't 01

134

120

115

107

134

120

115

109

8300 UP

T.O.

APPR

LAND

OOWN

DOWN

107

127

116

112

105

127

1't6

112

107

7300 UP

T.O.

APPR

LAND

DOWN

102

'102

122

'| 10

109

104

122

110

109

106

6300 UP

T.O.

APPR.

LAND,

DOWN

115

106

105

103

'| 15

106

105

Original lssue

SECTION 5

PERFORMANCE MODEL 406

NOTE

Demonstruted Crosswind Ve\ocity is 20 hnots

(not a limttation).

;

iru

)

J'O

(L ta

(.)

-10 --- - -

01020304050

WIND COMPONENT PERPENDICULAR TO RUNWAY - KNOTS

55857021

EXAMPLE:

- Wind Velocity - 25 Knots At An Angle Ol 40 Degrees'

Headwrnd Componeni - 19 Knols

crosswind Component - 16 Knots

J-21

Ficure 6-0

WIND COMPONENT

Original lssue

MODEL 406

CONDITIONS:

1. Airspeed - 0 to 80 KIAS.

2. Inenial Separators - Normal.

3. Heater - As Noted.

SECTION 5

PERFOBMANCE

19OO RPM

NOTESI

1 . Above 80 KIAS allow torqu€ to increase not to

exceed 1382 foot-pounds or ITT limit

2. The torque indicaled below is the minimum value

for which takeoff performance in this section

can be obtained.

3. Forque on this chart shall be achieved without

exceeding 725 degrees Celsius ITT or 101.690 No.

4. For op€raton with inerl8l separator in byoass, aAd

5 degr€es Celsius to the actual oulsrds dii

temperature before entering graph.

---- Heater - ON

Heater ' OFF

-20 -10 0 10 20 30 40 50

OUTSIDE AIR TEMPERATURE. "C

EXAMPLE:

Oulsrde Air Temperature - l6 Deqre€s Celstus.

Pressure Altitude - 2400 Feet. -

Minimum Engine Torque Acceptabte Durjng cround Run - 1350 Foot_pounds.

Figure 5-10

MINIMUM ENGINE TORQUE FOR TAKEOFF

Original lssue

'14

+13

'12

Flo

5-25

SECTION 5

PERFORMANCE MODEL 406

INERTIAL SEPARATORS - NORMAL

NOTE:

1. Use dashed lines fol takeofJ with heater on.

OUTSIDE AtR TEMPERATURE - 'C

EXAMPLE:

Heater - Oft.

Outside Air lemperature - 16 oegrees Celsius

Pressure Altitude - 2400 Feet.

Maximum Taheotf weighl - 9360 Pounds.

---- Heater - ON

Heatgr - OFF

+o -ro o 10 20 30 40 50

80,

7s6

l.^ =

|," i

Ficrure 5-ll (Sheet I' of 2)

MAXIMUM fNTNONN WEIGHT TO ACHIEVE

TAKEOFF CLIMB REQUIREMENTS

5-26 Original lssue

MODEL 406 SECTION 5

PERFORMANCE

INERTIAL SEPARATORS . BYPASS

-30 -20 -10 0 lo 20 30

OUTSIDE AIR TEMPERATURE . 'C

853

80 ,'

75ts

70{

-J--r-J--L.r!_J_r.r_I 60

,o 50 60

60856039

c-zl

Figure 5-11 (Sheet 2 of 2)

MAXIMUM TAKEOFF WEICHT TO ACIIIEVE

Original lssue

TAKEOFF CLIMB REQUIREMENTS

MODEL 406

rffl 0001 - ofulnoSu HreNf-] 0-llll

ztL

SECTION 5

PERFORMANCE

;

Z^^

=dz

- >Y

()

N=) o

..e

5 u.l

-e

N s,)

€

;.9

6;vt

OPP

(oin.

-r^o

I 3*3

S Ao E6

6() E_a H',

- E-=

="sts

ea >

.ry9

*-a E -

doe > F

>9E {, t;

3e Fq€Eij E

e9 -T;Y Pa

q eE aE a.a€

9{;I geE "i€

3* ";.96 Ei

,j 6iri+o@

Figure 6-12 (Sheet I of 2)

MAXIMUM rrxnoFr wErcHT AS PEEMTTTED

BY FIELD LENGTH REQUIRED

(ACCELERATE STOP DISTANCE)

5-28 Original lssue

SECTION 5

PERFORMANCE

l33l 000t - 6lurnolu H1eN3-l 0-]]E

-9

^ E;

o ;o

< ;€

.-. Y E.E

ao ez

g) €o

, cb

t9H

- a6

;: "9E

z. Eg

ae!

> EE

dl E€

' ..e

o r^EE

Gni

!JO

o-a

IJJ

o ".!

o .q HF+Tffi

d#e ffiffi

tr ss; E i ;ifi+#F+ffifF;]

(E Eo= >. I 6 ^ le

.-.2 E5g?_a ;9: lq

eflcr.iEEg = E € 3lE

:EU;;.1 ;gE I:

.!:g:SB€ T€F:rs

fEfata*ss 3 - e"glg

-.^ -;SEiiriilJ = =E ,s 6ts |5-

=$:':siEEe =;s Fn: F'- | 5,

i' .-"r- iSEF-sdg lef

Ud - Figure 6-12 (Sheet 2 of 2)

MAXIMUM TAKEOFF WEIGHT AS PERMITTED

BY FIELD LENGTII REQUIRED

(ACCELERATE STOP DISTANCE)

a99

z 6il

=d>

->!.

H-

P.>

tl.t

o>F

5-29 (5-30 blank)

SFAR 41

Original lssue

MODEL 406

CONDITIONS:

1. Wing Flaps - T.0.

2. Ground ldle and Maximum Effective Braking at Vl

3. Level, Hard Surface, Dry Runway.

sEcTroN 5

PERFORMANCE

930

tt 20

< r^

E'w

T-to

2-zo

o -30

-40

-50

iiz

ca!

l|', f

-t

EXA[,{PLEi

1. Pressure Altitude - 2400 Feel.

Outside Air Temperature - 16 Deqrees Cetsrus.

Wrnd - 19 Knot Headwind Compo-nent.

Brake Energy Takeofl Weight Limit - Above 9360 pounds.

CIhe Limding Wnd For Thrs Example ts 5 5 Knots Taitwind.)

2. Pressure Aliitude - 12,000 Feet.

Outside Air Temperature - 0 Deqrees Cetsius.

Wind - 5 Knot Tailwind Comoon;nr.

Brake Energy Takeoff Weight Limit - 7000 Pounds.

Fieure 5-13

MAXIMUM TAKEOFF WEIGHT LIMIT

BY THE DEMONSTRATED BRAKE

Original lssue

AS DETERMINED

ENERGY LIMIT

5-31

MODEL 406

SECTION 5

PERFORMANCE

P-ci<"j

! J>

i;E E

= E o-

E;; E

a'.9 a

Ecdii

iiSE.B.

PbeP

+[sa

P 3;5

g Fi6 b

EE F?

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:9e=

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o q = 9."

EE€E$

a 2;

gi, E

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;_i6i.E

.", 6*

gE s3i

,P9 E EE

Ei3 -t

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Ft-

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<"9 A

€=

'?ii

r-€

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u:i ? B

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5-32

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=iE

EEH aPals

sEgEEe

e;s

gEEEan

e;e a*gFa

Pd,

5eF 6

5 E:5 t5 45

EeH*

Original lssue

Fisure 6-14 (Sheet I of 8)

fAKEOFF DISTANCE

rEgEEn !iii!

zi,

90!!

oittii

sggEEu itt!i

Z'.E

EEH rt!rl

orHsEsn

c;F

<J sfsEsn

e;F

Prn

5Qr-

aifr

i^^^^

Y5-55

f;EH=

:- tt,

?52

Figure 6-14 (Sheet 2 of 8)

TAKEOFF DISTANCE

sEcTloN 5

PERFORMANCE

5-33

! t>

.: .= x

3E:E

t-6x

gbrag

9Y(5

FEaE

*EE-E

=.9 q :;

6*=.e

X o H F--

oq=c).?

8!5 E8

-E

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OEE

F; : ;

I-gFE

r.d s z;

'- oi ' il

s,E.€ EE i

h9F.?OE,9

F5sE3F€

pEssigEe

z- No*ra)@

MODEL 406

H-ciaj

Original lssue

orEgHan

Z\E

oolu

rEgEan

2",

a=H

En* a6bsa a& Eaa

(J rH:Eae b8:aa

EdF aR5$S

ragEAn RKRHS

E;F 9S36b RA$S5

5Qr-

ut=u

Ei HE=EF 39Rg?

EgH*

Ficure 5-14 (Sheet 3 of 8)

fAKEoFF DISTANCE

MODEL 406

e !x

Ep;€

.s:; E

<-96

ii3q.

;3Et

;P8.-

[E:3

rgqE

e u b!

EKEb

EE E€

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xx.9qqr=

; ef;qEE

F 3ae e.ee

zgSP'9E-<i

Ee6Ei6 Ei

!. o;..;+;ot

SECTION 5

PERFORI,IANCE

5-34

P;6i aj

Original lssue

ogEsErn

Zits

oo!4 liiii ttiii

sEsEa*

9 .,-

adH tiiii

rEiEan

fi;e

orE:Egn

E;w RRAAA Sgaaa

u,|....

56.

aifr

dqsee

-.556-

3--.r-

Effi*

Fieure 5-14 (Sheet 4 of 8)

'TAKEOFF DISTANCE

SECTION 5

PERFORMANCE

MODEL 406

5€

P EX

=9GE

.E=; g

o r.9 -

A@^^

E 6ts E

E=E3

UBEE.

>@Ez

F: do

E!{;F

.iEEA

sai - ^

!2 X !;

g bE 5

tPlgt

:vE!:

RA9-,i

o q = 9?."

EE=€8

H - .'i <'j

2<)

4E F.

.:.4-

831

:E b

IEE

8>-

9-o

;s9

fi;3

c-Jc

Original lssue

MODEL 406

9 :>

.=.=x

:96i6

U::E

t-6R

3E *F

F=do

Pbeg

og sa

l i( .s .9

qnEb

6.e 8,ii

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6!=e

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o q = a.=

o;5:r2

3 E;E3

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x* a E

6gi5

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.l: e?, rE

3':ctE P H I

; !? F.: v !!.y

^6 5 a: &S{

=;s==sEEs

z- N.t<f6@

SECTION 5

PERFORMANCE

5-36

g; "': .;

osEgEan

E:E

8,. *

osEiEar

z,,

f,=iu

Eeil 45549

osfgEan

I ..-

f=tu

B8H

eEsEgr

EdF

Ul l- U-

Exj

HEEs

Figure 5-14 (Sheet 5 of 8)

TAKEOFF DISTANCE

Original lssue

sEgeEn tlt!l ttiii

=ih

PPU

(, !lit!

sfsEee

Z'.L

8eH

tilii

rfiEsn

EdF

rasEAn

z\t

-: i!

qo$

H":

=QF

i^^^^

B=an6+

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tr3

Figure 5-14 (Sheet 6 of 8)

TAKEOFF DISTANCE

SECTION 5

PERFORMANCE

MODEL 406

P EX

:!.€

E:: E

;E E 5

P+ia8

--i9

FE -'+

x o!=

- Jf X:b

F=6-

Pbee

i[sa

:i-o d

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F 3 xE

iig 8E

-l3 E

:eg=

H g EEA

oq=q.:

EE=Ef;

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^_: a

',= & q

3*69-

Co:6dg=

u/rvt oo or

h qF_ -?o 69

=;'"''6*

^- o o: o.o<

EEBgEEEE

z- c.J.9* f)@

P;6j.t

5-37

Original lssue

orEiEan

E;F

<J EeiEan

cdF

<) sEsEan

EdF

arrgEEn

=jr

EEH R*EFE

t=F

ttt=u

UhE

EEH=

Fisure 6-14 (Sheet 7 of 8)

TAKEOFF DISTANCE

MODEL 406

*on

e EX

E;E*

=.8 o-

};; E

o >.9 i

: 3.E:

;E EE

--E*A

EgbE

*E EN

=.9 ! i;

b X;.e

2e9-!;

o q = 9.?

EE=E6

dZt

q€eij*

3E A3{

-s+-!(,r '

r--[ 6 h

,s9EfE

--93 Ef

h E1

<P6

FFUI

sEcroN 5

PERFORMANCE

5-38

f; "i.i

Original lssue

gegEEn tttll

1 Jt-

BEH

illii

<) rEsE6n

e;F riiii

sEgEEu

=r!:

BEE

sEiEan

c;F

>=F

d*ess

-E666

3Fc!G'+

HEa*

Figure 6-14 (Sheet 8 of 8)

TAKEOF'F' DISTANCE

sEcTtoN 5

PERFORMANCE

MODEL 406

sH'

: E:

E:ft€

d-=: E

:E E 5

*olz

E63E

h-6E

;3E:

F= 6o

P6!29

i[14

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*EE.E

=.9 I i;

6*=.e

=W EF

6 q be:l

3fiE4.5

AE= E$

H-"i.j

.:.s-

ad<

u6x

:hq

i6 >-

9f;

g;!

F-99+

esg

5;3

J-.tv

SFAR 41

Original lssue

SECTION 5

PERFORMANCE

CONDITIONS:

1. Takeoff Power Set - Refer To

Minimum Torque For Takeotl

Graoh Fioure t10.

2. Wina Fla-Ds - T.O.

3. Lev;I, Hdrd Surface.

Dry RunwaY

4. UOwr FEpS - 9pen.

5. Inertial Separator - Normal.

6. Heater - As Required.

7. Autofeather - Armed.

MODEL 406

NOTEi

1. Engrne is assumed to lail iusl prior to VR.

2. tf till power is apDtigd w hout Drakes sa, dtsrance

apply trom point where tull power is achieved.

3. Decroase total distance 5 percent tor each 10 knots

h€adwind.

4. lncrease tolal distance 25 percent lor each'10 knots

tailwind,

5. With ingrtial soparator in bypass position add 1000 teet

to altitude b€loro sntering tgbles. ffhis relalonship

assumos that bypass is not used above 20 degrees

C€lsius.l

PRESSURE

ALTITUDE .iI'EIGHT .

POUNDS KIAS V2.

KIAS

IOTAL DISTANCE TO CLEAR

SO.FOOT OBSTACTT . FEET

.20"c '10'c 10'c 20'c 30'c 40'c 50'c

Sea Level

1000

2000

3000

4000

9360 98 102 2908

3132

3388

3678

4013

3151

3406

3698

4034

4439

3415

3704

4043

,t446

4981

37M

4038

4445

4968

4025

4424

4921

6793

,$79

4893

5578

6654

8914

4827

5,18i]

7608

5000

6000

7000

8000

9000

4419

4953

5698

9813

496r

5724

6921

9805

5726

6942

9748

5887

i' 9283

10.000

11,000

12,000

r 3.000

14,000

S€a Level

't 000

2000

3000

4000

8300 98 102 2276

242

2581

2751

2935

2434

259r

2762

2946

3147

2579

2951

3380

n49

3150

3629

2342

3140

3616

3908

3121

3345

3s94

3880

4234

3319

JCOJ

4014

4912

70o7

4090

5152

8389

5000

6000

7000

8000

9000

3138

3368

3628

3934

4300

sti74

3936

€02

4753

3638

3939

4297

4744

5318

3928

4215

4715

5291

7423

4256

4682

5850

5161

10,000

1 r,000

12,000

13,000

14,000

4749

6168

5326

6r63

,:rt

EXAMPLE:

Weight - 9C)00 Pounds.

Orrtside Air TemDerature - 16 D€ore€s C€lsius.

Pressure Altitudri - 24tJ0 Feet. -

Headwind ComDonent - 19 Knots.

Distance To Accelerate Go lApproximation Msthod) - 5652 Fe€t (5115 Feet With Wnd

Correction).

5-40

Figure 5-15 (Sheet I of 2)

ACCELERATE GO DISTANCE

Original lssue

MODEL 406

CONDITIONS:

1. Takeoff Power Set - Refer To

Minimum Torque For Takeofl

Graoh Fiqule 510.

2. Wino Rabs - T.o

3. Lev6l, Hdrd surface,

Dry Runway

4. cowl Flaps - open.

5. Inertial Separato. - Normal.

6. Heater - As Required.

7. Autofeather - Armed.

SECTION 5

PERFORMANCE

NOTE:

1. Enoine is assumed to lail iusl pnor to vR

2. lf fill oower is aDplied withoul brakes set dislance

aoDlv from Do|nt \ihere full powe' is achieved

3. D&iease total distance 5 percent lor each 10 knots

headwind.

4. Increase total distance 25 porcent lor each 10 knois

tailwind.

5. With inertial separator in bypass position add 1000 feet

to altitude beiore entering tables. (This relationship

assumes that bypass is riot used above 20 degrees

Celsius.)

PRESSURE

ALTITUDE .

FEET

WEIGHT .

POUNDS KIAS V2-

KIAS

TOTAL DISTANCE TO CLEAR

sO.FOOT OBSTACLE - FEET

'20'c .10"c 10'c 20"c 30"c 40'c 50'c

Sea Level

1000

2000

3000

4000

7300 98 102 1871

1982

2103

2231

2367

1992

2111

2239

2375

2521

2116

2243

2379

2524

2685

2242

2377

2523

2681

2855

2372

2515

2671

2845

3037

2503

2660

2831

3019

3242

2811

3092

3530

4138

3085

3544

42.98

5000

6000

7000

8000

9000

2514

2677

2854

3053

3277

2681

2860

3055

3279

3532

2861

3056

3276

3527

3813

3049

3264

3512

3804

4435

3251

3495

3988

4855

6716

3687

4376

5!13

5134

ro]'

10,000

11,000

12,000

13,000

14,000

3530

38r 9

4159

4579

5711

3818

4157

4746

6097

4169

5034

627-2

5606

nTt

Sea Level

1000

2000

3000

4000

6300 98 102 1542

1631

'1727

1828

1935

1638

1733

1834

194r

2055

1737

1837

1944

2057

2181

1837

1942

2056

2178

2311

1938

2050

2171

2304

2448

2041

2162

2293

2435

2602

2149

2278

2485

2781

3149

2461

2761

,110

5000

6000

7000

8000

9000

2049

2175

2310

2460

2626

2178

2315

2462

2628

2810

2315

2463

2626

2807

3008

2457

2616

2796

3003

3394

2607

278/

3111

3590

4268

2903

3314

3894

4813

6984

3632

4384

u:9'

10,000

11,000

12,000

13,000

14,000

2809

3012

3242

3515

4075

3012

3241

3600

4207

5\27

3252

3734

4417

8843

3956

4792

urt

5436

s2:2

c-+ |

Original lssue

Fieure 6-15 (Sheet 2 of 2)

ACCELERATE GO DISTANCE

MODEL 406

sEc'noN 5

PERFORMANCE

IJJ

6 z lr-

LOO

TEb

q r-

Err

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Fe9

6 =*

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F$Efie-s9E,iE9E *;;s

9, 6i di; dd *;8dg

c)u

Figure 6-16

TAKEOFF CLIMB GRADIENT AT V2. ONE

ENGINE INOPERATIVE

c-+1 Original lssue

SECTION 5

PERFORMANCE

MODEL 406

31nNln u3d rf3l 00t - sl.^/l'lc-lo-31v8

Y)<|:X

.EF

cEo

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=tXE.E'ER

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Ficure 6-17

RATE.OF.CLIMB . ALL ENGINES oPERATING (FLAPS.T.O.)

5-43

Original lssue

sEcloN 5

PERFORMANCE

s3_LnNtrl uld ll3l - a!'{r]c-lo-t.tvu

H K F. E F H

MODEL 406

a.-

F-Z

.oo

&-n

d' s)

Y-*

TEO

>;l

!r*

< ,li

H gg"

3 FeF

.!Ap

,l;9 5 :

];89,-a

=E#s

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> e5- X =

.^o 'r8.9

{. a ' F*

H aB e&{

l-g -_q (') '

.;:r.ErEh

z:EP 9€€

5-44

Figure 5-18

RATE-OF-CLIMB - ALL ENGINES OPERATING

(FLAPS . UP) (MAXIMUM CLIMB)

Original lssue

SECTION 5

PERFORMANCE

MODEL 406

- .^ F

-l-t-t-1-1-.1 (o 6

3.tnNt!"r u3d et3l @l - av{l-lc-lo-3J.vu

or .o ra) s ,:: (t . 6l

Lli

e-.ee

5 e==

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<.-:,LZ

6F<J

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-9 _ur

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E 6ts:

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5E;€e

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E=Fs 3€

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YEets*

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EE b

t,Ed r *=

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e "-E-cxE

9 f,qq gq6

Figure 5-19

RATE.OF.CLIMB - ONE ENGINE INOPERATIVE

Original lssue 5-45

MODEL 406

SECTION 5

PERFORMANCE

3rnNtyr u3d J,331 - a!.{t-lc-Jo-3_LVU

Ree^

N::;

:5,I

E";

€-

Y.*

d'E

cco

RE;

-6

E!!

of P

- sR

< qs .

R P S:g

'( Es8

_ t:N

*:Fg

g' .5 13

e63Eql

. ^* ' q:;t

e: h; :.c

H aB a.ri*

FESEgEE

E - ..i .; +;.;

Figure 5-2O

RATE-OF-CLIMB - BALKED LANDING CLIMB

original

MODEL 406

CONDITIONS:

1. Engine Inoperative Climb

Confiouration.

2. Clmdsp€ed - As Scheduled.

3. Inertial Separators - Normal.

4. Heater - As Required.

SECTION 5

PERFORI\,1ANCE

NOTES:

1. One enqine inoperative service ceiling ts

the max-imum aitilude where the airplane

has the capability ol climbing 50 feet per

minute with one engine inoperative and

propeller feathered.

2. Inertial separator in Bypass Mode -

Subtract 2000 feel from one engine

inooerative service ceilinq.

3. Inciease indicated service ceilinq 100 feet

tor each 0.10 inch Hg. altimeter setting

oreater than 29.92.

4. becrease indicated service ceiling 100 fe€t

lor each 0.10 inch Hg. altimeter setting

less than 29.92.

llt ^,

Ezo

)

-20

OUTSIDE AIR TEMPERATURE . 'C

t*tlo\5; on ,"to","ture At Enroute Altitude ' - 15 Degrees celsius'

Enroute Altitude - 10,000 Feet.

Weight - Above 9360 Pounds

Figure 5-21

SERVICD CEILING - dNE ENGINE INOPERATTVE

Original lssue 5-47

MODEL 406

SECTION 5

PERFORMANCE

TIME,

5-48

a ^6,

^J R

6> t

^., [o

HgT&R

,^=l =

.=lRd

;

=JEE

6 LR:

9F+-ts

.'rt3g

o t-o

,f€

g8;

5eS

e=E

t:5 n

Fl F

ottIJJ

oul

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6 9.=

? 5-Fn

3 3S

6 Ao

>,< ^

,' '!

E.P

=92

€ i"r

:1*i

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=E9

oI6

E * E-=c€ -9

E +. e€lpE:

s F.'^ n 5 EaEi a:

'-6'=-€E ;:EE 5E

Eigfl'ft .:€ec€Ee

=o*.;.;+.;.; H- 6i

Figure 5-22

FUEL AND DISTANCE TO CLIMB - MAXIMUM CLIMB

Original lssue

SECTION 5

PERFORMANCE

MODEL 406

!{R

)i5

-t

B nts

=tR

6.4

.3-|-c

-d la

I9+-

. H+:

tr FE

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qi-- ''

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ot-i:

q=g

i=|Io

r46

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6.9?4 9

EEEq:

Rg<=c_

--e':'

ee ag=

liet^E

Lii 6i E q,v

I EE REE

=ddi5E

u,t t!

tr &;6

e38

. bE :a

.a ! - EEEga

Eg 5- ;s*E;:

if +-"g 3 gE:sgE;

-EigFg: EE€EE;

EFSEgEE ,,E€E€;E

=;d ("j + d<t P; dj

Fisure 6-2S

TIME, FUEL AND DISTANCE TO CLIMB - CRUISE CLIMB

Original lssue 5-49

MODEL 406

'6,

!!3

od3

;;

RIL

ito

i,i

-EE

e g.o

i b=

=F6

<;3

I12 X--

g n< @

id6=

SECTION 5

PERFORMANCE

J.5U

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Figure 5-24 (Sheet 1 of 8)

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(1900 RPM)

SECTION 5

PERFORMANCE

MODEL 406

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MAXIMUM CRUISE POWER

(leoo RPM)

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a: s

FO s

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ko P.o., a ICT9'?YY

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SECTION 5

PERFORMANCE

5-52

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69:

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MAXIMUM CRUISE POWER

(1900 RPM)

Original lssue

a6z 3

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g$i6

sHgt

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SECTION 5

PERFORMANCE

MODEL 406

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n \,*

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xn 6

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Fieure 6-24 (Sheet 4 of 8)

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5-53

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FO 3

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SECTION 5

PERFORMANCE

5-54

.Fj

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:ii

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(1900 RPM)

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aSaaa

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SECTION 5

PERFORMANCE

5-55

MODEL 406

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Jvi

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Figure 5-24 (Sheet 6 of 8)

MAXIMUM CRUISE POVJER

(1900 RPM)

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Fisure 5-24 (Sheet 7 of 8)

MAiIMUM CRUISE POWER

(19OO RPM)

MODEL 406

SECTION 5

PERFORMANCE

c-co

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tri

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SECTION 5

PERFORMANCE

MODEL 406

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EF,

xs:

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3q9

x= 6

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9 o<

3E5

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Figure 5-24 (Sheet 8 of 8)

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MODEL 406

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SECTION 5

PERFORMANCE

5-36

Ficure 6-25 (Sheet I of 8)

MAXIMUM CRUISE POWER

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33 =

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(18OO RPM)

sEcTroN 5

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5-59

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Figure 5-26 (Sheet 2 of 8)

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FiEure 6-25 (Sheet 3 of 8)

MAXIMUM CRUISE POWER

(r8oo RPM)

MODEL 406

sEcroN 5

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5-60

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5-61

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Fieure 5-26 (Sheet 5 of 8)

MAXIMUM CRUISE POWER

(1800 RPM)

MODEL 406

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PERFORMANCE

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SECTION 5

PERFORMANCE

5-63

MODEL 406

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Figure 5-25 (Sheet 6 of 8)

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(1800 RPM)

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MODEL 406

SECTION 5

PERFORMANCE

c-o+

o)E

.9()

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XR:

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(1800 RPM)

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PERFORMANCE

c-oc

MODEL 406

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Figure 5-25 (Sheet 8 of 8)

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sEcTtoN 5

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Fieure 6-26 (Sheet 1 of 8)

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ftE Agg

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PERFORMANCE

c-o/

MODEL 406

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MAXIMUM CRUISE POWER

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Ficure 5-26 (Sheet 3 of 8)

MAXIMUM CRUISE POWER

(1700 RPM)

MODEL 406

sEcTroN 5

PERFORMANCE

_9()

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SECTION 5

PERFORMANCE

5-69

MODEL 406

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PERFOBMANCE

5-70

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(1700 RPM)

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5-71

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Figure 5-26 (Sheet 6 of 8)

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PERFORi,4ANCE

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SECIION 5

PERFORMANCE

MODEL 406

-i

-- d;

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Figure 5-26 (Sheet 8 of 8)

MAXIMUM CRUISE POWER

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5-73

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MODEL 406

.1t =

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fit

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SECTION 5

PERFORMANCE

c-/ +

.88

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(1600 RPM)

SECTION 5

PERFORMANCE

MODEL 406

r-j

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Figure 6-27 (Sheet 2 of a)

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5-75

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MAXTMUM CRUISE PowER

(1600 RPM)

MODEL 406

SECTION 5

PERFORMANCE

J-/O

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SECTION 5

PEBFORMANCE

MODEL 406

(JP

=a.,

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ebE

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Figure 6-27 (Sheet 4 of 8)

MAXIMUM CRUISE POWER

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5-77

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8B s

83 =

asbSE

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g$FE aaEsa

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SECTION 5

PERFORMANCE

5-/ d

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(1600 RPM)

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SECTION 5

PERFORMANCE

MODEL 406

btr

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Figure 6-27 (Sheet 6 of 8)

MAXIMUM CRUISE POWER

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5-79

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MODEL 406

SECIION 5

PERFORMANCE

c-ou

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Figure 5-27 (Sheet 7 of 8)

MAXIMUM CRUISE POWER

(1600 RPM)

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MAXIMUM CRUISE POWER

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1 June.1988

SECTION 5

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MAXIMUM RANGE CRUISE PERFORMANCE

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SECTION 5

PERFORMANCE

5-97

SECTION 5

PERFORMANCE

CONDITIONS:

1. Takeoft Weiohl - 9360 pounds.

2. Cruise Climd To Desirdd Altitude.

3. Standard oay.

4. Power Control Levers - 1900 RPM

5. Cowl Flaps - As Required.

6. lnortialSeparators - Normal

7. Heater - As Required.

MODEL 406

NOTES:

1 Fuel rgouired computatons include fuel

required tor start, taxi, takeotf, climb,

crurse, descenl and 45 minutes reserve

fuel at the particular cruise power and

altitude.

2. The times and distances snown are

those required lor climb, cruise and

0escenl

9 30oo

H 2500

llJ

j zooc

f 1so(

llt

TAILWINO 8oo 10oo 1200 1400 1600 1800

DISTANCE . NAUTICAL MILES

EXAI\,iPLEI

Tailwind - 15 Knots.

Distance - 600 Nautical Miles.

L Pressure Altitude - 5000 Feet.

Fu€l Required - 2125 Pounds.

Time Reiluired - 2.55 Hours.

2. Pressure Altitude - 10,000 Feet.

Fuel Required - 1980 Pounds.

Time Reiruired - 2.45 Hours.

MAXIMUM C*U'S$$5?'U'iflO".,'" RE QUIRED

5-98 Original lssue

MODEL 406

CONDITIONS:

L Takeoff weioht - 9360 Pounds.

2. Cruise Climd to Desked Altituds.

3. Zero Wind.

4. Standard oav.

5. Propeller Cohtrol Levers - 1900 RPM.

6. Cowl Flaps - As Required.

7. Inenial Separator - Normal.

8. Healer - As Required.

SECTION 5

PERFORMANCE

NOTES:

1. Ranoe computations include luel required lor

start, taxi, takeofl, climb. cruise, dsscent and

45 minutes reserve fuel at the panicular

cruise Power and altitude.

2. The distances shown are the sum ol the

times to climb, cruise and descend.

3. Fuel density - 6.70 pounds per gallon

u- 20

Hrs

6m 800 1000 1200 14m 1800 1800 2000

APPROXIMATE RANGE . NAUTICAL MILES €18i} POUNDS USABLE FUEL)

' | ,', ,l ,' | | ,' ' " J

100 2N 300

AppRoxtMATE BANGE - NAUTTCAL MTLES (935 POUNOS USABLE FUEL) 6oss66r

EXAMPLE:

Pressure Altitude - 10,000 Feet.

Power Lev€rs - Maximum Cruise power.

Fuel - 3183 Pounds.

Banqe - 1027 Nautical Mites.

Figure 6-31

RANGE PROFILE

5-99

Original lssue

SECTION 5

PERFORMANCE

CONDITIONS:

1. Takeotf weioht - 9360 Pounds.

2. cruise Clim6To Desired Altitude.

3. Zero wind.

4. Standard oay.

5. Propeller Control Levers - 1900 RPM.

6. Cowl Flaps - As Requrred.

7. Inertial separators - Normal.

8. Heater - As Required.

EXAMPLE:

Pressure Altifude ' lu,uuu Fe€r'

Power Levers ' Maxlmum Cruise Powel'

Fuel - 31&3 Pounds.

Endurance - 4.42 Hours

Fisure 5-32

ENDURANCE PROFILE

MODEL 406

NOTESI

1. Endurance computations include fuel

required for stan, taxi, takeoff, climb,

crdise, descent and 45 minutes

reserve fuel at the particular cruise

power and altilude.

2. The endurance shown is the sum of

the times to climb, cruise and

oesc€no.

3. Fuel density . 6.70 pounds per gallon.

l- za

9zo

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5-100 Original lssue

MODEL 406 SECTION 5

PERFORMANCE

5-101

SPEEO - 115 KlAs

CONDITIONS:

L Torque - As Fequked to Maintain 115 KIAS.

2. Propeller Control Levers - 1600 RPM.

3. Landino Gear - Uo.

4. Wing Flaps - Up.

7. Inertial Separator - Normal.

8. Heater - As Required.

4 5 6 7 8 9 10 11 12 13

FUEL REOUIREMENT - 1OO POUNDS

EXAMPLE:

1. Required Holding Time - 45 l\,linutes (0.75 Hou4.

Holding Pressur€ Altilude - 10,000 Feet.

t *"'ta+r*a *r* r"*

2. Fuel Available for Holdino - 449 Pounds.

Holding Pressure Altitudd - 10,000 Feet.

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FiSure 5-33

HOLDING TIME

SECTION 5

PERFORIVANCE

CONDITiONS:

1. Power Levers - As Required to

Maintain 750 FPl, Rate-of-Descenr.

2. Propeller Control Levers - 1900 RPM

3. Landino Gear - Uo.

4. Wing Fiaps - Up.

5. Airspeed - 180 KIAS.

6. Heater - As Required.

EXAMPLE:

lnitialAltitude - 10,000 Fe€t.

Final Altitude - 1700 Feet.

10 20

o 50 1oo 150 2N 250 3oo

I FUEL TO OESCEND. POUNDS

o 50 100 150

DISTANCE TO OESCEND - NAUTICAL MILES

MODEL 406

Time to Descend (13.3 - 2.0) - 11.3 Minutes.

Fuel to Descend {99 - 19) - 80 Pounds.

Distance to Descend (43 - 7) - 36 Nautical lviles.

Figure 6-34

TIME. FUEL AND DISTANCE TO DESCEND

5-102 Original lssue

MODEL 406 SECTION 5

PERFORMANCE

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LANDING DISTANCE

1 June 1987

MODEL 406

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Figure 5-36 (Sheet 3 of 8)

LANDING DISTANCE

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1 J une 1987

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5-108

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'I June 1987

Figure 5-36 (Sheet 5 of 8)

LANDING DISTANCE

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SECTION 5

PERFORMANCE

MODEL 406

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i-ANDING DISTANCE

1 June 1987

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SECTION 5

PERFORNNANCE

5-1 10

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1 June 1987

Figure 5-36 (Sheet 7 of 8)

LANDING DISTANCE

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r;ANDING DISTANCE

SECTION 5

PERFORMANCE

5-1 11(5-112 blank)

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MODEL 406

H -"i cj+d

1 June 1987

MODEL 406 sEcTtoN 6

WEIGHT AND BALANCE

SECTION 6

WEIGHT AND BALANCE

TABLE OF CONTENTS

Page

TNTRODUCTION ..... .........6-3

AIRPLANE WEIGHING PROCEDURE .....6-3

WEIGHTANDBALANCERECORD .......6-?

WEIGHT AND BALANCE DETERMINATION FOR FLIGHT . . 6-?

AIRPLANEWEIGHINGFORM. .......,..6-9

WEIGHTANDMOMENTTABLE. .......6-10

^IENTER-OF-GRAVITY LIMITS ENVELOPE GRAPH ...... 6-16

SAMPLE WEIGHT AND BALANCE COMPUTATION FORM . 6-1?

WEIGHT AND BALANCE RECORD ...,..6.18

EQUIPMENT LrST . . . 6_19 (6_20 blank)

WEIGHT AND BALANCE COMPUTATION FORM 6-19 (6-20 blank)

6-1 (6-2 blank)

SFAR 4I

Original lssue - 1 July 1986

MODEL 406 sEcroN 6

WEIGHT AND BALANCE

INTRODUCTION

Section 6 of this handbook provides procedures for establishing the

aimlane's basic emptv weight and moment and procedures for determin-

ind the weieht anit -balanie for flieht. This section also describes all

itelms on th; Weight and Balance Data sheet which was provided with

the aimlane (locatcd in the back of this handbook in a plastic envelope)

as delivered from Cessna Aircraft, Company.

NOIE

It is thz responsibility of the operator to erLsure

thAt thg airitnnp is lnadbd proierly.

^AIRPLANE WEIGHING PROCEDURE

To Establish Basic Empty Weight

The airplane nust be weighed in the following configuration

1. Wing flaps shall be fully retracted and all other control surfaces

shall be in neutral.

2. Service engine oil and landing gear hydraulic fluid reservoir as

required to obtain a normal fi.rll indication.

3. Check landing gear down and parking brake released.

4. R.ernove all equipnent and items not to be included in basic, eqFty

weight such ig -tools, cont€nts in cabinets and drawers and flobr-

mats.

5. All equiprnent and furnishings must be in their standard location to

facilitati corrections to "Airplane Standard Empty Weight" and

"Center-of-Gravity'' location.

6. All seats shall be properly installed on tracks and placed in the

most forward positibn against the seat stop. All seat backs shall be

in the vertical-position a;d seat belts crossed on the seat cushion.

?. Close all bagg.age. doors, tailcone access door, main cabin door and

emergency exrl wrndows.

8. Clean the aimlane inside and out.

9. Remove all snow, ice or water which nay tre on the airplane.

10. Weigh the airplane in a closed hangar to avoid errors caused by air

currents.

' 11. Defuel the airplane in accordance with the following steps.

6-3

Original lssue

SECTION 6

WEIGHT AND BALANCE

o-+

CONDUCT ALL DEFUELING OPER-

AflOlvS AT A SATE DISTANCE FROM

OTHEE AIRPLANES AND BUILDINGS,

FIRE FIGHTING EQUIPMENT MUST

BE READILY AVAILABLE. ATTACH

TWO GROUND WIRES FROM DIFFEN-

ENT POINTS ON THE AIRPLANE TO

SEPARATE APPROVED GBOUNDING

STAKES. THE USE OF TWO GBOUND

WIRES WILL PEEVENT UNGROUND.

ING OF THE AIRPLANE DUE TO AC.

CIDENTAL DISCONNECTING OF EI-

THEN WIRE,

a. T\rrn off all electrical power.

b. Tum crossfeed selector OFF.

c. Remove engine cowl.

d. Disconnect the engine fuel supply line on each engine and

insert these lines into suitable fuel containers.

e. Apply external power to the airplane.

f. Energize the fuel boost punps until fuel flow is terminated'

MODEL 406

TO PREVENT DAMAGE TO THE FUEL

BOOST PUMPS, SHUT OFF THE PUMPS

AS SOON AS FUEL FLOW B TERMINAI|-

ED.

Drain the remaining fuel through the fuel lrain and - crossfeed

valves into an apprdpriate container. Each drain should remain

open until the deiireling rate slows to approximately I drop per

second.

The fuel remaining on-board after defueling is residual fuel and

is included in the basic empty weight.

Drainable unusable fuel must be added aft.er the weighing to

obtain basic empty weight. Figure 6-1 includes the weight and

arms necessary to add the drainable unusable fuel.

Original lssue

MODEL 406

12. Leveling

sEcTloN 6

WEIGHT AND BALANCE

}IOTE

The airplane mrnt be leuel during weighing to

d.eterrnine the Center-of-Grauity. Always Leuel

laterally before leueling longitudinnlly.

a. On landing Gear

(1) Inflate the main gear struts to maximum extension and the

nose gear strut to ninimum extension.

(2) Place scales under nose wheel and each main wheel.

(3) To level laterallv. place a spirit level directly on the seat

' tracks over the -mii:r spar -fi.rselage station 1??.45. Adjust

the main gear tire or strut pressurC to center the bubble.

(4) To level loneitudinallv, unscrew the two screws approxi-

' ' matelv 0.25 inch at "iivel Point" on the right side of the

fuselase at Stations 248.25 and 272.65. Place the level on

these icrews and level longitudinally by adjusting the nose

wheel tire or strut pressure to center the bubble.

b. On Jack Points

KEEP THE AIRPLANE LEVEL WHILE JAC-

KING TO PREVENT SLIPPING OFF JACK

POINT AND DAMAGING THE AIRPLANE,

ltotE

When possibl,e, secure nose gear strut to preuent

extension. Thi,s uill allow minimum' Lota| jac-

hing heieht.

(1) Raise the airplane with the hoisting jacks until all wheels

are clear of the floor.

(2) To level laterallv, place a level directly on the seat tracks

over the main spai nnelage station 177.45. Raise or l')wer

the jacks under ihe wing iack poinLs until the level bubble

centers.

(3) To level longitudinally, unscrew the two "Level Point"

screws approiimately 0.25 inch on the right side of. the

fuselase ai StationB- 248.25 and' 272.65. Place a level on

these icrews and raise or lower the nose jack until the level

bubble certers.

6-5

Original lssue

14.

sEcTtoN 6

WEIGHT AND BALANCE

6-6

When weighing on the wheels or jack points with mechanical

scales, ensure the scales are in calibration within the last 6 months

and used per the manufacturer's recommendations. When weighing

on the wheels, deflate or inllate the gear struts and/or tires until

the airplane is level. Gear struts and/or tires must be serviced per

maintenance manual before airplane is put back into service.

When weighing on the jack points with electronic weighing sca.les,

attach the electronic weighing cells to the proper mounting adapt-

ers to prevent slipping.

a. Prepare the electronic weighing kit, which has been calibra+*d

or certified correct in the last t2 months, for use by following

the manufacturer's instructions provided with the weighing kit.

Adjust all jacks simultaneously until the cells are in contact

wiih the jick poinLs. Contimie jacking, keeping the airplane

level, until the airplane is supported at the jack points only.

Determine scale reading, ecale drift and tare from all three scales.

Lower the airplane and clear the weighing cells as soon as the

readings are obtained.

Computations (refer to Figure 6-1).

a. Enter the scale reading, scale drift and tare from ell three scales

in the columns in the Aiplane As Weighed Table. Compute

and enter values for the Net Weight and Airplane Total As

Weighed columns.

b. Determine the Center-of-Gravity arm of the airplale using the

formula presented in Figure 6-1.

c. Enter the total Net Weight and Center-of-Gravity Arm in the

Basic Empty Weight a;d Center-of-Gravity Tible columns.

Multiply the Weight (Pounds) entry times the Center-

of-Gravity Arm (Inches) entry to determine Moment

(Inches-Pounds/100) entry. Total each of the thre€ columns to

determine basic empty weight, Center-of-Gravity arm and mo-

ment,

TOIE

An attempt should be made to uerifit the results

of each weighing, uhcn data for comparison is

auailable.

d. Enter Basic Empty Weight, Center-of-Gravity arn and moment

in the Weight and Balance Computation Form, refer to 6-4 and

the Weight and Balance Record, refer to Figure 6-5.

MODEL 406

15.

lo,

77.

Original lssue

MODEL 406 sEcTloN 6

WEIGHT AND BALANCE

WEIGHT AND BALANCE RECORD

The Weight and Balance Record, refer to Figure 6-5, provides a record

to reflect the continuous history of changes in airplane structure and/or

equipment which affects the weight and balance of the airplane.

The Basic Empty Weight of your airplare is entered at the ap-

propriate location on the Weight and Balance Data sheet as delivered

from the factory. Changes to the structure or equipment should be

entered on the Weight and Balance Record when any modifications are

made to the airplane. It is the responsibility of the airplane owner to

assure this record is up to date, as all loadings will be based on the latest

entry.

WEIGHT AND BALANCE DETERMINATION FOR

FLIGHT

The following is a sample weight and balance determination. For an

actual determinition for vour airblane. refer to the equivalent illustra-

tions on the Weight and Iialance Data sheet provided in your airplane.

To compute the weight and balance for your airplane, use Figures 6-2

throueh 6--5 as follows: -

fut " th" Basic Ernpty Weight and Moment/lO0 from the latest entry

shown on the Weight and Balance Data sheet or Weight and Balance

Record and enter them in it€m 1 (Basic Empty Weigh-t) of Figure 6-4._

For this sample, assume a weight bf 5190 pbui:ds aid mornerit/rOo ofl

8884.5e. -.-- ---*-- --- -'l

NOTE

A blank Weight and .Bqlance Form is prouided.,

for th,e operator's conuenience, at thc end of this

sectlon.

Deterrnine arm, weight and moment/l00 of the crew, passengerc,

baggage and cabinet contents from Figures 6-2 and 6-3 and 6nter t-hem

unilir- Payload Computations in Figrire 6-4. The crew and passenger

loading table is applicable only when the Center-of-Gravity of the oc-

cupant is at the location specified.

If the seats are in any other position than stated in Figure 6-2, the

moment must be computed by multiplying occupant weight times the

arm in inches. A point 9 inches forward of the intersection of the seat

bottom and seat back with seat cushions compressed can be assumed to

be the occupant Center-of-Gravity. For a refirence in determining the

arm, the aft end of the cabin seat tracks is fuselage station 289.08.

Refer to Figure 6-4. Total the Payload Computations items and enter

the resulting Weight and Moment/100 in item 2.

o-/1 June 1988

- Refer to Figure 6-4. Total items 1 (Basic Empty Weight) and 2

l(Fuselage Payl6ad) to determine appropriate entries'for item 3 (Zero

lFuel Weight with Zero Wing Locker Payload).

I R"f"r to Figure 6-4. Item 4 (Wing Locker Payload) is determined from

Ithe anplicable Table of Fizure 6-2.

I --

I R"t", Lo Figure 6-4. Item 5 (Fuel Loading) is determined from the

applicable Table of Figure 6-2.

I Total items 3,4 and 5 to deterrnine 6 (Ramp Weight). Enter item 6

-totals in Fizure 6-3 to determine if the loading is within allowable linits.

If the poini falls within the envelope, the lbading is approved. If the

point f; s outside the envelope, it \i,ili be necessary to redistribute the

load.

I Refer to Figure 6-4. Subtract item 7 (Less \el- Fo1- Taxiing) from

lit --b fn"-o" Weisht) to delermine itim 8 (Takeoff Weight). The

'frol-"nt'oi-thi tu"i -r;;d i;. -t*iins is determi"ed by the difierence in

moments of the fuel loaded and the fuel remaining after taxi. Enter item

la -t"t"ls in Fizure 6-3 to determine if the loading is within allowable

-limits ttakeoff'weisht must never exceed 9360 pounds). If the point falls

outside of the envelope, it will be necessary to redistribute the load.

Refer to Section 5 for estimated fuel used during the flight. Determine

thJ esiimatcd weight of the fuel to be used. The moment h determined

br. th" diff"t"tt"" "in momenl,s of the fuel remaining after taxi and the

fiiel remainine after reaching the destination. Obtain Momen'r,/lO0 from

lFisure 6-2. Eiter the total of these weights and Moment/100 in item 9

-(kss Fuel To Destination).

Item 9 (Landins Weishi) is delermined by subtracting item 9 from

it€m 8. Enter itern- t 0 to-tals in Fizure 6-3 to determine if the loading is

within allowable limits. If the point falls within the envelope, the loading

is appr.oved. If the point falls outside the envelope, it will be necessary to

red!'ctnbute lne toao.

sEcloN 6

WEIGHT AND BALANCE

o-t

MODEL 406

1 June 1988

MODEL 406 SECTION 6

WEIGHT AND BALANCE

NOTE

IT tS TttE SESmNSIBlUry OF

fHE OPERAMR TO ENSURE

rHAf TEE AIRPIANE IS LOADED

wo,oht rolabd{ )

LOCATING CO WITH AIRPLANE OII JACK PAOS

FORMULA tor Longinxrn.r CC

104.51 x iNo.6 J.ck po^l

LEVELTNG PnOVtSlOftS

T-."-"*-";-*'"*;;-l

I FUSELAGE ArFS243,2s AND FS 272.65 |

I L TER^L - ON SE^r rR^Ct(S OVEA I

I M rrsp^R I

cG ^h o' 2o.r os ---...'.i9:$|+- -,

aa'lM {@ ./'d wns rdcr Poinr

rm r5o am 250 300 350 &O .r50

.USELAGE STATION (FS) _ INCHES

LOCAIING CC WITII AIRPLAI{E OiI LANOINC GEAA

L€GEND

Dim6Nion l - fldizdral dlri.n4 lrm c.nlo. ot netn bndtng g4r axt€ lo c.nr$ ot noe ta.di.g gss arr6 (d6tehin€d by no$u.€m€n,

afior altpld. k l.v€l m @los).

oimeion a - Ho.t2@rrr di3t @ r.m .€lor*a datuF lo dtd ot mah taiding g.$ dto obrain l}ls dBi.m by n€asunng hm '\@

)*rr potrI FS 09 5r b @w ot tw bndi.g gs.. .ie and 3lb3rsctinq rhi3 var6 tr@ dtMsad A ;nd a.tding to FS 99 54.

{Mu3l b. m6&r.d aft6r atlPl.G is r.vor 6 s€t6.)

FOBMUT lorLonoitudinarco (om.Nis a) x tN@ r6.di^q

CG ^- ot .,o,*.- e, _ Cd., N€r w€€rnX I _ ,

N6. .nd Main Llrd,no G.at

w€lghr Tor.r€dl )

LOCANNG PERCENT MAC

FOAMUL rd P.rhr MAC

_ _. - (cG An ol Ar@€ftr - 160 04

------_naE-

o-v

DFAINASLE IINIISABLE FUEL AT 670 POUNOS PEF GAfLON

Original lssue

Figure 6-l

AIRPLANE WEIGHING FORM

FUEL LOADING

3945.80

3981.77

4017.75

4053.72

4089.70

4125.08

4t61.66

4197.64

4233.€3

4269.61

€05.60

4341.60

4377.60

4413.71

4449.E6

4486.0r

4522.13

{558.24

4594.34

4630.43

4066.52

4702.59

4738_66

4810.76

4846 80

48E2.43

4918.85

4954.86

4990.86

5026.84

5062.82

5098.80

5134.59

5170.39

5206.19

5242.00

s2f7 _42

5313.04

5349.46

5385.30

5421.14

5457.00

5492.86

5524.72

5564.60

s600.48

5636.38

5 2.24

5708.r9

574412

5780.05

5785.58

37.4E

74.92

112.32

149.68

187.00

2?4.24

261.53

298.75

335.93

373.07

410.19

447.28

484.33

521.35

55E.37

595.3,1

632.29

669.22

70f.12

743.00

779.89

816.77

853.62

890.46

927.27

964.07

1000.85

i037.61

1074.36

1t 11.09

1147.80

1184.50

1221.14

1237 _45

1294.51

1331.15

1307.78

1404.40

r '1.41.00

14f7.60

1514.21

1550.82

1567.41

1623.99

1660.56

1697.11

r733.66

'1770.20

1806.73

1643.25

1879.76

1916.26

1952.75

r 949 24

2025.72

2062.19

2098.65

2135.11

2171.55

2208.00

2244.52

2241.03

2317.53

2351_O2

2390.50

2426.96

2403.41

2499_U

2536.26

2572.6f

2609.07

2645.45

26E1_42

2718.1-l

2154.52

2790.44

2427.15

2863.45

2899.73

2936.00

2972_17

3008_34

3044.50

3n80.65

3116.79

3152.92

3r89.05

3225.16

3261.27

3297.38

3333.47

3369.55

3405.63

3441.70

u77.77

3513.83

35{9 88

3585.92

3621.96

3658.00

3693.98

3729.95

3765.93

3801.91

3837.88

3073.85

3909.83

SECTION 6

WEIGHT AND BALANCE

I()TE

OFuel weight based on 6.70 pounds/gallon.

OFor additional fueL informatinn refer to Sec-

tion 8.

Figure 6-2 (Sheet 1 of 6)

WEIGHT AND MOMENT TABLE

6-10 Original lssue

MODEL 406 SECTION 6

WEIGHT AND BALANCE

CREW. PASSENGERS AND CARGO COMPARTMENTS

CNEW. PASSETOEBA A O

CAROO COI|PARIXEIfTS XO*,IT Ant'|S

Figure 6-2 (Sheet 2 of 6)

WEIGET AND MOMENT TABLE

6-11

CREW AIO PAS3EMIERS

rTl

Gtr|

Tit m

nTn

CAROO OO||PARTTIIfT3 @i{TENT3

Original lssue

sEcTtoN 6

WEIGHT AND BALANCE MODEL 406

CREW' PASSEIICEnS IND

CAN@ @ "AFTIIEXTS TOflE TARMS

CREW, PASSENGERS, CABINET AND CARGO

COMPARTMENTS

CREW A}ID PAAS€MiEBS

6-12

caBrt{Et arD canoo colrP^nl*$rTs COi{TEXTA

Original lssue

Fisure 6-2 (Sheet 3 of 6)

WEIGtrT AND MOMENT TABLE

MODEL 406

CREW, PASSENGERS, CABINET AND CARGO

COMPARTMENTS

CREW At{O PASSETIOERS

CREW, PASSENGEA At{O

CAROO CO'iIPARTMEXTS MO EMTARHS

SECTION 6

WEIGHT AND BALANCE

6-13

CARGO COMPAATMENTS COXTENIS

tf !f

i;t a;t

tv !7

Original lssue

Figure 6-2 (Sheet 4 of 6)

WEIGHT AND MOMENT TABLE

SECTION 6

WEIGHT AND BALANCE

6-14

MODEL 406

CREW, PASSENGERS, CABINET AND CARGO

COMPARTMENTS

CREW AXD PASSENOENS

CREW, PASSE]{GER AT{D

CARGO COUPARTTi,IEi{TS liloilEl{T ARli'lS

CAR(IO COIPAETMENTS CO}IIEI{TS

Ficure 6-2 (Sheet 5 of 6)

WEIGIIT AND MOMENT TABLE

Original lssue

CARGO COMPART EiITS CONTE}ITS

MODEL 406

CREW AND CARGO COMPARTMENTS

SECTION 6

WEIGHT AND BALANCE

CREW AXD CABOO

cofiP^a Exrs ottErr airrs

6-15

can@ colrP^RruE Ts @ rExrs

Original lssue

Figure 6-2 (Sheet 6 of 6)

WEIGHT AND MOMENI' TABLE

SECTION 6

WEIGHT AND BALANCE MODEL 406

164 166 r6a 170 1t2 \71 176 173 rao 132 184 136

810 12 14 16 1A 20 22 21 262A30 323-{ 36 3340

CENTER OF.GRAVITY - P€RCENT ]VAC

1672-2

Figure 6-3

CENTER-OF-GRAVITY_LIMITS ENVELOPE GRAPH

6-16 1 June 1988

MODEL 406 SECTION 6

WEIGHT AND BALANCE

6-17

FUSELAGE PAYLOAD

CO[IPUTATIONS ITEM WEIGHT MOMENT/

100

ITEM IVOMENT/

r00 1. BASIC EMPTY WEIGHT

'Akplane CG : 171.19 5190 8884.59

OCCUPANTS

SEAT 1

SEAT 2

SEAT 3

SEAT 4

SEAT 5

SEAT 6

SEAT 7

SEAT 8

SEAT 9

SEAT 1O

SEAT 11

SEAT 12

SEAT 13

SEAT 14

137.00

178.00

218.00

249.00

170

150

232.90

302.60

370.60

423.30

373.50

2, FUSELAGE PAYLOAD 1600 2793.60

3. ZERO FUEL WEIGHT

WITH ZERO WING

LOCKER PAYLOAD

(sub-tolal) (Do not exceed

weighr limil ot 8500 pounds) 6790 11,678.19

4- WING LOCKER PAYLOAO 200 422.00

5. FUEL LOADING 1240 2241.03

6, RAMP WEIGHT

(sub'tolal) (Do nol exce€d

maximum ramp weight

of 9435 pounds) 8230 14,381.22

7, LESS FUEL FOR TAXIING -60 -109.48

8.'.TAKEoFF WEIGHT

(0o not exceed maximum

tak€off weight ot 9360

'Airplan€ CG : 173.77 8170 14,271.74

9. LESS FUEL TO DESTINATION -800 -1465.43

CARGO

AVTONICS

NOSE

CARGO A

CARGO B

CARGO C

CARGO D

CABGO E

AFT CABIN

FLOOR

BAY B

32.00

71.00

170.00

197.00

224.O0

251.00

278.00

281.00

301.00

317.00

260 184.60

O. --LANDING WEIGHT

(Oo not exceed maximum

landing weight of 9360

"Airplane cG : 172.72 7370 12,806.31

*Ai,pranecG : "SE58If* * too

--Totals must be within approved weighi and cent€r_of-

qravity limils. It rs the rosponsrbrlity of ths operator lo

;nsurb tnat tne a'rplane ia loaded properly. ih€ Basic

Empty weight CG is nor€d on the Airplane weEhrng

Form ll lh€ airplsn€ has been alt6rod, relerto theweEhl

and Balanc€ Record for information.

Enler on lhe CenteFof-Gravity Limits Env€lope Graph to

chock if within approved limils (shaded area).

CAAINET

CONTENTS

1672-AFUSELAGE 1600 2793.60

Figure 6-4

SAMPLE WEIGHT AND BALANCE COMPUTATION FORM

1 June 1988

SECTION 6

WEIGHT AND BALANCE

6-18

(CoNTINUOUS fTSTOBY OF CHANGES tN STFUCTUnE MODTFTCATTON

OFI EOUIPMENT AFFECTINE WEIOHT ANO BALANCE)

MODEL 406

Figure 6-6

WEIGIIT AND BALANCE RECORD

Original lssue

For a complete list of the required and optional equipment installed in

the airplane as delivered from the manufaiturer, refer-to the equipment

list furnished with the aimlane.

MODEL 406

EQUIPMENT LIST

WEIGHT AND BALANCE

COMPUTATION FORM

sEcTroN 6

WEIGHT AND BALANCE

6-19 (6-20 blank)

SFAR 41

FUSELAGE PAYLOAD

COMPUTATIONS

,I, BASIC EMPTY WEIGHT

*Airplane cG :

SEAT 1

SEAT 2

SEAT 3

SEAT 4

SEAT 5

SEAT 6

SEAT 7

SEAI 8

SEAT 9

SEAT 1O

SEAT 11

SEAT 12

SEAT 13

SEAT 14

137.00

ZERO FUEL WEIGHT

WITH ZERO WING

LOCKER PAYLOAD

(sub-total) (Do not exceed

w€ight llmil ot 8500 pounds)

WING LOCKER PAYLOAD

6. RAMP WEIGHT

(sub-total) {Do not 6xc€ed

maximlm ramp weighl

ol 9435 pounds)

7. LESS FUEL FOR TAXiING

8. "TAKEoFF wEtcHr

(Do nol exceed maximum

takeoit weight ol 9360

*Airptane CG :

9. LESS FUEL TO DESTINAIION

CARGO

AVTONICS

NOSE

CARGO A

CARGO B

CARGO C

CAAGO D

CARGO E

AFT CABIN

FLOOR

BAY B

32.O0

278.00

281.00

301.00

317.00

O. ..LANDING WEIGHT

(Do not exceed maximum

landing wsight oJ 9360

pounos)

'Airptans cc -

"Airprane cG : to#58#oo " too

ttToials must be wilhin approvod weight and center"o!

gravity limits. ll 's lhe .espons,bility 01 lhe operator lo

sflsure lhat ths airplane rs loaded properly. The Basc

Emotv weioht CG rs noted on the ArrDlane weiohino

Form. ll th€:irplane has been altered, reterto th€ W'erqhi

and Balance Record for inlormation.

Enter on lhe Csnter-ol-Gravity Limiis Envelope Graph to

check if within approved limils (shaded ar6a).

1 June 1988

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEi'S

sEcIoN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

TABLE OF CONTENTS

Page

INTRODUCTION ....,..7-5.

AIRFRAME .....7-5

FLIGHT CONTROLS ...,,7-5

Aileron System ...,.,..7-G

Aileron Trim System . ......,...7-7

Elevator Syst€m ........7-8

Elevator Trim System . .........7-9

Rudder System .......7-10

Rudder Trim System . ......,..7-11

INSTRUME}.IT PANEL . ........7-74

Overhead Console . ....7-14

Annunciator Panel .. ...7-15

FLIGHT INSTRUMENTS .......7.T9

GROUND CONTROL .... 7.20

Nosewheel Steering System .....'l-20

Minirnum T\rrning Distance .....7-21

WINGFLAPS SYSTEM .......,,7.2I

LANDINGGEAR.. .....7-23

Landing Gear Safety Switches . . . 7-23

Landing Gear Position Lights ....7-25

Landing Gear Warning Hom .. .....,,,.7-25

Landing Gear Emergency Extension System . ...... 7 -26

Landing Gear Shock Struts .....7-26

BAGGAGE COMPARTMENTS .... .,,.., 7-28

Cargo Loading ........7-29

SEATS, SEAT BELTS AND SHOULDER HARNESSES . . . . . 7.30

Pilot and Copilot Provisions . . . . . . ......7-30

Passenger Provisions ..........7-30

DOORS,WINDOWSANDEXITS ........7.31

Cabin Door ...7-31

Crew Door ....7-32

Cargo Door .......... ?-33

Windows .....7-33

EmergencyExit/VentilationWindows ..... 7-33

CONTROLLOCK.. .....7-34

Original lssue - 1 July 1986 7-1

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

TABLE OF CONTENTS (CONTINUED)

Page

ENGINE .......7-34

Engine Controls .......7-35

Engine Instrumentation .. ...'..7-38

Engine Break-In Procedure ......7-39

Engine Oil System . "..7-39

Ignition System ....'..7-39

Air Induction System . ...'...'.7-40

Inertial Separator System . '.,,..1-40

Exhaust Systen ..,....7-40

Cowl Flaps "",,'..7-42

Starting Syst€m .,.....7-42

Engine Accessories . . . . . '.,....7-42

Engine Shock Mounts . ...,....7-46

Fire Detection and Extinguishing System .. '..,,.. 7-46

PROPELLER ... 7-46

Overspeed Governor Test Switch ........7-48

FUEL SYSTEM ........ 7-48

Fuel Tanks ... 7-48

Drain Valves .........7-49

Fuel Indicating Systern . '.,".'.7-49

Fuel Pumps ...7-49

Vent System ."......7-53

Crossfeed System . '.... 7-53

FirewallShutoffValveSwitches ......... 7-54

Fuel Flow Gages . ".'.7-54

Fuel Quantity Gage .. .........7-54

Fuel L,evel Low Warning Lights . ........7-54

Engine Fuel Systenr . ...7-54

HYDRAULIC SYSTEM .,....,.. 7-55

BRAKE SYSTEM .,..... 7 -57

ELECTRICALSYSTEM .....,...7-57

Battery . .'.'. ?-58

Battery and Generator Switches '."....' 7-58

Generator Control Units ........7-59

Voltmeter and Ammeters .'.'... ?-59

Circuit Breakers, Switch Breakers and Fuses ....... 7-59

Spare Fuses ...7-59

AC Power ''" 7 -62

Extemal Power Receptacle ......7-62

Original lssue - 1 July 1986

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Page

7 -62

'7 -62

7-64

7-66

SYSTEMS ...7-68

Cabin Air System . ...' 7-68

Heating and Defrosting ..""" 7-68

Cabin Heat Controls . '.".....7-68

Cabin Air Controls . .'.7-69

Air Duct Overheat Switch . ."'.7-69

Ventilating System. . ...7-69

OXYGEN SYSTEM ..... 7.71

PITOT/STATIC PRESSURE SYSTEM .... 7.73

Pilot's System ..'.....7-'13

Copilot's System . .'...7-73

PNEUMATIC SYSTEM ......... ?-73

STALL WARNING SYSTEM .....7-'15

TCTNGEQUIPMENT.. .........'t-79

Propeller Deice System '.......- 7-79

AVTONICS .....7_75

Avionics Interference ..' 7-80

Avionics Master Switches ...'... ?-80

1000 Audio Control Panel ..'...' 7-80

Locator Beacon ....... ?-85

400 Marker Beacon . '..7-85

400 Glideslope 1...... .'.....' 7-88

400 Automatic Direction Finder . ..'..... ?-90

400 Nav/Com ........7-92

800 Yaw Damper . '..' 7-98

ELECTRICAL ELEVATOR TRIM . '...7-99 (7-100 blank)

CABIN FEATURES .... ..... 7-99 (7-100 blank)

Cabin Fire Extinzuisher .....7-99 (7-100 blank)

TABLE OF CONTENTS (CONTINUED)

LIGHTING SYSTEMS

External Lighting

Internal Lighting

BLEED AIR SYSTEM

HEATING, VENTILATING AND DEFROSTING

Original lssue - 1 July 1986 7-3

sEcloN 7

DESCRIPTION OF THE AIBPLANE AND ITS SYSTEMS

7-40 Yaw Damper .

MODEL 406

LIST OF FIGURES

Figure

7-1 Aileron System .

7-2 Aileron Trim System

7-3 Elevator System .

7-4 Elevator Trim System

7-5 Rudder System .

7-6 Rudder Trim System

?-7 Instrument Panel . .

7-8 Overhead Console .

7-9 Annunciator Panel and Warning Lights . .

7-10 Nosewheel Steering System

7-11 Minimum Turning Distance

7-12 Wing Flaps System

?-13 Landing Gear SYstem

?-14 Emergency Blow Down Bottle Pressure Gage . . '

?-15 Landing Gear Emergency Extension System .

7-16 Powerplant System .

7-1? Engine Air Flow

7-18 Propeller SynchroPhaser

7-19 Fuel System Schematic . .

7-28 Bleed Air System Schematic

?-29 Cabin Air System Schematic

?-30 Cockpit Oxygen Outlets

7-31 Oxygen Duration Chart . .

7-32 Pitot/Static Pressure System

?-33 Instrument Air System Schematic

?-34 1000 Audio Control Panel . . .

7-35 Marker Facilities

?-36 400 Marker Beacon Indicator Lights . .

7-37 Glideslope Indicator

?-38 400 ADF Controls and Indicators

7-39 400 NAV/COM Controls Panel and Indicators

Page

7-6

7-7

7-8

7-9

7- 10

7- 11

7 -t2

7 -74

7 -20

7 -27

7 -2',1

7-36

7 -4r

7 -45

7 -50

7-20 Wing Fuel Hopper Tank Schematic . . ' ' 7-57

?-21 Hydraulic System Schematic ....'.." ?-56

7-22 Hydraulic Reservoir Sight Gage .'..."7-57

?-23 Electrical System Schematic ...... . '.. ?-60

7-24 l-ntt and Right Side Consoles '........ 7-61

7-25 Cockpit Lighting and Controls . ...,..- 7 -65

7-26 Cabin Lighting and Controls . ..... ' '.. 7-65

?-2? Bleed Air Shutoff Valve ....'.'l-67

7 -67

7-70

7-7|

7-74

7 -76

7 -8r

7-86

7 -87

7-89

?-91

7 -94

7-98

Original lssue - 1 July 1986

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

INTRODUCTION

Section ? provides a description and operation of the airplane and its

s'stems' orE

Operational procedures for optional systems and'

equipment are presenled Ln sectton v

AIRFRAME

The Model 406 is an all-metal, Iow-wing airplane .The fuselage and

^ empennaqe are of semimonocoque construction' Ihe wlng and nonzonurr

^ .i'J ""i ti?"ltiu-*.f""". "." of conventional aluminum construction' The

;ffi;t*;;; -G;-I -"i" spars which attach to tuqefa.ge at bulkhead

iJ"'":ii""i. -fit"-""t"r panel iing has 2 main s.pars. which attach to the

;;;;;;i";;";;bty sparc. rE" retractable hnding gear is a tricvcle

design using oil-over-air gear shock struts.

FLIGHT CONTROLS

The flisht controls consist of the ailerons, elevaton and rudder and

ttt"i. ''t".p?"ii* i.i- .vtt"-". All of these surfaces are constructed of

aluminum and are statiaally mass balanced.

Original lssue 7-5

sEcTtoN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEIVIS MODEL 406

AILERON SYSTEM

Each aileron, refer to Figure 7-1, is attached to the rear main wing

spar at two points. The aileron is actuated by a bellcrank which is

attached to a wheel in the wins. The wheel is actuated bv cables

attached to lhe pilot's control w'heel. An aileron-rudder inteiconnect

spring is incorporated to improve lateral stability.

,*-SA

DETAIL \-

57603012P

A58611022

857611018

c51612017

7-6

DETAIL A

Figure 7-1

AILERON SYSTEM

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

AILERON TRIM SYSTEM

Aileron trim, refer to Figure 7-2, is achieved by-a trim-tab attached to

*,J'il"n-iii"i6ii';i;i'-; d'ii iengtfi piano-tvpe hinge The trim tab is

."i"ul"a tv a push-pull rod which is attached tq .a jack screw tlpe

liiiiiii ii' t["'*i"-el fitJ actuato. is driven bv cables attached to the

i;- "onttol knob oi the cockpit control pedestal.

MODEL 406

DETAIL ADETAIL B

or"r*oRtii#-',.".trt

57603010P

4516r r043

8576110r9

Original lssue 7-7

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

ELEVATOR SYSTEM

The two elevator control surfaces, refer to Figure 7-3, are connected

by torque tubes. Each elevator assembly is attached to the rear spar of

the horizontal stsbilizer at three points. The elevator assemblv is ac-

tuated by push-pull rods which ire attached to a bellcrank- in the

empennage. The bellcrank is actuated by cables attached to the pilot's

control wheel.

DETAIL B

606330O2

A60631003

860621002DETAIL

7-8

Figure 7-3

ELEVATOR SYSTEM

Original lssue

ELEVATOR TRIM SYSTEM

Elevator trim, refer to Figure 7-4, is achieved by elevator trim tabs

attached to the right and left elevators wilh q ful-l length piano-t1pe

hinee. The trim ta6s are actuated by pushpull rods which are attached to

dual iack screw t!'pe actuators in the horizontal stabilizer' The actuators

ar,e d.iuen bv cabies attached to the trim control wheel on the cockpit

control pedeital.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEiiIS

DETAIL C

60633001

454611016

B60e3r 0()1

c57613041

DETAIL

Original lssue

nrrvnt6'ffdftiol""rtrt

7-9

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

RUDDER SYSTEM

The rudder, refer to Figure 7-5, is attached to the vertical stabilizer

rear rnain spar at three points. The rudder is actuated by a bellcrank

attached to the bottom of the rudder. The bellcrank is actuated by cables

attached to the cockpit rudder pedals. A rudder-aileron interconnect

spring is incorporated -to improve fateral stability.

DETAIL A60623@2

A54611010

860621tlo2

7-10

Figure 7-5

RUDDER SYSTEM

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEI/|S

RUDDER TRIM SYSTEM

Rudder lrim, refer to Figure ?-6, is achieved pv a trim tab attached to

th,j"il;;; il;ff';i',h";dE*.-*i*''- i -n.,{ .1".'*t' piano-tvpe hinge' rhe

i.li"'i"u l. ".t"ut"d bv a push-pyii.md *hi"h-it aitached to.a-jack screw

:ffi f, :l'#i:;; jH" j*n'-inl*;l;Jl;rff ::t,':,f"'H:',jl*o*'

MODEL 406

oeratl B60623m1

A60621001

854611012

DETAIL

Original lssue

*,r""rtttiitfr-3trtr*

7 -11

SFCTION 7

DESCBIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

7-12

Figure 7-7 (Sheet 1 of 2)

INSTRUMENT PANEL (TYPICAL)

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

trrerT

Edd

r--{ c, =

'1 I J'a-, - -::

3 - Hffi ; 33

e r:d{ 5 E?

a .EatiE - Ht x H= LE!=

s EEce*ij EiiE.E=E€e siF#!

^ Es;EriE;+s=;5€i{H{iiE H €li:g:E$

E i E33 $3f 3 E3i 33s

33 E 3i 3 $E 93fr 33 i

cD*

lrrx

",e^lrd-f"

F .H' S €h + 6 = 5

o i r : f.E -I. 5 ET H* p

g E- : ; E! '.;.8 reFS ds 7

fr E$ * € :E *aE,.Ei;: -EE;- H

fi 8.9=E .Egfi€ 5r€t3tE:sE^E€;ErE ?E

E s ;gi::iEisgiEE 3 # EgsBii3E E if$H

.j 6i cri j d cp ._ od of o .; c.i c.j v d d F d oi o .j c.i dj S ,4 @ !: od d o .j

MODEL 406

c.i ca { .O (l) c- @ o) O i c\ ca < r.J (O c- @ o) C) d N c. ! {J (o \ cO q) Q 4

.rj cn ca c6 c.t cD co cc .+ < $ $ <l !+ <. $ <l !tr L? ro ro ro ui rn La l.) ro ro (0 <o

/-tJ

Fisure 7-7 (Sheet 2 of 2)

TT\ISTNUMNNT PANEL (TYPICAL)

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

INSTRUMENT PANEL

FLOOD LIGHT

INSTRUMENT PANEL

'l'he instrument panel, refer to Figure 7-7, contains the instruments

and controls necessar5t for safe flight.-The instmment panel presented is

trrical, as it contains all standard items and a good selection of popular

optional equipment. The function and operation of the instrument panel

features nbt- described here have been explained in this section or

Section 9 under the applicable system.

OVERHEAD CONSOLE

The overhead console, refer to Figure ?-8, includes the avionics speak-

er, instmment panel floodlight and map lights with dimming controls

and pilot and copilot overhead directional air vents.

OVERHEAD DIRECTIONAL

AIR VENTS

OVERHEAD DIBECTIONAL

MAP LIGHTS

FLOOD LIGHT

OIMMING CONTROL

AVIONICS SPEAKER OVERHEAO DIRECTIONAL

MAP LIGHTS RHEOSTAT

7-14

Figure 7-8

OVERHEAD CONSOLE

Criginal lssue

ANNUNCIATOR PANEL

The annunciator panel, refer to Figure ?-9, is located below the glare^

sUeia- on the centei irstrument pan . The panel annunciates items of

i"1"i"*i i" iti" pilot itt th" applicable -color of-red, amber, green or white'

lddiiio"ut ann^unciators are irovided on the airplane for .specific. stan-

li*a ot ,iptionut avionics systems; these annunciators are described with

their asso-ciated systems in this section or Section 9.

When a hazardous condition exists, requiring immediate corrective

actio", a ied waming light wil illuminate. Wherr an impending. possibly

auiie";ou. iondition -exiits, requiring attention but not necessarily imme.-

diate action, an anber light will illuminate. A green or whrte lrght wrll

^ iti"-i".te t6 indicate a sife ot normal configuration, condition of perfor-

ma"c",- opeiation of essential equipment or to attract attention and

imDart information of routine action purposes.

A o.""r-to-t".t button is provided in the center of the annunciator

panel. With the batt€rv and avionics switches ON and the press-to-test

iwitch actuated, the ;tal warning hom will, sound and annunciator

illumination wili occur on all annunciator panel lights, ignitor on lights'

iiie *aini"g lights. landing gear position ind unlocked lighls,. propeller

"vnchoohas6r i!"ltg. autopiloi mode selector and remote mode annun-

ciatot iepeater lishts, maiker beacon lights, BC and RNAV lights in Nav

i Cou."6 Indicaior and master warning lighLs. If the power levers are

retarded approximatelv one inch forward of flight idle detent or wing

h"p. "*t"tiaia beyond the 20 degree position, the landin-g gear warning

hoin will sound if the landine gear is not down and locked' Also'

iowering the wing flaps beyond ihe zo degree position witb the PRESS-

ro-rsSf buttoi acfivateil, will cause the laniling gear waming horn to

sound.

MODEL 406 SECTION 7

DESCBIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-15

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

€0r65@1

L OIL ]

PFISS

L Wtitc 2

O'IEAI r fuEt 3

SHUTOfF SATT 5

O'HEAI

T GEN L FUET

PRTSS L0W

T FILTEfr

EYPAS!

HYD

PRESS 0tl

I HYD 12 L fU TL 13

LEVTL LOW

! ttfiTtAL l4

sfP L AUTO' 15

LEFT ANNUNCIATOR

OtE

aThe Lutubeted onnu4ittor ponel lights correspond to tha lo\ouine ^untercd des.riptiDe tert itetu

aA sp.re bhn liEht LB ie iBtdle<] in .ach blznh bcoti4n ol thz da^utuittor pn@l ehzn the oprio al tlstem ig

nor iEtolbd- These leBes cM b. rcplac.<l uith tle oootopriate L6et uhz optb^al ee\iptunt is iilrole.L

1. LEFT OIL PRESSURE (RED) - Indicates left engine oil pressure less than 40 PSI.

2. LEFI WING OVERHEAT (RED) - lndicat€s Ieft wing leading edge t€Epenture is

above 110 degrees Celsius due to a failure of the bleed ai.r supply line. The Ieft

ensine bleed valve shut ff will automatically actuat€, t rmiltating bleed ai! flow.

{ 3. LEFT FUEL SHUTOFF (AMBER) - Indicat€s left engine tuel flow has been

t€rminated at the firewall.

4. ALTERNATINC CURRENT FAILURE (AMBER) - Indicat€s loes of AC power

has occurred.

BAT'TERY OVERHEAT (RED) - Licht will be off when the batt ry temp€rature is

less than 63 degrees Celsius. When the battery temp€rature is between 63 degees

Celsius and 7l desre€ Celsius, the lisht will illumina!€ steadily. When the batt€ry

temperature is abo-ve 7t degrees Celsius or l,he PRESS TO TEST switch ie actuat€d.

the lisht will flssh.

LEFT GENERATOR OFF (AMBER) - Indicat€s L GEN switch is off or generator

dalfunctioD exbts.

LEFT FUEL PRESSURE LOW (AMBER) - Indicates low prcssurc or failure of the

l.f+ 6'.1 h^^at h'|mn

ide'i-lit'iiiIenV soosr PUMP oN (AMBER) - Indicatee left tuel boost pump

is in oDeration. Illueination ia normal when th€ L AUX PUMP swikh is peitioned

to ON; The amber L AUX PUMP ON lisht wil also illuEinat€ when the L AUX

PUMP switah is in the NORMAL positioi and insuffrcient fuel pressure is sensed

. 1.

,8.

10.

at the eiector oumD.

LEF"T FILTEh BYPASS (AMBER) - Indicstes fuel pressure drop across the tuel

fillF iq r.et r th'n 160 +o.10 Dei - additionrl contmination will caus€ the filter

Ltit'l llLlE;tt llYl-AD5 (AMbEH) - Indrcates tuel pressure orop acrosa tn

filter is gr€at€r than 1.60 :10.10 psi - additional cont€mination will cause the

to be bloassed.

LEF"I -FL'EL TRANSrER PUMP (AMBER) - Indicat€s failuE of the forward

and/or aft fuel transfer eiector DumD in the left wine tank. ExDect unusable fuel

and/or aft fuel transfer eiector Dump in the left wins tsnk. Expect utusable fuel

ousntitv to increase. oartiiularlvln uircoordinatcd flisht and climbs or descents. The

li"hr ea"n also tre useli er a low'firel wrmins rs it wil-l illuminat€ when the total'fuel

ousntitv to increase. oarticularlv in uncoordinat€d fliqht and climbs or descents. The

lieht ca; also be useci as a low'tuel warnins as it wil-l illurinat€ when the total'fuel

quantity in the left bnl is less than 230 pound.s with tie auriliary boost pump off

or less than 35 oounds with the auxiliarv boost DumD ON.

11. or less than 35 oounds with the auxiliarv boost DumD ON.

HYDRAULIC PRESSURE ON (AMBER) - fndicitce hydraulic pre*sure is being

applied to the landing gear retractiol and €xtension system and,/or the wing flap

retraction and extension sy6tem.

LEI"I HYDRAULIC FLOW LOW (AMBER) - Indicates insufficient flow exists and

rhe cauae may be a result of purnp. lines. fill,er or blpass valve failure.

LEFT FUEL LEVEL LOW IAMBER) - Indicatps abproximat€ly 160 pound8 of tuel

remain in the left main tank.

LEF I INERTIAL SEPARATOR (GREEN) - Indicates br?ass operation of the

inertial separator system for the left engin€. Vedfication of the light indication can

be checked bv obgervine ensine toroue decreases dunne bwass operation.

LEF'I AUToFEATHER A-RM (GREEN) - lodicat€, aiiofeatlier ssritch i.s in lhe

armed position and lefi engine is above 83 13 pelcent Ns.

Figure 7-9 (Shest 1 of 3)

ANNUNCIATOR PANEL AND WARNING LIGIITS

12.

, 13.

14.

7-16 Original lssue

MODEL 406 SECT1ON 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

A n oucl 17

O'NTAT 000fl 13

N0r t 0cl( E0 L

STABT O'HEAI F OIL

PRESS

SUFFACE 22

DI ICE

SEAT

BI!T l]XY

2F FltrtF 24

BYPA!S F FUEL 26

PF TS5 LOW

N GEN 27

R AUTO ?8

ANTI ICE

29 B FUET 3O

S HIJTO T FSEP

B FUEL 3?

LEVEL LOW B HYD 3:]

t't.

18.

60r86001

RIGHT ANNUNCIATOR

RIGHT FUEL TRANSFER PUMP FAIL (AMBER) - Indicatee lailure of the

forward and/or aft fuel transfer ejector pump in the righ! wing tsnk. Expect

unusable fuei quantity to increase, pirticula'rly iir uncoordinatcd flight and clinros or

descents. The iight ci" also be used as a low-fuel warning as it wi iltuminat€ sr'hen

the total tuel qulntity in the dght tank is less than 23o-pounds with the auf,iliary

boost pump OFF or less than 35 pounds with the auxiliary boost pump ON.

AIR DUCT OVERHEAT (RED) - Indicates air temDemture in the cabin distribu-

tion duct is at 104 degrees Celsius (220 degrees a5 de$ees Fahrenheit).

DOOR NOT LOCKED (RED) - Indicates either one of the €m€ryency exits (2) the

forward cabin door, the aft cabin door. or the crew door is noi s€cue for flieht.

LEFT START AND RIGHT STARf (AMBER) - lndicates engine slarte; contac'

tor is engaged. Lighus illuminate independently.

RIGHT WING OVERHEAT (RXD) - Indicates risht wing leading edSF temp€rature

is above 110 degrees Celsius due to a failure of the bleed air supply line. The fight

engine bleed valve shutoff will automatically actuat€ terminating bleed air flow.

RIGHT OIL PRESSURE (RED) ' Indicates dght engine oil pressure les6 than 40

PSI.

SURFACE DEICE (GREEN) - Indicates deice boots have achieved proper operating

Dr,essure. The lieht will illuminate durins the boo! cvcle.

SEAT BELT AND OXYCEN (WHITE) - Indicates individually when rhe ftispec.

tive seat beh or o:vsen/no smokins sisns are on.

RIGHT FILTER BYPASS {AMB"ERI - Indicates tuel Dressure droD afios3 the tu€l

filter is qrealer than I.60 . 0.10 psi - additionat contarbination wili cause the filter

to be brpassed.

RIGHT AUXILIARY BOOST PUMP ON (AMBER) - Indicates risht tuel boost

pump is in operation. Illumination is normal when the R AUX PUMP switch is

DGitioned to ON. The amber R AUX PUMP ON lisht will also illuminate when the

R AUX PUMP switch is in the NORMAL oosition-and insufficient fuel pressure rs

sensed at the ejector pump.

RIGHT FUEL PRESSURE LOW (AMBER) - Indicates low pressure or failure of

the right fuel boost pump.

RIGHT GENERATOR OFF (AMBER) - Indicates R GEN switch is off or a

19.

20.

21.

22.

24.

25.

26.

27.

29.

30.

31.

32.

33.

generator malfunction exists.

28. RIGHT AUTOFEATHER ARM (GREEN) - Indicates autofeather svritch is in the

armed position and right engine is above 83 i3 percent N..

ELECTRTC WINDSHIELD HEATER (GREEN) - Indiiat€s heating elemerts rn

the electric windshield are operatins.

RIGHT FUEL SHUTOFF (AMBER) - Indicai€s right engine tuel flow has treen

terminat€d at the firewall.

RICHT INERTIAL SEPARATOR (GREEN) - Indicates b)?ass operation of the

inertial separator system for the right eng:rne. Verification of the light indication can

be checked bv observins ensine turoue decreases durine bvDass ooeration.

RIGHT FUIiL LEVEL Low (AMBERJ - Indicates apiioximitely 160 pounds of

fuel remain in the main tank.

RIGHT HYDRAULIC FLOW LOW (AMBER) - Indicates insufficient flow 3xists

and the cause may be a result of pump, lines, 6ltei or bypass valve feilure.

Figure 7-9 (Sheet 2 of 3)

ANNUNCIATOR PANEL AND WARNING LIGHTS

1 June 1987

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

PILOT'S MASTER WARNING (RED) (SHOWN) and COPILOT'S MASTER

WARNING (RED) (NOT SHOWN) - FLASH when initi,ated by the plesence of

anv hazardoui condition identfied oo the annunciator panel by illumination of a red

wa;nins lieht. The mast€r warninq lishts also illuditratt wbenever both left and

right g;_neiator off light€ ill'.rminate. The rnsster warning lights Eay be pressed to

csncel the master warning and reeet the mast€r waming circuit

@@@ w@@

LEFT BLEED OFF (STANDARD) (YELLOW) - lndjc4tss bleed--air luewall valve

is clo;ea when left eniine frre waming light was pwhed Not installed when oPtional

flle extinsu i6her is inst€]led.

LEI'I FihE BOTTT-E ARM (OF I-IONAL) (WHITE) - Indicat€s left eosing frre

"*tine,ji"h"r is armed and electrically capable of being lu€d Pressing the bottle

armed lisht wil discharye the fire extinguisher.

LE['T ENGINE FIRE WARNING (RED) - Indicstee engine compartdent t€mpera-

ture has erceeded normal operating t€mperatures. Lifting the clear plastic cover and

"i"""i"e tlt" left enqine fui warnine liiht will arm [h; optionel fire extinguisher,

iiofteit" senerato; (illuminatinc t[e rlsp€ctive GEN OFF annunciator light) and

ritt "ios" ttt6 bleed air firewall and tuel shritoff va.lvee. The light wi go out afIe. the

eDgine compartment has cooled to a normal temperature Pressilrg the fu€ warDing

lie-ht a second time will disarm the optional frre ertinguiaher' neconnect th€ gener'

airr and ooen l.he bleed air firewall ard tuel shuloff valves.

RIGHT ENGINE FIRE WARNING (RED) . Indicatee eDginE COInPATTrtrENT tEM.

37.

oerature hae exceeded normal operal,ing lemperatures. LiftiDg the clear plastic cover

ind pressins the risht eogine lue waining light will arm the optional fire extir-

imd pressins the risht eoqine fue warning light will arm the optiona.l fire extrr-

zuisher. disible thieeneril,or (illuminatini the re8pectiv€ GEN OFF annuncietor

iisht) a"d *ill close ihe bleed at Iirewall and tuel shutoff valves. The light will go

^,;+ -4.. r+'. ondin. .^hhoFrmcnl hqq .Ml..l f^ r h.mal fammrthne. PreaarDs the

39.

oii "fte. ttr" engine compartment has cooled to a normsl t€mp€rotue.. Pre6siDg

the bottle

n"" *.*ins lieh-t a seco;d time will disard the optional fire €itinguisher, recon-oect

the senera6r ind open the bleed air fires/all and tuel shutoff valve

RibhT FIRE BOfTLE ARM (OPTIoNAL) (WHITE) - Indicates right engine fue

the senera6r ind open the bleed air fires/all and tuel shutoff valve.

RIGIT FIRE BOfILE ARM (OPTIONAL) (WHITE) - INdiCAt€g

extinzuisher is armed and electrically capable of being frred Pn

TE) - Indicat€s riqht ensine fue

being frred. Pressihg th; bottle

extinzuisher is armed and €Iectrically

armed lisht will discharye the fi.e extin

armed lisht will discharye the fire extinguishe!.

40. EicATbLEED OFF (STANDARD) {YELLow) - Indicates bleed air tue'*'all valve

is closed when right engine 6re warning light was pushed. Not installed when

optional fire extinguisher is installed.

Figure 7-9 (Sheet 3 of B)

ANNUNCIATOR PANEL AND WARNING LIGIITS

7-18 Original lssue

FLIGHT INSTRUMENTS

The basic flieht instruments. refer to Fizure 7-7, consist of airspeed,

altimeter and rite-of-climb indicators, electric Lurn-and-bank and pres'

sure driven horizon and directional gyros.

Operation of the airspeed, altimeter and rate-of-climb indicators can

be ditermined by cross-checking the copilot's instruments. Also, when a

climb or descent is initiated, - these instruments should indicate the

annronriale chanee. If no chanqe is indicated, it is reasonable to assume

si;tic'source bloikage has occurred. lf the possibility of static source

icing is present, actultion of lhe L or R PITOT/STATIC switch should

.^ deici th-e -static sources. )f. only the. airspeed. indicator appears to be

' ':ffected when the climb or descent is initiated, it is reasonable to assume

a pitot system blockage has occurred. If the pqryjbillty qf- pitot sourc.e

icing is present, actuation of the L or R PITOT/STATIC switch will

cleai the ice blockage. Reference the copilot's instruments and optional

ansle-of-attack indiiator for airspeed information until a reliable air-

snded indication can be obtained.-If neither copilot's instruments or the

optional angle-of-attack system is operational, fly attitude ard power

rererencea.

Operation of the turn-and-bank needle can be checked by initiating a

stanilard rate tum and cross-checkins the turn rate with the directional

gyro. An indicated standard rate tum should show a turning rate of 3

degrees per second on the directional gyro. After shutdown of the air-

plane on the ground, abnormal noise coning from the turn-and-bank car

indicate a neir failure condition. Inaccuracy will result if the indicator is

not level in the instrument panel. With the airplane on level ground, the

ball should be centered in the race.

Operation of the directional and horizon gyros can be checked during

taxiing by watching for an abnormally slow erection rate and erratic

operat'ion. After shu--tdown of the airplaire on the ground, abnormal noise

coning from either gy'ro can indicatt a near failule condition. Checkiag

- the instrument air sase for oroner pressure and no failure buttons

- exposed will assure p-riper 91'16 piessuie is available. Low cop,ilot g1ro I

pressure accompanied by no failure buttons exposed may indicate anl

overpressure condition in the bleed air system. Such a overpressure I

condition is further verified if the copilot gyro pressure returns tol

normal with the engine(s) at flight idle. I

In flight, the directional gyro can be checked by fl5nng a standard rate

turn anii observing the diraational gyro for a turning rate gf 3 d9gre99

per second. Also t-he precession rat6- in straight and level flight shbuld

not exceed 5 degrees in 10 minutes. The horizon gyro operation can be

checked by establishing a level flight attitude; the gyro should indicate

winss level within I desree. Initiate a 20 degree bank for a 180 degree

turn-, then smoothly reiurn to level flight: gyro should indicate wings

level within 3 degrees. Establish level flight at 150 KIAS; gyro should

MODEL 406 SECTION 7

DESCRIPTTON OF THE AIRPLANE AND ITS SYSTEMS

'I June 1988 7-19

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

indicate level airplane within 1 degree. Smoothly pikh airplane nose

down 10 degrees,'then return to tev-el night; slro should indicate level

flight within 1 degree.

GROUND CONTROL

NOSEWHEEL STEERING SYSTEM

The nosewheel steering system, refer to Figure 7-10, consists of the

rudder pedals, nose gearl bungee spring assembly and -cables. Duri-ng

groyr-rd i-peration. the no:i gear-steering iystem is actuated by the rudder

pedals, allowing normal directional control.

DETAIL B

*osu w"r #Tii f; ;,1t*. sY srE M

MODEL 406

DETAIL A

It-zo 'I June 1988

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

MINIMUM TURNING DISTANCE

The minimum turning distance is presented in Figure ?-11. Always

use as large a radius 6f turn as is- practical. Turning tighter than

necesaaly requires excessive braking on the inboard wheel which de-

creases the tire life.

NOTE

Minimum turning distance is effected with in-

board wheel brake lached, full rud.der and. d.if-

ercntial pouer.

Figure 7-11 6oas6oo3

MINIMUM TURNING DISTANCE

WING FLAPS SYSTEM

The wing flaps, refer to Figure 7-72, arc the extensible Fowler t14pe.

Each wing flap (two per side) is mounted on tracks which arc attached

to the wing rear spar. The wing flap sections are actuated by push-pull

rods attached to bellcranks in the wing. The bellcranks in each wing are

interconnected with push-pull rods. Each inboard push-pull rod ii at-

tached to the center bellcrank which is actuated by a hydraulic flap

acf,ualor.

Original lssue

- The hydraulically operated flap actuator is controlled by the wing flap

lposition switch, refer tr-, Fizure ?-?. This switch incorporates a preselect

-?eature which allows the pilot to select the amount of flap extension

desired. With the wing flaps set at the UP, T.O., APPR or LAND

oositions. the corresponding inboard wing flap extensions are 0. 10. 20

lnd 30 deerees. The'outboard wing flaps are mechanically linked to the

inboard sictions, exlending at a slowir rate. When the inboard wing

flaps are fully extended (30-degree), the outboard wing flaps are extended

20 degree.

Selectine the UP, T.O., APPR or LAND position on the wing -flap

sele-ctoi sw-itch causes the hydraulically operated flap actuator to drive

' lhe flaps toward the selected position. When the actual {lap position

.."ri" iit" selecled position, limit switches will electrically acLuate the

itio "o"iitt valve which stops the flow of hvdraulic fluid to the lrvdraulic

fiui u"t""to.. The wing fldps will complete the extension cycle in ap-

proximately 15 seconds with both engines operating.

Hvdraulic pressure to actuate the wing flaps is supplied by the hy'

drauiic pump, refer to 7-21, which is mounted on each engrne'

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

DETAIL

7-22 1 June 1987

LANDING GEAR

The retractable tricycle landing gear, refer to Figure 7-13, is elec-

trically controlled and hydraulically actuated. The individual landing gear

actuators incorporate an internal lock to hold the landing gear in the

ertended position. The landing gear is held in the retracted position by

mechanical uplocks that are released hydraulically tluring gear extension.

The landing gear completes the retraction cycle in approximately 5

seconds with both engines at maximum engine RPM. The actuation

cycle time increas€s as engine RPM decreases or with the loss of an

engine-driven hydraulic pump.

_\. Hydraulic pressure is supplied by the hydraulic pump, refer to Figure

-7-21, which is mounted on each engire. An electricallv actuated qear

control valve controls the flow of hyfuaulic fluid to thi individual Eear

cylinders. The gear control valve reciives power through the landing lear

pbsition switch. During ground operation accidentil .gear. retraition,

regardless of gear switch position, is prevented by a safety switch located

on the left landing gear shock strut. The weight of the airplane com-

press.es the shock strut, causing the safety switrh, to open, thus prevent-

ing electrical power from reaching the gear control valve.

The landi-ng gear doors are nechanically linked to their respective

landing gear, -re-tracting and extending wiih each landing geai. The

landing gear is operated by a switch,- refer to Figure ?-1--6,-which is

identified by a wheel-shaped knob. The switch positions are UP and

DOWN. To operaLe the qear, pull out the landins gear switrh and move

it to the desihd position. This allows electricaf plwer to energize the

gear control valve and the hydraulic pressure to drive the landing gear to

ihe selected position. The hfdraulic fressure light, located on thd dnnun-

ciator panel, refer to Figure 7-9, will renain on rmtil the landing gear is

locked into position.

LANDING GEAR SAFETY SWITCHES

A larding gear safety switch (squat switch) is located on each main

landing gear strut to conhol ground and airborne operation of certain

equrpmen[.

The lefi la,nding gear safety switch prevents landing gear retraction,

reduces stall vane deice heat while the airplane in on thi fround.

The right landing gear safety switch allows the landing gear warning

horn to iound if ihi landine- qear selector switch is -m-oved to thi

retracted position while the aifoline is on the ground. On the ground it

also disables {light-hour recorder and Davtron Digital Clock flight time

operation. Airborne, the right switch allows the flight-hour recorder and

Davtron clock flight time readout to function.

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

MODEL 406

Original lssue 7-23

SECTION 7

DESCRIPTION OF THE AIRPLANE AND IIS SYSTEMS MODEL 406

Figure 7-13

LANDING GEAR SYSTEM

Original lssue

LANDING GEAR POSITION LIGHTS

Four landing gear position indicator lights, refer to Figure 7-14, are

contained in two modules located beneath the engine instruments just

left of the center of the instrument panel. One module contains three of

these lishts (one for each sear) which are green and will illuminate when

each laiding gear is fully extended and loc-ked. The other lighl module is

red and wlli illuminate when any or all the gears are unlocked

(intermediate position). When the gear unlocked light and gear down

lighLs are not llluminated, the landiig gear is ir the UP andlOCKED

position.

.-. LANDING GEAR WARNING HORN

The landing gear warning horn is controlled by the power levers

and/or the wiirg-flap positio-n. The warning horn *ill sound intermit-

tentlv if either or both power levers are retarded below approximatelv

one inch forward of the flight idle detent with the landing geir retracted

or if the wing flaps are loiered beyond the 20 degree posiiion with the

landing gear'in airy position except extended and loc[ed. The waming

horn ii ilso conneit6d to the UP position of the landing gear position

switch and will sound if the switch is placed in the UP position while

the aimlane is on the ground. The system can be checked by activating

the PRESS-TO-TEST"button, refer io Figure 7-9, located on- the annun-

ciator panel while retarding one power lever at a time. Also, lowering the

wine flaos bevond the 20 decree position with ihe PRESS-TO-TEST

bution a'ctivatid will cause thJlandjng gear warning horn to sound.

A warning horn disable switch is provided adjacent to the landing

gear switch.-During rapid descents wi[h the powei levers in flight idle.

ihe horn disable switch can be used Lo silence the landing gear warning

horn. Once the power levers are advanced, the horn will be reset. When

the wins flaps are extended bevond the 20 desree position and the

Ianding Eear is not down and loc[ed, the horn cannot 6e silenced by the

horn disable switch.

MODEL 406 sEcTtoN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-25

LANDING GEAR EMERGENCY EXTENSION SYSTEM

The landing gear emergency extension sJstcm,..refe.r to Figure 7-15'

consists of a red emergency gear extensiDn 'l'-handle, (located on lnstru-

-eni nanel) a blowdoin bbtlle, refer to Figure ?-14, located in the nose

baeease compartment) and associated plumbing. The procedure for emer-

g"f,iv'g"ut eitension is girren in Section 3' Puliing the emergency control

i"t"i"""'. aw nitrogen un"der pressure into the shuttle valve. causing the

iituitt" ual"ue to frove from- the hydraulic to pneumatic position. The

nitiosln then ilows into the uplocks which ieleases the gear to the

i"eeiii nosition, and then into tie landing gear actuators, which drives

the hnding gear into the down and locked position.

M)TE

The landing gedr cannot be retracted after

emergency gear extension until the system hns

been ground seruiced.

LANDING GEAR SHOCK STRUTS

Shock absorption is provided on the landing gpar by an oil-over-air

.h;"k ;il;. Tliis strut is composed of an upper -barrel assembly.and a

lower piston assembly and consists of orifice. tapered metenng prn and

;i;t r';d fork assehbly. The metering pin incr-eases or.decreases the

how of fldraulic fluid through the orifrce according to the severity of

shock.

Landins eear shock struts should be checked before each flight to

ensure th& "are not collapsed. This can readily be determ-ined by a visual

insDection of the shock strut lower piston assembly. lt the unparnted

su*ace of the lower piston assembly- is not visible, the ,shock strut is

fully collapsed and muit be sewiced before the airplane is flown.

sEcTroN 7

DESCRIPTION OF THE AIRPLANE ANO ITS SYSTEMS MODEL 406

7-26 Original lssue

MODEL 406

EMERGENCY GEAR

CONTROL T-HANDLE

LANDING GEAR

DOWN POSITION LANDING GEAR UNLOCKED

INDICATOR LIGHT IRED)

SECTION 7

DESCRIPTION OF IHE AIRPLANE AND ITS SYSTEMS

Figure 7-14

EMERGENCY BLOW DOWN BOTTLE

VIEW LOOKING AFT THROUGH LEFT NOSE BAGGAGE DOOR

@E5P6015

Figure 7'15

LANDING GEAR EMERGENCY EXTENSION SYSTEM

Original lssue

BAGGAGE COMPARTMENTS

Six bassage locations, refer to Figure 1-2, are available; two in the

tuselaee n-ose section, two in the aft cabin area and one located in the aft

portion of each engine nacelle.

These baggage areas are intended primarily for low-density items such

as lusease and briefcases. The floors of the wing locker baggage areas ate

nrimi-rv"structure. Therefore, care should be exercised during loading and

irnloading to prevent damage. Whe.n- loading high-density objects, ensure

tn"i uatiuud prolection i5 available to pievent damage Lo any of the

"irpt"*'i primiry structure. Without oplional equipm-ent inslalled, 200

oounds cai be carried in each wing locker. 250 pounds in lhe avronrcs

6uu. fSO pou"a. in lhe nose baggagd compartmenf, 400 pounds in the alt

;;6il 6^-v A and 100 pounds"in"the ait cabin Bav B.,With optional

equipment installed. refer to Section 2 or the loading placards rn your

ai'rpiane's baggage compartments.

.THE TRANSPORTATION OF HAZARD.

OUS IVATNNLCLS IS DISCOURAGED.

HOWEVER, IF TRANSPORT OF THIS

TWITNNUI 1,s N'CESSIB Y, IT SHALL

BE DONE IN COMPLIANCE UNDER

THE HAZARDOUS MATERIA'S TBANS-

PORTATION ACT AND ANY OTHER AP.

PLICABLE NEGULATIONS.

.T]NDER NO CIRCUMSTANCES' AL.

LOW THE LOADING OF PEOPLE OR

ANIMALS IN THE NOSE BAGGAGE

AREA, THIS AREA DOES NOT QUALI-

FY FOR CARRIAGE OF ANIMATE OB.

JECTS.

CARGO LOADING

Care should be exercised during loading and -unloading to prevent

damage. When loading bulky ilems wil.h a fork lifl lruck, greater acces

if iiit"u i" t-ti" "rteo d:;nrs cin be gained bv retracting lhe wing flaps and

;;;;"s n"iett" ift of baggage do-or. When loading high-densilv objects,

ensure that adequate protection is-available to prevenl.damag,e ro any or

the airplane's primary structure..Exercise cautron whrle loadrng or un-

iouai"d h""uv'cargo io prevent an out-of-balance aft center-of-gravity

ii-li--Eo"iiLii,n. Withoui opti,-,nal equipmelt installed, 600.pounds of

;;;;;;;; be carried in eaci cargo bav ie, B, C, D and E),400 pounds

;;lh;l;*;; alt c.abin shelf (Ba"v A)-and 100 pounds on the upper aft

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

7 -28 1 June 1987

cabin shelf (Bay B). Additional loading instructions in the form of

limitations are presented in Section 2.

a. Tie-downs shall be provided in such a manner that at least one

forward and one aft tie-down will be available for each 150

pounds of carqo when Lie-down rings are used' A minimun of

?our tie-down- rings are required for any one piece of catgo.

Tie-downs are to 6e located at seat stop hole locations only. In

the aft cabin (Bay A), use only tie-down fittings; do not use the

seat tracks.

b. A svstem of retention, suitable to the cargo being loaded and

having strength compatible to the seat rail tie-downs, must be

used.

c. The total airplane loading must be consist€nt with the weight

and balance limitations ofthe passenger configuration airplane.

d. (Cargo Bays A,B,C,D and E) If the cargo has a smooth, re-ason-

able -flat l6wer surface, load densities of up to 200 pounds per

square foot may be loaded on tbe floorboards. lf the cargo has

roueh or sham edses. plvwood or similar panels should be used

to ieduce the- loaifin! io 200 pounds per square foot. A single

carso bav mav be loaded to 600 pounds at the rat€ of 200

pou-nds per sqirare foot. Use pallets- or beams to distribute the

ioads over all^ seat rails if adiacent cargo bays are loaded at a

rate of over 75 pounds per square foot.

e. (Lower aft cabin baggage shelf Bay A) If the cargo has a

snooth reasonably flailower surface, load densities of up to 75

pounds per squari foot may be loaded with maxinum of 200

pounos per sroe.

f. (Upper aft cabin baqsase shelf Bay B) If the cargo has a

smbbth reasonably flallower surface, load densities of up to ?5

pounds per square foot may be loaded with maximrm of 50

pounos per sloe.

g. (Cargo interior) The cargo barrier net may be instslled at

- fusel"aee stations 161, 190;221, 273 and 290. When installing

the biirier net, attach all eight tie-down littings then adjust net

to frit the fuseiage station. Four of the tie-down frttings attach

to the floor on the seat rails, two of the fittings attach to

overhead structure (10 inches apart, located synmetrically

about the fuselage centerline), while the remaining two fittings

(one on each side) attach to fuselage structure above the cabin

side windows.

h. The bulk and position of the loaded cargo should b,e such as to

permit entrance and emergency exit of the pilot and passengers.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-29

SECTION 7

DESCRIPTION OF THE AJRPLANE AND IIS SYSTEI,4S MODEL 406

.THE TRANSPORTAT:ION OF HAZARD-

OUS MATERIA.LS 1S D.'SCOURAGED.

HOWEVER, IF TRANSPORT OF THIS

MATERIAL I,s NEC.ESSANY, IT SHALL

BE DONE IN COMPLIANCE UNDER

THE HAZARDOUS MATERIATS ?IdANS-

PONTATION ACT AND ANY OTHER AP-

PLICABLE REGULATIONS.

.UNDER NO CIRCUMSTANCES, AL-

LOW THE LOADING OF PEOPLE OR

ANIMALS IN THE AVIONICS BAY,

NOSE BAGGAGE AREA OR WING LOCK-

ENS. THESE AREAS DO NOT QUALIFY

FON CARRIAGE OF ANIMATE OB-

JECTS.

SEATS, SEAT BELTS AND SHOULDER HARNESSES

PILOT AND COPILOT PROVISIONS

The oilot and copilot seats are attached to seat rails located on each

side ofihe cockpit -area. The seats are adjustable fore and aft on seat

rails by lifting the handle located on the forward face of the seat.

The pilot's and copilot's seats contain a five-point restraint system.

The shoulder harness consists of an inertia reel secured to the seat back

and two harness straps. The seat (lap) belt has a left half and right half

which are secured at one end to the seat frame. One belt half is affixed

to the rotarv buckle and does not release. The shoulder harnesses and

seat (lap) b6lts are mated together by the rotary buckle. The left and

right (ldp) belt-halves have ariadjustei to permit belt adjustment and for

centerins the buckle. The inertia reels allow normal fore and aft move-

ment ofthe occupants until a violent movement occurs, at which time

the reel will lock, iestricting forward movement of the seat occupant.

PASSENGER PROVTSTONS (OPTTONAL TNTERIOR)

The individual passenger seats are attached to continuous seat rails

located on each side of the cabin area. The seats are adjustable fore and

aft, within the limits of the seat stops, by raising the handle located on

the front of the seat. Seat back recline angle can be adjusted by a button

on the side of each seat arm rest. Seat armrests can be raised or lowered

Ly a lever in the forward edge of the armrest. Ensure the seat stop pins

7-30 1 June 1987

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

are ensased with the holes in the seat rails before takeoff and landing'

n".tt i"it is equipped with a seat belt which is attached to the seat

structure, and a-shoulder harness with inertial reel.

PASSENGER PROVISIONS (STANDARD INTERIOR)

The individual Dassenser seats are attached to continuous seat rails

located on each side of ti.re cabin area. Ensure that the seat guides are

engased and front zuide tabs are down and locked in the seat rails before

ta[eo'ft. The seats are considered as nonadjustable and are not to be

adjusted by the -passengers. Each seat is equipped with a seat belt which

is attached to the sert strucLure. The seats do not have reclining backs'

On airplanes -00i1 and On, a single diagonal upper sidewall mounted

shoulder harness with inertia reel is provided for each seal.

DOORS, WINDOWS AND EXITS

CABIN DOOR

The main cabin door is a two-section, outward opening, airstair door.

The lower section folds down to provide two steps for ease in boarding

1"d 4eplaline passengers, .wh-ile the top portion folds yn. The (lower)

door handle is located such that the upper door must be open to gain

access to it.

.FAILURE TO PROPERLY LATCH THE

CABIN DOOR CAN ALLOW IT TO OPEN

IN FLIGHT,

.REFER TO SECTION 3. EMERGENCY

PROCEDURES, FOR PROPER OPER-

ATIONAL PROCEDURES TO BE FOL-

LOWED IF THE ENTRY DOOR SHOULD

INADVERTENTLY OPEN IN FLIGHT.

To enter the airplane, pull out on the recessed handle on the upper

door section, rotate handle down and raise the door section to overcenter

position. Following this action, the gas spring tele-scoping door lift auto-

hatically raises thi door to the full up position. Once tbe upper section

is ooen.-release the lower section bv pulllng up on the inside door handle

located.on the lower door edge.-Lower-thi door section until it is

supported by the support cables. The door steps deploy automatically

from their stowed positions.

1 June 1987 /-o I

Closing the door from inside the airplane is acctrmplished by grasping

the support cables of the lower door section, pulling the door up until

the toD'edse is wilhin reach, then grasping lhe center of the door and

pullini inb"oard until the door is h"ld inug)y against the fuselage door

i.amel Latch the lower door seclion by rotaling the inside handle aft and

down. Check that the lower front and rear latihes are properly engaged'

After the lower door section is secured, grasp the pull strap on the upper

door section and pull down and inboard' As the door nears the closed

Dosition, pull inboard firmly. Latch the upper door section by unsLowing

inside handle ard rotate the handle down to lock. but do not use

eicissiu" force, and then up to stow position. Check front and rear

latches are proPerlY engaged.

As an additional safety feature, a cabin door warning light is p-rovided

This lisht is located in the annunciator panel. refer to Figure 7-9, and is

illuminited when the cabin door is not securely lalched or the emergency

exit/ventilation windows are not securely closed.

CREW DOOR

A crew door is installed on pilot's side providing direct access to the

";ko;i. iil d;;; ii tti"eea at ihe top and a c"trv:on ladder is provided

;.;-;fi;; ;y;!"t.. Th-" doot warning light on'the annunciator panel

will illuminaie if crew door is not closed

To enter the airplane, insert screwdriver in slot forward- of crew door

"n,i iotul" .to.t *ii.. to unlock, pull out on the recessed handle and

i"Gt" tt"itat clockwise and raise d-oor to the overcenter position' Follow-

i"e ihi" "itlo", the gas spring telescoping door lift automatically raises

thi door to the full up position.

Closine the door from inside the airplane is accomplished by grasping

the nuii "strap and pulling down and- inboard. As the door, nears the

"i-o."ilo.itl*, pull inboaid firmly to assure engagement of the latch^ing

oit"t-tiotut" 'itr handle clockwisi to lock posilion. then rotate safety

io.. t".t Landle located forward of door to -aft position. The crew door

Jtro"td Ue closed prior to flight and should not be opened in flight'

REFER TO SECTION 3, EMERGENCY

PROCEDURES, FOE PROPER OPER-

ATIONAL PROCEDURES TO BE FOL-

LOWED IF CREW DOOR SHOULD IN-

ADVERTENITLY OPEN IN FLIGHT.

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

Itv 1 June 1987

CARGO DOOR

A one-piece cargo door, located forward of the cabin door, allows easy

loadine of bulk caigo. The outward opening. side hinged door is latched

ioo un? Uotto- bv "handles which can''t be operat ed when lhe cabin door

ir'.to.Ja. The d<ior warning light on the annunciator panel will illu-

minate if the cargo door is not closed.

FLIGHT WITH THE CARGO DOOR

OPEN ON REMOVED IS PROHIBITED,

wTNDOWS

Seven windows are provided on each side of the airplane All windows

u." "o"-op""ing, ixctjpt the emergency exit/ventilaiion windows and

cie- dootl A fo-ul weafher window lr incorporated lnto bo'-h the pilot's

i"a "opit.tt side windows. The foul weati.rer windows may be opened

auii"g itt ground operations and in flight. Airspeed is not restricted with

the foul weather windows oPen.

EMERGENCY EXIT/VENTILATION WINDOWS

The second cabin window from the front on the right side and the

firsl-cabin window on the lefi side of the passenger compartment can be

il;;;d ao. emergency exit or for ventilation during ground operations -

It;;;; i'h" ;ir;au*,' rotut" Ltu rea ttunat" up and iuih- the window outl

and up until the window stop holds the windor'r up 'Ihe door warnrng

lisht'on the annunciator panel will illuminate if a ernergency

exlt/ventilation window is not closed.

REFEN TO SECTION 3, EMERGENCY

PROCEDURES, FOR PROPER OPER-

ATIONAL PROCEDURES IIO BE FOL.

LOWED IF THE EMERGENCY EXIT

DOOR SHOULD INADVERTENTLY

OPEN IN FLIGHT.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSIEMS

1 June 1987 / -.t.t

sEcTtoN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMIS

CONTROL LOCKS

A control column lock is provided to restrict control column move-

ment. This restriction holds the ailerons in a neutral Dosition and the

elevators slightly down position, thus preventing damale to the control

surfaces in gusty wind conditions.

The rudder can be secured with the rudder gust lock. To engage the

lock, center the rudder, ensure the elevator is fully down, then move the

external rudder lock handle to the lock position. The rudder lock is

disengaged by rotating the external rudder $:st lock handle to the unlock

position-. Thi rudder -[ock handle is located-below the rudder on left side

of tailcone stinger. To preclude takeoff with the lock engaged. a cam rn

the system disengages the lock when the elevators are raiied to the three

degrees down elevator position.

ENSURE ALL CONTROL LOCKS ARE

REMOVED OR RELEASED BEFORE

STARTING THE ENGINES,

ENGINE

The Pratt and Whitney Canada Inc. powerplant is a lightweight,

free-turbine engine. It utilizes two independent turbines; one driving a

compressor in the gas generator section,'and the gecond drivire a redilc-

tion gearing for the propeller; refer to Figure 7-16.

Inlet air enters the engine throush an annular nlenum chamber for-

med by the compressor inlet case where it is directid to the compressor.

The compressor consists of three axial stages combined with a single

centrifugal stage, assembled as an integral rinit. It provides a compres-

sion ratio of 7.0:1.

A row of stator vanes located between each staqe of compressor rotor

blades diffuses the air, raises its static pressure anil directs ii to the next

stage of compressor rotor blades. The compressed air passes through

diffuser pipes which turn it ninety degrees in direction. It is then led

through straightening vanes into the combustion chamber.

The combustion chamber liner located in the gas generator case

consists of an annular reverge-flow weldment provided with varying sized

perforations which allow entry of compressed air. The flow of air

changes direction to enter the combustion chamber liner where it re-

verses direction and mixes with fuel. The location of the combustion

chamber liner eliminates the need for a long shaft between the compres-

sor.and the turbine, thus reducing the oveiall length and weight oi the

encrne,

MODEL 406

7-34 Original lssue

Fuel is in'iected into the combustion chamber liner by 14 s-implex

nozzles supplied by a dual manifold. The mixture is initially ignited by

,*o "o611a' iqniteri which protmde into the combwtion chamber lrner'

ttt" t'esuttatit guses "*patd from the combustion chamber liner, rever-se

ii*"ii"" ;d iass through the compressor turbine guide vanes to the

.o.or"r*i tut'nine. The iurbine guide vanes ensure ihat the. expanding

*u""i it"pine" on the turbine bla"des at the proper angle, with a mini-

fu;; t;; oT "tt"tgy. The s-till expanding gasls pass forward through a

second set of stationary guide vanes to drive the power turDlne'

The comnressor and power turbines are located in the approximate

center of the engine with their shafts extending in opposite directions'

fttli pt*ia"" foi simplified installation and inspect'fn procedures' The

^ "-ri"Gi gri fto- thi power turbine is direcGd throu.gh an exhaust

;i;;r; t" the atmospheie via twin exhaust ports provided in the duct'

The eneine is flat rated at 500 shaft Horsepower on a standard day at

"e, Guei, "*ith fegZ fool-pounds torque at 1900 RPM. The s-pe-ed of the

sas senerator (Ng) is the irue speed of the compressor side of the engine

itn--iJti i. sz,sob ftPM at r00 pdrcent speed. Maximum permissible. speed

nf the ensi;,e is 38.100 RPM which -equals t01'6 percent speed' The

iurbine sp"eed on the power side of the engine is 33'000 RPM at 100

pui"""t.ii""a. which piovides a propeller shaft speed of 1900 RPM at a

reduction ratio of 0.0576:1.

All engine-driven accessorie-s, with-the exception of the power turbine

(NJ tacliomel,er-generator and -propeller ^govemors, areiounfed on the

;;;;s;t gearboi located at the rear of the engine. These are driven

i-to ttiu lompressot by a coupling shaft which ertends the drive

ihin"nf, u coniial tube G the oil'tan[ center section. The rear location

oi t-tt"- "o*po"""ts provid-es for a clean engine and simplifies any subse-

quent maintenance pmcedures.

The engine oil supply is contained in an integral tank which forms

"";-;1 tffi comoress'or inlet case' The tank has a capacity of 9 2 U'S'

quarts and is prdvided with a dipstick and drain plug.

The power turbine drives the, propeller through a two-staje planetary

reduction qearbox located at the liont ot each englne' lne gearoox

embodies aln integral torquemeter device which is instrumented to pro-

vide an accurate indication of engine power output.

ENGINE CONTROLS

The propulsion system is operated by-two sets of.three controls for

eu.h "r'siri. They ionsist of ihe powei levers, propeller control levers,

and fuei control -levers. The power and fuel control levers are engine

controls, while the third controls propeller speed.

MODEL 406 SECTION 7

DESCRIPTION OF THE ATRPLANE AND ITS SYSTEMS

Original lssue 7-35

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

I I 10 11

Figure 7-16

POWERPLANT SYSTEM

13. ACCESSORY GEARBOX DRIVE SHAFT

14, ACCESSORY OEARBOX COVER

15, STARTER-GENERATOR DRIVE SHAFT

16. OIL SCAVENGE PUMP

17. NUMBER 'I BEARING

18, COMPRESSOB BLEED VALVE

19, NUMBER 2 BEARING

20, NUMBER 3 BEARING

21. NUMBER 4 BEARING

22. EXHAUST OUTLET

23. ROLLER BEARING

24. THRUST BEARING

MODEL 406

1, PROPELLEF SHAFT

2. PROPELLER GOVEBNOR DRIVE PAO

3, SECOND STAGE PLANETARY GEAR

4, FIRST SIAGE PLANETARY GEAR

5. POWER TURBINE SHAFT

6. FUEL NOZZLE

7. POWER TURBINE

8, COMBUSTION CHAMBER

9, COIVPRESSOR TURBINE

10. CENTRIFUGAL COMPRESSOR IMPELLER

11. AXIAL.FLOW COMPRESSOR IMPELLERS (3)

12. COMPRESSOR AIR INLET

/-JO

24 23

Original lssue

Powet Level

The nower lever in the cockpit is connected through the airframe

Ii"i;;'" "d';;; ""a'i uji *."-6tv mounted in front. of t-he Fuel Control

U;;? ti; ;;"; "f ihe engine. ihe po*er control--lever controls .engine

p'"*!"-irtt"ieh-ilt" niiil""g-e from maximurn takeoff power back through

idle to maximurn reverse Power.

Plopellet Control Lever

The propeller control lever in the cockpit is connect€d throu-gh the

airframi liirkase to the propeller governor mount€d on the lorwaro

^;;tiil""f'Li;1teiti. r'h"'ptopeliit control lever controls -prop-eller

governor self,rngs lrom ttt" -aiimutn RPM position 1900 RPM to 1600

RPM and tull feather.

Fuel Contlol Level

The fuel control Iever in the cockpit is conrrected through the-air-

frame linkage to a combined lever and stop m-echanism at the top or tne

F]J-Criiidi u"ii; ihis is connected bv the tuel c-ontrol unit linkage.to

ift"" "til- i"i,aiii""'leuer o.t the side of the unit' The lever.and stop.alsg

il;";il ;-;;"idlu .top rot the tuel control unit control rod' The cockpit

iJ"". 'ili.-t*" po.itioi. onlv, R,ttt a1d Cutqff' plren !h9 tuel .control

lever is in the RUN position, the fuel control unit is set to a mlmmum

of 52 percent Nr.

Cowl Flap Cont;ol

Two cowl flap controls, refer to Figur-e ?-?, are located on the control

""d;ft;;;; ;;;tr;i fo; each engine.-These controls .are used to set the

;;;ilr;;. il anv position from f[ open to full closed' A locking feature

i."';;;;i*d",i-f- ""ich control 0o prevent inadvertent .cowl flap position

iiitii".- ti"t"tl"c- ihe conttol clocfwise engages the locking mechanism'

' Ouadrant Friction Lock

A quadrant friction lock, refer to Figure- 7-?. is p-rovided to. prevent

the three primary engine controls (six total levers) .trom creeprng onc€

thev have -been set. The locking knob (appr-oximately o-ne and one-narr

iii"t"l i"-aLt*t"r) is located ori the right side of the pedestal'

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

ENGINE INSTRUMENTATION

Engine instrumentation for each engine, refer to Figure 7-?, consists

of; en-gine-torque. indicator,.propeller_ R=PM indicator, ITT indicator, N,

percent RPJVI indicator, fuel flow indicator and oil pressure/temperatuni

indicator. The indicators are placarded as to their operational param-

eters.

Engine Torque Indicatol

The torque indicator displays the torque pressure of the engine in

foot-pounds.

Propeller RPM Indicatol

The propeller RPM indicator is a tachometer which indicatcs the

propellei speed in revolutions per minute.

ITT lndicator

The interturbine temperature gage displays the air temperature in

Celsius between the compressor and power turbines.

Ns Percent RPM Indicatol

The N" RPM indicator indicates the percent of the gas generator

RPM to lurbine RPM based on a frgure of 100 percent N, at 3?,500

RPM.

Fuel Flow Indicator

The fuel flow indicator displays the flow of fuel to the engines. The

flow indicator is calibrated in pounds per hour flow. When power is

removed from the system the fuel flow indicating pointer will stow below

zero in the OFF band.

Oil Pressure/Temperature Indicatol

Oil pressure is directly measured and temperature is electrically trans-

mitted and displayed individually on a combination indicator. Oil pres-

sure is presented in pounds per square inch while oil temperature is

presented in degrees Celsius. The indicators are marked for their operat-

ing parameters,

7-38 Original lssue

ENGINE BREAK-IN PROCEDURE

There are no specific break-in procedures required for the Pratt and

Whi;;;; Cu"ia"-in". PT6A-112 ieries turboprop engines' The.e.ngnes

;;],'-[;'.J;ty "perated throughout the normal ranges authorized by the

manufacturer at the time of dellvery ot your alrplane.

ENGINE OIL SYSTEM

Engine oil, contained in an integral tank.b€tween the engine air

intake and the accessory case. cools as well 8s lubncaEs f,ne englne Jln

"l ."ai"l"t located insiiie the lower nacelle keeps the engine -oil tempera-

;,;;;-;iihi" ihJ operating limits. A thermal element is used to re-gulate

^itrJ no* of oit tlirough'the radiator. Engine oil t€mperature indical'or

si;es an instantaneou-s reading of oil temperature Engine oil also op-

irates the propeller pitch change mechanism and the engine torquemeter

syst€m.

The lubrication s'€t€m capacity per engine is 10.4 U'S. quarts. The

oil tank caDacitv is 9.2 U.S. quarh with 5 quarLs measured on the

dipstick for'addiirg purposes. Reiommended oils and oil servicing proce-

dures are covered in Section 8.

IGNITION SYSTEM

The ignition system consists of an ignition monitor - light,. ignitio.n

switch, si"art and ignition swikh, ignition excit€r, two high tensron leads

and two ignitors for each engine.

The two-oosition imition swikhes, refer to Figure ?-24' locqkd gn

tn"-ni ti,e-kirt l*a s"ia" console are ilacarded ON and NORMAL. The

ieriition switrhes should remain in th; NORMAL position for all ground

"?rti. u"a for air starts with starter assist. The ON position is to be

;;;A-";lt f- air starts without start€r. assist, heavv precipitation and

inadvertint icing encounters until inertial separators are in blpass'

' Electrical power will continuously be applied to the. ignition exciter

when the imition switch is in the ON position and the batt€ry swltch,rs

ON, and iill be terminated only when the- ignition- switch is manually

pt""itJ t" the NORMAL position, or at such lime the batte..ry..switch is

it^""a i" the OFF position. The ignition monitor lights will illuminate

it any time power is applied to the ignition exciters.

In the NORMAL position, the ignition excllep 4ll- -99! ^rJqe1v3

28vbd oowe. when th6 left or'right IGNITION AND ENGINE START

switch iir placed to the START position; however, the ignition exciters

will contiiue Lo receive 28 VDC power and the ignition monitor lights

will remain lighted even though the engine has started and tbe start

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-39

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

cycle has been automatically terminated. The IGNITION AND EN-

GINE START switches must be manually positioned to the OFF pos!

tion.to inactivate the ignition exciters and to extinguish the ignltion

monllor lpnf,s.

AIR INDUCTION SYSTEM

The engine air inlet is located at the front of the engine nacelle

underneath the propeller spinner. Engine exhaust heat is utilized for

heating the engine air inlets. Hot exhaust air is picked up by a scoop

inside the left exhaust stub, plumbed through the inlet and exits through

a scoop in the right hand exhaust stub. No shutoff or temperature

indicating system is required for exhaust heated inlet.

INERTIAL SEPARATOR SYSTEM

An inertial separator system in the engine air inlet duct prevents

moisture particles from entering the compressor air inlet plenum when in

b5pass mode. Refer to Figure 7-17. The inertial separator consists of two

movable vanes and a fixed airfoil which, during normal operation, route

the inlet air through a gentle turn into the cornpressor air inlet plenun.

When separation of rnoisture particles is desired, the vanes are posi-

tioned so that the inlet aL is f6rced to execute a sharp turn in ordir to

enter the inlet plenum. This sharp turn causes any moisture particles to

separate from the inlet air and discharge overboard through the inertial

separator outlet in the Ieft side of the cowling.

The inertial separator system is electrically actuated. Normal opera-

tion of the inertial separator system while in the bypass mode is in-

dicated by green annunciator lights, L INERTIAL SEP or R INER-

TIAL SEP and a decrease in toroue and increase in ITT will also be

encountered.

The engine inlet duct is not protected by a filtering device. The

engine air inlets are protected by a screen which will prevent entry of

large articles, but does not filter the inlet air.

EXHAUST SYSTEM

The exhaust system consists of an exhaust stub fitted to the left and

right side of the engine just aft of the propeller reduction gear box. The

exhaust stubs are directed aft to utilize the remaining energy of the gases

in the form of thrust for additional aircraft propulsion.

7-40 Criginal lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Abovo vl€w 6hows h€rtial

ssparator in NOBMAL

Position- Au)dliary view

shows inortal separato, in

AYPASS Position.

cooE

ffimv,un

Fll neu rtn corvpnessEo wHrL€ FLowrNG THBouqH

THFEE sTAGEs oF AxtAL-FLow IMPELLERS

[TSl neu etn coupnEssEo wHrLE FLowtNG TrlFouGH

-* cENTBtFUGTAL TMPELLEFS

$@ couenesseo ern rNJEcrEo wrrH FUEL ANo tGNlrEo

VVV eual,to cuet-ata MrxruFE rs ExPANDED ANo DnlvEs

coMpRESSoR TUFBTNE AND PowEF TlJFtalNE, aNo ls

THEN EXHAUSTED

Fisure 7-17

ENGIN-E AIR FLOW

1 . EXIIAUST DUCT

2- POWEF TUNBINE

3. COMPBESSOF TUFAINE

4. CENTRIFUGAL IMPELLEFS

5. AXIAL-FLOW IMPELLERS (3)

6, ENGINE AIR INLET

7, TNERTIAL SEPARATOB OUTLET

8. INERTIAL SEPAFAIOF REAR VANE

9- INEFTTIAL SEPAFATOF AIRFOIL

10,INENThL SEPAFATOR FFONI VANE

11.INDUCTION AIF INLEI P6NUM

12- INDUCTION AIR INL€T OUCT

604560{t2

Original lssue 7 -41

COWL FLAPS

The cowl flaps are located just aft of the inedial separator. The cowl

flaps when in the open position allows an increase in air flow through

the engine oil cooler, thus cooling the engine oil. The cowl flaps are

operated by push-pull controls locatcd on the control pedestal.

STARTING SYSTEM

Each engine is started by a three-position switch located on top of the

left side console, refer to Figure 7-23. The switch ig placarded IGNI-

TION AND ENGINE START - OFF - MOTOR ONLY. Each switch

may be placed to the MOTOR ONLY position for clearing fuel from the

engine without having the ignition circuit activated. Placing the switch

to the START position will activate both the starter and ignition exciter

which will in turn activate the appropriate IGNITION ON annunciator

Iight. When engine speed reaches 41 percent N" the start cycle will

automatically be terminated by a speed sensilg switch located in the

starter/geneiator. The starting sequehce may be-manually t€rminated at

any point during the start by resetting the toggle switch to the OFF

position and placing the fuel control lever in the CUTOFF position. The

IGNITION AND ENGINE START switches must be manuallv placed

to the OFF position to inactivate the ignition exciter and to exiiirguish

the ignition monitor light, even though the start cycle has been auto-

mati;llv terminated an-d the eneine his started.

ENGINE ACCESSORIES

All engine-driven accessories with the exceDtion of the tachometer-

generatoiand propeller governors are mounted bn the accessory gear box

located at the rear of the engine. These are driven from the compressor

by a coupling shaft which eitends the drive through a conical iube in

the oil tank center section.

Oil Pump

Pressure oil is circulated from the integal oil tank, through the

engine lubricating syst€m, by a self-contained gear t5pe pressure pump

located in the lowest part of the oil tank. The oil pump is comprised of

two gears, contained in a cast housing which is bolted to the front face

of the accessory diaphragm, and is driven by the accessory gearshaft.

The oil pump body incorporates a circular mounting boss to accom-

modate the check valve, located in the end of the filter housing. A

second mounting boss on the pump accommodates the pressure relief

varve,

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

Original lssue

Fuel Pump

The fuel pump is mounted on the accessory gearbox and is driven

through .a. gearshaft and spJined coupling. The- coupling splines are

lubricated by oil mist from the auxiliary gearbox throuqh -a hble in the

gearshaft. Another splined coupling shaft-extends the drive to the fuel

control unit which is bolted to the rear face of the fuel pump. Fuel from

the airplane boost pump enters the fuel pump through dL ?a-micron (200

meshj lnlet screen, and then to the pump gear chamber from where the

fu^el is delivered at.high. pressure to t6e-fuel control unit through a

lO-micron pump.outlet lilter.. A bypass valve and cored passages in- the

pump casing enable unfillered high pressure fuel to flow ?rom ihe pump

gears to the fuel control unit whin the outlet filter is blocked. Ai-r

^'nternal _passage originating at the mating face with the fuel contrtl'unil

.eturns b5rp_ass fuel from the fuel control unit to the pump inlet down_

stream of the inlet screen. { pr_essure regulating valve in this line serves

Lo pressurize the pump gear bushings.

Hydraulic Pump

The hydraulic punp is an engine-driven constant displacement DumD

that is mounted on the accessory gear box of the engine. The bumb

9Sliyql.,u pressure^ of, t?50 poundi p=er square inch gage" and uses MIil

11-obub nyoraunc llurcl.

Tachometer - Generator - Gas Generator (Ns)

. The. tachometer-generator produces an electric cunent which is used

rn conJunction with a tachometer to indicate gas generator RpM. The

tachometer-generator drive and rnount pad is -locd-ted at the b o,clock

position on the accessory gearbox and ii driven from the int€rnal scav-

enge pump. Rotation is counterclockwise with a drive ratio of 0.112;1.

Tachometer - Generator - Power Turbine (Nt

-- Tn" polvgr turbine tachometer-generator operates in the same manner

as.lhat of the gas generator. However, t]re turbine tachometer-generator

dnve and mount pad is located on the right side of the reduction

gearbox case and rotal.es clockwise with a drivi ratio of 0.12?8:1. pronel_

ler rpm (No) is directly proportional to power turbine speed (Nj'Lv

taling into account the reduc[ion raLio in the reduction- gear box of

0.0575:1.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-43

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Torque Transducer

The torque tralsducer indicating system is a measuring device which

provides an accurate indication of the torque being produced by the

power turbine. The torque tranducer receives a high and low oil pressure

input and converts the differential pressure into an electrical voltage

which is the input to the engine torque indicator-

Electrical Power Source

Electrical power is supplied by two 28 Volt DC 250 ampere engine

driven starter/generators. One 24 volt nickel cadmium battery is installed

for starting and emergency requirements. A receptacle has been provided

on the lower fuselage aft of the cabin entry door for connection of an

external power unit.

Engine Overspeed Governol

Engine overspeed governing is controlled by the primary propeller

governor -and the fuel metering unit._In the.event of a power turbine

overspeed condition, a goveming orifice in the primary propeller gov-

ernoi is opened by flyweight action of the propeller governor, to bleed off

compressor discharge pressure through the governor and computing sec-

tion of the fuel control unit to the atmosphere. When this occurs.

comDressor discharee pressure acting on the fuel control unit governor

bellows decreases a--nd- moves the mitering valve in a closing illection

thus reducing fuel flow to the flow divider.

Propeller Overspeed Governol

A propeller overspeed governor, mounted on the left side of the

reductjon gear housing, acis as a safeguard against propeUer overspeed

should the-primary propeller governor tail. The propeller overspeed gov-

ernor regulates the flow of oil to the propeller pitch-change mechanism

by means of a flyweight and speeder spring arrangement similar to the

primary propeller governor. Since it has no nechanical controls, the

bversoied- eovernoi is equipped with a t€st solenoid that resets the

gouetnot bilow it's normal overspeed setting for ground test. The over-

ipeed governor test switch is located on the left side console.

Propeller Synchrophaser

The propeller synchrophaser, refer to Figure ?-18 automatically

matches RPM of the two engines and allows the pilot to select any

desired nhase relationship between the two propellers. The RPM of one

eneine will follow chansei in the RPM of thi otier engine over a limited

raige. This limited range feature prevents either engine from losing more

thai a fixed amount of RPM in case the other eng'ine if feathered with

the synchrophaser ON. In no case will the RPM follow below that

MODEL 406

7-44 Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEi'S

6085P0007

selected bv the propeller control lever. Normal governor speed.s-etting

;;;ili ";'d pi""-"aG". are unchanged but the .svnchrophaser will trim

the qovernor speed settings to exactly match each other'

NOTE

OManually synchronize Lhe RPM of the engines

prtor to suttchlng the propeller synchropho'ser

'system ON.

oThe propeller synchrophaser must be suitch.ed

off duiing taheoff and lnnding and one enElne

inope ratiue oPe ratton.

SYNCHROPHASER

CONTROL

n*o"r""rsti'J".tii,oPr{AsER

7-45

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Interturbine Temperature Sensing System (T5)

The interturbine temperature sensing system (Ts) is designed to pro-

vide the operator with an accurate indication of engine operating tem-

peratures taken at a point between the two turbines. The system consists

bf twin leads, two bus bars and eight individual chromel-alumel ther-

mocouple probes connected in parallil. Each probe protrudes through a

threadid bbss on the power turbine stator housing into an area adjac€nt

to the ieading edge of the power turbine vanes" The probe is secured to

the boss by rneans of a flbating, threaded fitting which is part of the

thermocouole probe assemblv. Shielded leads connecL each bus bar as-

sembly to a teiminal block ;hich provides a connecting point for exter-

nal leads to a cockpit instrument.

ENGINE SHOCK MOUNTS

Each eneine is elasLomericallv mountrd to engine trws at thTee

points. The- truss attaches to thC wing leading edge and aft nacelle in

four places.

FIRE DETECTION AND EXTINGUISHING SYSTEM

Each engine fire detection and optional extinguishing syst€m consists

of two hea:t sensors located in the engine compartment, a compressed

sas, single-shot fire bottle located in the main gear well and two

innunciator/actuators located on the annunciator panel.

When the annunciator panel PRESS-TO-TEST button is pressed, the

frre warning lights should illuminate. During normal operation, if an

overheat co;dition should occur, the applicable fire warning light will

illuminate. Lifting the clear plastic covei guard and pressing the red fire

annunciator will ilose the blied air valve,-fuel firewall shutoff valve and

disable the generator and arn the optional fue extinguishing system.

Pressine thi white fire bottle armed light will deploy the fire extin-

zuisheriontents into the engine compartment. After the engine compart-

ment cools, the red fire warning light will extinguish.

r{OTE

For operati,on with one bLeed air shutoff uaLue

cLosed. or one eng,Ine Lnoperattue, pouer a,oue

flight idte may b.e required on th.e operating

englne to malntaln gyro pressure Ln tne Sreen

arc.

PROPELLER

The airplane is equipped with all-metal, three-bladed, constant-speed,

full-feathe;ing. single-.aiiing, governor-regulated propellers. Each Propel-

ler utilizes oil pressure which opposes the force of springs and coun-

terweights to obtain correct pitrh for engine load. Oil pressure from the

MODEL 406

7-46 Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

propeller governor drives the blades toward low- pitch (increasine RPM)

while the sprtngs and -""t"*"iinit Jtiu" blides toward high pitch

ia'"li"uiin*-iit'tfi). The source of oil pressure lor propeller operatron rs

pirt'$"$J'"11""",$';il:J:'n:"r;i:fi :l"tJtfilffi i",'*"\'"-r,:'.m1

flange.

To feather the propeller blades. the prr-'peller. control levers on lhe

.""r.inf "-"d""ui- *.i"t b" piu."d in ine tedtndr position' Unfeathering the

iYi,"i,ii"ili *.i-iitlihediv positio"ing the propeller control lever to the

'-itii*u- or higher RPM position. The unleaihering. sJstem uses engrne

oil oressure to -force the propeller out ol teather and lnto the low plf,cn

Jondlf,ron.

* An autofeathering system provides for automatic featherine of a nro-

o"li;'-*l;;-"*;L 3r r""* "i Ti'-"- i''gid. :ry'" iv"i"* is- contr;llqbi an

;;iil';;i;i ;iih ARM, oFF and" TEST poiitions ln..the oFF po:i-

ii6,i,'fn" .v.j"rn i. a"u"ii*t"a. In ARM, the'.propeller ^will automaticallv

i"attie. it enqine torque drops below approximaiely I85 foot-pounds at

i,*iii-t"""i ii6"itions'of 80 percent N, bi greater' .Aut'o feathering o-fone

iioo"ff"l' dis'aims the svstem on the bther propeller' L and R AUTO-

f'TftER AiiN,i ;;nu,i.litot lights will illumiirati when svstem is armed'

tnst i. a momentary posit"ion and providgs for a check out of the

.".t"ir iiltr il"*"i u"iooi eo percent N. The svstem is primarilv in-

tinded for use during I'akeoff and climb

Reversed propeller pitch is available for increased- landing ground roll

"tmiii* ""J"uitiiv. t'o accomplish reverse pitch, the lower levers are

;Hi,i;e #;;;J ibt-B ou"' Lhi gare and inio the BETA position Full

i!i?il"iiti'1" ii-"i""r"pti.i"a ilv i.iutaing rhe power levers- to lhe MAX

iiEVbFFbl;'(ion. tontrol "of propeli-er spied.. is .achieved t'hrough

il""i-"i"Jt-ut!i" iitciu.-4" "*r"tn"itv gtooved feedback ring is. provided

with the oropeller. Motion of l"he feedback ring is proportronal l'o propel-

i;;'Li;;""';Gi;,- and'G picked up bv a car6on -bloik.running in" the

feedback rine. The relationship between the axral posrtron ol tne reeo-

il;'i;;;s';;t lti" piop"ttut biade angle is used to maintain control of

--blade

anele from flight idle to full reverse'

MODEL 406

THE PROPELLER REVERSING LINKAGE

CAN BE DAMAGED IF THE POWER LEVER

IS MOVED AFT OF THE IDLE POSITION

wiPW TNN ENGINE 1S NO" RUNN/NG

AND THE PROPELLER IS FEATHERED.

'| June 1987 7 -47

Overspeed Governor Test Switch

An overspeed governor test switch is located on the left side of the

instrument panel. The switch is the push-to-t€st type and is used to test

the propellei overspeed governor during engine run-irp. The switch, when

depressed, actuates a solenoid on the propeller overspeed governor which

restricts propeller RPM when the powei 'lever is advanced. To check for

proper operation of the overspeed governor, during engine run-up, de-

press the press-to-test switch and advance the power lever until propeller

RPM stabilizes; propeller RPM should not exceed 1725 +50 RPM.

FUEL SYSTEM

The fuel system, refer to Figure 7-19, consists of left and right fuel

tanks, crossfeed systcm, engini fuel sys'tem, quantity and flow- instru-

mentation and necessary lines, controls, valves, pumps, etc., to complete

the systern.

FUEL TANKS

The fuel tanks are an integral portion of the sealed wet wing. Each

t^''- .' :pplies fuel to its respective engine for all operations except

- Jrsteedrng.

Each fuel tank contains a fuel filler, feed and vent lines, fuel quantity

measudng systems, drain valves, a hopper tank, transfer ejector pumps,

main ejector pump, electric boost pump and other required hardware to

cornplete the system

Each fuel tank is serviced through a flush filler located in the top

outboard surface of each wing.

The funnel-shaped hopper is located in the inboard end of each main

tank, see Figure 7-20. The hopper tank is supplied from the remainder of

the wing tank by either gravity flow or by transfer ejector punps.

The transfer eiector DumDs. located in the forward and aft inboard

end of each fuel iank. tianslei fuel from the lowest points of each fuel

tank to the hopper. These ejector pumps utilize existing fuel pressure in

conjunction with a venturi to produce a high-volume flow. As the high

preisure fuel (motive flow) is ?orced throuth the ejector orifice, a low

pressure area is created at the pump inlet, drawing in a comparatively

larse volume of fuel and Dushins it out at low pressure. Molive flow for

opdration of the transf€r ijector-pumps is provided whenever the respec-

tive auxiliary boost pump is in operation. Scavenging of fuel from the

lowest ooints of each fuel tank ensures the maximum usable fuel in all

normal-fl ight attitudes.

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

7-48 Original lssue

The amount of unusable fuel is mininal due to the design of the fuel

.uri"-.E"i". io Section 2, Fuel Limitations, for rnaximum unusable fuel

quantity and flight conditions'

Durinq normal or one engine inoperative flight operations. fuel can be

,,."d fto"tt either tank thr6ugh th-e use of the fuel crossfeed selector

switch. If crossfeed operation-is initiated with nearly -fu fuel tanks, it

-usi be re^embered ihat during crossfeed operation the excess fuel not

reorrired bv the encines (500 to -800 pounds per hour) will be transferred

reouired bv the encines (500 to 600 pounds per hour) will be transf€rred

tn ihe ono-osite fueI tank. The unused tank quantitv should be monitored

to-t}re-onp"osite nrei tank. The unused tank quantity should be monitored

to nrev#t overflow. Use of fuel from the right and left tanks alternately

wili maintain fuel balance.

-nRAtN VALVES

Two drain valves are located in the lower surface of each fuel tank,

one in each crossfeed line and one in each fuel filter. The valves allow

drainins of sediment, moisture and/or residual fuel ftom the tank, Iilter

and crossfeed lines. The sprins-loaded poppet is housed in the drain

valve bodv and is spring-lodded-to the close<i position. A slot in the end

of the driin valve allows for a phillips-screwdriver operation of the valve

to the OPEN position.

FUEL INDICATING SYSTEM

The fuel quantity indicating system consists of left and right fuel

quantity systdm. _ The- system. is.a capac.itance, tePperature compensated

svstem. F.lach wlnq tuel tank rs gaged separarcIy Dy lne ruer prooes,

l6cated in the wing tank and hopper tank. The fuel probes are connected

to the signal con-ditioner in tf,e wing and - then to the fuel quantity

indicator on the instrument panel. Each fuel quantity gage operates on

28 VDC power supplied through circuit breakers. There are five fuel

probes locited in each wins fu;l tank, four in the outboard wing tank

and one each hopper tank. The fuel quantitv indicator is calibrated in

nounds and will iridicate the weieht of fuel cbntained in each fuel tank.

r-rThe indicator reads from 0 - 18;00 pounds fuel quantity with an OFF

position located under the zero pounds marking' When electrical power

is removed from the indicator the needle will indicate the OFF ra.nge.

The fuel flow is metered bv the fuel control unit and is indicated irr 10

pound increments with a iange from 0 - 500 pounds of fuel flow per

nour.

FUEL PUMPS

Main ejector pump and auxiliary.DC boost pump are located in the

bottom of each hopper tank, ensuring an adequate fuel supply to,the

selected. engine(s). The^ main ejector pump is operated by motive tlow

supplied continuously from the engine fuel control whenever the engine

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEI'S

Original lssue 7-49

sEcTtoN 7

DESCBIPTION OF THE AIRPLANE AND ITS SYSTEI,'IS

PFIMABY LEFT ENGINE

NOZZLE

MODEL 406

FIGHT ENGINE

NOZZLE

FUEL

MFUEL IANK

ffisclveree ruer

@uoreruet

@cFossFEEo FUEL

NIFUEL vENr

EBYPAss FUEL

ffiMETEB€o FUEL

ffilNoeeea terx

RIGHT FI.)EL:

cooE ouaNr|ryc^lrcE Zdr,iijiirorea

Mruel supprv ! PREssunE swrrcH

':_

I:J CHECK VALVE -- MEoIIANICAL ACTUATION

O FuEr nrL€F - ELEcrRrcaL AcruA-fioN

rs oFArN vALvE tr FUEL ouANTrrY TFANSMTTEn

60857003

7-50

",ru" "#flh'fi66frr*tt"

Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

LEFT SIDE ONLY SHOWN

WING SPAR I\,4OTIVE FLOW LINES

HOPPER TANK * FLOAT SWITCH

VALVE

EJECTOR PUI\,4P

FUEL TANK

HOPPER FUEL TANK

MOTIVE FLOW AND

FUEL FLOW TO ENGINES

CHECK VALVE

AFT TRANSFER

EJECIOR PUMP

*NOTE:

[,'"?JSt'J?[ffiI8^"'l

POUNDS OF FUEL IS

REMAINING (LESS IHAN -

z:o pouruos nevnhttlG I

WITH AUXILIARY BOOST

PUIVP OFF),

TO ENGINE

D TRANSFEB

MAIN EJECTOR

CODE

ffi

r'ERat

tii.i-l1

Figure 7-2O

WING FUEL IIOPPER TANK SCIIEMATIC

1 June 1987 /-c I

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEIUS MODEL 406

is operating. The ejector pumps do not have sufficient flow and pressure

capacity for crossfeeding or supplying the transfer ejector pump motive

flow. The auxiliary DC boost pump supplies fuel to ils respective engine

in the event of main ejector pump failure or when using aviation

gasoline, to sup^ply motive flow.tb thi transfer pumps^at.low fuel levels,

ind to supply fuel for crossfeed operations. Failure of either pump will

be indicatid by illumination of the applicable left or right FUEL PRESS

LOW annunicator light which is activated by separate main ald auxil-

iary pressure switches.

THE AUXILIARY BOOST PUMPS SHOULD

NOT BE OPERATED UN'ESS SPECIFICAL-

LY REQUIRED FOR THE OPERATION BE-

ING CONDUCTED SINCE INADVERTENT

DEY BUNNING OF THE PUMPS WILL

DAMAGE THEM,

The two three-position boost pump switches, one eac-h for left and

rieht fuel svstems are located on ihe l-eft console. When the switch is in

N-ORMAL bosition, with crossfeed off, the main ejector pump operat€s

and the auiiliary boost pump does not operate but the circuitry is armed

lo automatically activad thd auxiliary bdost pump after a 3-second delay

when the maii fuel pressure switch senses low pres-sure' or when the

honner float swikh senses a low fuel level. When [he boost pump switch

is iil NORMAL position, with crossfeed ON, both main ejector pumps

operaie, the auxiliary boost pump in the feeding tank operates and the

aiixiliary boost pump in th6 non-feeding tank does not operate. OFF

position on the boosi pump switch operates the main ejector pump and

the auxiliary boost pump -does not operate. ON position operates the

main eiectoi pump and [he auxiliary boost pump. The scavenger pump

operate! whenevei the boost pump switch is in the ON position.

ftotE

Each main ejector pump operates continu,ously

when its respectioe engtne is runninE., When a

rnain punvp ond an aux pump tre both operat-

ing simultaneouLy, whether during nor.mal op'

eration or crossfeeding, the pressure frorn the

aux putnp is sufficient to ouetide the main

nump. causinP its discharle chech uaLue to close

'and'its motiue flow to-dump into the tank

through the ejecL6r pump inlet.'

I -CZ Original lssue

DESCRIPTION OF THE AIRPLANE AND $SS59J+OE[3

VENT SYSTEM

*ffi$$ffiffiffijffiffi:ffi

CROSSFEED SYSTEM

,r**:nr'ti"in'rTlks'#b:#:ff; *Jft i,TH;t:;

;,;-".1,,,"-,'.ff {-a+i'gt'{*{+g",|',"H*1*itr:,t*1"",i":f,#i

$:i*"{i*-:'i*#Jilslhlxi"ff 'fri\*l'i;":i#tr"'ix*Lffi1""

wmmwgmg'ruw

crossfeed operatlon'

mHff**H*g*ffiffi

crossfeed operatlon'

MODEL 406

^-r^i-al lcer lA

SECTION 7

DEscRtprioN oF rHE A|RPLANE ANo trs sysrEMs MODEL 406

FIREWALL SHUTOFF VALVE SWTCHES

j';f, lil:?iffi-:l,i*&1xf #'B;?*',:,i"ffi o.Tffiyd:,"Jlilxiffi :

FUEL FLOW GAGES

;:#n""';;"fu ifr "fi

il{if; :+;;ig:;i:il{";#}ff $H,:r".:*"*$

FUEL QUANTITY GAGE

-,%lr,:r"u**r#,+,rq***r[ffi

trUEL LEVEL LOW WARNING LIGHTS

i;p$;;p$5t5$:'#E jr,,iiht"+'tmjfuH,,#;,i-1!

NGINE FUEL SYSTEM

*N*#$NS+.n*-:*-k-"#t't*ffi

n+**l:**e*i*qn*tffit*

Orioin.l r-^..-

A fuel scavenge system is provided for the recovery of excess fuel

contained in the engine fuel -manifold after engine shutdown, Upon

engine shutdown, excess fuel gravity feeds from the flow divider drain

valive into a canister. Whenevdr tht fuel boost pump switches are posi-

tioned to ON, as in the next engine start, the scavenge pump will

ope-rate and pump this fuel from the canister back into the main fuel

f,anKs.

Fuel Heatel

An oil to fuel heat exchanger heats the fuel supply to facilitate proper

operation of the fuel control unit. Fuel heater operation is automatically

^ controlled by a thermostatic bypass valve.

Fuel Conlrol Heaters

Electrical heating elements are provided to prevent moisture freezing

in the fuel control syst€m pneumatic sensing lines. The heaters are

controlled by switches, one for each engine. Heaters should be on for all

engine operations.

HYDRAULIC SYSTEM

The hydraulic system, refer to Figure 7-21, supplies hy&aulic pressure

to the landing gear and wing flap systems which are electrically con-

trolled and hydraulically actuated. Refer to Wing Flaps System and

Landing Gear System in this section for a cornplete description and

operation of their respective systems. For malfunction of the hydraulic

system, refer to Section 3, Emergency Procedures.

Hydraulic pressure is supplied by the hydraulic pump which is moun-

ted on each engine. The hydraulic resewoir, located in the nose baggage

compartment, refer to Figure 7-22, incorporates a sight gage for checking

the fluid level while the gear is extended.

The hydraulic system also includes a hydraulic pressure light and a

left and right hydraulic low flow light, refer to Figure 7-9. The HYD

PRESS ON indicator light will remain illuminated until the wing flaps

reach their selected position and/or the landing gear is locked into

selected position. The L and R HYD FLOW LOW Iights illumjnate in

the eveni of a hydraulic pump, Iine failure or low ?low (low engine

RPM).

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-55

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

FESTBICTOB

UPLOCK ANO

NOSE GEAR S€OUENCE

ACTUATOF ACTUATOR

LANDING GElAR

EMERGENCY

TANOING GEAR

EXTENSION

T.HANDL€ N

r-5

EMEAGENCY

AIR BOTTLE

ANO

PRESSURE GAGE

PFESSUBE SWITCH

SESTFIICTOR

FIIGHT MAIN

SEOUENCE

CONTROL

VALVE CODE

Nl sucrror

ffi enessune

ffil exr.ro

ffi nernecr

PRESELECT

ffi nerunn

@ eueneercv etn

[l cnecx verve

ELECTNrcAL

_-- MECHANICAL

00857002

7-56

Figure 7-21

HYDRAULIC SYSTEM SCIIEMATIC

Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

l ---

iW,

HYOFAULIC FLUID RESERVOIR

SIGHT GAGE

VIEW LOOKII'IG AFT THROUGH LEFT NOSE BAGGAGE DOOR

Fierure 7 -22

IIYDRAULIC RE_SERVOIR SIGHT GAGE

BRAKE SYSTEM

The airplane is provided with an independent hydraulically actuated

brake gvstem for eich main wheel A hydraulic master cylinder is at-

tached io each pilot's rudder pe&l.- Hydraylic lines and hoses are routed

from each master cylinder to the wheel cylinder on each b'"Le assemb-lv

No manual adiustnient is necessary on these brakes' The brakes can be

ooerated from iither pilot's or copilot's peda.ls. The parking brake system

consists of a manually operated handle assembly, refer to Figure -7-7,

connected to the parkine-brake valves located in each nain brake line.

When oressure is'applied to the brake system and the parking brake

handle'is oulled an-d- relocked, the valve holds pressure on the brake

assemblies until released. To releas€ the parking brakes, unlock, push in

the oarking brake handle and relock handle. It is not necessary to

depriss the-rudder pedals when releasing the parking brake.

ELECTRICAL SYSTEM

Electrical energy, refer to Figure ?-2J, is- supplie4 by a 28-volt,

nesative-ground diiect current syitem powered by a 250 qmp starter-

gefierator"on each engine. The el6ctrical system has independent circuits

ior each side with ea;h generator having its own regulator and overvol-

tase nrotection relav. TIie voltage rezuIators are connected to provide

pr:opei load sharing. When the -batte-ry switch is OFF, power is only

Original lssue I.JI

provided to select items by the emergency bus. These itens include the

disital clock, cabin and cockpit lighting, optional nose baggage area

lis-htins and nacelle baqaage liehtine. In addition, a "frequency memory"

v5ltaee- is provided to eacf, nav, com, ADF and optional ARC RNAV io

rehi; theii respective frequency memories. Generator failure lights,, bat-

tery overheat lighLg and system voltmeter and ammeterc are provided to

allow electrical system monitoring.

{otE

Ensure all circuit breakers are engaged an'd ser-

uiceable fuses are installed before aLl flights.

Neuer operate with any bbwn fuses or disen-

paeed circuit breaheis withoitt a thorough

hiowledge of the consequences-

BATTERY

A 39 ampere-hour nickel-cadmium battery is located in the right nose

bagqage compartment under the upholstered floor panel. Access to the

bal6r! disconnect is gained by folding back the carpeting and opening

the access door.

Startins the enqines with an external power source is a highly recom'

mended piactice that should be exercised whenever possible to prolong

the life irf the battery and to conserve battery power for times when

battery skrts must be accomplished. When it is anticipated that the

aimlaire will be idle for a period of more than two days, it is advisable to

disionnect the battery to prev-ent frequency memory ^circuits or other

equipment that may be powered by the-emergency bus from draining the

briitery. Installed equipment cont€ining frequency memory circuits must

be reset any time the battery is disconnected as the loss of electrical

power will disable the memory function.

Proper c_are..of the^ battery is extremely important and will normally

ensure availability of adequate cranking power for engine starts. The

batterv should be inspected and serviced in accordance with require-

menti defined in the Airclane Maintenance Manual, which specify that

the electrollte must be checked every 50 flight hours, and the battery

must be reConditioned every 100 flight hours. Operating conditions that

require numerous starts. and short engine operating times may necessi-

tat€ more frequent servicing of the battery to maintain peak efficiency

and to prolong battery life.

BATTERY AND GENERATOR SWITCHES

Separate battery and generator switches, refer to Figure 7-24, are

provided as a means of checking for a malfunctioning generator circuit

ind to permit such a circuit to 6e turned off. If a generator circuit fails

or malfunctions, or when one engine is not running, the switch for that

sEcTloN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

7-58 Original lssue

MODEL 406 sEcT|oN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

generator should be turned off. Operation should be continued on the

functioning generator, using only necessary electrical equipment. If both

generator iiicuits should -malfrinction, equipment can be operated at

ihort intervals on the battery alone. In eiih6r case, a landing should be

made as soon as practical to check and repair the circuits.

GENERATOR CONTROL UNITS

The generator control units regulate the starter-generator modes of

operation. Below 41 percent RPM, each starter-generator operat€s as a

starter. Above 41 percent RPM, each starter-generator operates as a

generator. Should a generator exceed the normal operating voltage, the

^. generator control unit will take the affected generator off the line.

VOLTMETER AND AMMETERS

A voltmeter and 2 ammeters, refer to Figure 7-?, are located on the

left stationary instrument panel. These indicators continuously display

bus voltage and right and left generator output in amperes. A two--

position selector switch (spring loaded to L GEN). adjacent to thel

voltmeter and ammeters, allows left generator output or battery chargel

rate to be displayed. ln the normal position (L GEN). the left ammeter

displays left generator output. In the BATT position, the left ammeter

will display battery charge rate.

CIRCUIT BREAKERS. SWITCH BREAKERS AND FUSES

Electrical systems in the airplane are protected by push-to-reset type

circuit breakers or switch breakers, refer to Figure 7-24. Should an

overload occur in any circuit, the resulting heat rise will cause the

controlling circuit breaker to "pop" out, opening the circuit or allowing

the switch breaker to return to the OFF nosition. After allowine to cool

for approximately three minutes, the ciriuit breaker may be pirshed in

(until a click is heard or felt) or the swikh brealer may be returned to

- the ON position to reenergize the circuit. For identification, deice ard

^ anti-ice Ereakers are capped in green. Fuses, located in the nose section,

prot€ct the emergency bus circuits.

SPARE FUSES

Spare fuses are located in a spare fuse bag located under the battery |

dooi in the nose section. Refer to Section 8 fdr fuse location, applicatiori,l

and changing instructions. Installing fuse limiters requires use of specific

torque. Refer to the Airplane Maintenance Manual for torque values.

1 June 1987 7-59

sEcTroN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEI,|S

TO AIB CONDITIONING

TO FIGHI PANEL OISTRIBUTION

BNEAK€BS

MODEL 406

TO oE|CE CtRCUtTS

IO LEFT PANEL

7-60

r"u"r*r"ofl t5$!"t6tff scHEMArrc

Original lssue

MODEL 406

1. ENGINE & FUEL

2. FIRE DETECTION

3, LIGHTING

4. INTERNAL & COCKPIT LIGHTS

5, EXTERNAL LIGHTS

6, IGNITION

7. STARTING

8. GENEBAIORS & BAITERY

9. FUEL BOOST

10. AUTOFEATHER

11. STALL VANE HEATER

12. INERTIAL SEPARATOR

13. FUEL HEATERS

6085P6002

6085P6003

14_ AVIONtCS BUS

15. ENGINE INSTRUMENTS

16. WARNINGS

17, GENERATOR CONTROLS

18, LIGHTING SYSTEMS

19. SYSTEI,S

20, INVERTER SWTCH

21. PROPELLER DEICE

22, PITOT STATIC HEATER

23, OVERSPEED GOVERNOR

24, AVIONICS SYSTEMS

25, ACCESSORIES

26. ENVIRONMENTAL

sEcTtoN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Figtre 7-24

LEFT AND RIGHT SIDE CONSOLES (TYPICAL)

1211

Original lssue 7-61

sEcTloN 7

DESCRIPTION OF IHE AIRPLANE AND ITS SYSTEMS MODEL 406

AC POWER

The AC system consists of a dynaverter used to power avionics

equipment. The dynaverter, located in the nose avionics compartment, is

utilized to change 28 VDC to 26 and 115 VAC 400 Hz for operation of

avionics equipment. The AC power is supplied to the autopilot or

optional IFCS, Attitude Ggo and the RMI. Other optional systems

using AC have separate inverters.

The AC system is controlled by the inverter switch, located on the left

side console, refer to Figure 7-7. An AC FAIL light on the annunciator

panel indicates AC power malfunction.

EXTERNAL POWER RECEPTACLE

Arr external power receptacle is installed on the bottom of the fuselage

just all of the main cabin door. The receptacle accepts a standard

exf,ernal power soulce plug,

LIGHTING SYSTEMS

EXTERNAL LIGHTING

The airplane is equipped with three navigation lights, two retractable

landing lights, a taxi light, two anti-collision lights, two optional wing

deice lights, two optional wing tip recognition lights and two optional

oscillating beacon ground recognition lights. Refer to Section 8 for

specific light bulb information.

All exterior lighting should be checked for proper operation before

night flying. Cockpit recognition of operational exterior lighting can be

determined by looking for ground illumination or reflections on the

ground by the various lights.

Navigation Lights

The navigation lights are located in the tailcone stinger and in each

wing tip assembly. These lights are energized with the navigation lights

switch breaker on the side console, refer to Figure 7-24. Prcpet operation

can be checked by observing illumination on objects surrounding the

wing tips to ensure the lights are illuminated.

7-62 Original lssue

Landing Lights

The retractable landing lights are located in the lower surface of the

wing tips. These lights are ixtended, retracted and illuminated by the

Iand-ine- lieht switcfi breaker on the side console, refer to Figure 7-24.

With Ihe-switch positioned to LGT LT EXT, the landing lights will

extend and illuminate. In the OFF (center) position, the lights will

remain extended but will not illuminate. In the RETRACT position, the

liehts will retract flush with the respective wing tip. It is recommended

ti'at the landing light extension speed be limited to 180 KIAS to

improve the landing light service life.

Taxi Light

The taxi light, attached to ihe nose gear, provides adequate illumina-

tion for nighi taxiing. The taxi light"is controlled by -the taxi light

switch breaker on the side console, refer to Figure 7-24.

Anti-Collision Lights

The anti-collision lights, with individual power supplies, are located in

the wing tips. These lights are actuated by the anti-collision light switch

breaker on the side console, refer to Figure 7-24.

NOTE

Do not operqte the anti-coL\i.sion lights in con-

ditions of fog, cloud.s or haze as the refLection of

the lisht beam can cause disorientation or uer-

tigo. -

Wing Deice Lights

The optional wing deice lights are installed in the outboard side of

each engine nacelle and illuminate the outboard wing leading edge deice

boots. The lights allow the pilot to check for ice accumulation on the

wing leading edges. The lights are actuated by the deice light switch

breaker on the side console, refer to Figure 7-24.

Wing Tip Recognition Lights

The optional wing tip recognition lights, if installed, are located in the

outboard leading edle rif the "wing tip.-These lights are controlled by the

recognition lighl sw'itch breaker 6n ihe left sidi console, refer to Figure

7 -24.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

1 June '1987 /-oJ

Oscillating Beacon Ground Recognition Lights

The optional oscillating beacon ground recognition lights, if installed,

are located in the vertical fin and lower fuselaee. These lights are

controlled by the oscillating beacon light switch breaker on theleft side

console, refer to Figure ?-i4. These Seacon lights are not approved as

anti-collison lights.

INTERNAL LIGHTING

The airplane is eq.uipped with lighting for bag.gage. areas, cabin door-

wav, cockbit controls and indicators, cockpit illumination and cabin

illdmination. Refer to Section 8 for specifrc light bulb information.

Bassaqe area lighb are provided for the nose baggage and both wing

lockeiJaiea. The l-ights are actuated wher] the applicable baggage door is

opened and extinguish when the door is closed.

The cabin doorway and instrument panel floodlight providps adequate

illumination for nisht boarding. These lights are controlled by a switch

immediatelv insidJ the cabin-doorwav, iefer to Figure 1-26, ot lry a

switch on ihe instrument panel, refer t-o Figure 7-7. An optional timer is

available which will autohatically extinguish the cabin doorway and

instrument panel floodlights 15 minutes after leaving the airplane if the

liehts were not switchedbff. The system operation is as follows:

1. The cabin doorway and instrument panel floodlights can be ac-

tuated bv either ofthe two switches described above. Any time the

lights coine on, the timer begins to count down for 15 minutes.

2. With the cabin door closed, the liehts will operate irr a nornal

fashion (i.e., lights out, movement o-f either swikh turns lights o-n;

lishts on, moviment of either switch turns lights off)' unless the

timer has extinguished the lights, thus requiring cycling of either

switch to turn the lights on again.

3. Ooenins the door will tum the liehts on unless the timer extin-

zubhedttte lights, in which case, one movement of the door switch

is also required in order to turn the lights on.

4. With the cabin door open, the lights will always be on unless the

timer has turned them bff. Movenient of the door switch is required

to reset the lights to on for an additional 15 minutes.

5. Closing the door will extinguish the lights only if the syst€m is

switched off. If the systcm is on, the timer must continue to run

down to extinguish the lights.

Cockpit liehtine is provided by the instrument panel floodlight. in-

strument postlighis and overhead map lights. All cockpit lights are

variable iniensit! and are controlled by rheostats on lhe left side circuit

breaker panel, refer to Figure 7-25.

sEcTtoN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

I -O+ Original lssue

MODEL 406

COMPASS RHEOSTA

LEFT FLIGHT INSTRUMENTS FHEOSTAT

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

BIGHT FLIGHT INSTRUMENTS

LEFT CIRCUIT BREAKER PANEL

MASTER PANEL

LIGHI]NG SWITCH

RIGHT CIRCUIT BREAKER

PANEL RHEOSTAT

RADIO PANEL RHEOSTAT CENTEB INSTRUMENT PANEL RHEOSTAT

5914P6012

Figure 7-25

COCKPIT LIGITIING AND CONTBOLS

OXYGEN OUTLET

(oPTtoNAL SYSTEM)

READINGLIGHT OIRECIIONAL

AND CONTROL AIR VEN1

6085P6005

6085P6006

LIGHT CONTROL

Original lssue

"orr* "r"#ff 'd.IioT "o*t*o".

7-65

NOTE

OAll red. warning lights on the annunciator

panel ilLuminate at maximum intensity re-

bqrd,less of the position. of the rnaster Lighting

SULrcN,

OThe master lightinE switch rnust be positioned

to DAY during daylight operations to ensure

maximum iLlumination of the annunciator paneL

Iights.

Individual reading lights and controls, refer to Figure 7-26' are pro-

vided in the cabin for each passenger seat.

BLEED AIR SYSTEM

The bleed air system, refer to Figure 7-28, provides engine compressed

air to the airplane for cabin heating. The air flows through an insulated

bleed air line from the engine to the firewall and then thlo'lgh q

shrouded bleed air line, a dual purpose flow control, pressure and shutoff

valve, another insulated bleed air line, source control valve and through a

check valve into the cabin air disiribution system' A connection tees off

of the flow control valve to supply the auxiliary pneumatic syst€ms

which include instrument air and deice boots, refer to Figure 7-33.

I xorE

I Refer to FIiEht Instrumenls d,escription in this

I seition lor ih.formalion concerning bleed air sys-

I tern ouerpressure.

IThe bleed air shutoff feature, refer to Figure 7-27, of t}rle regulated

pressure flow control valve is used for emergency procedures in the event

^of bleed air contamination or bleed air line failure in the wing leading

e&e. All bleed air and fuel from the respective engine may be shut off by

or6ssine the appropriate firewall shut oif button. In addition to shutting

btf Uteda air -aid -fuel, pressing the button will also arm the optional

ensine compartment fire bottle and take the generator off line illuminat-

ini the respective GEN OFF annunciator light. Pressing the fire warning

lis-ht a sec;nd time will disarm the optional firre extinguisher. reconnect

tlie generator and open l,he bleed air firewall and fuel shutoff valves'

Bleed air can be furnished to all bleed air systems when either or both

engines are oPerating.

sEcTtoN 7

DESCRIPTION OF THE AIRPLANE AND IIS SYSTEMS MODEL 406

/ -oo 1 June 1988

MODEL 406 sEcTloN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

RIGHT BLEED AIR

SHUTOFF VALVE

LEFT FIRE BOTTLE RIGHT FIRE BOTTLE

ABMEDLIGHT

lh'.prlltr-,"*J I - ""lllml

ItS!ll"w;ili';"| 1",',i,'J"'l llUl

LEFT BLEED AIR

SHUTOFF VALVE

BLEE D oHti,',fr 36" vALvE

SOURCE SELECTOR

SHUTOFF VALVE

SOUBCE SELECTOR

TO HEATING SYSTEI\,I

RELIEF FELIEF

OEICE

SYSTEM

ffi| re esr sueerv REGULATED

@ so et euewt ateeo ata

Figure 7-28

BLEED AIR SYSTEM SCIIEMATIC

CONTROL.

PFESSURE

REGULATOR

ANO SHUTOFF

CONTROL,

PRESSURE

FIEGULATOF

AND SHUTOFF CHECK CHECK

VALVE VALVE

TO INSTRUMENTAIR

FILTER/WATEB FILTEBA]I/ATER

SEPERATOR SEPERATOR

Original lssue 7 -67

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTENIS

HEATING, VENTILATING AND DEFROSTING SYSTEMS

CABIN AIR SYSTEM

The cabin air system, refer to Figure ?-29, provides for cabin heating,

ventilating and defrosting. Hot bleed air is routed from each engine

throush the flow control lhutoff and pressure contol valves. The bleed

air is"mixed with cabin air to obtairi desired cabin temperature. The

amount of bleed air permitted into the cabin is controlled by the

temnerature control valve. Tho outlets are located at the base of the

winilshield for defrosting purposes. Passenger compartment lreat i9 pro-

vided bv two plenums with n6nadiustable hiat ouilits, located on the left

and rielt sidd of the cabin iust above the floor, and by a nonadjustable

heat o-utlet in the afi section of the cabin near the floor. Two additional

heat outlets are located on the forward bulkhead for cockpit heating,

refer to Figure 7-29.

Cabin heating and ventilating is accomplished by the cabin air DE-

FROST. COCKPIT, CABIN AND RAM AIR controls, refer to Figure

7-29. "Ihe overhead directional vents also supply unheated ventilating

air.

HEATTNG AND DEFROSTING

Durine heatins and/or defrosting operation, cabin recirculated air is

mixed with bleedair and distributed ro the pilot and passenger compart-

ments. An aft cabin compartment air outlet is provided to exhaust cabin

air.

On the cround, the heating svstem can be used for ventilation by

Dlacins the-FRESH AIR blower switch, located on instrument panel,

iefer ti Fizure 7-29, to HIGH or LOW. The fan provides fresh outside

air from tlie nose wheelwell to the cabin through the cabin heat outlets.

In flight the FRESH AIR switch shall be positioned to OFF.

CABIN HEAT CONTROLS

The cabin temperature is controlled by three controls Iocated on the

instrument panel,- refer to Fizure 7-29. The cr.rntrols are labeled CABIN

HEAT AUTO, MANUAL AND SOURCE SELECT.

The cabin heat auto knob, which is connected to the temperature

controller, controls the amount of bleed air entering the cabin to main-

tain a desired selected temperature.

The rnanual heat togele swikh, cenler retum, is electrically connected

to th€ temDerature control valve. If auto control is on MANUAL when

the tossle'is held in the WARMER position the temperature control

valve will ooen allowing additional bleed air to enter the heating system.

When nositioned to COOLER the valve will close. The control valve will

MODEL 406

7-68 Original lssue

close. The control valve will stop in any position when the toggle.switch

i;t"b";;. Theiotut ti-" for vilve op,irdtion from full close to tull-open

i; ;';;"o-xlrrr;Gli'iC seconds. The nianual heat- toggle switch will not

ilt*Iil; ;;i;;; ;"bir heat auto knob is positioned to manual'

The cabin heat source select knob controls the source of bleed air

used for heating.

CABIN AIR CONTROLS

Windshield defrosting ard defogging is controlled ,bv thp plt*-pull

def;oJ 6ob. When the-knob is prifedout, air flows from the defroster

o"tl"* "t the base of the windshield. The knob may be set in any

.--. intermediate position to regulate the defroster airflow.

Cockpit/cabin air contrcl directs airflow to the cockpit and cabin'

Whe" t6;'b iJ pulled out, air flows to the cockpit air.outlets' When knob

i. pir"tt"a i", air flows to passenger compartm-ents air outlets The knob

*.^v be s"t il any intermediate position to regulate the quantity of air to

the. cabin and coekpit.

The ram air knob control directs outside air to cockpit and- heating

.v.Lt". -Wtt"n knob is pulled outside u4heated air is directed to the

iir"iiiii r". iiesh air or imoke removal. When knob- is -pushed, outside

..hJ"t"a air is directed to the heating system. The knob may be set in

any int€rmediate position to regulate the air flow.

AIR DUCT OVERHEAT SWITCH

A red overheat warning light in the annunciator panel. is labeled AIR

OUCT O'Unel, refer t5 F'igure 7-9. When i.lfu4inqled' the light in-

dicates that the air temperature in the cabin drstrlbutlon ducf, ls aoove

at 104 degrees Celsius (220 degrees t5 degrees Fahrenheit).

VENTILATING SYSTEM

During ground operation, ventilation is provided by the ventilating

fa" of tii cabin 6eat system or the optional circulation blower, if

installed.

In flight ventilation, for airplanes without- optional .air conditioning

i"staUeal i. oUtuitt"a through ihe ram air inlet .located at the forward

;d;;it" dorsal fin. This "ram air is then distributed to the cabin via

ihe ove.head directional air vents. On airplanes with- optional air con-

aitio.i"g oi optional blower systems, a. rlict mounted internally in th€

dorsal fin, activat€d by cam/microswitch butterlly -valves' provroe avarl-

abifitv of conditioned air or outside ram air depending on cabin comfort

requiiements.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-69

sEcloN 7

DESCRIPT!ON OF THE AIRPLANE AND ITS SYSTEMS

"o"*-r):...

HEATING

OUTLET

CABIN RETURN

MODEL 406

TEMPERATURE

CONTROL VALVE

HEATER PLENUM

AND OUTLETS

ffieNetNe ateeo eta

ffiNourstor etn

! nelreo ltn

mlUNHEATED AIR

ELECTRICAL ACTUATION

. - MECHANICAL ACTUATION

PRESSURE CONTROL

VENTILATION BLOWER

7-70

Figure 7-29

CABIN AIR SYSTEM SCHEMATIC

Original lssue

OXYGEN SYSTEM

The optional oxygen system provides individuul, ryIi!: for the pilot'

cooilot and each passenger. Ihe^oxygen supply^is stored ir.a 114'9 cubic

ir"5i'6"iir" rli"t-"iln'th-e nose compartment' Cabin plumbing' includlng

;;ii"ts i;; eaih occupattt, will vary,with individual airylane seating

iJ"n*.uilo". frte o*ygen "oniior, "i,a pressure gage are located on the

instriment oanel (refer to Figure 7-7).

The oxvgen svstem is activated by pulling the oxygen. control knob' to

th"'6v;;3iti";'-;il;1il;;*;; # flow rr-om the iigulator to all cabin

l,',]iri.. "e' "'iit-"llt";ffid ;i;; 'in each oxvgen orjtlet is onened bv

i,''"';iii;"'rl;;.;n!"toi or tfi;;i;a ho"s6 assemblv' Aftir flighti

^;':iil;i";;;, ;i';;iil.[oon ""."t" that the-oxvgen svstem has been

iiil?i"""tl?i'ilv"'iitit.!eit'i at nasG a"d pushing- the 'oxvsen control

knob completely to the OFF position'

NOTE

If the oxvpen control hnob is left in an inter-

mediate fisition between ON and OFF' it.may

aliow toi pressured oxygen to bLeed through the

regulator into the nose compartnlent ol tne alr-

plane.

MODEL 406

ARMREST

MIKE JACK

HEADPHONE JACK

PILOT S SIDE SHOWN: IDENTICAL CONTROLS ARE

PROVIDEO FOR THE COPILOT.

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

OXYGEN OUTLET

OXYGEN MASK STOWAGE

COMPARTMENT

Original lssue "o"""rr%*ib$,1 %,rttrt.

7 -71

SECIION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

The oxygen system with optional 114.9 cubic foot oxygen bottle

provides adequate oxygen-flow rates up to 30,000 feet, refei-to Figure

7-31. The oxygen outlets for the pilot ard copilot are located inside-the

stowage compartment under the outboard armrests, refer to Figure 7-30.

Oxygen orrtlets for passengers are located overhead of each seaf position,

refer to Figure 7-26. The pilot, copilot and passengers shall aiways use

the blue hose assemblies.

_ 18

Etc

5 ro

L!8

OXYGEN MASKS, WITH BLUE HOSE

ASSEMBLIES, FURNISHED WITH THE

AIRPLANE ARE THE ONLY OXYGEN

jwASI<S APPROVED FOR USE IN THIS

AIRPLANE. NO OTHER OXYGEN

MASKS ARE APPROVED FON USE.

OXYGEN DURATION IN HOURS

r-!!i-- - TOTAL HOURS DURATTON

NUMBER OF PERSONS

o 2 4 6 810 12 t4 16 j8 2022 24 262a

OXYGEN DURATION - HOURS (ONE PERSON ONLY. T14.9 CUBIC FOOT SYSTEM)

Figure 7-31

OXYGEN DURATION CIIART

Original lssue

PITOT/STATIC PRESSURE SYSTEM

The pitot/static pressure system, refer to Figure 7-32, consists of two

totulty ieparite sysiems; one-for the pilot's instruments and the second

svstem fol coDilot's inslruments.

PILOT'S SYSTEM

The oilot's Ditot svstem consists of a heated pitot tube mounted on

the low'er left'side o-f the fuselage nose, pilot's airspeed indicator and

required plumbing.

The nilot's static svstem consists of a static source located on each

^ride of 'the aft fuselage, a condensat€ dlain valve located below the

cooilot's instrument panel on the side wall and the static system instru-

ments rate-of-climb, iltimercr and airspeed indicators).

Pitot and static heat is controlled by the L PITOT/STATIC switch

located on the left side console. Actuation of the switch electrically heats

the pitot head and heated static sources to maintain system operation

duriire icins conditions. Do not operate for prolonged periods while on

the giound to prevent overheating the pitot head heating elements. The

copilot's instruments are used as a batk-up system, should the pilot's

instruments fail.

COPILOT'S SYSTEM

The conilot's pitot svstem consists of a heated pitot tube mounted on

the lower'right sjde of the fuselage nose, copilot's airspeed indicator and

required plumbing. .-

The cooilot's static svstem consists of a static source located on each

side of tire aft fuselag'e, a condensate drain valve located below the

copilot's instrument panel adjacent to the pilot's system drain valve,- and

thi static system instrumen6 (rate-of-climb, altimeter and airspeed in-

a dicators).

Pitot and static heat is controlled bv the R and L PITOT/STATIC

switches located on the Ieit side console. Actuation of the switch elec-

tricallv heats the pitot head and heated static sources to maintain

svsteri operation durine icine conditions. Do not operate for prolonged

piriods rlvhile on the groun-d to prevent overheating the pitot head

heating elements.

PNEUMATIC SYSTEM

The pneumatic system, refer to Figures 7-28 and 7-33, utilizes a

"ou"ce olf bleed air pressure for the gyio instruments and the optional

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-73

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

PITOT HEAD

ALTIMETER

RATE-OF-CLIMB

NORIVAL STA

SOURCE

STATIC SYSTEM

DRAIN VALVE

cooE

@ ettor's erot ststeu

@! errols srnrrc svsrer,r

@ coPrlols Prror SYSTEM

$l coerrols sulc svsreu

NORMAL STATIC

SOURCE

7 -74

Figure 7-32

PITOT/STATIC PRESSURE SYSTEM

Original lssue

deice boots. The system consists of water separator(s) and filter(s)'

pressure regulator(s), pressure indicator(s), gyro instruments and plumb-

rng.

Bleed air flows from each ensine through firewall shutoff flow and

nressure control valves ald through check valves to the water sep-

irator(s) and air filter(s) and then-through pressure regulator(s) where

the air pressure is reduced to approximately 2.5 pounds per square inch.

The air^then flows separately tlirbugh the R and L gyro instruments ard

is routed overboard. The pressure being applied to the gyros is con-

stantly presented on the pressure indicator.

The nressure indicators monitor the air delivered to the instruments

abv the pressure rezulators. Two source indicator buttons located in the

oiessure indicatorJalert the pilot to an inactive source. Failure of either

'source would otherwise be undetected since the manifold allows the

r.emaining source to supply both banks of instruments and both in-

crcaf,ors.

NOIE

oFor operation with one bLeed' air shutoff uaLue

closed or one engine inoperatiue, poner aboue

ILIGHT'. IDLE may be. required on the operat-

ing eng[ne to mqinlain gyro pressure Ln the

Efeen arc.

ORet'er to Flight lnstrurnents d.escription in this

section for information concerning bLeed atr sys-

tem ouerpressure.

STALL WARNING SYSTEM

A stall warning system is required equipment which consists of a stall

warning transmiitei vane located in the left wing tip leading edge; a

switch located behind the instrument panel activated by the elevator

control linkage; a switch local,ed below the floorboard actuated by the

^ wing flap bell=crank; a cockpit warning horn and the necessary wfuing to

complete the system.

The stall warning horn will sound approximately 5 to 10 Knots above

the statl. The horn"will also sound wh-e-n the elevator is in the fi:ll nose

up position and the wing flaps are in the LAND position- The first stall

warnins horn check ca"n bi accomplished by activating the PRESS-

TO-TEST button, located on the annunciator panel, Refer to Figure 7-9.

The second part of the stall warning system is checked by positioning

the elevator in the full nose up position and extending the wing flaps to

LAND position. In this configuration the stall warning horn will also

sound. The stall warning vane heater should be checked by actuating the

stall vane heat switch and cautiously feeling the vane for heat.

MODEL 406 sEcrloN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

1 June 1988 7-75

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

V€NT TO NOSE

SECONO STAGE

PBESSURE

PAESSL]FE

SOIJFCE

MODEL 406

STANDARD

VENT TO NOSE

FIGHT INSIBUM€NT PANEL

LEFI

SOUBCE

BIGHT

SOUBCE

MANIFOLO I

FIGHT

SOUBCE

OVEFBOAAD

PILOT ELECTRIC HORIZONTAL ANO DIRECTIONAL GYROS

Fi\\:] 18 PSt SUPPLY REGUIATEO COO€

@ 18 PSr STATTC TO SOURCE TNDTCATOR

T'-- ] VENTED TO AMBIENT

W2 25 PSI REGULAIED

TAIRPIANES -OO2O AND ON

ANO AIFPLAN€S.OOO1 THFU

,001 9 INCOBPORATING

sK425-41

Figure 7-33 (Sheet 1 of 3)

INSTRUMENT AIR SYSTEM SCHEMATIC

FIGHT INSTRUMENT PANET

T-IO 1 June 1988

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND IIS SYSTEMS

VENT IO NOSE

SIGH I INSTFIJM€NT PANEL

SOURCE

PILOT ELECTRIC DIRECTIONAL GYBO

PRESSUBE

SECOND STAGE

SOUFCE

VENT TO NOSE

SECONO SIAGE

PRESSUB€

RIGHT INSIBUMENT PANEL

LEFT

SOURCE SOURCE

cooE coptLoT ELEcrRlc DtREcIoNAL GYRO

*AIFPLANES OO2O AND ON

AND AIRPLANES .OOO1 IHRL]

OO]9 INCORPORATING

sK425-41

S.\:-:1 18 PSI SUPPLY FEGULATEO CODE

FE-I 18 PSI STATIC IO SOURCE 1NDICATOR

VENTED TO AMBIENI

zza 2.5 Pst AEGVIATEO

Figure 7-33 (Sheet 2 of 3)

INSTRUMENT AIR SYSTEM SCHDMATIC

1 June 1988

LEFT INSTfiUMENT PANEL

LEFT INSTRUMENT PANEL

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

* FIRST STAGE RESIAICTOF

PBESSIJRE \

REGULAIOR -\.2\ U!

VENT TO NOSE

SECONO STAGE

N 1B PsI SUPPLY FEGIJLATEO COOE

rel 18 Psr srATtc to soLJRcE lNorcAToB

vENTEo ro aMBIENT

MODEL 406

RESTB CTOB

RIGH-T INSTFUMENT PANEL

RIGHT

SOUFCE

PILOT AND COPILOT ELECTRIC DIRECTIONAL GYROS

VENT TO NOS€ RESTRIC'TOR

SOUFICE F!GHT

SOUBCE

OVERSOAFD

PILOT ELECTRTC HORIZONTAL AND DIRECTIONAL GYROS AND

COPILOT ELECTRIC DIRECTIONAL GYRO

CODE

*AIFPLANES OO2O ANO ON

ANO AIRPLANES OOO1 THBO

.0019 INCORPORATING

sK425 41

zz2 25 Pst aEGUL^rEo Figure 7-33 (Sheet 3 0f 3)

INSTRUMENT AIR SYSTEM SCIIEMATIC

RIGHT INSTRUMENT PANEL

7-78 1 June 1988

MODEL 406 SECTION 7

DESCBIPTION OF THE AIBPLANE AND ITS SYSTEMS

ICTNG EQUIPMENT

With the proper standard and optional equipmenL installed and oper-

ational, this'aiiplane is approved for flight into icing conditions as

a"fi".a Uu in" FAA, refer id Section 2. Kinds of Operaiion Limits and

Section 9, Flieht In Icing Conditions.

PROPELLER DEICE SYSTEM

The propeller deice svstem consists of electrically heated boots on the

orooellei biades. Each boot consists of an inboard and outboard heating

irleirent which receives its electrical power through a deice timer. To

^reduce- power dr-ain, the . timer directs- current to fhe propeller boots in

- ':vcles between elements in the following sequence:

' Heatins Period No. 1 - Outboard Halves

Heatine Period No. 2 - Inboard Halves

Each hiating period lasts approximately 20 seconds'

A readins below the sreen arc on either the left or right propeller

deice ammeier indicates that the blades of the propeller are not being

deiced uniformly.

WHEN UNEVEN DEICING OF THE

PROPELLER BLADES ON EITHER EN-

GINE IS INDICATED, IT IS IMPERA-

TIVE THAT THE ASSOCIATED PRO.

PELLER DEICE SYSTEM SWITCH

BREAKER BE TURNED OFF. UNEVEN

DEICING OF THE BLADES WILL RE.

SULT IN PROPELLER UNBALANCE

AND CAN LEAD TO ENGINE FAILURE.

Abnormal oDeratioD of the propeller deice system is indicated by

- eneine/oronellei roughness or bv trippine of the L and/or R PROPEL-

l.E'R si,idh breake-rs. Failure' of tf,e L or R PROPELLER circuit

breaker to stay reset indicates failure of the applicable propeller deice

system,

AVIONICS

Information concerning avionics equipment is contained in the ap-

plicable supplements in Section 9.

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

AVIONICS INTERFERENCE

MODEL 406

{orE

When turned to a ueak NAV signal, heying the

COM transmitter ma)/ cau.se monTento.ry inter-

ference uithin the NAV receiuer causing a NAV

flag to appear. Should. circumstances warran|

ATC should. be requested to assiEn another

COM frequency.

AVIONICS MASTER SWITCHES

T\lo avionics bus switches, refer to Figure 7-24, are provided on the

left side console. Basically, the L AVIONICS BUS switch controls power

to the No. 1 avionic circuit breakers while the R AVIONICS BUS

switch controls power to the No.2 avionics circuit breakers and the

autopilot. Complete information is presented in the Avionics Bus Failure

orocedure in Siction 3.

1000 AUDro coNTRoL PANEL (TYPE F-10108)

The 1000 audio control panel provides for amplification of the audio

signals for the speaker system and allows audio switching for the cockpit

and cabin speakers, headsets, intercom and microphones. The audio

panel may be installed in a single configuration, where pilot and copilot

utilize the same panel, or in dual configuration, which has one panel for

each position.

NOTE

In a duaL configuration it is recommended, that

headsets be used, by the pilot and copilot, in-

stead. of speahers to auoid possible aud,io feed.-

back. If piLot and copiLot are tuned, to different

frequencies, they will not hear each others

sidetone on headsets.

All operating controls and indicators are located on the front of the

panel, refer to Figure ?-34. The receiver selector switches that are used

on the audio control panel are determined by the avionics equipment

installed in the airplare. Unused switches are identified with a black

boot on the switch handle.

Power to the audio control panel(s) is arranged so that, in either a

single or dual installation, accesa to a usable communication receiver/

traismitter is maintained- In a single audio control panel installation,

COM 1 is delivered as the designated emergency receiv;r/transmitter and

in the event of a failure of the control panel. comrrunications can be

maintained through COM 1 by selecting EMER COM position. In a dual

7-80 Original lssue

audio control penel installation, COM 1 is the designated emergency

receiver/ trans*itt"r for the pilot and COM ? is thg -@9ig41t9{ emer-

gencv receiver/ transmitter f6r the copilot. When EMER COM is se-

't""t"h, tt"ua""i. must be used since pbwer is removed from the audio

amplifier, disabling the speaker amplifier.

In the event of a left bus failure or shutdown in which COM 1 is

disabled, the single control panel, or in a dual installation, the trrilots

control oanel will remain completBlv operative since it derives its pri-

*aw oowet from the rieht bus. Access t-o COM 2 may be selected in the

normal manner. The converse is true for the copilots panel which is

suoolied nower from the left bus enabling it to function normally irr the

"uiht of i failure or shutdown of the right bus in which case COM 2 is

,,^. also disabled. COM 1 is still available lbr normal usage by selecting

COM 1 on the copilot's panel or selecting EMER COM on the- p!!o.ts

nanel. Althoueh power disiribution is cross-bussed to allow more flexibil-

ity, the circui-t biealers are appmpdately labeled as to which panel they

control.

MODEL 406 sEcTloN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

5914P€0t4

VOL HDST CONTROL - Controls volurae level for headset audio.

VOL SPKR CONTROL - Controls volume level for cockpit strreak-

COM 1, 2, 3 SPKR/OFF/HDST

RECEI\IER SELECTOR

SWITCHES - Selects COM receiver audio from COM 1, COM 2 or

COM 3 receivers for either speaker or headset. OFF

position turns off COM audio.

Figure 7-34 (Sheet 1 of 4)

rOOO AUDIO CONTROL PANEL (TYPE F.lOlOB)

Original lssue 7 -91

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

OtL

OAIthough all the COM 1, 2, 3

SPKRIOFFIHDST swikhes select the ind.iuidual

receiuer audio for rnonitoring, the function se-

lector switch automaticalLy seLects the appro-

priate COM receiuer au.d,io for monitoring on

'either speaher or headset ds selected by the

AUTO SPKRIHDST switch.

)In a singLe instalLation, the audio signals from

the COM, NAV, ADF, DMD snd rnarher beacon

receiuers wilL be mutud. wheneuer any micro'

phone hev is actunted for COM 1, COM 2 or

COM 3 operation. In d.inl installations, the pi'

lot's microphone cqn be actuated withnut mut-

ing the aidio being monitored by the copilot.

The reuerse is also true.

4. NAV 1,2 SPKR/OFF/HDST

RECEIVER SELECTOR

SWITCHES - Selects Nav receiver audio from Nav 1 or Nav 2

receivers for either speaker or headset' OFF position

turns off Nav audio.

5. MKR SPKR/OFF/HDST

RECEIVER SELECTOR

SWITCHES - Selects marker beacon receiver audio for either

speaker or headset' Off position turns off rnarker

beacon audio'

6. HIGH/LOWMUTE

SELECTOR/SWITCH - Selects marker beacon receiver sensitivity,

HIGH or LOW. MUTE is a momentarY

contact switch position that cuts off the

malker beacon audio for approximately 30

seconds. When MUTE Position is re-

leased, switch returns to LOW.

IIOTE

In d.ual installation, the HIGH/LOW sensitiuity

is not selectabLe from the copilot's audio control

paneL.

Figure 7-34 (Sheet 2 of 4)

1OOO AUDrO CONTROL PANEL (TYPE F-lOlOB)

7 -82 Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

7. INTERCOM ON/OFF

SELECTOR SWITCH - Turns on pilot alrd copilot nicrophones

for intcrcommunication with each other.

In dual installations, setting either of the

INTERCOM selector switches to ON pro-

vides intercommunication.

NOTE

Aud.io feedbach may be encountered. if

AUTO/SPKR is seLected during INTERCOM

operation.

SIDETONE SCREWDRIVER

ADJUST - Adjusts sidetone level in speaker. Sidetone is obtained

when transmitting on Com 1, Com 2 or Com 3.

TOIE

Sidetone adjustment is normalLy a maintenante

function and not part of tfu normal operating

proceaure.

DME 1, 2, SPKR/OFF/HDST

RECEIVER SELECTOR

SWITCHES - SelecLs DME receiver audio from DME 1 or DME 2

receivers for either speaker or headset, OFF position

turns off DME audio.

ADF 1,2, SPKR/OFF/HDST

RECEIVER SELECTOR

SWITCHES - Selects ADF receiver audio from ADF 1 or ADF 2

receivers for either speaker or headset. OFF position

turns off ADF audio.

10.

11. AUTO SPKR/HDST

SELECTOR SWITCH - Selects either speaker or headset for the

associated audio selected via the function

selector switch.

Figure 7-34 (Sheet 3 of 4)

1OOO AUDIO CONTROL PANEL (TYPE F-lO1OB)

Original lssue 7-83

CABIN CALL - BackJighted green indicator that lights when the

cabin microphone switch is actuated to signal the

cockpit that the cabin wishes to communicate via

the cabin microphone and speaker. Cockpit com-

munication with the cabin is made by setting the

Function Selector Switch to the CABIN position.

The incoming audio selected via the receiver selec-

tor switches will not be interrupted wl:en the

Function Selector Switch is set to CABIN posi-

tion.

1{OtE

With duat audio control panels, pilot commu-

nication with the cabin iilt be ' the same as

preuiously described. Howeuer, both pilot's and

coDilot's selector switches must be in the CABIN

posi.tion for the copilot to communicate with the

ca0ln.

13. COM 1/COM z/COM 3/CABINIEMER

COM FUNCTION

SELECTOR SWITCH - Selects the microphone connection for

Com i, Com 2 or Com 3 transmission.

cabin communication or the emergency

mode of oDeration. In COM I' COM 2'

COM 3 aril CABIN switch positions, the

associated audio is automatically selected

for monitoring on either headset or speak-

er, as sefected bY the AUTO

SPKR/HDST switch'

Figure 7-34 (Sheet 4 of 4)

1OOO AUDIO CONTROL PANEL (TYPE F-lO1OB)

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

7-84 Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

LOCATOR BEACON (MODEL DMELT-6 AND .6C)

The locator beacon system is a battery-operated, sweep tone emer-

sencv radio transmitter incorporaling an extemally mounted whip an-

ienni and a transmitter with an intes;al 3-position switch, all located on

the left side of the fuselase tailconl. Thi switch can be reached by

removins t he plue button located adiacent to the locator beacon placard.

Normalli. the lwifuh is in the ARM'(AUTOMATIC "G" OPERATION)

oosition: this position allows the transmitter to be activated automati-

ially by the "G' switch. The ON (EMERGENCY & TEST) position

should be used only to test the equipment or whenever a rescue is

desired. The OFF (AFTER RESCUEi position should be used only after

the rescue as this position will disable all emergency transmissions.

The locator beacon transmits on both 243.0 MHz (UHF) and 121.5

MHz (VHF) emergency frequencies simultaneously. The DMELT-6C

locator beacon, provided for operation in Canada, transmits only on the

VHF emergency frequency.

Transmitter power is provided by an alkaline battery pack inside the

transmitter case.

NOTE

The battery pack must be changed no later thnn

the date specified on the_ outside of the Locator

beacon case and. on each battery case.

400 MARKER BEACON (TYPE R-4028)

The 400 Marker Beacon consists of a 75 MHz marker beacon re-

ceiver, antenna and three instrument panel mounted lights, refer to

Fizure 7-36. Marker beacon audio is controlled by a speaker phone

switch on the audio conirol oanel. Volume level of the marker beacon

audio is fixed on initial insiallation but can be ground adjusted by

avionic technicians.

Original lssue 7-85

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

NOTE

oThe marher beacon and DME aul'io Leuel is

adiustable onlv Lhrowh thB master uolume con-

trisL, therefore, it is important to heep the nTas'

ter controls withtn their normaL operating range

of approximately 2 o'clock + any t-ndiuidual

c'omidrt adiustrnent lo take care of ambient

uoice leuel or uariations in headset types (muff,

single receiuer, etc.).

ODo not operate the master uoLutne controls at

an extremely low setting whiLe turntng up the

indtuidunl receiuer uolume controls to an ex-

Lremelv hieh settine. This could resuLt in distor-

tion oi NAV, CON| and ADF audio as weLl as

low leuek of MKR and DME aud'io.

Sensitivitv of the marker beacon is controlled by a HI LOW switch

on thJaudirj control panel' Illumination capability of- the marker beacon

ii"hG-.u" t" ihecteil by actuation of th6 marlier beacon test switch'

Wi; thi. -;*il;t i. u"i"ut"a, aI three marker beacon lights should

illuminate.

A marker beacon audio mute capability is available to- 4eatly reduce

tfr" -".["t U"ucon audio level. The audio- mute is controlled by a switch

on ti" lObO "uaio control panel Momentary actuation of the audio mute

"iii"ti. *ii g.."tV suppress marker beacon audio for approximately 30

Secon(x].

The marker beacon provides visual and aural indications -of the 75

nfri" d-S -"tt "i b"u"6" signals as each J'arke-r is passed' The three

;;;; ";";ly "sed matker Tacilities and their characteristics are list€d

in Fizure ?-35.

*WTIEI.I TNE IDENTIFYING TONE IS RECEIVED, THE RESPECTIVE INDICATING

LIGHT WILL BLINK ACCORDINGLY,

I/|ARKER IDENTIFYING TONE LIGIIT*

INNER

MIDOLE

OUTER

coNTTNUOUS 6 DOTS PER SEC (3000 HZ)

ALTERNATE DOTS AND DASHES (1300 HZ)

2 DASHES PER SEC {4OO HZ)

WHITE

AMBER

BLUE

/-l'0

Fieure 7-36

MARKEA FACILITIES

Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE ANO ITS SYSTEMS

591/tP80rl7

OUTER MARKER BEACON

INDICATOR LIGHT - Indicates passage of outer marker beacon.

The OUTER light is blue.

MIDDLE MARKER BEACON

INDICATOR LIGHT - Indicates passage of middle marker beacon.

The MIDDLE light is amber.

INNER MARKER BEACON

INDICATOR LIGHT - Indicates passage of inner marker beacon.

The INNER light is white.

MARKER BEACON TEST SWITCH - Switch actuation illumi-

nates the three marker

beacon lights.

Figure 7-36

4OO MARKER BEACON INDICATOR LIGHTS

Original lssue 7-87

The elideslope receiver is an airborne navigation equipment which

receives"and inierprets glideslope signals from a $ound-based instrument

landing svstem (fLS). It is uied with the localizer function of a VHF

navieaiioi receiver for making precision instrume.nt approaches to an

airp6rt. fne glideslope provid6s -vertical flight path guidance while the

localizer provides azimuth guidance.

Operation of the glideslope receiver is controlled by the associated

VHF navieation receiver. When the VHF navigation frequency selector

switches aie set to a Iocalizer frequency, the glideslope receiver is en-

".C""a ""a the paired glideslope -freqiency ii automatically selected'

f'tiehi zuida"ce is Uisptaved on ihe glidescope indicator, refer to Figure

?-3i. oi horizontal situation indicator (HSI).

SECTION 7

OESCRIPIION OF THE AIRPLANE AND ITS SYSTEMS

400 GLTDESLOPE (TYPE R-843A)

.WHEN GLIDESLOPE "OFF" OR "GS" IS

VISIBLE, GLIDESLOPE INDICATIONS ARE

UNUSABLE.

.SPURIOUS GLIDESLOPE SIGNALS MAY

EXIST IN THE AREA OF THE LOCALIZER

BACK COURSE APPROACH WHICH CAN

CATJSE THE GLIDESLOPE "GS" FLAG TO

DISAPPEAR AND PRESENT UNRELIABLE

GLIDESLOPE INFORMATION. DISREGARD

ALL GLIDESLOPE SIGNAL INDICATIONS

WHEN MAKING A LOCALIZER BACK

COURSE APPROACH UNLESS A

GLIDESLOPE (II,S BC) IS SPECIFIED ON

]:HE APPROACH CHART, AUTOPILO'| OR

OTHER AVIONIC EqUIPMENT.

MODEL 406

7-88 Original lssue

MODEL 406

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEITS

6085ft

GLIDESLOPE DEVIATION POINTER - Indicates deviation from

normal glide path.

GLIDESLOPE FLAG - When visible, flag indicates unreliable

glidgslope signal _ or lmproperly operating

equipment. The flag disappears when a re-

liibli glideslope sigial is b;ing received.

Figure 7-37

GLIDESLOPE INDICATOR

Original lssue 7-89

400 AUTOMATIC DIRECTION FINDER (TYPE R-446A)

The 400 ADF (T1pe R-446A) is an automatic direction finder set

which provides continuous, visual bearing indications of the direction

from which an RF signal is being received. It can be used for plotting

position, for homing, ind for aural reception of AM signals between 200

i<Hz and 1699 kHt. In addition, a crystal-coni;rolled, beat frequency

oscillator (BFO) permits coded identifrei of stations transmitting keyed

CW siglals (Morse Code) to be heard.

The 400 ADF consists of an R-446A receiver with dual frequency

selectors, fixed loop antenna. indicator(s) and a sense antenna. -Plnend.-

ins uoon the avionics options installed, the indicator(s) can be IN-346A

or-IN-3aGB bearing indicators or IN-13A-1, IN-404 or IN-I004A RMI

indicators. The reieiver and goniometer-indicator are panel-mounted

units. The sense and fixed loop antennas are mounted on the extcrnal

aimlane sr-,tface". Operating controls, refer to Figure 7-38' are nounted

on'the receiver front pandl. The goniometer-indicator presents station

bearing in decrees of aiimuth. The automatic pointer-stow feature alerts

the ooirator io non-ADF operation slewing the point$ to the 3 o'clock

oositibn when the REC moile or BFO is select€d' An optional RA-446A'

hl-gaOA or RA-346B receiver accessory may be substituted for the

soniometer-indicator to supply the goniometer funtion for driving a

ionventional ADF indicator or an RMI.

The frequencv ranse of the 400 ADF is electronically divided into

three bandi: 200-399 -kHz, 400-?99 kHz and 800-1699 kHz. Frequencv

snacing within each band is in l-kHz, incrementa. The operating fre-

ouencv" and band are selected bv a four-section Minilever switch which

disola-vs a digital readout of the'frequency selected and supplies a binary

code io contiol the logic circuits within the set. A secondary (standby)

operatinq frequency is-selected by another four-section minilever switch.

F'requen6y control-of the ADF is switched to the pdmary or the secon-

dary' opeiating frequency by a toggle swikh. The operating modes (ADF

;d n'Eat ari sel'ected nv inaiiiluat pushbutton- switchis. Additional

pu.frU"ttoo switches are used to seleit the BFO and to test signal

ieliability during ADF operation.

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

7-90 Original lssue

MODEL 406

13 l3lxF33",

PRI (PRIMARY FREQUENCY SELECTOR) - Selects-. and dis-

plays "p rimary"

frequency,

1-2 - The "1" rosition activated "primary" (PRI) frequency. The "2"

position activates "secondary" (SEC) frequency.

SEC (SEC0NDARY FREQUENCY SELECTOR) :"rt:Ti ."it

"secondarY"

frequency.

SECONDARY PRESELECT LAMP - Lamp will flash onlv when

"secondary" (SEC) frequen-

cy selection is outside of op-

eratins range of the recetver

alld t--2 switch is in the "2"

position.

Figure 7-38 (Sheet 1 of 2)

4OO ADF CONTROLS AND INDICATORS

SECTION 7

OESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-91

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

TEST - Momentary-on switch used only with ADF function to test

bearins reliabilitv. When held depressed, slews indicator

pointei; when reieased, if bearing is reliable, pointer re-

turns to original position.

BFO - Pushed in: Activates beat frequencv oscillator tone to permit

coded identifrer of stations tiansmitting keyed CW signals

(Morse Code) to be heard.

REC - Pushed in: Selects receive mode (set operates as a standard

communications receiver using sense antenna only).

I{OTE

When the 400 ADF is in thc REC or BFO

function, an autoratic pointer stou feature uill

'alert the pilot to non-ADF operatton by pos['

tioning and retaining the pointer dt the 3

o'clock postion.

8. ADF - Pushed in: Selects ADF mode (set operat€s as automatic

direction linder using fixed loop and sense antennas).

9. PRIMARY PRESELECT LAMP - Lamp will flash onlv when

'primary" (PRI) frequency se-

lection is outside of operating

ranqe of the receiver and 1-2

swilch is in the "1" Position.

10. OFF-VOL - Ttrrns set on or off and adjusts receiver volume.

11. INDEX - Fixed reference line for dial rotation adjustment.

12. POINTER - When HDG or VAR control is adjusted, jndicates

either relative, magnetic or true bearings of a radio

station'

13. HDG or VAR - Rotates dial to facilitate relative, magnetic or true

bearing information.

Figure 7-38 (Sheet 2 of 2)

4OO ADF EONTROLS AND INDICATORS

400 NAv/coM (TYPE RT-48s8)

The 400 NAV/COM (Tlpe RT-a85B) consists of- a .panel-mounted

receiver-transmittbr and a dual pointer remote course deviation indicator

(IN-481AC or IN-483AC)'

The set includes a ?20-channel VHF communications receiver-

tt.nsmitler and a 200-channel VHF navigation receiver' both of which

-ry b" op".ated simutaneously.- The . commugic^allqns receiver-

traismitter^ receives and Lransmits'signals between 1f8.000 and 135'975

inlHr-- i"'- ZS-XH, steps' The navigition receiver recei,v-es omni and

lo"Jrei "ie".ls betwe'en 108.00 and1u.95 MHz in 50 KHz steps. The

"lt"ultr t"duit"a to interpret the omni and localizer signals are located in

7-92 Original lssue

the course deviation indicator. Microprocessor frequency management

provides storage.for 3 pretuned navigation and 3 pretuned communica-

iron nequencres rn memory,

A "Frequency Memory" voltage is provided so that the preset fre-

quencies are not lost when the receiver is turned off. This voltage is

provided directly from the hot battery bus and is present even with the

battery switch off. To prevent battery discharge during periods of long

term storage, it is recommended the FREQ MEM circuit breaker on the

right side console be pullec.

IIOTC

If the "Frequency Memory" uo\tage k interrryt-

ed, sll stored NAV/COM lrequenctes uilL be lost.

Subsequent operation with the "Frequency

Mernory" uoLtage restored., will require new fre-

quency tnpu6.

A distance measuring equipment (DME) receiver-transmitter or a

glideslope receiver, or both, may be interconnected with the NAV/COM

set for automatic selection of the associated DME or glideslope fre-

quency. When a very high frequency omnidirectional and radio range

(VOR) frequency is selected on the NAV/COM, the associated VORTAC

(VOR/DME) station frequency will also be selected autoroatically; like-

wise, if a localizer frequency is selected, the associated glideslope fre-

quency will be selected automatically.

Both course deviation indicators include dual pointers arrd related

NAV and GS flags for both VOR/LOC and glideslbpe indications. The

indicators incorporate a back-course lamp (BC) which lights when op-

tional back course (reversed sense) operation is selected and a RNAV

lamp (RN) (IN-483AC indicator'oniy) which, when illuminated, in-

dicates that the navigation system is in the RNAV mode. Indicaton

with Automatic Radial Centering will, when selected, automatically in-

dicate the radial (bearing) to or fiom the VOR station.

AII controls for the NAV/COM, except the omni bearing selector

' (OBS) knob, which is locattid on the course deviation indiiator, are

mounted on the front panel of the receiver-transmitt€r, refer to Figure

?-39. In addition, when two or more radios are installed, airplane moun-

ted transmitt€r selector and speal<er/phone switches are firovided.

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

5484P(jOO9L

1. COM MEMORY 1, 2, and 3 PUSH-

^' iild"rbNlt- wt'e_'i; coM MEMoRY pushbutton-E-Pre-ssed, the

preset frequency will appear in. the^UUM trequency

iui"ao* fot us6 as thi'operating freque-n-cy Three

oreset frequencies may be'stored-in NiEMORY and

ilelected ai desired, by merely pressing the appr.o-

p.i"tJ bOU MEMORV puglrbgtton to iecall the de-

iiiJd'ope.ating frequency. If electrical power to the

sets "fiequett"iy meino4l" circuit- has not been inter-

runted' urion turn-on, the set will automatically recall

itti t."t 'COtvt MEMORY frequency selected bv a

iuibMOnY pushbutton. If electrical..power.is removed

i.o- ttt" set's "frequency memoryn circuit -(such as

taaio t"-ouut, battery ieplacemint or pulling the

ufrequency memory" circuit bre*er) upon turn-on'

the tOM MEMORY circuits will have to be reset

t"a COM 1 MbMORY will automatically be selected

*tft ttt" lorveit operating frequency (118 000 MHz)

displaved. Pushbution lief,t di;Imin'g is controlled by

the RADIO light dimming rheostat knob'

Figure 7-39 (Sheet I of 4) ---- -, -^-^

4OO NAV/COM CONTROLS PANEL AND INDICATORS

MODEL 406

7-94 Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Z. COM MEMORY

BARS 1, 2, 3 - When a COM MEMORY pushbutton is pressed'

the corresponding memory bar is illumirated to in-

dicate which CoM MEMORY is in use.

J. COMMUNICATION OPERATING FREQUENCY

READOUT - Steady display indicates COM frequency -is use'

Blinking diripla-y indicates a fr-equency select€d during

memorf stoiin! and not the frequency in use-. Third

decimai place (;ither 0 or 5) is not shown on display.

4. 25150 PUSHBUT"TON - Selects last illuminated decimal place on

' COM frequency in use. If last decimal

place is 2 br'7, pressing 25/50 pushbutton

ihanqes nurnber to 5 or 0' respectively. If

last ilecimal place is 5 or 0, pressing 25/50

Pushbutton ihanges number tn 7 or 2,

respectively. When the last illuminatcd

digit on ttie set is 2 or 7, the third {igrt

on the set (not shown) will always be 0'

5. NAV MEMORY

BAR 1, 2, and 3 - When a NAV MEMORY ngshbutto-n is pressed,

the corresponding memory bar is illuminated to indicate which

NAV MEMORY is in use.

6. NAVIGATION OPERATING FREQUENCY

READOUT - Steady display indicates NAV freque-ncv -in use'

Blinkiirg di6pliy indicates. a frequencv selected during

memory storing and not the trequency m use.

?. NAV MEMORY 1, 2, and 3 PUSH-

BUT"IONS - Wheir a NAV MEMORY pushbuttnn is press€d, th€

preset frequency will appear in the NAV frequency

window foi use as th6 -operating frequency. Three

nreset freuuencies mav be-stnred in MEMORY and

irelected ai desired, 5v merely pressing the appro-

priate NAV MEMORY pushbutton to recall the de-

iired operating frequency. If electrical power to the

set's "fiequency mehory" circuit has not been inter-

rupted, uion ti:rn-on, the set will automatically recall

th; h;t -NAV MEMORY frequencv selected bv a

MEMOiiY pushbutton' If electrical power is removed

from the set's "frequency memory" circuit (such as

radio removal, batiery ieplacement or pulling the

"frequency memory" circuit breaher) upon turn-on,

the NAV-MEMORY ctcuits will have to be reset and

NAV 1 MEMORY will autnmatically be selected with

the lowest operating frequencv (108.00 \4Hz) dis-

played. Pushbutton light dimmilrg is controlled by the

ilADIo tieht dimmini rheostat knob.

Figure 7-39 (Sheet 2 of 4)

4OO NAV/COM CoNTROLS PANEL AND INDICATORS

Original lssue 7-95

SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

10.

8. ID-VOX-T

SWITCH - In the ID position, both voice transmission and station

identifier signal are heard over the selected navigation

frequency; i; the VOX (Voice) postion, the identiher

signal is suppressed and only the voice transmission is

heard; in the T(TEST, momentary ON) position, a test

signal is sent to the CDI causing a 0 degree FROM

bearing indication, the XMIT and AP/CPLD annun-

ciators are illuminated, and the COM and NAV fre-

quency displays show 188.88 with all memory bars illu-

mrnat€c.

9. NAVIGATION RECEIVER FREQUENCY

SELECTORS - Outer knob changes NAV frequency in l-MHz

steps between 108 and 117 MHz; inner knob

changes NAV frequency in 0.05-MHz steps be-

tween 0.00 and 0.95 MHz: simutaneouslv selects

paired glideslope frequency and DME chanirel.

13.

74.

AUTOPILOT COUPLED ANNUNCIATOR

(AP/CPLD) - Illuminates amber when a 4008 or 4008 IFCS auto-

pilot is coupled to NAV VOR/LOC converter output

(non-operational with 400 autopilot).

NAV VOLUME CONTROL (VOL) - Adjysts volume of navigation

recerver auoro,

SQUELCH

CONTROL - Used to adjust signal threshold necessary to activate

COM receiver audio. Clockwise rotation increases

background noise (decreases souelch action): coun-

tercl6ckwise rot{tion decreases birckground noiie.

TRANSMIT ANNUNCIATOR

(XMIT) - Illuminates green when transmitter output is normal

while mike is keyed.

COMMUNICATION RECEIVER FREQUENCY

SELECTORS - Outer knob changes COM frequency in l-MHz

steps between 118 and 135 MHz; inner knob

changes COM frequency in 0.05 MHz steps be-

tween 0.025 and 0.975 MHz or between 0.000 and

0.950 MHz depending on selection of 25150 button.

I I.

72.

15, COM OFF.VOLUME CONTROL

(OFF-VOL) - Combination ON/OFF switch and volume control;

turns on NAV/COM set and controls volume of COM

receiver audio.

16. GLIDESLOPE DEVIATION POINTER - Indicates deviation from

ILS glideslope.

17. COURSE INDEX - Indicates select€d VOR course.

Figure 7-39 (Sheet 3 of 4)

4OO NAV/COM CONTROLS PANEL AND INDICATORS

7-96 Original lssue

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

18.

19.

20.

COURSE DEVIATION

POINTER - Indicates course deviation from select€d omni course

or localizer centerline'

GLIDESLOPE (GS)

I'LAC - Wtte" visible, indicates unreliable glideslope signal or im-

- - - p.t-op;Ill operating equip'nlnt. Flag-disappears when a reli-

able glrdeslope slgnal rs Demg recerveq.

NAVIGATION (NAV) FLAG AND NAV/TO.FROM

it tbtCeron - op".a[u. only with a VoR or localizer signal.-.Red

' NIV positioir (flag) indicates unusable sjenal' With

usable VOR sigira[ indicates whether selected VOR

course is Td or FROM station. With usable

localizer signal, show TO.

RECIPROCAL COURSE INDEX - Indicates reciprocal of selected

VOR course.

AUTOMATIC RADIAL CENTERING (ARC)

PUSH.TO/PULL-FROM

-SEiibTOn - f" ientet detent frrnctions as -conventioral OBS'

Pushed to inner (Momentary On) position, slews

OBS course card to center (+25 de$ee) course

deviation indicator with a TO flag, then retums to

conventional OBS selection. Pulled t'o outer det€nt'

contitt,rously slews OBS course card to indicate.bear-

inc from VOR station, keeping coulse - deviation

oolnter centered ( * 2.0 degree), with a FROM flag'

RN LAMP

iii.i-aeieC ONLY) - Green light illuminated indicates the naviga-

f,lon svsf,em is in the RNAV mode and that

the ve-rtical pointer indication is for a selected

walDoint'

AUTOMATIC RADIAL CENTERING

?ln-Cj tNltCefOR - Amber light illuminates when Automatic

Radial Centering is in use'

LOC LAMP - Green light illuminated when a localizer signal is

being display by the vertical pointer'

BC LAMP - Amber light illuminates when autopilot or reverae

sense opti-on is installed and the reverse se,nse switch

or autoiilot's back-cou::se button is engagedi, indlcates

course ^deviation pointer is reverged on selected re-

ceiver when tuned-to a localizer frequency'

COURSE CARD - Indicates selected VOR courge under course in-

oex'

Figure 7-39 (Sheet 4 of 4)

4OO NAV/COM C'SNTROLS PANEL AND INDICATORS

27.

22.

23.

24.

25.

26.

27.

Original lssue

8OO YAW DAMPER SYSTEM (TYPE YD.84OA)

The yaw damper is an independent system that may be engaged at

any time regardless of the state of the autopilot or flight director. When

enlaged, thi yaw damper provides yaw aiis stabiliiation. The panel-

mounted glno computer turn-and-slip indicator provides yaw rate signals

to operate the rudder servo.

{orE

The fLags in the turn-and-slip indicator will re-

tract uheneuer power is applied. to this unit.

1. YAW DAMPER ON-OFF SWITCH - T\.uns vaw damoer on and

holds ii on until switch is

turned off or control wheel

autopilot disconnect switch

is depressed.

2. CONTROL WHEEL

AUTOPILOT DISCONNECT SWITCH - When depressed, turns

yaw damper off.

3. Y/D FLAG - When yellow flag disappears, indicates power is sup-

plied to the yaw damper computer.

4. RATE-OF-TURN POINTER - Indicates rate and direction of air-

plane yaw movement.

5. GYRO FLAG - When red flag disappears, indicates power is ap-

plied to the gyro.

5. SLIP INDICATOR - Indicates slip or skid when ball is displaced

from center.

Figure 7-4O

YAW DAMPER CONTROLS AND INDICATOR

sEcroN 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS MODEL 406

608sP6012

5414P6007

ffirr|ilffiffiillil l

7-98 Original lssue

ELECTRIC ELEVATOR TRIM

The electric elevator trim system consists of an electrically- operated

dti;;-;;;; and clutch assehbly, which receives power through a

";4";;;t ott;- t*o-*ay trim iwitch and an emergency disengage

swtf,cn.

CABIN FEATURES

CABIN FIRE EXTINGUISHER

A Dortable 2.5 pound Halon 1211 fire extinguisher. is provided in case

.r ?t;'i"ti"ti*t'tr".t';Ji; n;;. Th; flre extinguisher, located beneath the

;;r'ifu1;;;;:;-h;tiJ n" "nL.xJ p'ior Lo eacL flight to ensure that bottle

o.i,."u.", as indicated by the gage on the- bo!!le' i8 wrthrn the green arc

iffi;ilffi;ti6po*ia" ri"ii?ruu'e inch)' To operaLe the boltle:

'-il Loo*.n the retaining ciamp and renove extinguisher from bracket'

i. iold bottle upright, pull ."taittittg pin, and press lever to discharge'

I{OTE

OBegin discharge 5 feet from fire, at bose, ol the

fLame, and sweep as requlred ojross tne Ju'me'

OExtingutsher should be recharged after each

uSe.

3. After discharging a fire extinguisher, ventilate the cabin'

MODEL 406 SECTION 7

DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS

Original lssue 7-99 (7-100 blank)

MODEL 406 sEcTloN 8

HANDLING, SERVICE AND MAINTENANCE

sEcTloN I

HANDLING, SERVICE AND MAINTENANCE

TABLE OF CONTENTS

INTRODUCTION .....

Publications

Cessna Owner Advisories

Cessna Service Information Subscription Program

AIRPLANE INSPECTION PERIODS

Cessna Continuous Inspection Program ' '

Cessna Custoner Care Program

CESCOM SYstem .

Engine Condition Trend Monitoring . .' "''

Servicing R€quirements

Airplale File

PREVENTIVE MAINTENANCB THAT MAY BE

ACCOMPLISHED BY A CERTIFICATED PILOT

ALTERATIONS OR REPAIRS TO AIRPLANE

GROUND HANDLING

Towing....

Parking

Tie-Down

Jacking and Leveling

SERVICING......

Cabin Fire Extinguisher

Fuel ...

Fuel Additive

Fuel Contamination

Oxygen .

Landing Gear Hydraulic Reservorr ' ' '

Alcohol Windshield Deice Reservoir " " " '

Tires . . .

Flush Toilet Reservoir

Light Bulb RePlacement

Fuse and Fuse Limiter Replacement ' ' '

CLEANING AND CARE

ExteriorCleaning ... .. .

Interior Cleaning

PROLONGED OUT-OF.SERVICE CARE . " ..

Page

8-3

8-4

8-5

8-6

, 8-8

8-9

8-10

8-11

8-12

8-13

8-14

8-15

8-18

8-19

8-21

8-22

8-23

8-27

8-28

8-31

8-35

8-1

Original lssue - 1 JulY 1986

sEcroN 8

HANDLING, SERVICE AND IVAINTENANCE MODEL 406

Page

8-14

8-17

8-20

8-22

8-23

8-24

8-25

8-26

8-27

LIST OF FIGURES

Figure

8-1 Approved Fuel Grades

8-2 EGME Additive Mixing Ratio . .

8-3 Approved Oil . .. .

8-4 Oxygen Servicing Chart . .

8-5 Light Bulb Replacement Guide .

8-6 Landing Gear Position Lights . .

8-7 Compass Light .. .

8-8 Instrument Post Lights

8-9 Annunciator Parel Lights

8-10 Ignition Lights . .

8-11 Marker Beacon, Autopilot Off and

Altitude Alert Lights .

8-12 Fuse and Fuse Limiter Replacement Guide

8-2 Original lssue - 1 July 1986

sEcrloN I

HANDLING. SERVICE AND MAINTENANCE

INTRODUCTION

Section 8 of thig handbook provides infqmation on cleaning, inspec-

tion, sewicing and naintenance of the airplane.

lf vour airplane is to retain the new plane performance and depend-

"uiiiti. ""ttiri'" l"tp""iion ""a maintenan-ce requirements must be fol-

iJti,"i'.'ti iii *t" to- iollow a planned schedule of lubrication and preven-

iiu" -"iot"tt"tt". based on cl-irnatic and flying conditions encount€red in

your locality.

otE

It is thp responsibiLity of the owner.to enaure

that all airworthiness directiues and marnten-

aii of thc airplane are done when required

and in'orcordaice uith FederaL Auiation Regu-

latiorx.

Keep in touch with your Cessna Service Facility, and take adv-antage

"f ;i;{ kt"t"*l"dce and -experience. They- know your airplane ard how to

maintain it and will remind you when lubncatrons and orl cnanges are

""""s.t y, and about other seasonal and periodic services'

All conespondence concerning your airplane should- include the air-

"r"ri" -J"I."itii*"-tiut -"u-t"t. Tlii" infothttion. mav be obtained from

ifrl'i'eri.is r"quit"a U""iincation plate located on the .forward door

i"".t. iiii"i: t" -iti" Airplatte Maintenince Manual for an illustration of

ihe identification plate.

PUBLICATIONS

Various publications and flight operation a-ids are furnished in the

ri.jritjJ-i"ti* - J"tit*"d- from "the factory' These items are listed as

foliows:

CESCOM/CUSTOMER CARE PROGRAM HANDBOOK

CESCOM INSTRUCTIOIiI MANUAL AND AIRPLANE

STATUS REPORT BINDER

PILOT'S OPERATING HANDBOOK AND FAA APPROVED

AIRPLANE FLIGHT MANUAL

PILOT'S CHECKLIST

DEALER DIRECTORY

AVIONICS WIRING DIAGRAMS

MODEL 406

Original lssue 8-3

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

The following additional publications, plus many other supplies that

are applicable to your airplane, are available from your Cessna Service

Facility.

INFORMATION MANUAL (Contains Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual Information)

MAINTENANCE MANUALS, PARTS CATALOGS AND

WIRING DIAGRAM MANUAL FOR YOUR

AIRPLANE

ENGINE AND ACCESSORIES

AVIONICS EQUIPMENT

Your Cessna Service Facility ahs a Customer Care Supplies and

Publications Catalog covering all available items, m€ny of which they

keep on hand. They will be happy to place an order for any item which

is not in stock.

I{OTE

A Pilot's Operating Hand,booh and FAA Ap-

proued Airphne Fllght Marunl which is lost or

destroyed may be replarcd by contading your

Cessna Seruice FMiliW. An affidauit contdining

the ouner's name, airplane serial nurnber and

re{ktration number must be included. in re-

plarcment requests since the Pilnt's Operating

'Handbook art pAe Approued Airyla;e nigit

Manual is identified for specific airplnnes only.

CESSNA OWNER ADVISORIES

Cessna Owner Advisories are sent to Cessna airplane owners at no

charye to. inform them about mandatory and,/or beneficial airplane ser-

vice requiremenls and product improvements:

United States Aircraft Owners

If the aircraft is registered in the U.S., appropriate Cessna Owner

Advisories are mailed automatically according to the lategt aircrafl

registration nane and address provided to the FAA.

If the owner requies a duplicate Owner Advisory to be sent to an

address different than the FAA aircraft, registration address, the owner

must complete and return an Owner Advisory Application, form

D5514-13 (otherwise no action is required on the owner's part).

8-4 Original lssue

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

International Aircra.ft Owners

To receive Cessna Owner Advisories, International aircraft owners must

""rtpf"" *a t"t"rn an Owner Advisory Application' form D5514-13'

Receipt of a valid Owner Adviso.ry AppJication .will-. establish the

c";;;''o;;. Aa;to"v *"*i"i-lduputate- bwner Advisory service for

;:B:;t"-";H";*;J"ti njt o"" vi"i, aiter which the owner will be sent a

renewal notice'

CESSNA SERVICE INFORMATION SUBSCRIPTION

=.PROGRAM

A subscription service for Caravan II Service Bulletins is available

directlv from the uessna '-o.riilti Su-i"tt |gpqt3?lti^Jour Cessna

Bii"llii ei,iiiitv;u 1," pr""Ja"io t"nplv vou witli denits concerning this

iriri.iiipii"ii iiiostan, aid Etand; reidv, ihroueh his service Department'

iJ ."iiiiv v".i *iih fast and effrcient service'

AIRPLANE INSPECTION PERIODS

FederalAviationRegulationsPart9l.16.9.G).defrnesthe4Fpection

,"o'u'ii"r#nG 6.-iotuopiop.riit:po"'"ied multiengine 1Il]T""' Chapter 5

;'f';fr;'lG;;; Mai"tc"ince - Iftanual contains the inspection program

i""r--'-"ttda uv Cessna Aircrah Company'

Additional inspections may be required-by the FAA''These insDections

are issued in the form "t aik"ttttit*J-niiectives and 'cal aPdv^to thc

ffd;;.;;il;; undToi "otpott"ttts of the airylane' It is the owner s

i""."*it Uitv to ensure compliance with these directives-'- ln aome cases'

the Airworihines" Directiue""retti;" ;;;;titt* com-pliance; therefore' the

owner should "n**" ,rr*ou"rtuni nonco'mpliance does not occur at future

inspection intervals.

NOTE

Refer to FAR Parts 43 and 91 for prope,lly,

iii'tiri"i"a agency or personn'el to acconphsn

ltiiiiii"tioi*' Contaci vour- locaL .Cessna ser-

uice Fdcilitv for sdditional tntormatlon'

CESSNA CONTINUOUS INSPECTION PROGRAM

The Cessna Continuous lnspection Pro-grqq has.been developed to

nrovide a modem continuo"t'ii"i*iio" tt["C]'le that satisfies the com-

ii""#i"rriril"-:i;;bi"iii,t '6qi,ii"ii""i"--a to help vou,realize ma:imum

utilization ot you" uop*o"'iT?iti''iit"t cost 'arid. down-time' Under

this prosran, vou, uoptto"" iJ p-ip"'".iiJ;4.pain$119{ in a 600 hour

cycle. This cycle is composldofiii -ptt"t"t with a phase being performed

at 50 hour int€rvals'

MODEL 406

Original lssue

sEcTtoN I

HANDLING, SERVICE AND MAINTENANCE MODEL 406

The procedures for the Cessna Continuous Inspection Procram have

been carefully worked out by the factory and ai.e followed 6y the Cessna

Dealer Organization. The complete farniliarily of Cessna Dealers with

Cessna equipment and factory-approved procedures provides the highest

level ol servrce possrDle to uessna owners.

CESSNA CUSTOMER CARE PROGRAM

Specific- benefits and provisions of the Cessna Warranty for your

qilp-lgl^e- plus other import€nt benefits for you are containid ir: your

CESCOM/Customer Care Program Handbook supplied with your - air-

plane..Yol will want. to thoroughly review this pubiiiation and [eep it in

your alrphne at all trmes,

CESCOM SYSTEM

CESCOM is Cessna's Conputerized Maintenance Records System.

This comprehensive system prbvides you with an accurat€ and iimple

method of monitoring and schedulins inspections. Caravan II Service

Bulletins, Service Kits, Airworthiness Direc-tives as well as scheduled and

unscheduled maintenance activities. For detailed information about

CXSCOM, refer to the CESCOM Instruction Manual supplied with your

airplane.

ENGINE CONDITION TREND MONITORING

. Pratt and Whitney Canada Inc. Engine Condition Trend Monitoring

is a. systfm of. recording. engine ins[rument readings, correcting thi

readrngs Jor ambrent conditions, and comparing actual engine operation

co typical engine operating characteristics.

It has been established that engine operating characteristics, such as

o,utput torque (Tq), _p_rgpeller RPM (Np), interturbine temperature

(IT'T), Sas generator RPM (Ng), and tuel-flow (Wf) are prediciable for

various engine t54res under specific ambient conditions.

. Because airplane engines operate at a wide range of altitudes, outside

alr l,emperatures, and airspeeds, corrections for varving ambient con-

ditions are also incorporated into the Trend Monitoririg pirocess.

During operation,- engine gas path components (compressor as well as

l.urbine) are exposed to internal and external factors which can deterio-

rate the airfoil surfaces, which in turn can decrade the oneratins effl-

ciency of the engine. Accomplishmenl of Eneint Condition Trend Moni-

toring allows compressor and,/or turbine deteiioration to be detected, and

in turn, alerts the operator/maint€nance facility that corrective main-

tenance action may be needed.

Engine Condition Trend Monitorins is ar integral feature of the

Cessna CESCOM program. Accomplishment of Trend Monitoring, utiliz-

.'-O Original lssue

inetheCessnaCESCOMsystem,isrelativelysimpleandconsistsof

thiee primarY activities:

oRezularrecordingofinstrumentreadingsbytheairplaneoperatolon

th;Aircrafi Flight Rccord'

O Processing, pl-o-!qng, aTd reDorting of fuel flow (Wf inter-turbine

temperature (l l"I,, ano g#"gt""i?oi nFv (Ne) deltas (deviations)

bv CESCOM.

OAnalysisandreviewof.the..reporiedTrendMonit,oringreportbythe

^- Lp"tito.'" maintenance facility'

To ensure maximum accuracv' it is ESSENTIAL to rninimize as

many enors as po.srore *;;";";;di"t engine instrum€nt readings'

sources ot error lncluoe "*uii'puiJi*, i*pr"ecise interpretation of in-

Jt"i*""i ."uaings, poor insiiinienf u"dut"iy' and poor instrument re-

;"i#tll'"*ft ""1,8*i"nr',xf;*,1*'*t'+"H$,ilT;i*'1,fl ,:""

Trend Monitoring instrument readings should P" g:P^-tlti-!:d,::"1

r"riif;"iiiiii"'i'iin 'ihJ e"gi"e adjusted to. normal-cruise-oower' Ior a

stabilized period ot "ot '"S'iriltl- HyJ minutes' The,.airP-lane inertial

separator should rre..rn t""'NbfrMAi' p;iiion' 31d'the^anti-ice/deice

equipment, arr conorrronrng' *a 6t"a air (cabin heat) should be turned

off.

*frt##*kffi#i'3Hiii"'t?$;ao'?1Hl'1$'di:i:"""T'i3ilf'

To obtain accurate re#llgs' parallax e*or' tnus-t

Ei minimized by uiewing each. Ltts'trunaenl Jrom

a zero-degree angle (i e ' stralght aneao)

,"iJ.'""fl

i:l{#"itr1:61f ',.:X1.ist1ii.llt6Y..ffi,Fi'f *':""#

tor engine op"tur-g, u"tt'i'[y" !"-i-t'i - idt*p and p-lan - tuture main-

t€nance actlvrtles wltn Loerr miintenance facility'

For those operators not upi+e QpSpOM' two additional methods mav

be used to accomplish Trend Monitoring:

O P & WC Compu-T.rend 2, which utilizes t l1"y-19!1-li:k"td HP4ICV

model programmao'" nuttf-h"ld "ulculator and optional printer'

oP&WCCompu-Trend3,whichcolsjstsofacomputerprogram

- ;"til;'; eASiC ro. an IBM Personal comput€r'

MODEL 406 sEcrloN 8

HANDLING, SERVICE AND MAINTENANCE

I Original lssue 8-7

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

Additional information about both of these methods mav be obtained

from:

Pratt and Whitnev Canada Inc.

Box 10, Longueuil-, Quebec

Canada, J4K 4X9

Attention: Customer Support, Small Turboprops Mail

Code:1RCl

Trend Monitoring should be implemented when the engine iB new or

newly overhauled.

For additional information on Trend Monitoring, refer to the CESC-

OM Instruction Manual supplied with your airplane, and Pratt and

Whitney Canada Aircraft Inc. Gas Ttrbine Operation Information Let-

ters, Number 10 and Number 23.

SERVICING REQUIREMENTS

For ouick and readv reference. ouantities. materials. and specifications

for frequently used service items (such as fuel, oil, etc.) are shown in this

section.

In addition to the Preflight Inspection covered in Section 4, complete

servicing, inspection, and test requirements for your airplane are detailed

in the Aimlane Maintenance Manual. The Maint€nance Manual outlines

all items which require att€ntion at 50-, 100-, 200- and 600-hour inter-

vals plus those items which require servicing, inspection, and/or testing

at special intervals.

It is r€commended that you contact your Cessna Service Facility

concerning these requhements and begin scheduling your airplane for

service at the recommended intervals.

Depending on vadous flight operations, your local govemment avi-

ation agency rray require additional service, inspections, or tests. For

these regulatory requirements, owners should check with local aviation

officials where the airplane is being operated.

8-8 Original lssue

MODEL 406 SECTION 8

HANDLING, SERVICE AND MAINTENANCE

AIRPLANE FILE

There ate miscellaneous data, information and licenses-that are- 9. Part

"f th;;irpfu; fiie. The following is a checklist for- that file In addition'

X'r"it"iiJ "hJ"t rtto"ta U" mad6 of the Iatest Federai Aviation Regula-

tions to ensure that all data requirements are met'

a. To be displayed in the airplane at all times:

(1) Standard Airworthiness Certificate (FAA Form 8100-2)'

(2) Aircaft Registration Certificate (FAA Form 8050-3)'

(3) Aircraft Radio Station l,icense, (if Trinsmitter is installed'

Federal Communication Uommrssron lorm DDb''

(4) Radio Telephone Station License, (Federal. Communication

'-' bJ--t"ioi, Form 409, if Flitefone Radio Telephone is

installed).

b. To be calried in the airplane at all times:

(1) Weieht and Balance Data Sheets an{associated papers^(all

'^'

"opiZt oi tle Repair and Alteration Form' FAA Forrn 33?'

if ipplicable).

(2) Equipment List'

(3) Piiofs Operating Handbook and FAA Approved Airplane

Flight Manual.

(4) Pilot's Checklist.

c. To be made available upon request:

(1) Airframe Maintenance Records'

(2) Engine Maintenance Records.

(3) Propeller Maintenance Records'

Most of the items listed are required by -the- United States Federal

4uir1len ftesulations. Since the regulations of other natrons may requlre

other docurients and data' owners of airplanes not re€rstered ln Ine

ijnilib;G.-;houia "tt""[ with their own aviation officials to deter-

mine their individual requirements.

Cessna recommends you also carry your - CESCOM/Cuetomer Care

p.o"ii--n"iaU"oi,-C"t't"-* C-" C"ard and Pilot's Abbreviat€d Chec-

klisf in the airPlane at all times.

Original lssue 8-9

PREVENTIVE.MAINTENANCE THAT MAY BE

ACCOMPLISHED BY A CERTIFICATED PILOT

Part 43 of the FAR's allows the holder of a pilot certificate, issued

under Part 61, to perform preventive maintenance on any airplane

owned or operated by him thai is not used in air carrier service' Refer to

FAR Part -43 for a list of preventive maint€nance items the pilot is

authorized to acconplish.

NOTE

OPilots operating airplarws of other than Unit'

ed States' reEistry sfu5uld refer to the regulations

of the country of certification for information on

preuentiue maintenance that mdy be performed

by piLots.

OAll maintenance other than preuentiue main-

tenance must be accomplished, by appropriately

licensed. personnel. Conta.ct your Cessna Seruice

FaciliU for add.itional information.

OPrior to performance of preuentioe rnainten-

ance, reuiew the appLicable procedures in Lhe

Airolane Maintenance MaruaL to erxure the

proiedure is properly cornpl.eted,.

ALTERATIONS OR REPAIRS TO AIRPLANE

Alterations or repairs to the airplane nust be accomplished by appro;

nriatelv licensed personnel. lf alterations are considered, the FAA should

be corisulted to'ensure that the airworthiness of the airplane is not

violated.

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

8-10 Original lssue

TOWING

The airplane should be lqoved. on the c-toy"d *ill the. aid of the

nosewheel towing bar provroeo *itL tft" airplane' The tow bar is de-

"fiU;;G;t [o th" itos" sear strut fork'

E'yI.!tEE?%f

ff i!.%i!{{:frhl?:f.i,

sslFt*r';**a:,wf,i&dfrxf !t'3^

"'#wa6ftf

X'Wffi:,il:i;fr{i*rt

neuice cAN occuR lF THE-TU-IIN^LtM-

,i,:fr

E,:{rEifiiiii#ii?tr",l"ifl.t

E ifrf

[[ i, fi:i"i fr

' t

i u r!

-[nn a x .

wTTi'"^titF.!i"i"ffi,"*"i#'il#

GROUND'

Should towing operatlons be required. which cannot be -accomplished

with the nosewheel p*ti 1"g, itt" uitpluo" c"tt be towed using a

yoke-type tow bar and a tos

,n#'3,"[*,i;l?Ji]eti#,lf*:i:,lU#i#l:lvT"L'"'ffi-'fl]

airplane with the arrpt'ane'tiii""*ii-itt"--"ient the tow,bar breaks or

-'. il,1i.ift"" Jii,"t"ii"a. if, ""-i.e!"FJ "iL' station wing and/or tail welkers

t.o ensure adequare .r"*."if f,'Jti""n 'airptane and adjacent equipment

and structures'

Refer to the airplane maintenance manual for additional towing proce-

dure information.

MODEL 406

GROUND HANDLING

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

Original lssue 8-11

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

PARKING

Parking is normally accomplished with the nosewheel aligned straight

ahead. This minimizes stress on the nose gear during starting and

simplifies the steering during subsequent departures from the parking

area. If gusty wind conditions prevail, Iock the controls to prevent

unnecessary control surface movement. When parking the airplane, head

into the wind and set the parkine brale.

DO NOT SET PARKING BRAKES WHEN

THE BRAKES ARE OVENHEATED OR DUR-

ING COLD WEATHER WHEN ACCUMU-

LATED MOISTURE MAY FNEEZE THE

BRAKES.

When setting the parking brake is impractical, chock the main and

nose wheels to prevent airplane movement.

TIE-DOWN

Proper tie-down procedure is the best precaution against damage to a

parkeci airplane by' gusty or strong wiids. To lie-iiown tbe airplane

securely, proceed as follows:

1. Head airplane into the wind, if possible.

2. Set parking brake, and instalfset control locks to restrict travel of

all moveable surfaces.

DO NOT SET PARKING BRAKE WHEN

1:H8 BRAKES ARE OVERHEATED OR DUR-

ING COLD WEATHER WHEN ACCUMU-

LATED MOISTURE MAY FREEZE THE

BRAKES.

3. Install pitot tube covers, if available.

4. Set elevator, aileron and rudder trim tabs to neutral so that the

trim tabs fair with the control surfaces.

5. Install control column lock in the pilot's control colurnn, if avail-

able. If column lock is not availabie. tie the oilot's control wheel

full aft with a seat belt.

8-12 Original lssue

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

JACKING AND LEVELING

Three jack points are p1ovided on the,underside^of the^aimlane' One

iack point rs located 1ut',u" ofih"-"osewheel well, and.one is-located on

ihe lbwer surface of e""h *;;,'i;bt;; *a in-tittu with the wing flap

hinge' M)rE

oErxure bolh generator suitches.are off to pre'-

tr i:-'N Ii'

f:J "?'!' ",{ 1[2*"

kf i'T',[# ",ilffi

is in the ON Position'

tNacks, idealLy suited to. the. drplane' can b-e-

i"iiiiiie uv thZ cessna Aircraft cornponv 't kree

;;i; ;;" iequired to lift the airPlane'

To level the airplane longitudilallv.and latrrally', uttle tlyee ja':k$C

^nrniigit*ry,:;r;$",'r;;;i*g,'l*i"+{5tit+lt*l1g11

screws, then level tongrtuorniVl'iJ fti"it*i"tJty' piace.a"snirit level at

Station 1?7.45 (cent€rlrne ri;;ti ipar) on-lndirside. of fuielage' lRefer

ir'iiil'iitpr"iti na-iint"nu""" Mu"lui roi additional information'

SERVICING

In addition io the PREFLIGHT INSPECTIO\ :g":::9 in Section 4'

coMPlETil-;,;*t"tlg"frqTtit]ll,l''nl-t""t'"quit"ment€f orvourair-

plane are detailed in the M

If dusty conditio.ns- exist.or if ,the last flight of the FY !f'P"t"

completed, rnstall the engme ttt'ei and e*hi'"st--cover-s to prot€c't the

encines tiom deDrls. rne coverc may be installed aftcr the engrnes

il%;;i;; fin (Inter turbine temperature indicators showrng

"off scale" temperatures) '

A,;;;';"o-e-si; atqin. or at least-700 pounds tensile-str11{h *

iil"lftr"" iie-down fittings. Secure the opposite ends of the ropcs or

chains to ground ancnon]. t*o-oi in" iij-do*" fittin-gs are.located

outboard of the naceue -oq -t; -"itt -tp* The tliird tie-down

ffiffi^; ti" Git*". qil sklq. For turther . securit)'".lle;tio^se. sear

with a rope attached aoove ,"u-tiot" g""t torque iink' !|3^ other

""['.[otfl U. attached to.a substantial ground anchor', r'ne- rope

"iiif" to ttt" ground should be 45 degrees',Attach a second rop€ rn a

similar manner to ,n" oppo"t'"-titi3-oi tu" n99e.ee3r, l1sr119 that

;#1;";;ili-;"C chafe bi th; ;;; gear or thaidamage will not

occur io the nose gear.

MODEL 406

Original lssue 8-13

SECTION 8

HANDLJNG, SERVICE AND MAINTENANCE MODEL 406

CABIN FIRE EXTINGUISHER

The cabin fire extinzuisher is attached to the lower front seat struc-

ture of the copilot's sea[. On a regular basis, check the following:

1. Check fire extinguisher for secure attachment to copilot's seat.

2. Check yellow plastic tamper tag for condition.

3. Ensure trigger safety lock ring is installed.

4. Check pressure gage for correct indication. If extinzuisher is

weighed. it shouki weigh at least 4.5 pounds. If the exiinguisher

weighs less than 4.5 pounds, remove the extinguisher for insiection

and recharging by a -qualified fire extinguishei agency. Such agen-

cies are listed under "Fire Extinguishers't in the te-iephone directory.

5. Approximately 8 seconds of use is available in a fully serviced

extinguisher.

FUEL

Care should be exercised during fueling operations to avoid damaging

deice boots with fuelins hose.

EIIEI

GRADE FUEL

SPECIFICATIONS

MlNll'rUM FUEL

TEiIPERATURE

FON TAXEOFF .

SPECIFIC WEIGHT

POUNDS PER U,S,

GALLON AT

60.F

COLOR

JET A

JET A-1

JET B

JP-1

JP-4

JP.5

JP.8

* AV|ATIoN

GASOLINE

(ALL GRADES)

ASTM.D1655

ASTM-D1655

MrL-L-5616

MrL-T-s624

MtL-T-5624

MtL-T-83133A

MIL,G-5572 AND

ASTM.D9lO

-54

-31

-54

6.8

6.7

6.0

COLORLESS

80/87 RED,

1OO GREEN,

lOOLL BLUE

* Aviation gasoline (All Grades) is approved for emergency use only. A

record o_f_ total aviation gasoline used must be recorded-inihe Airpiane

Encine Maintenance Record.

NATO equivalents of the above fuels may be used.

Figure 8-l

APPROVED FUEL GRADES

8-14 Original lssue

MODEL 406 SECTION 8

HANDLING, SERVICE AND ITAINTENANCE

Alternate/Emergency Fuels

Aviation gasoline, all glades, are restricted to emergency use'

.AVIATION GASOLINE IS RESTRICTE^D-

iz I

y w v;"f F ifi i {f "'!"aK i:.

C)NE OVERHAUL PERIOD'

&2y;{;"'x:.,:+,'^y7f

tff

shi}i:f

wt":Bf;!ffi:{0,3#'[,*r;y]ri'

RIOD.

?i!;l,Wft"Wff,fru**{o!6'i#ul'o*

FUEL ADDITIVE

A variety of fuels may- be used in the. airplane: however'--each must

l1dail#*ii[%"r'lllli:.;'*rt"ltJi"?ll"1iffi -*'i'lhMIL.

Wr.i#*r,"r*

rP 4 AND rP's FUELS le!-!4!L:rj9?!

+Xf,'FA i\frk ;,P,r,Ylli[rTi & f{tr

ii'bi-'{N-IPFRIvED rY?P 9l 4NTr.

!r"o,l uo?t,!,:rE' T!^f

, 6

I i' { ut io"u"ii

BE ADDED.

Oriqinal lssue 8-15

Ethylene glycol monomethyl ether (EGME) compound in compliance

with MIL-I-276868, must be carefully mixed with the tuel in concentra-

tions not to exceed 0.15 percent by volune. The minimum EGME

concentmtion within the fuel tank is 0.035 percent bv volume. The

minimum EGME concentration for fuel beins idded to ihe fuel tank is

0.060 percent by volume.

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

OMIXING OF THE EGME COMPOUND

WITH THE FUEL IS EXTREMELY IMPOR-

TANT BECAUSE CONCENTRATION IN EX-

CESS OF THAT RECOMMENDED (0.15 PER.

CENT BY VOLUME MAXIMUM) WILL RE-

SULT IN DETRIMENTAL EFFECTS TO

THE FUEL TANKS, SUCH AS DETERIORA-

TION OF PRO:TECTIVE PRIMER AND

SEALANTS AND DAMAGE TO O-RINGS

AND SEALS IN THE FUEL SYS?EM AND

ENGINE COMPONENTS. USE ONLY

BLENDING EQUIPMENT THAT IS RECOM-

MENDED BY THE MANUFACTURER TO

OBTAIN PROPER PROPORTIONING.

.DO NOT ALLOW THE CONCENTRATED

ECME COMPOUND TO COME IN CONTACT

WITH THE AIRPLANE F/NISI/ OR FUEL

CELL AS DAMAGE CAN RESULT:.

8-16 Original lssue

MODEL 406

20 40 60 80 100 120 140

sEcTloN 8

HANDLING. SERVICE AND MAINTENANCE

o20

Fisure 8-2

EGME ADDITI=VE MIXING RATIO

Prolonsed storage of the airplane will result in.a waPr.buildup. in the

2"i iitii"n ;r"i"it"3-o"d-itt" u'aaitiue. An indication. of this is when an

;;;;-;il;;";t oi water. accumulates in .the tuel tank. sumns' The

concentration can be checked Gng a antiice concentration -test kit

iiil^I.i;;ilr Cilmria-ooz avaihhe from Cesg.qa -Ailcraft. Companv

h'"il"r" 'ii"i.i""l -e-eoo n' p"*n"", Wichita, Ks 9?218) .ft is,imperative

iriJr"i'r'""#iiii"Li;;"i f"; ;il r.ii'L"'lo'uo*"a "'p,licitlv whei check-

i#" t]hJ ;[dill;;- concentration. The rnhimum adaitive concentration

l'ri?rr"'u! ooiri'i,"r;;;; bv ;;i;" and maximum conceniration shall be

0.15 percent bY volume'

If antistatic prot€ction or additional biocidal protection is deeired'

the lollowing adClitives are approved for use:

1. Shell ASA-3 anti-static additive, or ecuivalgni, may be used in

^ ;;;ttt"; bfit ittJ n-t"i "p to 300 coirduc.tivitv units', but in no

iu""iiliutt the aaditive exceed 1 part per million by weight'

2. Dupont Stadis 450 Anti-ice, or equivalent, may be used in smounts

' ;;;i";;i;il"i ,ip lo go0 to"aoi'tivitv units,'b"t in no event shall

the additive exceed 3 part per million by werght'

If additional biocidal protection is desired, an additive is permitted for

""""ii"J"riiiii'.iiidi-tio"i. F";i ta"k maintenance practices are of prime

#:oortr;;il "ont otti"g -i"toLiui growth However,,.other factors such

;:'"""1il""t", ;i;6; J;;lst\ loute structure and. utilization' also affect

iii.''rli6irr'hJ*iriliit"t"roi",'o""*ioiui ott of a biocide :"av be required'

g;"id" udaitiu" mav be used on a limited basis, defined as intermitt€nt

GALLONS OF FUEL

Original lssue 8-17

or noncontinuous use in a single application. -to sterilize. airplane. fuel

svstems suspected, or found l,o be conlaminated by microbial organlsms'

For those operators, where the need for biocide use is dictated, Pratt and

Whitnev Cinada Inc. recommends, as a guide, a dosage interval of once

u -o"t[,. This interval can then be adjuited, either greater or lesser, as

"" op"i"t"it own experience dictates. An engine operated in private and

com6rate aimlanes, where utilization rates are relatively lolf' may use

the, additive continuously. The following additive is permitted lbr use:

1. Sohio Biodor JF biocide additive, or equivalent, may be used in the

- fuei ut a concentration not to exceed 2?0 parts per million by

weight (20 parts per million elemental boron)'

FUEL CONTAMINATION

Fuel contamination is usually the result of foreign mat€rial present in

the fuel svstem, and may consist of wat€r, rust' sand, dirt, - microbes or

[u"te.i"t dtowtti. In addiiion, additives that are not compatible with fuel

;; ir;I;dt"- components can cause the fuel to become iontaminated'

Before the first llight of the day and after each refueling, -use the fuel

""*"t"i -a drain fu-el from the firel tank sump drains, the fuel strainer

draiirs and the crossfeed line drains to determine if contaminants are

pr"."r1.""9 that the airplane has been fueled with the proper grade and

tvDe of luel.

If contamination is detected, continue draining from all fuel drain

ooint* -l.r"til all contamination has been removed. If the airplane has

Seen serviced with the improper fuel grade, defuel completely and refuel

*iiti itt" correct grade. Db iot fly tLe airplane with contaminated or

unapproved fuel.

In addition, Omers/Operators who are not acquainted with a particu-

lar iix;d base operatoi should be assured that the fuel supply has been

"h""["a fo" con'tamination and is properly filtered before allowing the

aimlane to be serviced. Also, fuel- t€nks should be kept firll between

niihts. o.ovided weisht and balance considerations will permit, to reduce

th6 poiiibitity of waler condensing on the walls of partially frlled tanks.

To further reduce the posgibility of contaminated fuel,-routine main-

tenance of the fuel systeri should'be performed in accordance with the

aimlane Maintenance Manual. Only the proper fuel, as defrned in Sec-

iio-" z or tu" handbook, should be used, and fuel additives should not be

used unless approved by Cessna and the Federal Aviation Adminigtra-

f,lon.

fiiRlSN3, sERVrcE AND MATNTENAN.E MODEL 406

8-18 Original lssue

P.ERSONS WHO HANDLE ENGINE OIL

ARE ADVISED TO MINIMIZE SKIN

CONTAST WITH USED OIL, AND PNO-

MPTLY REMOVE ANY USED OIL

FROM THEIR .g'{IN. .A LABORATORY

STUDY, WHILE NOT CONCLUSIVE,

FOUND S UB,S?ANC',S WHICH MAY

CAUSE CANCER IN HUMANS. THOR-

OUGHLY WASH USED OIL OFF SKIN

A,S SOON AS POSSIBLE WITH SOAP

AND WATER. DO NOT USE KERO-

SENE, THINNERS OR SOLVENTS TO

REMOVE USED ENGINE OIL. IF WA-

TENLESS HAND CLEANER IS USED,

ALWAYS APPLY SKIN CREAM AFTER

USING.

The oils listed in Figure 8-3 cornply with the engine manufacturers

specifrcations. These oiE are fully appioved for use i; Pratt and Whit-

ney Canada Inc. commercially operated engines.

When adding oil, service the engines with the type and brand which is

currently being used in the engines. Refer to the airplane and engine

malntenance recoros.

MODEL 406

otL

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

Miring of d'ifferent brands of oils or uiscosities

of oiti i n6t allowed; shouid oils of different

brands or ulscosities be. ina.duertently m;x,ed, thz

' oll system serDLcLnE Lnstructlons Ln tne drr-

nlane's Maintenanc-e Manual shall be carried,

but.

Original lssue 8-19

OIL BRAND AND

TRADE NAME

VISCOSITY TYPE

BATING

APPLICABLE

SPECIFICATION

OiL DRAIN

PERIOO

Aero ShellTurbine

oil 500

Aero Shell Turbine

oit 555

Royco Turblne

oir 500

Royco Turbine

oit 555

l\4obil Jet Oil ll

[.4obil Jel Oil 254

Castrol 5000

Esso Turbo Oil 2380

(See Note li

Exion Turbo Oil 2380

(See Note 1)

Type ll

PWA 521

See Note 2

See Nole 2

See Note 2

See Nole 2

See Note 2

SECIION 8

HANDLING, SERVICE ANO MAINTENANCE

Fisure 8-3

APPR=OVED OIL

MODEL 406

NOTE:

l. "Esso" and "Exxon" are interchangable trade names dependent sole-

' r"" i" irit "ti;; ;.gi";. These 6rund" are idenl ical and mav be

intermixed.

2. Oil Drain Period.

". Fo, "neines operated in corporate or ulility. airplanes with

' "iiil""i'i?-'"t i0'[;rt. per month or less, it'is. recon'mended

iriii ttiii,iit-i"-"ttu"g"d 6u".v 400 hours or 12 calendar months'

whichever occurs first.

b. For engines operated in commuter airplane-type. operatrons

wiLh utilizalion of more than 50 hours per month' rt-IS recom-

-""i"a itt"f tttu oil be changed every 1200 hours or 12 calendar

months, whichever occurs first

c. l[ operating in sandy or dusty environmeni' regardless of l'he

"' "iirii^iir.,in. oil cliange interval of, l2 calendar months musl

be reduced to every 6 calendar months or less dependlng upon

the severity of the environment.

8-20 1 June 1987

MODEL 406 SECTION 8

HANDLING, SERVICE AND MAINTENANCE

Oil Quantity Operating Range

Fill to within 2 quarts of MAX HOT or MAX COLD (as-appropriate)

on dinstick. Suart markines indicate U.S. quarts low if oil is hot. For

e*a*ple. a dirjstick readini of 3 indicates the system is within 2 quarts

of MAX if oii is cold and within 3 quarts of MAX if the oil is hot.

M'TE

To obtain dn dccurate oil leuel reading, it is

recommended the oil leuel be checked within 10

rninutes after engine shutdown uhib the oil is

hot (MAX HOT marking) or prior to the first

flieht of the day while the oil is cold (MAX

COLD marking). If more than 10 minutes htr.s

elapsed, since engine shutdoun and engine oil is

still warm, perform an engine dry motoring run

before checkinE oil leuel.

OXYGEN (Aviators Breathing Oxygen . Specification

MIL-O-27210)

Check pressure gage for anticipated requirements before each flight.

Refill whenever pressure drops below 300 pounds per square inch.

The oxvgen cvlinder. when fullv chareed and allowed to stabilize at a

temperatuiE of it.t delrees Celsuis, contains approximately 114.9 cubic

feet of oxyge.n under .a pressure, of 1850, pounds, per Bquare inch. Filling

pressures will vary, however, due to the ambient temperature in the

filling area, and because of the t€mperature rise resultir:g from compres-

sion -of the orygen. Because of this, merely frlling to 1800 or 1850

pounds per squirt inch. will not result in a properly frlled cylinder. Fill

io the piessures indicated in Figure 8-4 for the anbient temperature.

OIL, GNEASE, OR OTHER LUBRICANTS

IN CONTACT WITH OXYGEN CNEATE A

SERIOUS FIEE HAZARD, AND SUCH

CONTACT MUST BD AVOIDED WHEN

HANDLING OXYGEN EqUIPMENT,

The cylinder is normally serviced through a filler valve located on the

forward lace of the left nose baggage door jarnb. Variations in optional

avionics installations may in so=irJ cases iequire that the cylinder be

serviced through the right nose baggage door in a similar manner.

Original lssue 8-21

iiRlSNd sERVrcE AND MATNTENAN.E

AMBIENT

TEMPERATURE

FILLING

PRESSURE

AMEIENT

TEI'PERATURE

FILLTNO

PNESSUNE

PSIG "c FSiG

-17.8

-12.2

-6.7

4.4

10.0

15.6

't0

1600

1650

1675

1725

1775

1825

1875

21.1

26.7

32.2

37.8

43,3

48.9

54.4

r00

110

120

130

1925

1950

2000

2050

2100

2150

2200

THE NUMBERS SHOWN ABOVE ARE APPLICAALE TO iqqo-Psl O-XYGEN BOT-

iLEl:'iC A-N ibso FSiirivoeN eorrle ls INSTALLED INcREASE EAcH FILLING

PRESSUBE BY 50 PSI.

FiEure 8-4

OXYGEN SdRVICING CIIART

LANDING GEAR HYDRAULIC RESERVOIR (Hydraulic Fluid

MrL-H-5606)

Check the reservoir fluid level; fill as required to 'naintain fluid level

t"tiu""ti tir. A-o-o *a MAx FULL mark!. Reservoir caqacity is ap-

proximately 1.2 quarts when landing gear is down and lockeo'

ALCOHOL WINDSHIELD DEICE RESERVOIR (lsopropvl Alcohol

MIL-F-5566) (OPtional SYstem)

Check reservoir fluid level; fill as required' tleservoir capacity is 3'0

gallons. Reservoir is located in right nose baggage compartment'

TIRES

Tire pressure should be maintained at 95 pourrds per square inch for

main wlieel tires and 50 pounds per square inch tbr nosewheel tre'

FLUSH TOILET RESERVOIR

The ootional flush toilet uses a reservoir tank that contains wat€r and

"h";i;i'" '"Th" -;;;;ai tank should be removed and sergiced after

;;;;;G use or after as oi +o cvcles of the svstem Service the

;;.";;;;'*ith a-z-quart -sotution of-water and a 3-ounce package of

Monosram DG-19 or Chem}are chemical'

NOTE

DurinA, cold weather operalion, where -cab-in

tempeiatures can faLL below 0 degrees CelstLs

62'deerees Fahrenheit), an ethylene EtycoL bqse

anti-fieeze should be add.ed to the reserDotr

tanh' to preDent freezin4 of thc t'Iush soltttion'

MODEL 406

8-22 Original lssue

LIGHT BULB REPLACEMENT

The following table, refer to Figure 8-5. is a light bulb .replacement

zuide. Lieht bu-lbs which can reasonably be changed by the pilot are

indicated-by an asterisk (*) preceding the item.

MODEL 406 SECTION 8

HANDLING, SERVICE AND i/AINTENANCE

L|GHT - (LOCATION) BULB OUANTITY/

AIBPLANE

BULB

PART/NUMBER

Exterior (Standard)

Navioation Uohts (Winqs)

Navi6ation Lidht ftaill -

Landing Lighis (Left and Right)

Taxi Light (Nose Gsao

Anti-Collision Liohts

wing Deic€ ughi (Left and Right)

Exterior (Optional)

Wrng Tip Recognition Lights

Oscillatino Beacon Ground

Becodnition Lights

lnterior

4Landinq G€ar Position Lights

.Landino Gear Unlocked Light

rComDass Lioht

tlnstrument Fost Lqhts

*Annuncialor Panel Lights

4Annunciator Panel Master warning

Lights

xlonition Liqhts

.Marker Be-acon Lights

iAuiopilot Olf Llght

tAltitude Aled Light

.R NAV Numb€r 2 Ught

'Autopilol Couplsd Light

.IFCS Annunciator Liqhts

rFlioht Director GA Light

'Flidhl Director DH Liqht

r,Ralio Altimeter DH Light

r.pitofs and Copilot s Oxygen

Outlet, Headphone and Make

Jack Port Ught

FlaD Position Indicator Lights

Mao Liahts (Overhead Console)

lnsirum.-ent Panel Flood Light

Passenger R€adrng Lights

Cabin Doorway Flood Ught

Enqine Fir€ Warning Ught

Fire Bottle Amed Light

IFCS Mode Sslector Ughts

Nose Baggage Compartment Light

tlelreshm€nt Bar Light Ass€mDlY

Hot Cup Indicalor Lighl

90r18

628

M33547&305

MS252414553

4594

31-3172-27

900-330{0

5F1042-1

A-7079&24

M525237-327

t\4s25237€27

M525237-327

M325237327

M525237-327

MS25237327

ct\,r7235

cM6839

M525237.327

cM6839

MS25237-327

M590451-6832

1309

r495

MS1557&303

M525237-327

1S247

1400-003

3060D348PS8

LIGHT BULB $#ii%fi*'"T GUIDE

Original lssue 8-23

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

Landing Gear Position Lights (M525237'327)

To remove a landing gear position light bulb, press in on the face of

the lieht assemblv and-alilow ii to pop out. Grasp the module and pull it

from ihe panel. Lift bulb out of soiket and replace with new bulb by

reversing ihe removal procedure. Bulb replacement shown ie typical for

all landing gear position lighi bulbs.

5784P6005

5714P00:10

Ficure 8-6

LANDING GEAR POS-ITION LIGHTS (TYPICAL)

Compass Light (MS25237-327)

To erpose the compass light bulb, swing the bulb shield up. Pull bulb

out and ieplace with new bulb by reversing the removal procedures.

5914P6046

Original lssue

MODULE

BULB

Figure 8-7

COMPASS LIGIIT

8-24

MODEL 406

^ BuLg

sEcTloN I

HANDLING, SERVICE AND MAINTENANCE

Instrument Post Lights (M525237-327)

To remove a post light bulb, pull the hood from. thp light assembly'

p"ri irt" n,iiit "h-'Lood u"d repldce. Press hood ftmlv into place'

Fieure 8-8 lXli:;ff3

INSTRUMENT porsT LtcHTS (TYPTCAL)

Annunciator Panel Lights (MS25237'327)

Toreplaceanannuncratorpanellightbulb'pusl.r'inont'hefaceofthe

ItshT;::ftili;"q-jJi;* th; j#;;e ;;p.;"i: Pu the modure out and

*it,I"m""rs?fl "$gm'l".il;i.'."ff ilsi&Tii::!'i:?'Tttr;

iiirr iiTfi" ti"aiiie 'and' insert u-nJ* 6uiu Rotatc ihe module in position

and press into Place.

Figure 8-9

ANNUNCIATOR PA-NEL LIGTITS (TYPICAL)

Original lssue 6-ZJ

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

LENS ASSEMBLY

MODEL 406

lgnition Lights (MS25237-327)

To replace the left or right ignition light bulb, unscrew the light lens

assembly and remove from panel. Pull bulb from lens and replace screw

lens assembly back into panel.

LENS ASSEMBLY BULB

Figure 8-1O

IGNITION LIGIITS 5714P6050

Marker Beacon Lights (CM7235), Autopilot Oft Light (CM6839)

and Altitude Alert Light (CM6839)

To replace bulb, unscrew light lens assembly and remove from panel.

Pull bulb from lens housing and replace. Screfr lens assembly back into

nanel socket.

Figure 8-11

MARKXR BEACON. AUTOPILOT OFF

AND ALTITUDE ALERT LIGIITS (TYPICAL)

8-26 Original lssue

The followine table, refer to Figure 8-r!, is a. fuse. and.,fuse limiter

replacement guide All fuses can b" t."dily "hutg"d by t

MODEL 406

FUSE AND FUSE LIMITER REPLACEMENT

SECTION 8

HANDLING. SERVICE AND MAINTENANCE

FUSE/FUSE

LIM|TER

PANT NUITBER

SII.I(SCREEN

AGC5

AGCS

AGC5

AGCl5

AGCI5

AGC5

MDLlO

ANL25O

ANL275

ANL25O

ANL275

ANL1 OO

R GCU GEN

R GCU GEN.

L GCU BUS

L GCU GEN.

BATT. SHUNT (.)

BATT, SHUNT (+)

R GEN, SHUNT I)

R GEN. SHUNT {+)

L GEN. SHUNT (-)

L GEN. SHUNT (+)

R GEN CONTEOL

L GEN CONTROL

START WARN. RH

START WARN. LH

SURFACE DEICE

RH LINE

RH F.L.

LH LINE

LH F.L.

AIR COND.

STARTER RELAY BOX

(Located on lEft side

at FS 190.90 under

floor b€tween seats

number 1 and 3).

RH BUS VOLTAGE

SENSING

RH GENERATOR

VOLTAGE SENSING

LH BUS VOLTAGE

SENSING

LH GENERATOR

VOLTAGE SENSING

BATTERY AMMETER

EATTEBY AMMEIER

RH AMMETER

LH AMI\,IETER

LH AMMETER

RH DC POWEB

CONTBOL

LH DC POWER

CONTROL

RH STARTER WARNING

LIGHT

LH STARTER WARNING

LIGHT

SURFACE DEICE

RH MAIN BUS

LH MAIN BUS

LH MAIN 8US

AIR CONDITIONING

FUsE AND -,13$'i:tft"%Sof$blit2J*t*r cuIDE

Original lssue 8-27

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

WINDSHIELD HEAT

CONIBOLLER

EMERGENCY BUS FUSES

BATTEBY RELAY SHELF

Located ai FS

75.00, right bag-

gage companmenl.

unoer roo4

CABIN LIGHTS

AVIONICS AND

CABIN CLOCK

BATTERY BELAY

(SPABE)

CABIN LIGHIS POWER

(lnside leit console

on ous)

TIMED COURTESY LIGHT

(lnside lelt console)

SPARE FUSE BAG

{Under battery door

in nose section)

VARIOUS APPLICATIONS

TIMED COURTESY LIGHT

DC POWER CONTROL

CABIN LIGHTS

AIR CONDITIONING

MAIN BUS

CABIN LIGHTS

AVIONICS

EATT BELAY

rouantity varies depending on optional equipment installed.

Figure 8-12 (Sheet 2 of 2)

FUSE AND FUSE LIMITER REPLACEMENT GUIDE

CLEANING AND CARE

EXTERIOR CLEANING

Painted Surlaces

The painted _exterior surfaces of your new airplane require an initial

curing period which may be as long as 90 days af[er the finish is applied.

During this curing period some precautions should be taken to- avoid

damaging the finish or interfering with the curing process. The finish

sh.ould 6e cleaned only by washing with clean riaier and mild soap,

followed by a rinse water and drying with cloths or a chamois. Do not

use _polish or wax, which would exclude air from the surface, during this

90-day curing period. Do not rub or buff the finish and avoid flvine

through rain. hail or sleet.

8-28 1 June .1987

To heln orevent development of corrosion' particularly frliform corro-

"ion. *u'ui"pt*.' should'be spray washed at least every two or three

il""i."i".p""i"ttv in warm. dahp- and salty environments), and waxed

;ith-"'-;;A -e;ade of water repellant wai to help kegp water from

accumuliting in skin joints and around countersinks' A. heauer coatlng

;i;;;;-;i;i";a;{ edges of the wing ani tail (on airplanes wilhout

deice boots) and on the englne nose cap and propeller spmner' wrll netp

reduce abrasions encountered in these areas.

Propellel

Preflieht inspection of propeller blades for nicks and wiping them

occasion-allv wi[h an oily cloth to clean oll gr,ass and--bus starns wur

^ ;;ffi; ffi;, 'iil"ur"-r."? servlce. It is vital ihat- small n-icks on the

;;"oie1lei;,ittillartv ""* itte tips and on the- leading edges' are dressed

but'as eoon as possible since these nicks produce stress concentr&tlona'

Xii li i"e;'tii"i. ;;v;;;"h i" "iuik.' N"u"t-n.u an alkaline cleaner on the

tLa""; iurnou" grease "nd diri with Stoddard solvent'

Landing Gear

Cessna Service Facility mechanics have been trained in the - pro-per

"aiiJi.ii,"t i"a "iggittg of the landing gear system' To assure trouble-free

""lt-io.t"iiJ", hi'ie lour Cessna Serfrce -Facility check the qear regu-

iarlv aird male any necessary adjustnent' Only-properly trarneo mecn&n-

i;'ifiuid ;,d;p; t" ."p"ii oi i.aiu.t the laridins -gear components and

syst€m.

Deice Boots

The deice boots have a special, electrically conductive coating to

Uf"ed-ofisGtic'cttarges which-iausi iadio interference an$ may. perforate

itti, i"'6il.'fii"ti"L-i;a oihir iervicing operations should be done care-

fr,irvli" it"iJ-d"ii"gl"g ihis conductivl cbating or tearing the boots'

^. To nrolons the life of surface end propeller deice boots' they should- be

' - *""fi"i"i."d'L*i""a oo u .eg"t"t bisis' Keep the boots clean and free

ilt"ril"6irl*t""it-iita -ott". s'olvent's which -ia:se. rubber to swell and

i""tii.r"L]- Gttio"a f"to* are recommended cleaning and servicing

orocedureg.

MODEL 406 sEcTloN I

HANDLING, SERVICE AND MAINTENANCE

Original lssue 8-29

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

USE ONLY THE FOLLOWING INSTRUC.

TIONS WHEN CLEANING BOOTS. DISRE-

GARD INSTRUCTIONS WHICH RECOM-

MEND PETROLEUM BASE LIqUIDS

(NONLEADED GASOLINE, METHYL-

ETHYL-KETONE, ETC.) WHICH CAN HARM

THE BOOT MATERIAL.

Clean the boots with mild soap and water, ihen rinse thoroughly with

clean water.

TOIE

aTemperature of water for cleaning d.eice boots

shall not exceed 140 d.egrees Fahrenheit.

olsopropyL sl.cohol can be used to remoue grime

uhich cannot be remoued using soap. If

isopropyl alcohnl is used for cLeaning, uash area

with mild soap and. water, then rinse thoroughly

with cLean uater.

To possibly inprove the service life of deice boots and to reduce the

adhesion of ice, it is recommended that the deice boots be treated with

AGE MASTER Number 1 and ICEX.

AGE MASTER Number 1, used to protect the rubber against deterio-

ration from ozone, sunlight, weathering, oxidation and pollution, and

ICEX, used to help retard ice adhesion and for keeping deice boots

looking new longer, are both products of and recommended by B. F.

Goodrich.

The application of both AGE MASTER Number I and ICEX should

be in accbrdance with the manufacturer's recommended directions as

outlined on the containers.

.PROTECT ADJACENT AREAS, CLO'THING,

AND USE PLASTIC OR RUBBER GLOVES

DURING APPLICATIONS, AS AGE MASTER

NUMBER i S?AINS AND ICEX CON?AINS

S I LICO NE WHICH MAKES PAINT

TOUCHUP ALMOST IMPOSSIBLE,

OENSUIIE THAT THE MANUFACTURER'S

WARNINGS AND CAUTIONS ARE AD-

HERED TO WHEN USING AGE MASTER

NUMBER 1 AND ICEX.

8-30 Original lssue

MODEL 406 SECTION 8

HANDLING, SERVICE AND MAINTENANCE

lf a hieh gloss finish is destued on the .deice.boots' ACROSEAL

-"il.i i"?ilUTt" ftoxo-Eub"t Janitorial Supplies- 1r4 Notth St Francis

b;il: iiilhl;;- xS-ozzozl mav be used in lieu of AGE MASTER

ftffi;Lr'i;;7biicnx. pi"puiition for application of ACRoSEAL is

;il':;";;;a;l'"a ro' acii-traaSrER N'uhber 1 and -ICEX' Applv a

;iii""F";t?'AbR-oSnil ott ttt"ctuun and dry su{-ace of the deice boot

;ilh;'"i;d'il;.-LeTd'v itio.ouet lv and hand buff with a soft cloth'

Small tears and abrasions in surface d€ice boots can be repaired

L"tio-"ii.iii *itti""t t"-o'rittg the boots and the conductive coating can

f"1""i'."i";i. V;; b;-"" 3'i?ti"J Si'iii"" tt"J th" p"op"t rnaterials and

know how to do this correctlY'

^ Engines

The engine compa.nments should be cleaned' using a suitable solvent'

rur""fif;:tlil"i "i".i'titg i" done "sin-g i -sprav-type cleaner' Before -spray

ii""riiiil ""'.tt"- p-tit"Ztiotil" Lr]6ttGa fdr c-ordfonent's wh'fh might be

;ffiri;il -ihJ"t.f, nv dttJ solvent. Refer to the Airplane Maintenance

ffi;;;'f;;dit liruti""tion of controls and components after ensine

cleaning.

INTERIOR CLEANING

To remove dust and loose {irt fr-om the upholstery' headliner and

carpet, clean the int€rior regularly with a vacuum cleaner'

Blot up any spilled liquid plopptly with. clear1sine ^tissue or rags'

D";;;;;i the- spqt; press^ the blotting material firmlv end hold it for

several seconds. uonf,rnue Uiottit g uitit no.more liquid is taken up'

il;; "1i".11i;iy .lGii"tJ *itt' " dutt knife, then spot-clean the area'

Oily spots may be cleaned with household spot- removen' used spar-

irrg"lv:'n""fo." usi"ng any *i""ni, t""d the instructions on the container

onrl +pot it on an oo.""i"' oi""" - o" th" fubti" to- be cleaned' Never

-'\ ilil"fri'tit'""f;H;;itfi;;t;,tiie sotuent; it mav damage the padding

and backing materials.

Original lssue 8-31

sEcTtoN I

HANDLING, SERVICE AND MAINTENANCE MODEL 406

.USE ALL CLEANING AGENTS IN AC-

CORDANCE WITH THE MANUFACTUR.

ER'S RECOMMENDATIONS.

.THE USE OF TOXIC OR INFLAMMA.

BLE CLEANING AGENTS IS DISCOUR-

AGED. IF THESE CLEANING AGENTS

ANE USED, ENSURE ADEqUATE VEN-

TILATION IS PROVIDED TO PREVENT

HARM TO THE USEN AND/OR DAM-

AGE TO THE AIRPLANE.

Soiled upholstery and carpet ma-y be cleaned with foam-t1pe. deter-

sent. used according to the manufacturer's instructions. To minimize

ivetting the fabric, keep the foam as dry as possible and remove it with a

vacuum cleaner.

The plastic trim, instrument panel and control knobs need only be

wioed ri,ith a damp cloth. Oil irnd erease on the control wheel - and

control knobs can -be removed with i cloth moistened with kerosene.

Volatile solvents, such as mentioned in paragraphs on care of the wind-

shield, must never be used since they soften and craze the acrylic.

Windows and Windshields

The cabin windows and windshield nanels are constructed of

prestretched or cast acrylic. The surface haidness of acrylic is approxi-

mately equal to that of copper or brass.

Care must be exercised to avoid scratches and gouges which may be

caused by dirty, hard or rough cloth used for cleaning. Do not use a

canvas cover on the acrylic windshield unless freezing rain or sleet is

anticipated. Canvas covers may scratch the acrylic surface.

WINDSHIEI,D AND WINDOW MAINTENANCE PROCEDURES

The following procedures provide the most cunent infornation re-

garding clearing and servicing windshield and windows. Improper clean-

ing,.or use of unapproved cleaning agents can cause danage to the

wlnoows.

8-32 Original lssue

MATERIAL REQUIRED

NOTE

Cleaning windshields and

windows.

Removino dsPosits which cannot

be rsmov-od ',vfi mild 6oap

solution on acrylic windshields

and windows.

Waxing acrylic windwhlelds and

vrindows.

Cl€aning and Polishing acrylrc

windshiglds and windows

Applying and romovlng wax and

polrsn.

Comm€rcially available

Commercially available

'funle Wax, Inc.

Chicago, ll 60638

E.l. du Pont de Nernours

and co. (lnc)

Wlmington. DE 19889

Classic Chemical

Grand Prairi€, TX 75050

Permatex ComPanY, |nc.

Kansas City, KS 66i15

Commercially availabl€

soap or detergent . _

I dishwashing tYPe vrm

Turtle Wax (Paste)

Greal Fleflections

Paste Wax

Slilstream Wax

(paste)

Polish conforming to

ederal Sp€cification

-P-560 such as:

Permatex Dlastic

cleaner Number 403D

Cotton llannel or conon

te.ry cloth material

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

These are the onty poLishing uaxes -lested and

iiiiiria-fiii^" iv b"ttno Air,aft companv'

^ CI,EANING INSTRUCTIONS

MODEL 406

wTNDSHIELDS AND WINDOWS A:RF--E-A-: !:

iXr6tYt;vFI.,"l,A:^uA0EEE.HANDLTN'

1. Place airplane inside hangar or in shaded area and allow to cool

from heat ol sun s drrecl raYS'

8-33

Original lssue

SECTION 8

HANDLING, SERVICE AND MAINTENANCE MODEL 406

2. Usine clean (preferablv runninq) water, flood the surface' Use bare

handi with no jewelry to feel and dislodge any dirt or abrasive

materials.

3. Using a mild soap or detergent (such as a dishwashing liquid) in

watei, wash the surface. Again use only the bare hand to provide

rubbing force. (A clean cloth may be used to transfer the Boap

solution to the surface. but extreme care must be exercised to

prevent scratching the surface.)

4, If soils which cannot be removed by a mild detcrgent remain, Type

II aliphatic naphtha applied with a soft clean cloth rnay be used as

a cleaning solvent. Be sure to frequently refold the cloth to avoid

redepositi-ng soil and/or scratching win'dshield with aly abrasive

particles.

5. Rinse surface thoroughly with clean fresh water and dry with a .-

clean cloth.

8-34

DO NOT USE ANY OF THE FOLLOWING

ON OR FOR CLEANING WINDSHIELDS

AND WINDOWS: METHANOL, DENA-

TURED ALCOHOL, GASOLINE, BENZENE,

XYLENE, MEK, ACETONE, CARBON :TET-

RACHLORIDE, LACQUER THINNER, COM-

MERCIAL OR HOUSEHOLD WINDOW

CLEANING SP/?A YS. WHEN IN DOUBT, DO

NO.f USE IT.

6. Hard polishing wax should be applied to acrylic surfaces. (The wax

has an index of refraction nearly the same as transparcnt acrylic

and- will tend to mask any shallow scratchs on the windshield

stulace,l

7. Acrylic surfaces may be polished using a polish meeting Federal

Specifications P-P-560 applied per the manufacturer's instructions.

I{OTE

When applying and remnuing uax and poLish,

use a clean soft cloth.

Original lssue

WINDSHIELD AND WINDOW PREVENTIVE MAINTENANCE

r{otE

IJtilization of the t'ollowing techniques wilL help

rninimize uindshield and windou tazing.

Keep all surfaces of windshields and windows clean.

If desired, wax acrylic surfaces.

Do not park or store airplane where it ''light be subjected to direct

-"t""i '*ittt or vapors from: methanol' denatured -alcohol. gasoline.

U"nr""e. *vl"n", MEK, acetone, carbon tetrachloride, lacquer thin-

ners. commercial or household window cleaning sprays' paint stnp-

pers, or other types of solvenh.

bo not use solar screeng or shields installed on inside of airplane or

t"u"" r"" visors up against windshield. The reflected heat liom

iit""" it"-s causes-eleiated t€mperatures which accelerate,cr-azing

*a -"v cauee formation of bub6les in the inner ply of multiple ply

windshields.

MODEL 406

SECTION 8

HANDLING. SERVICE AND MAINTENANCE

Oxygen Masks

The pilot and copilot masks are a permanent-type mask which con-

tains a microphone for radio transmissions.

Passenser masks are reguiated, continuous-flow, dilution.type J"qlkq

*rti"illol "ot co"tai" u hictopi'tone. Au ^"qF". .can be cleaned with

.r"1r"trir. eJaiii""J--u.t. and - hoses are available from vour Cessna

Service Station.

PROLONGED OUT.OF-SERVICE CARE

Prolonsed out-of-service care applies to all airplanes which. will not be

n"";?;;; ";a;fr"G period 0eslr: than 60 dais) buJ' which are to be

i';;;;;;"; nu *ittt ttt? least irossible preparation'.If.t'he airpla::e is to

il"'.t"ita"t"-p,it-ily, or indefiri'itely, refer to the Airplane Maintenance

Manual for pioper siorage proceduris. The Airplane Maintenance Man-

uui pio"id"r u-blificatioi f6r the following procedures:

1. The procedure to be followed for pr$ervation- of engines in service

'' e;;d";; the period of inactivit:v and whether or not the engine-

;;;'L; t;L;d lutGi ttt" inactivi period' The expect€d. period. of

i""'"ti"lti,- iloJa be e"stablished and reference. made to the-Engine

Fi"-"i,*iii"i-s"tt"aue' itt" preservation carried out should be re-

;"i;a'ir;li;;;ci"J-"i"t""in.. record and on tags secured to the

engine.

Original lssue 8-35

SECTION 8

HANDLING, SERVICE AND MAINTENANCE

UNDER NO CIRCUMSTANCES SHOULD

PRESERVATIVE OIL BE SPRAYED INTO

THE COMPRESSOR OR EXHAUST PONTS

OF THE ENGINE. DIRT PANTICLES DE-

POSITED ON BLADES AND VA]\!ES DUR-

ING ENGINE OPERATION WILL ADHERE

AND ALTER THE AIRFOIL SHAPE. AD-

V E RS E LY AFFECTING COMPRESSOR. EFFI.

CIENCY.

a. 0 to 7 days - Engine may be lefl in an inactive stat€, with no

preservation protection, provided: .engine is -sheltcred; humidity

is not excessively high: engine is.not subjected- to extreme

I€mperalure cnangeg that would procluce condensatlon,

b. 8 to 28 days - Enginee inactive for up to 28 days require no

presewation provided all ensine openings are siated bff and

relativ_e_ humidity in engine ii maintained at less than 40 per-

cent. _Humidity control is maintained by placing desiccanl bags

and humidity indicator on wooden ricks in -ensine exhaust

duct. Suitable windowg must be provided in exhaGt closure to

facilitate obsewation of humidity-indicators.

c. 29 to 90 d_ays - Engines inactive for a period exceeding 28 days,

but.less than g0_ days, need only havl fuel system preserved,

engine intake and exhaust opgnings covered, arid desiccant bags

and humidity indicators instblled.

d. 91 days_and over - Engines inactive over g0 days in airframe or

removed tbr long term storage in container. must. in addition

to the 29 to 90 day procedure, have engine oil drained and

unuseo accessory dnve pads sprayed.

Place a- contrasting colored plastic tape over static ports. Install all

protective -covers and cover all fuselage air inlets to prevent entry of

foreign objects.

Keep the fuel tanks full to minimize condensation in the fuel tanks.

If the airplane will be out of service for 5 davs or more. disconnect

battery arrd as necessary, clean and coat the i-ntercell hardware with

a light coal, of neutral nonconductive grease, such as oetroleum

jelly, to prevent comosion. Battery musl be maintained -in accor-

dance with Marathon Battery Instruction Manual, BA-89.

If the airplane is stored outside, tie-down aimlane in accor&nce

with the tie-down procedures in this section.

The following engine preservation schedule lists precedures to be

followed:

MODEL 406

8-36 Original lssue

MODEL 406 SECTION 8

HANDLING. SERVICE ANO MAINTENANCE

6. Chock the main landing geal tires; do- not. set the parking brake if a

* riili?iii"a?il;il;id i. ""tlclpit"a as brake seizing can result'

?. ;;;'J l;;;""ks move airplane to prevent flat areas on tirjs' Mark

'' ;;;'*i;i ;;;6;;il;';i.e-i. ritu""a approxirnatelv e0 degrees

from previous Position.

8. t;;ir all tuef drain points every 30 days and check for water

"' ""*ii-tf"ti"". Prolong'ed storage of the ;irplane wi.ll result in a

i,"tir'i,iiiJtit i" ine'n "t *hifi i"u"h"t out" the ethvlene glvcol

ffifii-].iiiiiitiii,'"t'ecMbl ru"i additive' An-indigation of this is

when an excesarve "-o,,ata oJ water accumulat€s in the fuel tank

ilil;":R"f";;-ili""t eaaiti* in ihis section for minimum allowa-

ble FJGME concentrations.

Original lssue 8-37 (8-38 blank)

MODEL 406 SECTION 9

SUPPLEMENTS

SECTION 9

SUPPLEMENTS

TABLE OF CONTENTS

INTRODUCTION e4l

SUPPLEMENTS - GENERAL

ALCOHOL WINDSHIELD DEICE SYSTEM . 2 Pages

(NOTUSED) ...lPage!

DIGITAL CLOCK DAVTRON .... ' 3 Pages

DEICE BOOT SYSTEM ...'. 5 Pages

FLIGHT IN ICING CONDITIONS . 7 PAgCS

RECOGNITION LIGHTS I PAgC

OSCILLATING BEACON GROUND

RECOGNITION LIGHTS ...... l Page

AIR CONDITIONING SYSTEM ...3Pages

ELECTRICAL WINDSHIELD ANTI-ICE SYSTEM . . 2 Pages

SUPPLEMENTS . AVIONICS

8OO ALTITUDE ENCODING/ALERTING

/PRESELECT (EA-801A) ......7Pages

400 ENCODING ALTIMETER (EA-401A) ...3 Pages

400 AREA NAVIGATION SYSTEM (RN-479A) ..... 10 Pases

400DME (R-4??A) ......4Pages

FLIGHT CONTROL SYSTEM (AF-1050A) 20 Pases

HORIZONTAL SITUATION INDICATOR (CS-8328) . 3 Pages

1OOO INTEGRATED FLIGHT CONTROL

SYSTEM (IF-1050A) .. 25 Pages

NAVIGATION SYSTEM (PN-101) . 4 Pages

RADIO ALTIMETER SYSTEM (AA-100) . . 3 Pages

RADIO MAGNETIC INDICATOR (7100RMI) ...... ' 3 Pages

1000 RADIO MAGNETIC INDICATOR (IN-1004A/B) 4 Pages

TRANSCEIVER (HF-220) 4 Pages

400 TRANSPONDER (4594) ......4 Pages

WEATHER RADAR (RDR'160) ... ...... 4 Pages

WEATHER RADAR COLOR

DISPLAY (RDR-160XD) ......6Pages

1 June 1987 9-1

SECTION 9

SUPPLEMENTS MODEL 406

TABLE OF CONTENTS (CONTINUED)

KING AREA NAVIGATION SYSTEM (KNS-81) . . . 11 Pages

KING AUDIO CONTROL PANEL (KMA-24H-?0) . . . 5 Pages

KING DIGITAL ADF (KR-8?) ....8Pages

KING DIGITAL COMM (KY-196) . . 8 Pages

KINGDME (KN-63). ....4Pages

KING HF TRANSCEIVER (KHF-950) .....9 Pages

KING MARKER BEACON (KR-21) . ......4Pages

KING RADAR ALTIMETER (KRA-IOA) ...4 Pages

KING RADIO MAGNETIC INDICATOR (Kl-22s) .. . 5 Pages

KING RADIO MAGNETIC INDICATOR (KNI-582) .. 5 Pages

KING TRANSPONDER (KT-79) ..6 Pages

NARCO WEATHER RADAR (KWX-56 COLOR) ....9 Pages

KING DIGITAL NAVIGATION RECEIVER (KN-53) . 5 Paees

COLLINS HF COMMUNICATION SYSTEM (HF-230) 9 Pages

A187

L,'i r r.r:

.:-.

9-2 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

LOG OF REVISIONS

1 of 11 Added 1 June 1987

thru

11 of 11

Added l June 1987

Added 1 June 1987

Added l June 1987

thIu

4of4

l of 9

thru

9of9

1of4

thru

4of4

Supplement pages which have changed since the original issue of this

manual are listed below.

Supplement Name

Number

2 Angle-of-AttackSystem

(Supplement Deleted)

4 Deice Boot Systern

King Digital ADF

(Type KR-87)

King Digital Comm

(Trpe KY-196)

King HF Transceiver

(Tipe KHF-950)

King Marker Beacon

(Ti.pe KR-21)

Weather Radar

(RDR-160)

Weather Radar Color

Display (RDR-160XD)

King Area Navigation

System (Trpe KNS-81)

26 Kine Audio Control Panel I of 5

(Type KMA-2 H-?0) thru

SOID

lot|J

thru

8of8

1of 8

thru

8of8

King DME (Type KN-6r) I of 4

Pases Added/ Revision

Deleted/Review Date

I of 1 Revised 1 June 1987

2 of 3 Deleted 1 June 1987

3 of 3 Deleted 1 June 198?

1 of 5 Revised 1 June 19881

3 of 5 Revised I June 19881

4 of 5 Revised 1 June 19881

5 of 5 Revised 1 June 19881

1 of 4 Revised 1 June 1987

2 of 6 Revised 1 June 1987

1 June 1988 9-3

SECTION 9

SUPPLEMENTS

Supplement Name

Number

32 King Radar Altimeter

(Ttpe KRA-l0A)

LOG OF REVISTONS (CONTTNUED)

MODEL 406

Pages Added/ Revision

Deleted/Review Date

1 of 4 Added I June 198?

thru

4of4

King Radio Magnetic 1 of 5

Indicator (Type KI-229) thru

34 King P.adio Magnetic

lndicator

(Type KNI-582)

35 King Transponder

(Type KT-79)

36 Narco Weather Radar

(Tlpe KWX-56 Color)

37 King Digital Navigation

Receiver (Type KN-53)

38 Collins HF

Communication

System (Type HF-230)

INTRODUCTION

Section 9 provides supplemental information for

which may bi installed on the airplane. Each _su1

item of oritional eouipment. To locatc a particular supplement-brd#<

correspotriiing suppiement number within Section 9, conault the Table of

Conteits. Tlie srifplements are arranged in numerical sequence with the

supplement numEei located at the bottom of the page above the page

number.

SOID

1of 5

thru

5of5

lort)

thru

6of6

1of 9

thru

9of9

lotJ

thru

5of5

l of 9

thru

9of9

Added I June 1987

Added l June 1987

L'lngen

Added

ln-o 1 June 1988

ALCOHOL WINDSHIELD DEICE SYSTEM

SECTION 1 . GENERAL

This supplement provides information which must be observed when

operating the alcohol windshield deice system.

Description

The alcohol windshield deice svstem consists of an alcohol tank, a

pump, a dispersal tube for each wiidshield and a switch breaker.

The alcohol tank, located in the right nose compartment, has a 3.0

callon capacity. The tank should be frlled with isopropyl alcohol only'

Water diiution of the alcohol is not recommended, as aly water con-

tained in the alcohol will reduce the efficiency of ice removal and nay

freeze on the windshield at very low t€mperatures. The pump, located

adiacent to the tank, provides positive pressure to each windshield

diipersal tube. A disperial tube, -located it the forward base of each

windshield, provides flow patt€rn control throughout the airplane's speed

envelope. Each tube contains five holes which should be inspected and

cleaned wilh a small diameter wire as necessary.

Abnormal operation of the alcohol windshield deice system is in-

dicated by the switch breaker tripping to the OFF position or failure of

alcohol to flow onto the windshield.

SECTION 2 - LIMITATIONS

1. Discontinue alcohol dispersal 20 seconds before reaching minimum

descent altitude.

2. Do not operate system longer than 3 minutes without alcohol flow.

^ sEcTtoN 3 - EMERGENCY PROCEDURES

Not Applicable.

SECTION 4 - NORMAL PROCEDURES

1. Preflight Inspection

MODEL 406

a. Windshield Dispersal Tubes

liness.

SECTION 9

SUPPLEMENTS

CHECK condition and clean-

SUPPLEMENT 1

1ot2

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

b. Alcohol Tank

Level - CHECK. Full tank provides approximately t hour of

continuous operation. If alcohol deicing is installed on

left or right windshield only, approximately 2 hours of

continuous operation is available.

2. Before Takeoff

a. Alcohol Windshield

Switch - ON. Allow 10 seconds for alcohol flow to becin. Check

5 disnersal holes for flow at the base of each wind-

snrelo.

b. Alcohol Windshield Switch - OFF.

3. In Flight

a. During Icing Encounters:

(l) Alcohol Windshield Switch - ON.

orE

For operation in continuous enroute icing con-

d.itions, a\low approximately 0.125 to 0.25 inch

of ice to accumulate. The uindshiel.d. deice sys-

tern can be used as an anti-ice system by con-

tinuous use and. should be so used. during th.e

approach to landing. Howeuer, the maximurn

endurance with a 3.0 ga\lon tank is approxi-

mately 1.0 hour of continuous operation. If al-

cohol d.eicing is installed. on left or right wind.-

shield onLy, approximately 2 hours of continuorn

operdtton is auailable. Airspeed shnuld be 140

KIAS or belnw for best resuits.

(2) Alcohol Windshield Switch - OFF after ice removal.

4. Approach to Landing

THE WINDSHIELD DEICE SWITCH

BREAKER MUST BE POSITIONED OFF

20 SECONDS PRION TO BEACHING

MINIMUM DESCENT ALTITUDE, THE

ALCOHOL FILM MUST BE ALLOWED

TO EVAPORATE BEFORE A CLEAN

FIELD OF VISION THROUGH THE

WINDSHIELD IS AVAILABLE.

SECTION 5 - PERFORMANCE

Not Applicable.

SUPPLEMENT 1

2ot2 Original lssue

MODEL 406

SUPPLEMENT 2 DELETED

Remove existing pages I of 3, 2 of 3, and 3 of 3.

SECTION 9

SUPPLEIVENTS

1 June 1987 SUPPLEMENT 2l

DIGITAL CLOCK DAWRON 8118

SECTION 1 - GENERAL

This supplement provides information which must be observed when

operating [tie Dawron 811B digital clock'

Description

The Davtron 8118, 24-hour, digital clock, refer to Figure f. is a

solid-slate timing device which presents real time, flight time and

elapsed time. Th6 clock's intemal -mernory is ''laintained, regardless of

^itr"' aimtane batterv switch position, by a nonchargeable clock battery'

This cl'ock battery ihould be ieplaced every three yearc. The clock's light

emitting diode (LED) displays iequire airplane electrical power.

All operating controls (four switches) are provided on the face of the

clock.

The SET switch is used to make minor corrections to the real time

memorv of the clock. This switch should be wed only aftcr checking the

clock i,ith an acc,rrat€ time reference such as Lhe National Bureau of

Standards time broadcast. If the clock is found to be inaccurate, position

thJ SET switch to UP for the mrmber of seconds the clock is slow or tn

I -foittt" number of seconds the clock is fast. The flight time and

aup"ea ti-" functions will operate normally during the setting of -the

reai time function, therefore, the elapsed time display can be used to

time the holding of the SET switch.

The DIM switch is used to make one-hour changes to the real time

a"d to set the light intensity for &y and nighi flight operations. If real

iime changes of-hourt only- are required, each momentary actuation of

tha DIM "'ivitctr tn the t hi positiori will advance the real time one hour.

burine davtisht operations, the switch should be positioned to B' During

nisht "opuiutlon., 'ihe DIM position will decrease illumination intensity

^ to-a desirable level.

The ZERO switch is used to zero, stop or run the elapsed time

fu"ciions. Actuation of the switrh to the ZERO position will zero the

"iaor"a iirn" tunction. Actuation of the switch to the STOP positioLwill

ito'J the "laps"d time function. Actuation of the switch to the RUN

po tion will' start the elapsed time function. The ZERO switch is also

i""tl to ,"ro the flight timi function when the airplane battery switch is

OFF and the airplane is on the ground.

MODEL 406 SECTION 9

SUPPLEi/|ENTS

SUPPLEMENT 3

1of 3

Original lssue

The TIME switch is used to displav red time, flight time or elapsed

time in hours, ninutes and secondi iri the two display windows. When

the switch is positioned to TIME, the real time will be displayed. When

the switch is positioned to ET, the elapsed time will be displayed. When

the switch is-positioned to FT, the flight time will be displayed. The

flieht time funition is wired through the landing gear safety swikh: thus,

fli;ht time can only be accumulatid when the weighl of the airplane is

off the landing gear.

SECTION 9

SUPPLEMENTS

Figure 1

DIGITAL CLOCK

MODEL 406

SET SWITCH - Used to correct real time in seconds. UP position

advances real time while D position retards real

time.

DIM SWITCH - Used to set display illumination intensitv and to

advance real time in one-hour increments'

ZERO SWITCH - Used to stop, start and zero the elapsed time

function. Tlie flisht tine function can also be

zeroed if the airphne battery switch is OFF and

the airplane is on the ground.

TIME SWITCH - Used to display real time, flight time or elapsed

tine functions in hours, minut€s and seconds.

SUPPLEMENT 3

2of3 Original lssue

MoDEL 406 su"FffJL9l+S

SECTION 2 - LIMITATIONS

Not Applicable.

SECTION 3. EMERGENCY PROCEDURES

Not Applicable.

SECTION 4. NORMAL PROCEDURES

1. Before Starting The Engines

a. Zero Switch - ZERO momentarily to zero the elapsed flight

time functions.

b. Dim Switch - AS REQUIRED.

SECTION 5 . PERFORMANCE

Not Applicable.

SUPPLEMENT 3

3of3

Original lssue

DEICE BOOT SYSTEM

SECTION 1 - GENERAL

This supplement provides information which must be observed when

op€rating the deice boot system.

Description

This system is designed to remove ice after accumulation, rather than

prevent ice formation,

The deice boot system consists of pneumatic air operated boots, an

annunciator light to monitor system operation and nicessar5r hardware

to complete the system, refer to Figure 1.

The deice boots are attached to the leading edges of the wing and

horizontal and vertical stabilizers. The boots expand and contract, using

pressure and vacuum generated by engine bleed air. Normally, vacuum is

ipplied to all of the boots to hold them against the leading edge surfaces.

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 4

1of 5

OPERATION DURTNG A BLEED AIR SYS.

TEM OVERPRESSURE CONDI'IION CAN

RESULT IN PERMANENT DAMAGE TO

THE DEICE BOOTS. REFER 'IO SECTION 7,

FLIGHT INSTRUMENTS DESCRIPTION,

FOR INFORMATION CONCERNING BLEED

AIR SYSTEM OVERPRESSURE.

When the surface deice switch is positioned to AUTO, a deice boot

cycle is initiated, the vacuum is removed and bleed air pressure is

applied to inflate the boots. This change in contour will break the ice

^ aciumulation on the leadine edqes. Ice- formation aft of this area will

then be removed bv normaf inflieht air forces. A normal boot inflation

sequence is 6 seconds for empennage boots followed by 6 seconds for the

wing boots. The system sliould -be cycled when ice accumulat€s to

betieen 1/4 and 1/2 inch. In the eveni of a malfunction in the timer,

causine erratic operalion of a sequence of a cycle, the surface deice

switch-can be held in MANUAL position to achieve simultaneous in-

flation of all the deice boots. If tteces"try, the system can be stopped at

any point in the cycle to deflate the boots by pulling the DEICE circuit

breaker.

A lisht on the annunciator panel, marked SURFACE DEICE, will

illuminite when the tail booti become inflated to a pressure of 15

pounds per square inch or more. If less than 15 pounds per square inch

1 June 1988

SECTION 9

SUPPLEMENTS

LEFI WING DEICE BOOTS

MODEL 406

RIGHT WING DEICE BOOTS

WING

EJECTOR FLOW

CONTROL VALVES

FLOW

CONTROL, PRESSURE

REGULATOR AND

SHUTOFF VALVE

FLOW CONTROL,

PRESSURE REGULATOR

AND SHUTOFF VALVE

ENGINE

RELIEF

VALVE

BLEED

AIR

RELIEF

VALVE

ENGINE TO

HEATING

SYSTEM

SERVICE

PLUG

INSTRUMENT

TAIL PRESSURE

CHECK VALVE

SUFFACE

DEICE

SERVICE

PLUG

CHECK VALVE

TAIL

EJECTOF FLOW

CONTROL VALVE

HOBIZONTAL STABILIZER

DEICE BOOT

CODE

@ ta pst supprY REGULAToR

@l so eg ENGTNE BLEED ArR

ELECTRICAL ACTUAIIoN

DEICE BOOT

SUPPLEMENT 4

2ots

VERTICAL STABILIZER

OEICE BOOT

Figure 1

SYSTEM SCHEMATIC

AUTO

Original lssue

OPERATION BELOW -40 DEGREES CEL-

S/US CAN RESULT IN PERMANENT DAM-

AGE TO THE DEICE BOOTS.

^ sEcTtoN 2 - L|M|TAT|ONS

Not Applicable.

SECTION 3 - EMERGENCY PROCEDURES

1. Surface Deice Failure (one or more deice boots fail to inflate).

a. SURFACE DEICE Circuit Brealer - RESET.

b. Surface Deice Switch - OFF then AUTO.

c. If Deice Boots Fail to Inflate:

(1) Surfac_e Deice Switch - MANUAL. Hold approximately 9

seconos.

(2) Surface Deice Boots - VISUALLY OBSERVE simultaneous

inflation of all deice boots.

(3) Surface Deice Annunciator - CHECK. (Should illuminate

within 6 seconds after actuatins the surface deice switch to

MANUAL).

d. If normal operation does not occur, leave icing conditions as

soon as possltrle.

If Surface Deice Annunciator Fails to Illuminate or Ice Remains on

the Horizontal Stabilizer Surface:

a. Wing Flaps UP. (Do not extend the wing flaps with ice

build-up on the horizontal stabilizer.)

b. Coordinated Flight - MAINTAIN.

c. Airspeed - 180 KIAS Maximun.

d. Landing Wing Flaps UP; Refer to LANDING WITH WING

FLAPS RETRACTED Procedures.

2. Surface Deice Failure (one or more deice boots fail to deflate).

a. SURFACE DEICE Circuit Breal<er - RESET.

MoDEL 406 ","Ff3JL9l+3

is available, the lisht will not illuminate. indicatine that icine conditions

should be avoided-. Prior to flight in icing condit'ions, operition of the

boots should be functionally checked on ihe ground with power above

400 foot-pounds or in flight with the OAT abovl -40 degrees-Celsius.

1 June 1988 SUPPLEMEM 4I

SECTION 9

SUPPLEMENTS MODEL 406

b. Surface Dei:e Switch - OFF then AUTO.

If Surface Deice Boots Remain Inflated:

a. SURFACE DEICE Circuit Breaker - PULL.

b. Leave icing conditions as soon as possible.

If Surface Deice Boots Remain Inflated On Approach:

a. Approach - Increase approach speed by 10 KIAS.

SECTION 4. NORMAL PROCEDURES

1. Preflight Inspection.

a. Deice Boots - CHECK for tears, abrasions and cleanliness.

2. Before Takeoff.

a. Surface Deice Boot Test.

(1) Power - INCREASE to 400 foot-pounds.

(2) Surface Deice Switch - AUTO. Visually check operation of

boots and annunciator light ON.

NOTE

Positioning the surface d.eice switch to AUTO

uiLI result in one comnlete inflation and d.e-

flation cycle lasting appioximateiy 30 seconds.

3. Inflight.

a. During Icing Encounters.

(1) Surface Deice Switch - AUTO when ice accumulates be-

tween 1/4 to 1/2 inch. Repeat as necessary, allowing at

least 30 seconds between actuations.

NOlE

AccurnuLatton of a 1/2 inch of ice can cause a

cruise speed. reduction of up to 30 hnots as welL

as a stgnificant buffet and. stalL speed increase.

Increase power as required to maintain desired

airspeed.

b. Leave icing conditions as soon as possible if airplane is trot

equipped for flight in icing conditions.

SUPPLEMENT 4

4of5 1 June 1988

MODEL 406 sEcTroN I

SUPPLEI\,4ENTS

NOTE

Since winp. horizontaL stabilizer antJ uertical

stabtlizer rieice boots alone do not prouide ade'

quate protect;on for the entire airpLane, i.cing

cond.itions should be cluoided u)heneuer possible

unless the airpLane is ettruipped for flight in

icing conditions. Reler to FLiEht In Icing Con

d.itions supplement for details. If icing is en-

countered, close attention shouLd. be giDen to the

pitot static system., propellers, ind.uction systerns

and other (omponpnts subjecl lo icing.

IF ONE ENGINE INOPENATIVE AP-

PROACH IS REQUIRED, A GO AROUND

WITH ICE ACCUMULATION MAY NOT

BE POSSIBLE.

4. After Landing.

a. Ice Protection Equipment - OFF.

SECTION 5. PERFORMANCE

1. When climbing through areas of light to moderate icing conditions,

use best rate-of-climb airspeeds and higher engine power settings to

preclude ice buildup on the fuselage undersurface and lower wing

surraces.

2. During prolonged icing encounters, increase engine power to main-

tain desired airspeed as ice accumulates on the unprotected areas

and preclude ice buildup on the fuselage undersurface and lower

wrng su[aces,

3. Prestall buffet and stall speeds increase approximatelv 5 knots

when deice boots are actuated. Maintain exira speed.- especially

during an approach, before actuating the boots.

4. Maintain extra airspeed on approach to compensate for the in-

creased prestall buffet associated with ice on the unprotected areas

and the increased weight. Maintaining extra airspeed on approach

will increase the landing distance.

5. Airplane general performance is decreased with ice on the unprotec-

ted areas.

6. Climb perforrnance decreases with ice accumulation and the use of

inertial separators in the bypass mode. Subtract 300 feet per

MiNUtC frbM thE RATE-Oi".-CLIMB BAI,KED LANDING

CLIMB performance in Section 5. Subtract 200 feet per minute

from the RATE-OF-CLIMR ONE ENGINE INOPERATIVE

nelformance in Section 5.

SUPPLEMENT 4

50T5

.l June 1988

MODEL 406 SECTION 9

SUPPLEMENTS

FLIGHT IN ICING CONDITIONS

SECTION 1 - GENHRAL

This sunplement provides information which must be observed when

op"r"ii"g ihe ice proiection equipment for flight in icing conditions'

DescriPtion

An icine equioment package (Cessna Drawing 6015006. Fa-ctory Kit

Numbe; 1-94)'is available w-hich allo*s flight in .icing conditions as

deiined bv the FAA. The package consists of the following: Fuselage ice

,- rt"t""ii.i plut".: tntouta'"nd "outboard wing. horizontal stabilizer and

i".ti*t tn'4"i"" boots; Electrical anti-ice windshield (pilot's side o-nly):

i""-a"t""ti"" iigttts (le* and right). The following itemi used with flight

l"-i"i"e co"diti-o"s are requiredeq-uipment on stahdard airplanes and are

""t l"Zua"a in the icirig equipmint package: propeller deice boots;

heated pitot tube(s); heated stall warning vane; heated static vent ports;

engine inertial seParators.

The wing and empennage deice boots are designed-to remove ice after

it h; fo;;ea rathdr thai prevent its formation. The propeller deice

boois will also remove accumulated ice; however, they should be ac-

iiuui.a ptioi to entering icing conditions. The remainder.of the equip-

-!iil"'a".ig""a io pr6vert "ice accumulation and should be activated

prior to entering icing conditions.

SECTION 2 - LIMITATIONS

KINDS OF OPERATIONAL EOUIPMENT LIMITS

FLIGHT IN ICING CONDITIONS:

1. All Equipment Required for DAY lTR and IFR'

2. All Equipment Required for NIGHT VFR and IFR (If a Nieht

Flight).

3. Annunciators (Lights)

a. Surface Deice

b. Electric Windshield Anti-Ice

4. Miscellaneous Indicators

a. Propeller Deice Ammeter (2)

5. Systerns

a. Inboatd and Outboard Wing, Horizontal Stabilizer and Vertical

Fin Deice Boots

b. Electrical Anti-Ice Heated Windshield (Pilot's Side Onlv)

c. Ice Detection Light (2)

SUPPLEMENT 5

Paoe 1 of 7

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

d. Propeller Deice

e. Heated Pitot Tube (2)

f. Heated Static Vent Port (2)

g. Heated Stall Warning Vane

If the pilot's windshield is covered with ice, do not leave the electrical

windshield anti-ice switch on for rnore than 20 seconds. Operation in

excess of 20 seconds will cause an overheat condition which cin result in

failure of the windshield heating element and/or permanent distortion of

the windshield.

SECTION 3 - EMERGENCY PROCEDURES

Propeller Deice System Failure

If uneven deicing of propeller blades is indicated by excessive vibration:

1. Propellers - EXERCISE to MAX RPM.

2. Propellers Ammeter - CHECK for proper operation by periodic

fluctuations within the sreen arc.

3. If amneter reading for either propeller is below the green arc,

indicating the propeller blades may not be deicing uniformly:

a. Propeller Deice Switch - OFF (affected propeller).

4. If vibration continues leave icing conditions as soon as possible.

DO NOT OPERATE PROPELLER DEICE

FOR PROLONGED PERIODS WHEN PRO-

PELLERS ARE NOT TURNING,

Engine Inerlial Separator Failure

If Inertial Separator Fails to Transition to the Bypass Mode:

1. Affected INERTIAL SEP Circuit Breaker - RESET.

2. Affected Inertial Separator Switch - CYCLE (Normal to Bypass).

3. Affected Engine Torque and ITT Indicator - MONITOR for proper

operation by noting torque drop (typically i00 to 150 foot-pounds)

and a slight rise in ITT.

If Inertial Separator Remains Inoperative:

1. Ignition Switch - ON.

2. Leave icing conditions as soon as possible.

SUPPLEMENT 5

Paoe 2 ot 7Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

Sur{ace Deice Failure (one or more deice boots fail to inflate)

1. SURFACE DEICE Circuit Breaker - RESET.

2. Surface Deice Switch - OFF then AUTO.

3. If Deice Boots Fail to Inflate:

a. Surface Deice Switch - MANUAL; hold approximately 9 sec-

onds.

b. Surface Deice Boots - VISUALLY OBSERVE simultaneous

inflation of all deice boots.

c. Surface Deice Annunciator - CHECK. (Should illuminate with-

in 6 seconds after actuating the surface deice switch to MAN-

UAL.)

4. If normal operation does not occur, Ieave icing conditions as soon

as possible.

If Surface Deice Annunciator Fails to Illuminate or Ice Remains on the

Horizontal Stabilizer Surface:

1. Wine Flaps - UP. (Do not extend the wing flaps with ice build-up

on tEe hoiizontal stabilizer.)

2. Coordinated Flight - MAINTAIN.

3. Airspeed - 180 KIAS Maximum.

4. Laniing - Wing Flaps Up; refer to LANDING WITH WING

FLAPS RETRACTED Procedures.

Surface Deice Failure (one or ,more deice boots fail to deflate)

1. SURFACE DEICE Circuit Breaker - RESET.

2. Surface Deice Switch - OFF then AUTO'

If Surface Deice Boots Remain Inflated:

1. SURFACE DEICE Circuit Breaker - PULL.

2- Leave icing conditions as soon as possible.

If Surface Deice Boots Remain Inflated On Approach:

1. Approach - Increase approach speed by 10 KIAS.

Electric Windshield Anti-lce Failure

1. ELECT W'SHIELD Circuit Breaker - RESET.

2. Windshield Anti-Ice Switch - RESET.

3. If normal operation does not occur, leave icing conditions as soon

as possrDle.

4. Cabin Air Defrost Knob - PULL.

5. Cabin Ternperature Selector - CABIN HEAT AUTO (Maximum

clockwise).

SUPPLEMENT 5

Paoe 3 of 7

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

If Landing is Required with Ice Obscuring Vision:

1. Approach - Precision approach is recommended or circling to left if

precision approach is not available.

I{OTE

Final configuration changes should be made as

early in the approach as possible.

2. Approach Speed - INCREASE 10 KIAS.

3. Runway Lights - Request naximum bright.

4. Side Slip - Minimum as required to maintain runway in sight. (Do

not side slip if deice boots are inoperative.)

5. Power Reduce - Slowly (Depth of vision may be impaired with ice

on the windshield).

Healed Pitot/Static System Failure

1. Pitot/Static Switch - OFF then ON.

2. If normal operation does not occur, leave icing conditions as soon

as possible.

SECTION 4 . NORMAL PROCEDURES

1. Preflight Inspection.

a. Pitot Heat Switch(es) - ON 20 seconds - OFF (Ensure Pitot

Covers Are Removed).

b. Stall Vane Heat Switch - ON 20 seconds - OFF.

c. Deice Boots - CHECK for tears, abrasions and cleanliness.

d. Pitot Tube(s) - CLEAR and WARM.

e. Static Port(s) - CLEAR and WARM.

DO NOT OPERATE SYSTEM HEATERS FOR

PROLONGED PERIODS ON THE GROUND.

NOTE

StttLI uane heat switch operates staLl udne heater

and, stetic port heaters. Pitot heat switch(es)

operates pitot tube heater(s).

2. Before Takeoff.

a. Surface Deice Boot Test.

(1) Power - INCREASE to 400 foot-pounds.

(2) Surface Deice Switch - AUTO. Visually check operation of

boots and annunciator lieht ON.

SUPPLEMENT 5

Page 4 ot 7Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

NOTE

Positioning the surt'ace deice switch to AUTO

niLl result in one complete infLuti.on and defla-

tion cycle Lasting approximately 30 seconds.

Inertial Separator Switch - BYPASS mornentarily. Visually

check annunciator lights ON. Turn

switches OFF after check.

Propeller Deice Switch - ON momentarily. Check propeller am-

meter.

NOIE

Proper operation of propelLer deice system is

indicated. by periodic fluctuations, within the

Ereen arc, on the propeller amneter,

Electrical Windshield

Anti-Ice Switch - ON momentarily. Check ammeter for in-

creased amperage and WINDSHIELD annun-

ciator light for illumination.

xotE

Turn off windshield anti-ice switch ar soon ar

the qntmeter and the annunciator Li.eht haue

been cheched.

3. Inflight.

a. Before visible moisture is encountered with outside air tempera-

ture below 4 degrees Celsius (40 degrees Fahrenheit):

(1) Pitot Heat Switch(es) - ON.

(2) Stall Vane Heat Switch - ON.

(3) Inertial Separator - BYPASS.

IF THE ENGINE INERTIAL SEPARATOR IS

NOT POSITIONED TO BYPASS, MOISTURE

MAY COLLECT UNDEN THE ENGINE IN-

LET SCREEN AND FREEZE, SUBSE,

QUENT'LY, THIS ICE MAY SEPARATE

AFTER ENCOUNTERING HIGHER OUT-

SIDE TEMPERATURES WHICH COULD RE.

SULT IN ENGINE DAMAGE.

(4) Propeller Deice Switch - ON.

SUPPLEMENT 5

Paoe 5 of 7

Original lssue

T{OTE

Energizing the propelLer d.eice earl! in icing

cond.itions wiLI preuent ice buiLd.-up which will

be throun off and. can chip the fuselage paint.

(5) Electrical Windshield Anti-Ice Switch - ON.

b. During Icing Encounters:

(1) Surface Deice Switch - AUTO when ice accumulates be-

tween 1/4 to 1/2 inch. Repeat as

necessary, allowing at least 30 sec-

onds between actuations.

TOTE

Accumulalion of a I /2 inch of ice may cause a

cruise speed reduction of up to 30 knots as welL

as a significant bu;ffet and. stall speed increase.

Increase power as required to maintain d,esired

airspeed.-

IF ONE ENGINE INOPENATIVE AP-

PROACH IS REQUIRED, A GO AROUND

WITH ICE ACCUMULATION MAY NOT

BE POSSIBLE.

4. After Landing.

a. Ice Protection Equipment - OFF.

SECTION 5 - PERFORMANCE

1. When climbing through areas of light to moderat€ icing conditions,

use best rate-of-climb airspeeds and higher engine power settings to

preclude ice build-up on the fuselage undersurface and lower wing

SUIIACES.

2. During prolonged icing encounters, increase engine power to main-

tain desjred airspeed as ice accumulates on the unprotected areas

and preclude ice build-up on the fuselage undersurface and lower

wing surfaces.

3. Prestall buffet and stall speeds increase approximately 5 knots

when deice boots are actuated. Maintain extra speed, especially

during an approach, before actuating the boots.

4. Maintain extra airspeed on approach to compensate for the in-

creased prestall buffet associated with ice on the unprot€cted areas

and the increased weight. Maintaining extra airpseed on approach

will increase the landins distance.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 5

Page 6 of 7

MODEL 406

Original lssue

MODEL 406

5. Airplane general performance is decreased with ice on the unprotec-

ted areas.

6- Climb nerformance decreases with ice accumulation and^the use of

xi;l'll il:fll" lT: iloff 8fl 8t''fr 3*. Btol'?il o'Toiiil'ft"i

'Ciit{b ;".6;;ce'in Section 5 Subtract 20! -feet pil minute

i'i#' t"r'"'iin"ie:or-iitl,s -- oNn ENGINE INoPERATIVE

oerformance in Section 5.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 5

Page 7 ot 7

Original lssue

MoDEL 406 suPSffJLXirS

RECOGNITION LIGHTS

SECTION 1 . GENERAL

This supplement provi{gs information which nust be observed when

operatirg [he recognition lights'

DescriPtion

The recomition lighis provide quqplementsl exter'nal- lightine for in-

creased airplane visibilitv 'fG; ligfiqs "qT b9, ut"{P-lid air traffic

control facilities and other ^opi"ri". in'to.uting the airplane in the air.

One lieht is mounted i" 15g lgadi:ng. eag" .of- ",?9]l ,l;1E -iip:" J.1*

f"ti'"t"a 'iT'inJ hnding light' A glateshield is installed rnhoard oI lne

iigtrl. to p."u""t glare into the cockpit'

SECTION 2 - LIMITATIONS

1. Ground OPerating Linitations:

a. Ground operatio,n of the recognition lights is limited t'o a

maximum p"rroo of"'fiue -mittul'"t' R"gutdl""t of time on' the

liehts must o" t*ti"a on iot -u'-i"irnit time period of thirty

m-inutes between each usage'

2. Flight Limitations:

a. None'

SECTION 3 - EMERGENCY PROCEDURES

Not APplicable.

SECTION 4. NORMAL PROCEDURES

1. The recognition lights are, operated by a switch/cfcuit breaher

located on the pilol"s left srde consote'

a. Switch - ON'

I'OTE

When airplane is on the ground' obserue ground'

P e r ating' i imitat io n s'

b. Swikh - OFF'

SECTION 5 . PERFORMANCE

Not APplicable'

SUPPLEMENT 6

Original lssue 1 of .l

MoDEL 4oo suPFffJLlfrS

OSCILLATING BEACON GROUND RECOGNITION

LIGHTS

SECTION 1 . GENERAL

This supplement -provides information which must be observed when

opeiuting ffie gtound tecogoition lighls'

OescriPtion

The recosnition lights provide slpplemental external. Iightine for in-

^"tJ$"d;:;i#!:"i"itliiiv.trt*" lieht'i are used.to aid air traffii control

facilities and otner arrpmnes ii-io"u'tittg ttt" airplane on the ground'

One lieht is mounted in the vertical fin and the other is mounted in

the loweifuselage.

SECTION 2 . LIMITATIONS

Not APPlicable'

SECTION 3 - EMERGENCY PROCEDURES

Not APPlicable'

SECTION 4. NORMAL PROCEDURES

1. The recognition lights are operated by a switch/circuit breaker

-' to"ut"a ori pilot's leh side console'

a. Switch - ON'

I{OTE

These beacon lilhts are not approued as flight

anti- collisio n lights'

b' Switch-OFF

SECTTON 5 . PERFORMANCE

Not APPlicable.

SUPPLEMENT 7

I of 1

Original lssue

AIR CONDITIONING SYSTEM

SECTION 1 . GENERAL

This suppler.nent p.rovides information which must be obsewed when

operating the alr concrtlonlng.

Description

The air conditioning system, consists of an electrically. driven

"o."i".ilt-.o"i""*i pattale in ih" no"", t'so evapoJators ard blower

ii#iliuri# tiir" iti- t'rt. -no""f o-puttment a''d 9I1e r1 lhe l'ailcone) and a

^fiifi';;;i'i;""LJ i" it'. iowei pa't of the right instrument panel'

llt" bto*"o distribute conditioned air to the cabin. area' .Each blower

-ot"t J""iti"af circuit is ptot"it"a by its respectiv-e circuit breaker' The

biJ#;"".il;G 6;;;il -as-a ventiliting svstem for recirculating cabin

air without'using [he air conditioni:rg syst€m'

The svst€m control panel consists of two-sritc[m and 1 rheostat' The

"uJe'i ?;'ilil,;i;;*d"a Cooi-bnF-clBcul,Arx,-cpnt-rols the mode

;i1;;;;i;;. -'Til-blo*"' .*it"h, placarded HIGH-LOW' controls the

;i";;;;;. t[" tto*"i *'ill op"tit" whenever the svstem ss'itrh is in

Jilr"rt,i. ti::" bt<ii "i-binbuufn mode' The temperaturc control rheo-

;;T. '"i;;"*d;i -Cobibn' "ooi-t" ttt" temperature. of lhe. conditioned

"il.'Ci""l*i"" t"t"tion oi the temperature iontrol lowers the air tem-

perature.

SECTION 2 . LIMITATIONS

.TO PREVENT DAMACE TO THE A]R

dbuniioNrNc IoMPRESSoR, Do NQ!

opnEAiE -TET AIR CONDI.IIONING SYS-

r.T,V--I I,T-COOI" WHEN THE OUTSIDE AIR

i-nuFtnnrunn IS BELow 20 DEGREES

rAA a N,I A UT ( -6.7 D EGRE ES CELS I US ).

.WHEN THE OUT'SIDE AIR TEMPENA-

1ililn ts crctrm IHAN 20 DEGREES

iriunwnntr ( 6.7 DESREES cELFluq.!

-edariu ro's e.ND SERVICING INTERyAT$

-uti-aE nEoucno BY PLACING rHE A!4

CbwnTircNmc sELEcroR SwITCH IN

;Coot " pon 5 MINIITES EAcH wEEK

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 8

1of 3

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

FAN BLADE

FAN MOTOR ELECTRIC

COMPRESSOR

FORWARD

EVAPORATOR

EXPANSION

VALVE AND

BLOWER

ASSEMALY

FORWARD

AIR OUTLETS

DIRECTIONAL

AIR VENT

EXPANSION VALVE

DORSAL FRESH AIB DUCT

AFT ALOWEB

co{rE

FORWARD EVAPORATOR CONDITIONED AIR

60181013

AFT EVAPOBATOR CONDITIONED AtR 6os57oo1

Figure I

AIR CONDITIONING SCIIEMATIC

SUPPLEMENT 8

2 ol 3 Original lssue

ffi

MoDEL 4oo su'FffJ!X'[3

SECTION 3. EMERGENCY PROCEDURES

1. Engine InoPerative Procedures

a. Air Conditioner - OFF or CIRCULATE'

SECTION 4 - NORMAL PROCEDURES

M)TE

When engines are not running,'. un elzctrtcol

interloch s-ystem is utlLlzed t'o ellmLnate opers-

iiii ii oii ro"aitioner on the ground uithout

auriliary Power unit connected'

1. Starting Procedures

a. Air Conditioner - Check OFF'

2. Before Taxi

a. Air Conditioner - As Desired'

3. Before Takeoff

a. Air Conditioner - OFF or CIRCULATE'

4. After Takeoff

a. Air Conditioner - As Desired'

5. Before Lalding

a. Ail Conditioner - OFF or CIRCULATE'

6. After Landing

a, Ait Conditioner - As Desired

SECTION 5 - PERFORMANCE

Not APPlicable

SUPPLEMENT 8

3of3

Original lssue

ELECTRICAL WINDSHIELD ANTI.ICE SYSTEM

SECTION 1 . GENERAL

This supplement provides information which must be observed when

operating ilie electrii windshield

Description

The electrical windshield anti-ice system consists of an electrically

heated element in the pilot's windshield, an inverter, an annunciator

^.light, a heat sensor, a switch and a circuit breaker.

The inverter, located in the right center wing section, supplies AC

power to the windshield. The h-eat sensor cycles the power to the

*ind"hield, providing temperature control. The green function indicator

light, will illuminate during each heating cycle.

If the indicator does not illuminate periodically, check the bulb by

oressine the PRESS-TO-TEST button. A secondary means of checking

b.opet "*indshield operation can be made by monitoring the voltam-

ineder. When the amp meter selector is positioned to BATT, a change in

charge or discharge rate will be noted during each heating cycle.

Abnormal operation of the electrical windshield anti-ice system is

indicated bv the switch breaker tripping to the OFF position and/or

failure of tire WINDSHIELD annrincialor light to illuminate and/or

triooins of the svstem circuit breaker. Failure of the breaker(s) to stay

reset in-dicates lhlt v;indshield anti-icing is impossible.

SECTION 2 - LIMITATIONS

If the nilot's windshield is covered with ice, do not leave the electrical

windshield anti-ice switch on for more than 20 seconds. Operation in

-excess of 20 seconG will cause an overheat condition which can result in

- -failure of the windshield heating element and/or permanent distortion of

the windshield.

SECTION 3. EMERGENCY PROCEDURES

1. Electric Windshield Anti-Ice Failure.

a. ELECTRIC W'SHIELD Circuit Breaker - RESET.

b. Windshield Anti-Ice Swikh - RESET.

c. If normal operation does not occur, leave icing conditions as

soon as nossible.

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 9

1oI 2

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

SECTION 4. NORMAL PROCEDURES

1. Before Takeoff

a. Electrical Windshield

Anti-Ice Switch - ON momentarily. Check ammeter for in-

creased amperage and WINDSHIELD annun-

ciator light for illumination.

t{OTE

Turn off windshield anti-ice suitch os soon os

the qmmeter and the WINDSHIELD annun

ciator Light haue been cheched..

2. Inflighi

a. Electrical Windshield

Anti-Ice Switch - ON before entering visible rnoisture with out-

side air temperataure below 4 degrees Celsius

(40 degrees Fahrenheit).

b. Leave icing conditions as soon as possible if airplane is not

equipped for flight in icing conditions.

{OTE

Since the electrical wind.shieLd anti-ice systenT

slone does not provid.e dd.equate protection for

the entire airpline, icing c6nditi6ns should be

auoid.ed wheneuer possible unLess the airplane is

equipped for flight in icing conditions. Refer to

Fiighi In leing Conditions supplement for de

taiLs. If icing is encountered, cLose attention

should be giuen to the pitot static systent, pro-

peLLers, induction systems, uing and stabilizer

leading edges and. other cornponents subject to

LCLng.

3. After Landing

a. Electricl Windshield Anti-Ice Switch - OFF.

SECTION 5 - PERFORMANCE

Not Applicable.

SUPPLEMENT 9

2ol 2Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

8OO ALTITUDE ENCODING/ALERTING/PRESELECT

(EA-801A)

SECTION 1 . GENERAL

This supplernent provides information which must be observed when

operating ihe 800 encoding altimeter'

DescriPtion

The 800 encoding altimetPr ('type EA-801A) is an electrically driven

i".t't"ini"i ii;; -;;;."; uitpl"tt" iliit"d" and provides the pilot with a

^risual displav of the altitude. It also includes- an optrcal encoder wnlcn

;;";;.j i6id p-itiL. i--lG" code corresponding t'o the sensed altitude'

tfi"'il;C fiptti"d t ih"" Ait T.tffi" Control Radar- Beacon Svstem

t."o-"""o'iJ"r* i"'tln. "iipt""" to generat€ replies,-to Mode C - (altitude

ffi;ii";i-iil;&"ti*6 rto- ihi grou"d controller'. A second altitude

inior-ua'i'o" o"tpui- fron the altime[er can be coupled to airplane acces-

sory equiprnent such as an altitude alertcr.

The altitude alerter (T1pe AA-80rA) is an accessory, unit used with

trr" aiio ?n;odi"s altimeiei 'to supplv a preselected altitud.lr capture, signal

;;";; ;fr;-;tiifd" lioia n'"ciit" of the Autopilot .Svstem' It also

;;r;e;" ;;"tl ;A u"tJ **iogt when the airplane deviates from the

selected altitude.

The encoding altimeter is a panel-mounted barometric altimeter with

"" ,ftitiii- trt?" of -iooo to +35,000 teet'- Altitude i-s^displaved bv,a

dial and a dicital readout. The dial i8 gradxated -ln IU- numencal ol-

Ji"i."" "fiictt"t"present increments of 100 feet. with suMivision mar-

fitil f";';;il-t0- feei; the dial pointer completes one. revolution for

;;;; i0b0 f""i o] dtitud" change.'The digital readout displavs airplane

Jtiiira" iri i""i"-""G of hundre-cts and thousanrtl of feet only. Friction-

;;;;;d i;t ;d lumping of the displav is- reduced .bv the use of a

^ ;;;i"".i &;.;id'se"iJr"a"d motor<{rivin. displa.v' Electronic darnping

- crcults tn the unrt ensure that the display -fo[ows altitudf. changes

ii'""iiii *iit --ti6 ouershoot. Wtren power -is iepoygd {rop the altimeter' a

;i#A ;;il; n"t6p""* acrosi the digital altitude displav to indicate

a "oower-off" condition.

Ambient atmospheric pressure is set into the altimcter with a man-

r.ri"' Jr"i"riil r-"i"""i-kiob, and is disllaved on a four-digit readout'

eithir in inches of mercury or in millibars (as -ordered)', l he pressure

settine does not affect the output ot the opttcar encod€r' srnce fne

;;;ffi';;';;;; ;.f.-;;;d b siandard pressure (sea level; 29 92 inches

of mercurv or 1013.2 millibars).

SUPPLEMENT 1O

1of 7

Original lssue

Except for introducing the altimeter setting with the baroset knob,

operation of the altineter is completely automatic. The baroset knob and

the display indicators are shown in Figure 1

The altitude alerter is a nanel-mounted unit which includes all of the

oDeratins controls and indi'cators and the preselector locic circuits. Al-

titude iriformation for use in the altitude aldrter is suppli;d electronically

from the encoding altimeter. Three Minilever switches, mounted on the

front panel of the unit, are used to select any altitude between 100 and

35,000 feet in 100-foot increnents; the selected altitude is displayed on a

digital readout. The preselector control and indicatnrs and an ALERT

indicator are also included on the front Danel of the unit. All controls

and indicators for the altitude alerter are shown in Figure 2.

The altitude caDture function is selected bv a white oushbutton switch

(ARM) which eneigizes the preselector logic Lircuits. Fbr altitude capture

function operation, the Autopilot System must be turned on but not

already engaged in a vertical mode (altitude hold or glideslope coupled).

When the Minilever switches are set to the desired altitude and the

white ARM pushbutton is pushed in, an arnber ARMD panel lamp lighLs

to indicate that the function is "armed". When the airplane reaches the

selected altitud e, the amber ARMD lamp turns off, and a green CPLD

panel lamp on the alerter and the altitude hold (ALT) lamp on Lhe

autopilot mode selector lights to indicate that altitude hold mode is

operational. If the Minilever switches are repositioned a-fter the preselec-

tor has been armed but before altitude hold is engaged, the logic circuits

are reset and must be rearmed by again pushing in the ARM switch.

The alert indicator consists of a threeJamp display and a one-second

aural tone. The alerting range levels are variable within limits for in-

dividual airplane requirements and may be preset for each airplane. As

factory installed, a green indicator lamp lights when the airplane altitude

is within 300 feet of the selected altitude. When the aimlane ent€r€ an

altitude band from 300 feet to 1000 feet above or bel6w the selected

altitude, an amber HI ALERT or LO ALERT lamp lighLs and simulta-

neously, the one-second tone is heard. A remotely mounted amber ALT

ALERT lamp illuminates when either the HI ALERT or LO ALERT

lamps light. At altitudes above or below the 1000-foot alerting range, the

alert function does not oDerate.

SECTION 2 . LIMITATIONS

1. A standby barornetric altimet€r is required when the encoding

altimeter is installed.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 1O

2ot7

MODEL 406

Original lssue

SECTION 9

SUPPLEMENTS

MODEL 406

1. ZERO-TO-THOUSAND FOOT ALTITUDE DISPLAY-

6-rni --Cait.tLa in 10 numerical graduations -which represent

""^- i";;;;;t" of 100 feet; the subdivisions of each graduation

represent increments of 20 feet'

ALTITUDE

iiE qo.*O-uT- Displays altitude above 100 feet - o-n three-get:tion

- couittei in increments of 10,000, 1000' and ].OO !egt'

When altitude is below 10,000 feet, a diagonary sirlp-

ed flag appears in 10'000-foot window'

ZERO-TO.THOUSAND FOOT ALTITUDE DISPLAY

F"oirir'ei : ^Dir;ctit ;dta;s airplane alt-itude betwe,en .0 and

iooo i"lrt;-?- Jtitudei above 1000 feet' i.ndica[es last

three digits of altitude (hundreds' t€ns and ones)'

ALTIMETER SETTING

ii6Aii'ouT - Di;piays altimeter setting set into altimet€r with

haroset knob on a lbur-drgrtal counrcr'

BAROSET KNOB - Used to get in t6gsl altirng-ter setting; clock-

wise rotation increases setting, counterclock-

wise rotation decreases setting'

6. POWER-OFF WARNING FLAG - Appears across altitude readout

wh-en power is removed l'rom

altimeter to indicate that

readout is not reliable.

Ficure I (Sheet I of l)

ENCODTNG ALTIMETER INDICATOR

SUPPLEMENT 1O

3of7

Original lssue

sEcTroN 9

SUPPLEMENTS MODEL 406

ALTITUDE SELECTOR AND

DISPLAY - Minilever switches (3) select desired altitude between

100 and 35,000 fe€t in 100-foot increments. Digital

readout displays selected altitude.

ALTITUDE CAPTURE CONTROL AND

INDICATORS - Selector switch and two-lamn indicator which op-

erate as follows:

a. ARM Pushbutton

Switch - Arms altitude caDture function of Alerter. orovided

Autopilot Systen is turned on and not already en-

gaged in a vertical mode (Altitude hold or glideslope

coupled).

b. ARMD Amber Lamp - Lights when ARM pushbutton switch is

pushed. in and altitude capture function

is enabled.

c. CPLD Green Lamp - Lights when airplane reaches selected al-

titude and Autopilot System altitude hold

mode is automatically engaged.

ALTITUDE ALERT

INDICATOR - Three-lamp indicator which onerates within a

preestablished range on either siile of the selected

altitude, as follows:

a. ALERT Green Lamp - Lights when airplane altitude is within

300 feet of the selected a.ltitude.

b. HI ALERT Amber

Lamp - Lights when airplane altitude is between 300 and 1000

feet above the selected altitude.

c. LO ALERT Amber

Lamp - Lights when airplane altitude is between 300 and 1000

feet below the selected altitude.

d. ALT ALERT Amber

Lamp - This remotely located la'"p illuminates when either the

HI ALERT or LO ALERT lamps illuminate.

Figure 2 (Sheet I of l)

ALTITUDE ALERTER INDICATOR

SUPPLEMENT 1O

4ot7 Original lssue

MODEL 406 sEcTtoN 9

SUPPLEMENTS

SECTION 3. EMERGENCY PROCEDURES

1. Encoding Altimet€r Failure (Warning Flag Showing)

a. ENC ALT Circuit Breaker - CHECK IN.

b. If waming flag is still showing, use the standby barometric

altimeter.

SECTION 4 - NORMAL PROCEDURES

1. Altimeter Operation

a. Baroset Knob - TURN as necessary to set readout to local

altimeter setting.

b. Power-off Warning Flag - VERIFY that flag is not in view'

SUPPLEMENT 1O

50T/

DO NOT ATTEMPT TO USE ALTIM-

ETER INDICATION FOE FLIGHT IN-

FOBMATION IF WA&NING FLAG IS IN

VIEV.. FLAG TNDICATES THAT POWEry

HAS BEEN REMOVED FROM ALTIM.

ETER.

c. Altitude

- bi;;t"t - Below 1000 feet, read altitude on displav pointer and

dial. Above 1000 feet, read altitude on altitude

readout plus pointer and dial inlicatiort- for last two

dieits tfo. example, for an altitude of 12,630 feet' read

iZ]OOO feet on ieadout: read 30 feet on pointer and

dial).

2. Altitude Encoding and Accessory Operation

Oneration of the altitude encoding and accessory information func-

lioni of the altimeter is completely automatic as- soon aa power -ls

"'oiil"d-t"-ili" altimeter and the'warning flag is out of view' However, for

;ifi;;;ti; oi the altitude informati6n to the ground -controller, the

Mode C (ALT) function must be selected on the transponder'

3. Altitude Alert

M)TE

The oltitude alzrter must be used uith a prop-.

erLy fu.nctioning 800 encoding oltimeter for atl

operatton.

Original lssue

sEcTroN 9

SUPPLEMENTS MODEL 406

During flight, altitude alert operation of the altitude alerter is auto-

matic wiihiri the preestablished -alert range. Operation may be verified

on the ground as follows:

a. Apply power to the equipment. Altimeter power-off waming

flag should disappear.

b. Set altitude selector switches to slightly more than 1000 feet

above the altitude indicated on the encodins altimeter. Altitude

is displayed on readout.

c. Begin to turn altimeter baroset knob to set altimeter reading to

agree with selected altitude. When altitude reading reaches

lower limit of alert range, one-second tone is heard and amber

LO ALERT lamp lights.

d. Continue to turn baroset knob for selected altitude. When

altitude reading is within altitude tolerance of alerter, the LO

ALERT lamp goes out and the green ALERT lamp lights.

e. Turn baroset knob for altitude above altitude tolerance of aler-

ter. Green lamp goes out, one-second tone is heard, and amber

HI ALERT lamp lights.

f. Continue to turn baroset knob until altitude readins is above

alert range. Just as altitude leaves alert range, the HII ALERT

lamp goes out.

g. Turn off power; power-off warning flag appears.

h. T\rrn baroset knob to reset altimeter as required.

4. Altitude CaDture

Altitude caiture operation may be verified on the ground as fol-

lows:

a. T\rrn on airplane power. Power-off warning flag on altimeter

should disappear.

b. Turn on Autopilot System and verify that a vertical mode is

not selected.

c. Set altitude selector switches to desired altitude: altitude is

displayed on readout.

d. Push in ARM pushbutton switch. Amber ARMD lamp lights.

e. Turn altimeter baroset knob to set altimet€r reading to dis-

played alerter altitude. When altimeter is set, ARMD lamp goes

out and green CPLD lamp lights. The altitude hold indicator

lamp on the autopilot mode selector will also light.

f. Turn off power. Power-off warning flag appears and all indica-

tor lamps go out.

g. Tlm baroset knob to reset altimeter as required.

5. Altitude Capture Operating Notes

a. If the altitude selector switches are moved to a new nosition

after the ARM pushbutton has been pushed in but beiore the

altitude is captured, the alerter logic is reset and the ARM

pushbutton must be pushed again to enable the new altitude.

SUPPLEMENT 1O

6of7 Original lssue

MODEL 406

SECTION 5 . PERFORMANCE

Not APPlicable.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 1O

TOIT

After altitude capture. and altilude hold mode is estq!-lished; if

iir" ii"iii"" l""t'"s the selected altitude' the green CPLD la4p

will remain lii. The altitude deviation will be rndrcated Dy lne

;liiiil;- fERT la-p" a"d the discepancv between the, se-

lected altitude displayed on the alert€r and the arrphne allltuoe

displayed by the altimeter'

If in" Atit"a" selectnr switches are set to a different altitude

;h;""hilil;.fiute.-ttie Autopilot Svstem will remain in the

"1';ttil;'it;ii ;;i; ijtt the grden CPLD lamp. will go oul.to

indicat€ that Lhe altitude displayed is not Lhe altrtude aL wnrcn

the airplane is being held.

ii "ftliua" hold is- manually selected on the. autopilo-t mode

;il;;;;;;; uuto.uti" iltitude capture, thc ARMD lamp

will eo oirt, the CPLD lamp will not light' and-l'he -capture logrc

circu-its will have to be reset for the next use' Ihe tunctron may

tr" ."""t "n"t altitude hold is disengaged'

Original lssue

SECTION 9

SUPPLEMENTS

This supplement provides information which must be observed when

oneiating ilie 400 encoding altimeter'

DescriPtion

The 400 encoding altineter (Type FA-401A) is an electrically driven

i".t';;;; ui"i pt"'"ia"" t" pii# i'ittt s visrrgl displav of the airplane's

ii"i"ird". fi,!-"iii-!t", a..o i"'"T.ii." an optical enc6dei which automati-

^:ildl'i".$?;''l$ru"jt5:lg4l}nq*r*:#affi "$J*H#;

iii"tiJn"ilo"J t oir the ground controller'

The400encodingaltimeter,refertnFigurel'^isapanel-mounted

tu.'#"r.l""" "iiii""t"i *i*t ;; iiiiil" -'*si of '-1000ro *35'000 feet'

ltfili;^il iilpr"vJa uv u aiur*""i-i-aigidi.readout',The dial is s'adu-

ated in numerrcal- (u!'Brona ihich repre"int inc-rements of 100 feet' with

iff r$'H"'#-5'"H"is':i:+:{;;1*qhk:Tgi"t#*#*ri

displaYs airplane altitude il

feet only. When power t- ;;;;HT;; itte' attineter' a sr'rioed warning

flag,appears acnoss Lne otg#l" Jt'id'i" aisplay tn indicate a "power-ofP

condltron' [orE

The pouer-off warning flng is a pouer warning

only'

Local atmospheric pressure corrected n tT !l:I,^it- set into the

altimeter wilh. a manuary .o-p*ui"d fa^to*ut knob' and is displayed on a

four-dieit readout, erf,ner ff;;-h; of -"^t"ury or in millibars (as or-

,^ dered). This altimet€r *ttitg'iii'-t' ""t "ffect.the g"tpJt P{ !!:..9ltt-":l

encoder, since the encoder is-always referenced to standard pressure (sea

i"i,"iliii.gz i""n"s of mercury or 1013'2 millibars)'

Except for introducing the altimet€r tgttilg. dlh.^t*. bamset knob'

ooeration of the altimeter d;;;ii"klv automa-tic' The baroset knob and

if,J'Ji"pi"i i"ai".Lors are shown in Figure I'

SECTION 2 - LIMITATIONS

1. A standby barolletric altimeter is required when the encoding

altimeter rs rnstalleo'

MODEL 406

4OO ENCODING ALTIMETER (EA'401A)

SECTION 1 - GENERAL

SUPPLEMENT 11

1of 3

Original lssue

SECTION 9

SUPPLEMENTS

SUPPLEMENT 11

2of3

1. ZERO.TO-THOUSAND FOOT ALTITUDE DISPLAY

DIAL - Calibrated in 10 numerical graduations which represent

incrcments of 100 feet; the subdivisions of each eraduation

represents increments of 20 feet.

2. ALTITUDE

READOUT - Displays altitude above 100 feet on three-section

count€r in increments of 10,000, 1000 and 100 feet.

When altitude i! be-low 10,000 feet, a diagonally strip-

ed flag appears in the lO,fu0-foot windod.

3. ZERO-TO.THOUSAND FOOT ALTITUDE DISPLAY

POINTER - Directly indicates airplane altitude between 0 and

1000 feet; for altitudes above 1000 feet. indicates last

three digits of altitude (hundreds, tens and ones).

4. ALTIMETERSETTING

READOUT - Displays the local atmospheric pressure corrected to

sea level set into altimetei with 6aroset knob.

5. BAROSET KNOB - Used to set in local altimet€r settins: clock-

wise rotation increases settins. coun-t€rclock_

wise rotation decreases settingl

6. POWER-OFF WARNING

FLAG - Appears across altitude readout wheo power is removed

from altimeter to indicate that readout is not reliable.

I{OTE

Thc power-off warning flag is power warning

only,

MODEL 406

4OO ENCODING XifffiilTER INDICATOR

Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

SECTION 3. EMERGENCY PROCEDURES

1. Encoding Altimeter Failure (Warning Flag Showing)

a. ALT Circuit Breaker - CHECK IN'

b. If warning flag is still showing, use the standby barometric

altimet€r.

SECTION 4. NORMAL PROCEOURES

1. Altimeter OPeration

a. Baroset Knot - TURN as necessary to set readout to desired

pressure.

b. Power OFF Waming Flag - VERIFY that flag is not in view'

SUPPLEMENT 11

3oJ3

DO NOT ATTEMPT TO USE--4UIM-

Einri - rl.tnicArlo N FoR FLIGryT -lry,-.

ft'fn fu

ii t o r'r i e w

AR N r N G F L aq ^rg- I{

iiEw. eLe'e INDIcATES rHA!-P-gwEn

ifus'it-EEN REMovED FRoM THE AL-

TIMEIER.

c. Altitude Display - Below 1000 feet, read altitude on display

"o-t"t -una dial Abou" 1000 feet'- read al-

iii"J"'"t atitJa" readout phrs pginter and

dial indication for last two dJg:rts (Ior exam-

piu, fot un uttitoae of 12'630 feet' read 12'600

i""i on i"aaoot and read 30 feet on pointer

and dial).

2. Altitude Encoding OPeration

Operation of the altitude encoding function of tle altimet€r is com-

nletelv automatic as soon as p6iii-% ti-pii"a to the altimeter 8nd the

$'ff ts'n?|iJ' il "i ;l;;. ho*"u"'' fb'r transmission. of the altitude

information to the grouno "o"tioitlt, ihe Mode C (ALT) function must

be selected on the transponder'

SECTION 5 . PERFORMANCE

Not Applicable.

Original lssue

4OO AREA NAVIGATION SYSTEM (RN'479A)

SECTION 1 - GENERAL

This supplement provides information which -mr-rst be observed when

op"rriirrg ilie 400 Ar'ea Navigation System (RNAV)'

Description

The 400 Area Navigation Systen refened !o- as Remq!9 Navigation

( Rfi i"v i;;#i.i. ;i;;'RNAv "c;-putBr, NAV &"i-"1u"J' Distance Mea-

ilffi 'dqffi il;ibMnI ri"*l'"tAransm itter, DME Control Unit' and

Course Indicator.

The 400 RNAV Svstcm features ten programmable walpoints' easily

""t"'"tia-Ji'u i.iil"*a"*iw. rtt" active, rir airy memory-stored rraypoint'

;;;"-b"* ;i"#d i;r' dispiav. showing frequencv., beagc and distance

ili;.;i;;;Lieht E;itti"g DiodeiLED) readouts' wavpoi,nt-leqring

il[^ti;t"an;; T]ormation" is programmed from the VORTAC

(VOR/DME) station to the walpoint (wt'I )'

Frequency, IFREQ) Bearilg GRG) and Distance (DIST) are retained

in memory .by voltag€ provroed directly- from the hot battery bus This

memory vottage t, *"p" t,,u"- "*n ifter the battcry -switch as been

iltn"<i"off. TJ preveni. battery discharge {uring. periods of lons t'€rm

srorase. it is recommended tn"'ri'86 IvtEM circiii breaker on thi right

side ionsole be Pulled.

t{ofE

II the "Memory" uoltage is interrupted'..all

lniii i*rr""t;i,n for thZ RNAV displav wiLl be

lost. SubseEnnt operation ol .thz.system' ultn

the "Memory" Doltage restored' ulll requlre re-

programrning of waYPoints.

The RNAV system has three modes of operation:

^'i. V-Onplle - Regular VOR/DME op^eration' Distance' gr.o-u]d- spqed

tnd tine-to-Jtation iriformation on the DME display

uod co.,t." iniormation qn ltrg -co-gr-sgindicator are

ieiatlu" tn the VORTAC (VOR/DME) station se-

lected on the associated NAV receiver'

2. RNAV ENROUTE - Distance, ground sp-eed-and Lime-to-station

t"ro"-uiioti on the -DME display and course

intioimation on the course iniiicator are rela-

tive to the active FLY walpoint'

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 12

1 oJ 10

Original lssue

sEcroN 9

SUPPLEMENTS MODEL 406

3. RNAV APPROACH - Distance, ground speed and time-to-station

information on the DME display and course

information on the course indicator are rela-

tive to the active FLY walpoint. Course

width is narrowed for more accurate naviga-

tion.

During RNAV operation, a course scalloping suppressor circuit sup-

presses spurious navigation signal phases to provide stable walpoint

information which enhances autopilot operation. This feature may be

used to advantage during VOR tracking by programming a walpoint

directly over the associated VORTAC (VOR/DME) at (000.0

degree/000.0 Nautical Mile) and using RNAV for course smoothing

enroute.

The Load Present Position (LPP) feature allows storage of the air-

plane position as a waypoint (WPT).

SECTION 2 . LIMITATIONS

Not Applicable.

SECTION 3 . EMERGENCY PROCEDURES

Not Aonlicable.

1. ON/OFF SWITCH - Applies power to the RNAV RN-479A.

Figure 1 (Sheet I of 5)

4OO AREA NAVIGATION CONTROLS

SUPPLEMENT 12

2ot10 Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

FLY WAYPOINT

SWIICU - Selects active waypoint. di.splays.. assigned ,waSpoint

number (o-g) in wilpoint digit display, and-displavs

programmed bearing 1BRG) and distance (DIST)'

M)TE

The wqvpoint will be computed for uhirhzuer

freouenii is selected on ihe associated NAV

'rn"biuer.- The airplane DOES NOT flv Lo the

frequ.ency displnyitl in thc FREQ REF DATA

DISPLAY @.

F/REF (FRESUENCY REFERENCE

SWifCUt - When depressed, recalls stored frequency (if any) cor-

' responding to WPT displayed. for a period of 8 sec-

onds.

FREO REF (Frequencv Reference)

DATA DISPLAY - 5 aisit LED display indicating the trequencv

which must be set in the associat€d NAV re-

ceiver. The frequency must be entered from

kevboard or lecalled from nerrory using the

F/REF SWITCH (3). Anv attempt to program

frequency data into the waypoint qumb,qr- cur-

renilv sit at the FLY WAYPOII{T SWITCH

will -cause the displav to fl88h "in USE" but

new frequency data will not be inhibited from

entry.

BRG (Bearing)

DATA DISPLAY - 4-disit LED display indicating the wavpoint

bearing (from the VOR station) in memgry or

to be fut in memory'- Thqpg4n-o-!-!hjs. data is

the saire as described in FREQ REF (4) above'

In the event that a localizer frequency has been

selected and the svstem is in the RNAV-

ENROUTE (RN) oi RNAV-APPROACH (RN

APP) rnode, "Loc" will flash in the display'

DIST (Distance)

DATA DISPLAY - 4-dicit LED displav indicating the wavpoint

distance in memory or to be put in memory'

The oriein of this data is the same as in FREQ

REF (41 above. In the event that a localizer

freouencv has been selected and the system is

in 'the- RNAV-ENROUTE or RNAV-

APPROACH mode, "FrE" will flash in the dis-

PlaY'

Ficure 1 (Sheet 2 of 5)

4OO ARE{ NAVIGATION CONTROLS

SUPPLEMENT 12

3 of 10

Original lssue

sEcroN I

SUPPLEMENTS MODEL 406

?. LPP (Load Present Position)

PUSH BUTTON

SWifCU - Displays BRG ard DIST infornatior of airplane rela-

- tive io the VOR station select€d on the associated NAV

receiver. FREQ REF display will be blank. Depressing

F/REF switcb will cause "NONE' to be disPlaved'

Fiashing cursor in Waypoint (WPT). displav digit in-

dicates "presenl. positio;- may be assigneil 1..wa1o,oint

number by depression of a numenc key tollowed Dy

depression of ENT kev. If it is desired that Present

""!iti"" noi te entetla as a waypoint' it may be

'ileared bv depressing the CLR KEY. If VOR and/or

DME da;a ari flaggid (invalid), appear in

appmpriate disPlaY.

8. WPT (WaYPoint)

PUSH-BUTTON

SWIi-CH Enables preprogrammed way'point to be called u.p for

display or a new waypoint t'o be- programmed' rr de-

ti.-Ja' "s*it"l depressi6n causes diiplay to blank and

waypoint digit display cursor to flash' reqxesting

nuiieric entrv (0-9) from the keyboard. Nltmenc ent-ry

"."t". *"ypii"i information L!-&Q q.r-r4 D.IST) to be

disnlaved" Flashins cursor in WPT digit display now

indicates that waircoint displayed its different fiom

*""ooi"t selected bv FLY WAYPOINT SWITCH and

oresentlv being used for navigation' A new waypoint

inay be-entere-d using keyboard entry' With an active

wavpoint cursor, deiressing the decimal button will

tirfi, , ."ut of fhe waypoirit data in mems.ry' At thiE

poi"t, aep.e""i"g a ium-eric button will halt the

i"uypdiot 'scannin'g and the - wa-ypoint - data . for that

num-bered walpoirit will be displayed. -If instead of a

numeric entry,'the decirnal is depressed again the scan

will stop at tle currently displayed waypoint'

Fisure I (Sheet 3 of 5)

4OO AREA- NAVIGATION CONTROLS

SUPPLEMENT 12

4 oi l0 Original lssue

MODEL 406 sEcT|0N 9

SUPPLEMENTS

9. KEYBOARD ENTRY NUMERIC

-' KE S - Enter disits 0-9 onlv when numeric input is requested'

-- FREQ, BIRG and DIST information are entered from left

to ri;ht, Appropriate nuneric entry occurs upon each

function key swiich depression; such as, FR-EQ 1, 1-' 7,.9,

5, ENT wiil enter a frequency of 117.95 MHZ to display

and waypolnt memory.

DECIMAL POINT

KEY - Justifies entered data around decimal point. The un-it auto-

-- matically supplies leading and trailing zeros for BRG and

DIST.

FRQ (Frequency)

kEi - f"i"tr ii.qu"tt"y from 108.0-117'95 MHz. Causes FREQ

displav to 'blanli, the prompting cursor to flash in most

sidrihcant dicit position, indicating that numeric entry is

re"ouesLed. A ;hoithand frequency entry is available. Entry

of 'the unit MHz digit followed by the- decimal point k9v

automatically enters "the entire coriect frequency up to the

decimal poiirt, e.g., FRQ, i, decirqal point, 6, -ENT will

enter a fiequencv of tl1.6 MHz. The one tenth MHz digit

must be entered. The unit will autornatically assume "0" for

the one hundredth MHz digit unless the "5" digit kev is

depressed.

BRG (Bearins) KEY - Enters bearing information form 0.0 - 359.9

desrees in same manner as FRQ keY'

DST (Distance) KEY - Enters distance information from 0.0 -

199.9 nautical miles in same manner as

FRQ key.

ENT (Enter) KEY - Enters - dislplayed data into- waypoin-!-memory

at the poditiirn indicated bv the WPT digit

display.-This key is available. only- when the

ENTER ANNUNCIATOR (lo) is flashing

CLR (Clear) KEY - Available during w.avpoint data entrv oqlv..De-

Ietes last keyboard entry causing.the flashing

prompt cursor to back up one positjon. Repet-

itive depressions of key can be used to get out

of entry mode and return to olginal disPlav.

Can alio be used to clear LPP information

from disolav and memory. The CLR key is

disabled whln the cursor has disappeared and

the enter alnunciator is flashing. In this case,

if the entered data is not as desired, it may be

reentered by depressing the appropriate FRQ,

BRG, or DST keY.

Fisure I (Sheet 4 of 5)

4OO ARE{ NAVIGATION CONTROLS

SUPPLEMENT 12

5 of 10

Original lssue

SECTION 9

SUPPLEMENTS

SECTION 4 - NORMAL PROCEDURES

1. RNAV Operation

{otE

SUPPLEMENT 12

6of10

IINTER ANNUNCIATOR - Flashing annunciator indicates that

valid wiwoint data has been entered

into the- ilisplay and may be entered

into the waypoint memory by depress-

ing ENT keY.

WPT (Watpont) Digit

Display - i-aigir I-eD display indicating the war?oint number as-

srsned to the rnrormation in tie FREQ,'BRC, and DIST

dalta displays. A flashing digit indicates that the digit

disolaveii ii not identical to the disit selected bv the FLY

wAYpOINT SwlTCH. A flashing cursor indicates that a

numeric entry is requested during warcoint programming.

VOR/RN/RN APP MODE Switch

VOR'Position - Regular VOR/DME operation; localizer operation if

loc"alizer frequency ii selected on the associated

NAV receiver.

RN Position - Selects RNAV ENROUTE mode' Each {ot ,on the

course indicator represents 1 NM in RNAV EN-

ROUTE mode.

RN APP Position - Selects RNAV APPROACH mode. Each dot

on the course indicator represent 0.25 NM in

RNAV approach mode.

MODEL 406

10.

11.

Fisure I (Sheet 5 of 5)

4OO AREA NAVIGATION CONTROLS

Proner RNAV operation requires ualid VOR

ond DME inputs to the RN{V syslem. In cer-

tain areas, the ground stdtion antenna patterns

and transmittei power nlay be inadequate Lo

orouide ualid siahals to Lhe RNAV FoT this

'reason. intermitlent RNAV signal loss may be

experienced enroule. Prolonged Inss of RNAV

si'gnat shaLl require the pllot lo select alternate

wlaypoints or rbuert to oLher nauigationaL proce-

dures.

RNAV ON/OFF SWITCH - ON.

DME TEST/ON OFF SWITCH . ON.

RNAV MODE SWITCH - RN.

Original lssue

MODEL 406

2. Programrning Waypoints

SECTION 9

SUPPLEMENTS

M)TE

Using a VFR Sectional, enroute instrument

chart, instrument approach p\ate, or enroute

RNAV chart DETERMINE distance qnd

bearing for desired waypoint(s) from appropriate

VOR/DME stations.

a. WPT - PRESS.

b. Enter numeric designation (0-9) of waypoint to be programmed.

c. FRQ - PRESS.

d. Enter numeric data for frequency to be programmed.

e. BRG - PRESS (ENTER ANNUNCIATOR extinguishes).

f. Enter numeric data for bearing to be programmed.

g. DST - PRESS (ENTER ANNUNCIATOR extinguishes).

h. Enter numeric data for distance to be programrned.

i. ENT - PRESS (Data entered, ENTER ANNUNCIATOR ex-

tinguishes).

j. Repeat entire programming procedure for all waypoints to be

progmmmeo,

k. Select desired NAV frequency on navigation receiver.

L Select desired active wayDoint on FLY WAYPOINT SWITCH

for flight.

I{OTE

Ground speed 60-800 knots +12 knots

accuraty: wtthtn 2.5 minutes.

60-800 knots !5 knots

within 5 m.inutes.

Time to station 0-500 minutes !2 miruutes.

dccuracy:

Course wi.d.th: RNAV-ENROUTE: !5 NM

nominal.

RNAV-APPROACH, .T 1.25

NM nominaL, VOR/DME,

+ 10 d.egrees.

Computed, waypoint RNAV-ENROUTE - Meets

distanceaccuracy: AC-90-4SASpecifications.

RNAV-APPROACH - Meets

AC - 90 - 4 5A Sp ecif ic ations.

SUPPLEMENT 12

7of10

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

3. RNAV System Self-Test and VOR/DME Cross-Check.

NOTE

Proner RNAV test reeuires uaLid VOR and

DME stgnals to the RNAV.

a. RNAV ON/OFF SWITCH - ON.

b. DME TEST/ON OFF SWITCH . ON.

c. RNAV MODE SWITCH - RN.

d. FLY waypoint as desired.

e. RNAV programmed to the following walpoint:

(l) FREQ - not required.

(2) BRG - any.

(3) DIST - any.

(4) NAV frequency as required to produce valid VOR and

DME signals.

f. Course Indicator OBS - Set to 0 de$ees.

e. NAV (RT-a85B) ID/VOX/TEST SWITCH - HOLD in TEST

position.

(1) Course Deviation Indicator - Center t2NM.

(2) TO - FROM Course Indicator - Indicates FROM.

(3) DME Distance-to-Station Display - Readout is 88.8

(4) RNAV VOR/RN/RN APP MODE SWITCH - SET TO

' VOR. Verifu'that the DME distance remains 88.8 and that

the Course Deviation Indicator remains centered.

OTE

oAfter reteasing the area naaigation- test. switch '.

q rcturn to accurately computed bearlnE and

distance dato may tahe up to one mtnutP' de'.

pending upon'the airplane position and.

waYPoLnt.

OThis test does not fulfill the requirement of

FAR 91.25.

h. Additionally, crosscheck the RNAV as follows:

(1) RNAV - PROGRAM wa)?oint at 000.0 degree/000'0 nau-

tical miles.

(2) Course Indicator - Turn course selector to center the course

deviation indicator. Note the RNAV dis-

tance to waJpoint on the DME control

unit.

SUPPLEMENT 12

8 of 10 Original lssue

(3) RNAV MODE swlrcH B",hr',?u"Yf-l:; Jilit *3t"Jl;

p-receding step .h,(2)' and. that

:H"iliT"",,::Ji:tion indicator

4. Keyboard/Display Reliability Tests.

a. RNAV ON/OFF - ON.

b. DME TEST/ON/OFF TEST - ON.

(1) RNAV DisPlaY - Illuninated.

(2) W.PT. Digit Display - Same digit as FLY WAYPOINT

selecf,ron'

(3) DME Display - NM Illuminated'

c. RNAV Mode Switch - RN.

(1) Course Deviation Indicator RN light - Illuminated'

(2) DME disPlaY - RN illuminated.

d. FLY WAYPOINT SWITCH - TURN to "0".

e. WPT - PRESS.

(1) Display blanks'

(2) WPT Digit Display cursor flashing.

f. Enter "0" from keyboard.

g. FRQ - PRESS.

(1) FREQ Display alt€rnately indicates "in USE".

h. Enter 110.10 from keyboard.

(1) ENTER ANNUNCIATOR flashing.

i. ENT - PRESS.

(1) ENTER ANNUNCIATOR extinguishes.

j. On 400 (RT-4858) NAV Receiver Enter -110'10.

(1) BRG, DIST Displays on RN-471A altemately flashes -

' "t oc, FrE" and Airnrinciator on DME flashes.

k. RNAV Mode Switch - VOR'

(1) "Loc, FrE" no longer disPlaYed.

l. RNAV Mode Switch - RN.

m. FRQ PRESS.

n. Enter 110.0 frorn keyboard.

(1) FREQ Display cursor prompts entry and remains in least

significant position.

o. ENT - PRESS.

(1) FrequencY enters as 110.00

(2) ENT ANNUNCIATOR extinguishes.

p. On 400 (RT-4858) NAV Receiver - ENTER 110.10

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 12

I of 10

Original lssue

SECTION 9

SUPPLEIVENTS MODEL 406

q. BRG - PRESS.

.. nnte. a-diglt bearing - (ERROR SIGNAL IF ENTRY IS

GREATER THAN 359.9).

(1) BRG Display cursor pronpts entry and remains in least

signifrcant position.

s. ENT - PRESS.

(1) Bearing infornation enters with "0" as fourth digit.

(2) ENTER ANNUNCIATOR extinguishes.

t. DST - PRESS.

u. Enter 3-disit distance (ERROR SIGNAL IF ENTRY IS

GREATER THAN 199.9).

(1) DIST Display cursor prompts entry and remains in least

signifrcant position

v. ENT - PRESS.

(1) Bearing information entered with "0" as fourth digit'

{2) ENTER ANNUNCIATOR extinguishes.

SECTION 5 . PERFORMANCE

Not Applicable.

SUPPLEMENT 12

'10 0f 10 Original lssue

400 DME (R-477A)

SECTION 1 . GENERAL

This supplement provides information which musl-be observed when

"p"i"Tiri-iti"

-aoo biit"tt"" Measuring Equipment (DME)'

Description

The 400 DME comprises the Receiver-Trangmitter' (RTA-477A)'

c.iiiir iiilt f C:azzAiT"a A"t""na (C- 105-3),- Tbis -equipment is used

;ih"il;;iio liAn'""i7* +oo EnAv svqtc4' The DME is deoendent on

^ ir,'J"ri'iV".i.ti,:ii r-*h"d"iJ;';ri i.";i"i- *p;i!91t 1'; .DJVIE Provides

continuous and accurarc srant range, ground spee{ a-rld time to station

i;i;;ffi;;;h" *t*t"a vonfni (voR/Dr'lE) sound station ln

;:li;'NAV-;;d";lhis information is computed to the FLY walpoint

(wPT).

The receiver-transmitter transmits intenogatiq4- nulses on-any of the

f00 -channels between 1041 MHz and 1150 MHz; it receives return

;;;a;-il ptG"Jb"t *tt 978-108? MHz and 1104-1213 MHz' Equip-

iiJiil""l""ri"e'1" -pio"ia"a bv a fan which circulates air from the

iii,""i"tt"tr- *EI ittfi th" uuio"tti". bay- The fan is controlled by the

EQUIP FAN circuit breaker.

SECTION 2 - LIMITATIONS

Not ApPlicable.

SECTION 3 - EMERGENCY PROCEDURES

Not APPlicable'

,- sEcTloN 4 - NORMAL PROCEDURES

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 13

1ot4

1. DME Operation

a. TST/ON/OFF Switch - ON.

f . OVn channel selection. Channel selectio'l fro-m the NAV 1

-' ;;V". -NAV 2 systems may be accomplished by- gsing a 400

iilV *uiu"t coitrol unit. iselect N1' HLD or N2 as appro-

priate.)

c. TST/ON/OFF SWITCH - TEST and Release'

(1) Annunciators NM, KTS, MIN, N1, HLD' and N2 will

'-' iit,]riii"ite.- Atttt,ro"iutot RN wiu not illuminate. and it will

liti"*itit if previouslv illuminated' Any digital readout

previ6usly illuririnated will extinguish'

Original lssue

(2) In approximately one second all annunciators will extin-

guish except NM, KTS and MIN will also remain on if

lhey were illuminated prior to going to TEST (i.e. if locked

on to a valid DME signal).

(3) Approximately three seconds later 8's will appear in the

nine digital readouts.

(4) Approximately four seconds later the annunciators will re-

tum to the appropriate responses for the DME frequelqy

selected. The -aigii readouts may then require sone addi-

tional time to adequately lock on to this frequency

olE

When the 400 RNAV (RN479) is installed with

a single DME, the DME will be slnued n the

Nau control unit to which the RNAV is as'

signed when the RNAV is operated' in the

RNAV mode (RN or RN APP). The DME

NI/HLD/N2 button wiLl be inoperatiue.

SECTION 5 - PERFORMANCE

Not Applicable.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 13

2ot4

MODEL 406

Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

5,{84P6(XX

Time-To-Station Display (0.999 minutes)

fn VOH ^ode, read,jut- is relative to VORTAC (VOR/DME) sta-

tion.

i" nNeV (RN-RN APP) mode, readout is relative to FLY

waypornt.

MIN (rninutes) Annunciator - Illuminates with Time-To-Station

disPlaY'

Ground Speed DisplaY.

Displays ground sPeed in knots.

KTS (knots) Annunciator.

xiS I Ittuoii"ates to indicate displav (3) is ground speed in knots'

Distance-To-Station Display - Distance to station in nautical miles

(00.0 to 300 NM)'

NM/RN Annunciator.

f.iM'- At*uu. iltuminated - Indicates that Distance-To-S-tatio-n dis-

play (5)- is in. nautical miles for all

modes of oPeration'

RN- Not illuminated - Distance-To-station display is t o VORTAC

(VOR/DME) station'

- Illuminated - Distance-fo-Station displav is to FLY (RNAV)

waypoint.

Figure I (Sheet I of 2)

4O-O DME CONTROLS

SUPPLEMENT 13

3oJ4

Original lssue

SECTION 9

SUPPLEMENTS

MODEL 406

Nl/HLD/N2 Mode Switch and Annunciator. This switch inoper-

ative in the RNAV mode.

Nl - Selects and Indicates Navigation receiver I.

HLD - Holds the frequency of receiver N1 or N2, whichever was

last selected, so that it may be used for DME operation. N1

and N2 become ir:dependent of DME operation and may be

used for other purposes.

NZ - Selects and Indicates Navigation receiver 2.

TST/ON/OFF Switch.

ON - Controls power to RTA-477A and C-477A. NAV 2 is auto-

matically selected at Power On in most configurations.

TST - Self tests for the RTA-477A and C-4?7A. Momentary de-

pression of the TST Switch causes all annunciation lights to

illuminate. Approximately one second after release of the

TST switch all 8's will appear in the dicital readout win-

dows for a few seconds anri ihen normal DME operation will

resume. N1, HLD or N2 selection remains the same.

FiSure I (Sheet 2 of 2)

4OO DME CONTROLS

SUPPLEMENT 13

4ot4 Original lssue

lOOOA FLIGHT CONTROL SYSTEM (AF-l050A)

SECTION 1 - GENERAL

This supolement provides information which must be observed when

operating ffie 1000A Flight Control System.

Description

The 10004 Flight Control System is a two-axis aulopilot system that

controls the ailerons and elevators to mainiain the arrplane at a deslreo

;;;ia;a;. A vaw damper is also included in the svstem' The status of the

^.vrL*-i" aiplayed dn the mode selector. the autopilot control panel' the

r''".ii""i"t iiiuuiion indica[or (HSIl. the attitude gyro, and the autopilot

mode repeater annunciators on the pilot's panel.

A horizontal situation indicator (HSI), or directional gyr-q.^displays. a

nictorial presentation of the airplane's position relative to VUK radnls'

il;;ii; '"^;"J and glideslopi beami.- The- HSI. also- gives heading^

;;i;;;;" with respect io magiretic north and provides for selection of

the desired headin!. VOR radial and LOC course.

Precision attitude information is provided on the attitude gyro, refer

to Figure 3.

For autopilot engagement, the aulopilot/yaw damper. switch on the

aul,opilot control pinil, refer to Figure -t, is placed in ihe. AP/YD

;;;ifi;;. Piich and turn manual com--mand contrbls are located on this

i""l.oi p^".i. All other modes of flight are controlled from the mode

selecf,or.

The autopilot/yaw damper switch, when in the AP/YD position.^also

energizes the yaw damper system which tunctrons rndependenlly oI tne

"rio"piioi. The yaw damper ian be independently engaged by placing the

^ APAD switch in the YD Position.

A disconnect function is provided to automatically disconnect the

""io"ilot anv time the airplarie pitch attitude exceeds approximately 20

a"gi6.. up 6r down. The bperational capability of the disconnect func-

ii"''i -.t'Ja t " tested befoie talreoff bv pressing the TEST BEFORE

ijaCft fr,i button, located on the au'topilot contr-ol panel. When the

t".i b"tto" is pressed with the autopilot engaged, a test -voltage is

i".".t"a i"to the attitude monitor circuitry, causing autopilot disconnect'

itti. Urtt". must not be pressed in fligbt; it is for ground check only'

The control wheel must be restrained during the test.

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 14

1oi20

Original lssue

The pilot's control wheel, refer to Figure 4, incorporates switches for

autopilot related operations. An electric elevator trim switch and an

autopilot/electric elevator trim (AP/TRIM DISC) disconnect switch are

provided on the pilot's left control horn. The pilot's right control horn

incorporates a pitch synchronization button.

The autopilot off (AP OFF) Iight, located adjacent to the attitude

gyro, will illuminate when the autopilot is disconnected by any neans

oiher than the control wheel AP/TRIM DISC switch. The AP OFF light

will remain on until it is cancelled by pressing the control wheel

AP/TRIM DISC switch. Any time the autopilot disconnects, the dis-

connect horn will produce a short tone Iasting 1 to 2 seconds with

decreasing amplitude.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 14

2of2Q

MODEL 406

Original lssue

MODEL 406

1. PITCH COMMAND

t WHEbL- -C;;it"ls pitch attitude of the airylane'. When. rotated,

commands pitch up or down' Pitch attitude change is

"tooottitn"i to th'e amount of rotation of the pitch

ionimand wheel. Rotation of the wheel disengages the

Al,f pNC or GS ENG modes. Rotation of the wheel

does not affect GS ARM rnode.

2. TEST BEFORE EACH FLT

-' BUbTON - Fressing this switch with the autopilot engaged, tests

itte pititt attitude monitor circuitry, causing autopilot

disconnect.

3. TURN COMMAND

'' KNOB - M"J U" centered for AP engagement' Commands roll

attitude DroDortional to control rotation' Maximum com-

mand is'nohinally 25 degrees roll attitude' Rotation out

of deLent disengages HDG or NAV modes'

4. ROLL TRIM

-' ii.lDrcA'IOn - Indicates direction of autopilot roll effort Continu-

-- ;;a deflection in either direction during steady

flight indicates that manual - adjustment of,the air-

pline aileron trim is r-equired.in the same direction'

indicator is active with autopilot engaged or discon-

nected.

Fisure I (Sheet I of 2)

AUTOP_ILOT CONTROL PANEL

SECTION 9

SUPPLEMENTS

SUPPLEMENT 14

3of20

Original lssue

sEcTtoN 9

SUPPLEMENTS MODEL 406

AUTOPILOT/YAW DAMPER

SWITCH - Magnetically held three-position switch. In the center

position, the system is off. Placing the switch in the

AP/YD position engages the autopilot and yaw damper.

The AP annunciator on the mode selector will light,

and the yaw damper flag on the turn and bank indica-

tor will be pulled out of view. In the YD position, only

the yaw damper system is engaged.

Figure 1 (Sheet 2 of 2)

AUTOPILOT CONTROL PANEL

11 12 13 14 :9?i:BB?:

1. AUTOPILOT (AP) ANNUNCIATOR LIGHT - AP annunciates

green when auto-

pilot is engaged.

Figure 2 (Sheet I of 4)

MODE SELECTOR AND MODE REPEATER ANNUNCIATORS

SUPPLEMENT 14

4ot20 Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

VOR ANNUNCIATOR LIGHT - VOR annunciates green when se-

lected NAV receiver is tuneo ro

VOR frequency.

LOC ANNUNCIATOR LIGHT - LOC annunciates green when se-

lected NAV receivir is tuneo ro

Iocalizer frequency.

NAV I/NAV 2 SWITCH/

ANNUNCIATOR - Alternate action manual switch that selects

NAV 1 or NAV 2 navigation system for cou-

pling to autopilot. Appropriate segment annun-

ciates green when selected.

BACK COURSE (BC/ON) SWTTCH/

ANNUNCIATOR - Momentary switch selects back course mode

independent of autopilot engagement, if select-

ed NAV is tuned to a localizer freouencv. If

NAV 1 is selected, and both NAV'g ire tirned

to localizer frequencies. the CDI display re-

verces on NAV 2 non-HSI tlpe indicaLors. BC

annunciates $een when rnode is selected.

GLIDESLOPE (GS) SWITCH/

ANNUNCIATOR - Momentary alternate action switch arms

glideslope mode if selected nayigation receiver

is tuned to a localizer freouencv and NAV

mode is armed or engaged. ARNI will annun-

ciate amber when glideslope is armed. Depress-

ing the switch again will disengage ARM mode.

The ENG annunciator will illuminate green

when the glideslope is captured. Depressing the

swikh again will disengage ENG mode. ENG

blinks when the selected glideslope receiver is

in an alarm condition; glideslope remains coup-

led to the autopilot. Glideslope will arm and

engage with front or back course selected.

ALTITUDE (ALT) MODE SWITCH/

ANNUNCIATOR - Momentary switch engages or disengages al-

titude hold mode. ENG annunciates green

when mode is engaged.

Figure 2 (Sheet 2 of 4)

MODE SELECTOR AND MODE REPEATER ANNUNCIATORS

SUPPLEMENT 14

5of20

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

8. NAV MODE SWITCH/

ANNUNCIATOR - Momentarv activation engages or disengages

NAV ARM or the NAV ENG mode, dependent

on HDG mode status and position of the air-

olane relative to the beam center. If HDG

mode is not ensased' NAV mode will engage

immediately andbi annunciated by ENG light-

ing green. The airplane will turn !o i{e-r-c!prt

th"e beam at a fix6d intercept angle. If HDG

mode is engaged, and beam displacernent is

greater than a preset amount on the course

deviation indicaior, (one half scale for VOR

enroute, full scale for VOR with wing flaps at

T.O. or more selected, and full scale for

Iocalizer operation), the HDG mode will remain

engaged and the NAV mode will arm. An am-

bei ARnl annunciation will appear below the

white NAV. The aimlane will continue on the

selected heading uniil the beam displacement

decreases to less than the preset amount, at

which time NAV mode will automatically en-

gage and HDG mode will disengage 'The ARM

annuncration will also extinguish and ihe ENG

annunciation will light green. The airplane will

then turn to capture the beam. ENG blinks

when the select;d NAV receiver is in a flag

alarm condition. However, NAV remains coup-

led to the autoPilot.

9. HEADING (HDG) MODE SWITCH/

ANNUNCIATOR - Momentary switch engages or disengages the

headins mode. ENG annunciates green when

mode is engaged. Heading mode engagement

will cancel NAV mode.

NOTE

The HDG, NAV, ALT, GS, and BC Push but-

tons are illumtnated white on the nrode selector'

With the MASTER LIGHTING suttch in the

NIGHT position, Ihe intens[ly of the ltghts on

the MODE SELECTOR and MODE REPEAT

ER is controlLed by the RADIO PANEL LIGHT

IN?ENSI"Y CONTROL.

Figure 2 (Sheet 3 of 4)

MODE SELECTOR AN.D MODE REPEATDR ANNUNCIATORS

SUPPLEMENT 14

6of20 Original lssue

MODEL 406

MODE REPEATER ANNUNCIATORS

SECTION 9

SUPPLEMENTS

10. HDG ANNUNCIATOR - Indicates autopilot is engaged in heading

mooe.

11. NAV ANNUNCIATOR - Indicates autopilot is engaged in naviga-

tion mode. Blinks when selected NAV

receiver is flagged.

12. BC ANNUNCIATOR - Indicates back course is selected.

13. ALT ANNUNCIATOR - Indicates autopilot is engaged in ALT

mooe.

14. GS ARM ANNUNCIATOR - Indicates autopilot is in glideslope

ARM mode.

15. GS ANNUNCIATOR - Indicates autopilot is engaged in glideslope

mode. Blinks when selected glideslope re-

ceiver is flagged.

Figure 2 (Sheet 4 of 4)

MODE SDLECTOR AND MODE REPEATER ANNUNCIATORS

:3?i::3"3

1. DIRECTIONAL GYRO - Displays heading of the, airplane when

properly set to agree with the magnetic

compass,

Figure 3 (Sheet I of 2)

DIRECTIOI{AL AND ATTITUDE GYROS

SUPPLEMENT 14

7ot20

Original lssue

SECTION 9

SUPPLEMENTS

MODEL 406

GYRO SLAVING

INDICATOR - Displays snychronization of compass card with re-

spect to the magnetic flux detector unit. The head-

ing selector knoi (PUSH-TURN) may be used at

any time to accomplish synchronization of the com-

pais card reading with-the magnetic heading as

indicated by zeroing the slaving i;dicator. A slived

condition is present when the slaving indicator os-

cillates about the null point (45 degrdes fixed refer-

ence line on the Slaved Gyro).

HEADING BUG - Displays the selected heading relative to the

compass caro.

HEADING SELECTOR

KNOB - The heading bug is positioned by rotating the directional

gyro HDG selector knob.

COMPASS CARD - Rotates to display airplane heading.

COMPASS CARD

KNOB - When pushed in, allows nanual setting of the compass

card to agree with the magnetic compass. The unslaved

directionai gyro compass car:d must be reset periodically to

compensate for precessional errors in the gyro.

SLAVING OFF FLAG - Flag showing indicates failure of vacuurn

andTor DC power to slaved gyro instru-

ment.

ATTITUDE GYRO - Displays airplane attitude as a conventional

attiiud-e gyr,5. Pikh attitude scale is gradust-

ed in 5 iiaeree incrementa and roll reference

scale is gra-duated in 0, 10, 20, 30, 60, and 90

oegrees,

Figure 3 (Sheet 2 of 2)

DIRECTIONAL AND ATTITUDE GYROS

SUPPLEMENT 14

8of20 Original lssue

1014P6019

AIRPLANE CONTROL WHEEL ELECTRIC TRIM

SWITCH - When moved forward to the DN position, the elevator

trim tab moves in the nose-down direction; conversely,

movine the switch aft to the UP Dosition moves the

tab in-the nose-up direction. The 6lectric trim switch

will disconnect autopilot if engaged.

AUTOPILOT/ELECTRIC ELEVATOR TRIM DISCONNECT'

SWITCH (RED) - Disconnects the autopilot and a short (1 to 2

seconds) tone with decreasing amplitude is

heard in the cockpit. Disables the electric trim

while the switch is depressed.

PITCH SYNCHRONIZATION

BUTTON - Upon autopilot engagement, the pitch axis is instanta-

neously syirchroniieil to existing-pitch attitude. When

engaged, the airplane can be nanually flown to a new

pitch attitude by keeping the pitch synchronization

button depressed. Defres-sing tlie butt6n also disen-

gages the altitude hold mode. Pitch slnchronization is

inhibited when glideslope is engaged.

Figure 4

CONTROL WHEEL

SUPPLEMENT 14

9oJ20

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

SECTION 2 - LIMITATIONS

AUTOPILOT:

1. Autopilot and yaw damper must be off for takeoff and landing.

2. Approach,VoR radial at an angle of 135 degpes or less prior to

engaging the navigation mode.

3. Approach ,localiz€r . at an .angle of 90 degrees or less prior to

engaging the navigation mode.

4. Disconnect autopilot if malfunction occurs.

5. Minimum speed for autopilot operation is 120 KIAS.

6. Maximum speed for autopilot operation is 229 KIAS/0.52 Mach,

V"o/M"o.

7. Do not use autopilot below 200 feet above ground level in approach'

8. Do not use autopilot below 500 feet above ground level during

enroute operauons.

9. Do not engage altitude hold mode with vertical speed above 1500

feet per minute.

10. Fuel must remain balanced for all autopilot operations.

SECTION 3 - EMERGENCY PROCEDURES

ELECTRIC ELEVATOR TRIM RUNAWAY

1. Control Wheel - OVERPOWER as required.

2. AP/TRIM DISC Switch - DISCONNECT immediatelv.

3. Manual Elevator Tlim - AS REQUIRED.

IIOTE

After the electric trim hos been d'isconnected

and lhe emergency is ouer' pulL the electric trim

( ELEV TRIM) circuit breaker. Do nol dttempt

to use the eLectri'c eleuator trin'L system untiL

ground maintenance has been completed.

AUTOPILOT EMERGENCIES

AUTOPILOT MALFUNCTION

Elevator or Aileron Control - OVERPOWER as re-

quired.

AP/TRIM DISC Switch - DISCONNDCT immediatelv.

TOTE

ll autopilot rnalt'unctions, the posstble altitude

loss (includes aLlitu.de loss prtor to pilot recogni-

t[on) for cruise, climb, deseent configuration and

maneuuerinE flilht is 500 [eet. For approach

con[i1uration thi altitude loss is 120 leet

SUPPLEMENT 14

10 of 20

Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

NOTE

After the autopilot has been disconnected' and

the emergency'is ouer, pull the roll and pitch

actuator (ACT) circuit breaher. Do not attempt

to use the autopilot until ground maintenance

has been comPleted.

ENGINE FAILURE

1. Aircraft - CONTROL as required.

2. Inoperative Engine Propeller - FEATHER.

3. AP/TRIM DISC Switch - DISCONNECT.

^ 4. Operative Engine - INCREASE POWER, as required.

5. Landing Gear - UP.

6. Wing Flaps - UP or as required.

?. Trim Tabs - ADJUST.

8. Inoperative Engine - SECURE.

ENGINE INOPERATIVE COUPLED APPROACH

1. Fuel - BALANCED.

2. Trim Tabs - ADJUST.

3. Autopilot - ENGAGE per VOR, IlS/Localizer Coupling Procedure.

4. Engine Inoperative Landing Checklist - COMPLETED.

SECTION 4. NORMAL PROCEDURES

ELECTRIC ELEVATOR TRIM DISCONNECT CHECK

1. Ooerate the electric trim switch in one direction and observe mo-

tiirn of the manual pitch trim wheel in the proper direction. While

Derforming the above test, momentarily depress AP/TRIM DISC

Switch anil release. Observe that manual pitch trim wheel motion is

arrested and remains stopped when the disconnect switch is re-

leased and electric trim swiich is actuated.

2. Repeat Step f. in the opposite direction.

AUTOPILOT ATTITUDE MONITOR DISENGAGE CHECK (WITH

GYRO ERECTED)

BEFORE TAKEOFF

1. Turn Command Knob - CENTER DETENT.

2. Autopilot/Yaw Damper Switch - AP/YD. Observe annunciation on

mode selector for AP engage, and that the turn and bank yaw

damper flag is retracted.

SUPPLEMENT 14

.t1 of 20

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

TEST BEFORE EACH FLT Test Button - PUSH and HOLD.

Verifu the following:

a. Autopilot/Yaw Damper Switch - OBSERVE return to OFF po-

srtron.

b. AP OFF Light - OBSERVE illumination.

c. Autopilot Disconnect Horn - OBSERVE 1 to 2 second decreas-

lng aural tone.

AP/TRIM DISC Switch - PUSH to turn off the AP OFF light.

AutopilotAaw Damper Switch - API/D - OBSERVE annuncia-

tron.

BASIC AUTOPILOT OPERATION

BEFORE ENGAGEMENT

1. Airplane Elevator, Aileron and Rudder Trim - ADJUST.

ENGAGEMENT

1. Turn Command Knob - CENTER DETENT.

2. Autopilot/Yaw Damper Switch - AP/YD. OBSERVE AP annun-

clallon.

NOTE

Airplane rudd'er trim wiLl haue to be adjusted as

required for ball centered flight. Airplane

ailbron trim uiLl haue to be readjusted as in-

d.icated by the roll trirn indicator on the auto-

pilot conirol panel to cornpensate t'or large air-

'speed or configuration changes. Trim toward the

roll trim indicator deflection.

TURN COMMANDS

1. T\rrn Command Knob - ROTATE as desired.

PITCH COMMANDS

1. Pitch Command Wheel - ROTATE as desired. (Or)

2. pitch Synchronization Button :,}*t.:_i* "!roa""3;"utff lil'J

ihen releise button.

DISCONNECT

1. AP/TRIM DISC Switch - DISCONNECT. (Or)

2. Autopilot,/Yaw Damper Switch - OFF. (Or)

3. Pilot's Electric Elevator Trim Switch - ACTUATE.

SUPPLEMENT 14

12 ot 20

Original lssue

NOIE

ONormaI autopilot disconnect shouLd' be con'

d.ucted with tie pilot's control wheeL APITRIM

DISC switch. The AP OFF lieht wiLl not illu-

rninate, but the dutopilnt disionnect horn wilL

prod,ure a short tone lasting 1 to 2 seconds uith

'de c r eas ing dmplttude.

all the autopilot dtsconnects by any means oth-

er' Lhan thi actiuation ol the pilot's controL

wheel AP/TRIM DISC switch, the AP OFF Light

wiLI continuously illuminate and the autopilot

disconnect h.orn wiLl produce a short tone ldst-

inE 1to 2 seconds with d.ecreasing ampLitude

The AP OFF ltght may be extinguished by cy-

cling the pilot's control wheel AP/TRIM DISC

switch.

OAutopilot disconnect uith the AP/YD switch

wtlL iLLuminate the AP OFF light and the auto-

pilol d.isconnect horn witL produce a short tone

'lasttng l to 2 seconds w[th deueasing ampli-

tude.

ALTITUDE HOLD

ENGAGEMENT

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 14

13 of 20

DO NO? OPERATE THE AUTOPILOT IN

ALTITUDE HOLD MODE WHEN FLYING

IN MODERATE TO SEVERE TURBULENCE,

MOUNTAIN LEE WAVE ACTIVITY AND/OR

MODERATE TO SEVERE ICING CONDI-

"10NS. XOTE

To obtain smooth a\titude captures, decrease

uertical speed to 1500 t'eet per minute or less

and, decrease airplane pitch attitude to within 5

degrees of leuel when approaching desired. al-

tttud.e.

Original lssue

SECIION 9

SUPPLEMENTS MODEL 406

1. With Basic FCS:

a. Altitude Hold Mode Selector Button - PRESS at desired al-

titude. Observe annunciatlon.

2. With Optional Altitude Alert/Preselect System:

a. Desired Altitude - SELECT.

b. Altitude Alert/Preselect Arm Button - PUSH. Observe that

amber ARMD light illuminates.

NOTE

The alt;tude alertfpreseLect ARMD mode is {n-

ooeratiue when thb qutopilot is in the altitude

iold or g|{deslnpe mode. Once armed. the al

titud.e alirt/preielect mode can be disarmed by

reselecting A different altitude on the altitude

Dreselect presentation, by selecting the aLtitude

'hold modi on the mode selector or, by gltdesLope

capture.

c. Pitch Command Wheel - UP or DOWN as required to intercept

selected altitude.

d. When selected altitude is captured, OBSERVE:

(1) Altitude alert/preselect amber ARMD light goes OFF'

(2) Altitude alert/preselect green CPLD light illuminates'

(3) Mode selector ALT ENG annunciator illuminates green'

(4) Remote Annunciator ALT illuminates.

T{OTE

After enaaEement, and when the airplane has

tiqnsitiohea to kuel fliehl, the qltitude hold

mode may matntain lhe itrplnne at sn alti,tude-

stiehttv iboue or below the- selected altitude. If

th; q[tilude difference is objectional, disengage

the altitude htjid mode and acquire the desired

altitude, either by using the pitch command

wheel, or by holding the pilch synchronizotion.

button and manuoLly pitching the.tirplane untll

the desired tndicated altitude is reached Then

reengage q.ltitude hol.d mode.

SUPPLEMENT 14

14 ot 20 Original lssue

MODEL 406

DISENGAGEMENT

1. Altitude Hold Mode Selector Button - ACTUATE. (Or)

2. Pitch Synchronization Button - PRESS. (Or)

3. Pitch Command Wheel - ROTATE.

NOTE

Altitude hoLd. mod.e uill automaticaLLy disengage

in the coupled ILS mode uhen the glidesLope is

engagea.

HEADING SELECT FUNCTION

a ENGAGEMENT

1. Turn Command Knob - CENTER DETENT.

2. HSI Heading Selector Knob - ROTATE bug to desired magnetic

heading.

3. Heading Mode Selector Button - ACTUATE. Observe annuncia-

alon'

4. Remote Annunciator HDG illuminates.

5. HSI Heading Selector Knob - ADJUST for any subsequent desired

heading changes.

XOTE

OWhen an optional copilot's horizontal situation

ind.icutor is installed and connected to the auto-

pilot, the pitot's heading bug controk the head-

'ing when' NAV I recdiuei is selected by the

mode selector NAV I/NAV 2 switch, and the

copilot's headinq bug controLs heading uhen

NAV 2 receiuer is selected.. When a copilot's

directional gyro is installed., the pil.ot's heading

bug controk the head.ing when NAV I or NAV

2 recetuers ure selected.

OWhen an optional copilot's horizontal situation

indicator is installed and not connected to the

autopilot, the pilot's heading buq controk the

headinp when NAV I receiuer or NAV 2 re-

ceiuer -is selected by the mode selector NAV

1/NAV 2 switch.

DISENGAGEMENT

1. Heading Mode Selector Button - ACTUATE. (Or)

2. Turn Command Knob - ROTATE. (Or)

3. Navisation Mode - AUTO ENGAGE.

SUPPLEMENT 14

15 of 20

SECTION 9

SUPPLEMENTS

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

VOR COUPLING

ENGAGEMENT (VOR)

1. NAV 1/NAV 2 Mode Selector Button - SELECT NAV 1, NAV 2.

Observe proper annunciation (including VOR arnunciator on mode

selector).

2. Ccurse Selector Knob - ADJUST to desired VOR course

3. Wing Flaps - T.O. if VOR approach is desired.

I{OTE

Winp Flaps must be positloned to T.O. or lower

to odtsin'the VOR aiproarh mode.

Airspeed - 120 to 160 KIAS for VOR approach.

Turn Command Knob - CENTER DETENT.

Navigation Mode Selection.

a. Variable Angle IntercePt.

(l) HSI Headine Selector Knob - ROTATE bug to the desired

heading (within 135 degrees of desired VOR course).

(2) Heading Mode Selector Button - PRESS' Obsewe ENG

green a-nnunciation on mode selector and HDG on remote

annuncrator.

(3) Navieation Mode Selector Button - PRESS. Observe an-

' nunciation of NAV ARM on mode selector. Airplane will

continue flying selected heading until the course- deviation

indicator niov6s off the peg in ttre vOR approach mode or

half scale in the VOR enro,"ute mode' HDG exeen ENG and

NAV amber ARM annunciators on the mode selector and

HDG on remote annunciator will then go out and NAV

green ENG annunciator and remote annunciator NAV will

light to indicate engagement.

NOTE

With an intercept angle in HDG mode of less

than 45 d.eerees at the time NAV engage occurs,

the airplaie will initially turn touard the track

and eiLablish a 45 d.egrees intercepl angle fol-

lowed by a turn in the opposite direct[on to the

headini required for a imooth intercept With

the inlercept crngle in HDG m.ode greater than

45 degrees,' the iirplane will initially turn to the

headlng required for a 45 degrees intercept.

SUPPLEMENT 14

16 of 20 Original lssue

b. Fixed Angle IntercePt.

(1) Heading Mode - DISENGAGE (if engaged).

(2) Maneuver the airplale to within 135 degrees of the desired

VOR course.

(3) Navigation Mode Selector Button - ACTUATE' Observe

'-' NAV"green ENG annunciation on mode selector and NAV

on remote annunciator. Airplane will turn to intercept the

VOR beam at 45 degrees int€rcept angle.

7. Propeller Control Levers - FORWARD prior to fix inbound'

8. Landing Gear - DOWN at final fix if both engines operating'

9. Wing Flaps - APPR.

10. Airspeed - 120 to 140 KIAS.

TOTE

Veri{v rolt trim indtcqtor ts neutral after finaL

conffturation is complete. Readjust aileron trim

tab as required.

11. Landing Gear - DOWN within gliding distance of field if engine

inoperative landing.

12. AP/TRIM DISC Switch - DISCONNECT at minimum descent

altitude.

13. Wing Flaps - LAND when landing is assured.

DISENGAGEMENT (VOR)

1. Navigation Mode Selector Button - ACTUATE. (Or)

2. T\.rrn Conmand Knob - ROTATE. (Or)

3. Heading Mode Selector Button - ACTUATE.

NOTE

Complete autopilot d'isconnect shouLd' normalLy

be c'onducted on a VOR approach qt the appro'

ortote ninimums or bv 2d0 leet aboue ground

'leuel uith the pilot's control wheel AP/I'RIM

DISC switch

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 14

17 ol 20

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

ILS/LOCALIZER COUPLING

ENGAGEMENT (ILS)

1. NAV I/NAV 2 MODE Selector Button - SELECT NAV 1, N4'V 2,

observe proper annunciation on mode selector. Observe LOC an-

nunciati6n on mode selector.

2. Course Selector Knob - ADJUST to localizer front course bearing

for both front and back course approaches.

3. Back Course Mode Selector Button - ACTUATE as applicable.

Observe BC green ON annunciation on mode selector and on the

remote annuncrator,

4. Wing Flaps - T.O.

5. Airspeed - 120 to 160 KIAS.

6. Turn Command Knob - CENTER DETENT'

?. Altitude Hold Mode Selector Button - ACTUATE as appropriate if

desired. Observe annunciation.

8. Navigation Mode Selection

a. Variable Angle Intercept.

(1) HSI Heading Selector Knob - ROTATE bug for radar

vectors and/or 30 degrees to 90 degrees localizer intercept

angle. Intercept localizer before the out€r marker.

(2) Heading Mode Selector Button - ACTUATE. Observe an-

nunciation.

(3) Navigation Mode Selector Button - ACTUATE' Observe

' annunciation of NAV ARM on mode selector. Airplane will

continue flying selected heading until the colrse deviation

indicator riov-es off the pee. IIDG green ENG and NAV

amber ARM annunciators on mode silector will then go off

and NAV sreen ENG alnunciator and NAV on remote

annunciatoiwill light, indicating NAV engagement.

NOTE

With an intercept angle in HDG mod'e of less

than 30 d.egrees at the time NAV engage occurs,

lhe airplane will initially turn toward lhe trarh

and eitabtish a 30 degiees intercept angle t'ol-

[owed by a lurn in the opposite direction Lo the

headinf required for a iinooth intercept. With

the intercept angle in HDG ft7ode greater than

30 d.egrees, the airplane will initiaLLy turn to the

heading required for a 30 degrees intercept.

SUPPLEMENT 14

.18 of 20 Original lssue

MODEL 406

b. Fixed Angle Intercept.

(1) Heading Mode - DISENGAGE if engaged.

(2) Maneuver airplane to within 90 degrees of localizer bearing.

(3) Navigation Mode Selector Button - ACTUATE' Observe

NAV- rreen ENG annunciation on mode selector and NAV

on the remote annunciator. Airplane will turn to intercept

the localizer beam at a 30 degrees intercept angle.

9. Glideslope Mode Selector Button - ACTUATE. Observe annun-

ciation of GS ARM on mode selector and on the remot€ annun-

ciator. Maneuver airplane to intercept the glideslope. GS green

ENG annunciation will indicate elideslope engagement on the mode

selector and remote annunciatorl In alt:itude-hold mode, when the

glideslope deviation indicator passes through the center dot, ALT

ENG annunciation will also go off.

olE

oThe second glid,eslope connected to NAV 2 is

an option and. therefore must be installed to

haue normal glideslope operation in NAV 2 po

sition of the mode seLector.

Oclideslope uill automatically engage only il

NAV LOC [s engaged., course deuiation bar dis-

placernent is half scale (1 dot) or less, course

error is 25 d.egrees or less, and glideslope is

armed. For manual glideslope engage. actiuate

GS button when glides\ope needle is nearly cen'

tered,.

CGlid,eslope rnay be captured' from aboue or be-

LOW.

oGlideslope may be selected and wiLl function in

back course,

oWith a NAV fLag in uieu, the mode selector

NAV green ENG and the mode repeater NAV

annunciators wilL blink. With a GS flag in uieu,

the mod.e selector GS green ENG and' the mod'e

repeater GS annuncidtors wiLl blink; the quto-

piiol will remain engaged, If onty a GS flae i's in

'uiew, the autopilot may continue to be used by

disengaging the glid.estope mode by actiuating

the mode selector GS button or rolsting the

pitch command wheel, to return pitch control Lo

'lhe pitch command wheel. ILS/tocaLizer coupling

sho[ild be disengaged upon recetuing a NAV

flae.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 14

19 of 20

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

I{OTE

PropelLers fuLL forward because prop modulation

may qffect g\id.eslope reception at lower RPMs.

10. Propeller Control kvers - FORWARD prior to the outer marker.

11. Landing Gear.

a. Front Course Approach - DOWN at the outer marker if both

engrnes operaf,rve.

b. Back Course Approach - DOWN 5 or 6 miles from touchdown

if both engines operative.

12. Wing Flaps - APPR.

13. Airspeed - Maintain 120 to 140 KIAS.

NOTE

Verify autopilot roll trim indicator is neutra|

at'ter.final configuration is complete. Ret m as

requLred.

14. Landing Gear - DOWN within gliding distance of freld, if engine

inoperative landing.

15. AP/TRIM DISC Switch - DISCONNECT (at decision height or by

200 feet above ground level).

16. Wing Flaps - LAND when landing is assured.

DISENGAGEMENT (ILS)

1. Navigation Mode Selector Button - ACTUATE. (Or)

2. Turn Command Knob - ROTATE. (Or)

3. Heading Mode Selector Button - ACTUATE.

,{OTE

acompLete autopilot d.isconnect shouLd normally

be cond.ucted at the appropriate minimums with

the pil6t's control wheeL AP/TRIM DISC switch.

olf an engine failure should. occur, disconnect

the autopilot, retrim, then reengage autopilot as

required.

SECTION 5 - PERFORMANCE

Not Applicable.

SUPPLEMENT 14

20 ot 20 Original lssue

MODEL 406 sEcloN I

SUPPLEMENTS

HORTZONTAL SITUATION INDICATOR (CS-8328)

SECTION 1 . GENERAL

This supplement provides information which must be observed when

operating ihe horizontal situation indicator (HSI).

Description

The CS-832B Horizontal Situation Indicator (HSI) is an additional

navisation indicator option which provides a gyro stabilized magnetic

comiass information on a dial which rotates with the airplane through-

out 360 decrees. The azimuth rine is sraduated in 5 degree increments.

Reference Eug is positioned on th; ro6ting heading diafby the heading

knob to select and display preselected compass heading. A pictorial

presentation of the airp-lan! iosition in relaaion to selecied VOR and

localizer courses.

This indicator may be used with the 400 NAV/COM radio. When

dual NAV/COM radios are insta ed, the HSI is coupled to the number 1

NAV/COM and a standard course deviation indicator (CDI) is coupled

to the nurnber 2 NAV/COM.

SECTION 2. LIMITATIONS

Not Applicable.

SECTION 3. EMERGENCY PROCEDURES

Not Applicable.

SECTION 4. NORMAL PROCEDURES

Not Applicable.

SECTION 5. PERFORMANCE

Not Applicable.

SUPPLEMENT 15

1of 3

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

HORIZONTAL SITUATION INDICATOR

iifSli -Fro"ides a pictorial presentation of the airplane position

relative to NAV 1 VOR radials, localizer and glideslope

beams. It also gives heading referenc-e -with respect to mgg-

netic north and provides se-lection of desired heading, VOR

radials and LOC-runway heading as selected by NAV 1'

HSI HEADING REFERENCE - Indicates airplane heading on

compass caro.

HSI HEADING FLAG - Flag in view indicates the heading data is

not reliable.

HSI GYRO SLAVING

iNbrCAfOn - Displays synchronization of, compass card .with re-

speit io tlie magnetic flux detector unit. The head-

ing selector knob may be used at any time to

aciomplish synchronization of the compass card

readini with ihe masnetic heading as indicated by

zeroinf the slaving indicator. A slaved condition is

rreseni when the-slaving indicator oscillates about

the null point (45 degree fixed reference line on the

HSI).

HSI NAV FLAG - Flag in view indicates the NAV 1 receiver signal

being received is inadequate.

Fisure 1 (Sheet I of 2)

HORIZONT-AL SITUATION INDICATOR

SUPPLEMENT 15

2ot3 Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

6. HSI COURSE DEVIATION

- nOtS - Fu scale course deviation bar displacement (2 dots) repre--

- - - - i."t. the following deviation from beam center;-V-OR t10

a"et""." lo"utit". ?pproximately r2.5 degrees, RNAV en-

.rfiG 1s nautical'miles' RNAV approach a125 nautical

miles.

7. HSI COURSE DEVIATION BAR - Displavs djspla-c-ement from

the VOR. RNAV or localizer

course cenf,er'

8. HSI COMPASS CARD - The compass card displays airplane head-

ing. It ii slaved to correct for normal

pr6cessional errors' Each graduation re-

Presents 5 degrees.

9. HSI HEADING BUG AND

- iinl-oiNc Selncron KNOB - Heading bug displavs selected

headinq relative to the compass

card. I[ is positioned bY rotating

the headins slector knob. The

bue rotateJ with the comPass

caid. Pushing in and rotating

the knob sets the comPass card.

10. HSI COURSE CURSOR AND

-- bbunsn SELECToR KNoB - coursercu.:""ii- ff"tlfr?"i;" fil:

courie selector knob: this selects a

VOR radial or LOC runwaY head-

ing.- It rotates with the compass

carq.

11. HSI GLIDESLOPE FLAG - Flag in view indicates the glideslope

receiver signal is inadequate.

12. HSI GLIDESLOPE POINTER, SCALE

^-' liNb-elAC - Displays deviation of airplane from an ILS

glid6sloie. Flag obscures scale when the signal b^eing

iec"lu",i i. noi adequate. Full scale deflection of the

glideslope point€r represents +0'7 degrees'

13. HSI TO-FROM FLAG - Indicates direction of the VO& station rel-

- ati;e to the selected course' Displays TO

when a LOC frequency is selected'

Fisure I (Sheet 2 of 2)

IIORIZONTAL SITUATION INDICATOR

SUPPLEMENT 15

3of3

Original lssue

1OOOA INTEGRATED FLIGHT CONTROL SYSTEM

(rF-1050A)

SECTION 1 - GENERAL

This supplement provides infornation which must be observed when

operating flie 1OOOA]ntegrated Flight Control Svstem'

DescriPtion

The 1000A Integrated Flight Control System (IFCS) i8 a two-axis

^ au;;ilo;;t;tem thit controls"the ailerons and elevators to maintain the

^ ;i;ff; ;i a desired attitude. A vaw damper is also included in the

i"i'ti.. ttt"-teCS piovides automitic flighi control or manual control

#lii, precisio" flight direction provided by computer. command informa-

ii;;. Th; ;;t"" ;f the system'is displavei on t-he- flight. director indica-

i"r ie-oii, ihe mode seleitor, the auiopilot control panel, the horizontal

situation indicator (HSI), and the autopilot mode repeater annuncrators

on the pilot's Panel.

Operation of the flight director (FD) and automatic pilot (AP.) system

is Uisicativ the same.- The difference is whether the pilot follows the

iiieht di""""t". commands manually or allows the autopilot to fly the

airplane.

Precision flight direction information for manual contr-ol is prgvi.de$

on tir" Ftji, reter to Figure 4, by means of a symbolic airplane and pitch

.iia .tit ".--u"d bari The Flight Director' Indicator consists of the

intit"-""f panel mounted indiiator and a remote mounted electric

u"rii"J *t.i mounted in the center right side of the nose bagg€ge

.""'tii*tti"."t. Not.ul gyto erection re{uires 3 minutes from initial

;;f;];;. Aft"t initial iitivation, g1'ro erection rate is controlled -bv the

V.d.-ilnnCf switch, located beioiv the horizontal -situation indicator'

Th; V.G. bRpCT sititch is spring loaded to the NORMAL Position

-.,. *iii"tr provides an erection ra'te o-f 2'5 degrees per-minute' If faster

erectron rs desrreo, rne swikh can be held in the FAST position, for an

eieciion tate of 2d degrees per minute. The FAST-position should only

b" u."J in t"""t flight."The iutopilot and/or tight dilector will diseqgage

i'i""- tt't" V.c. shncr switcli is in ihe FAST position. The Ilight

Jii".t.t i. automatically engaged when the autopilot is. engaged, or it can

be independently engaged by depressing the !D ewrtch on lne mooe

selector, refe:r to Figure 2.

A horizontal situation indicator (HSI), refer to Figure 3,-{spla-ys- a

oicio.iai ptese"tation of the airplane's position relativi io VOR radials'

io"iii^. '..rr..J and glideslopi beami.- The. HSI . also^ gives heading

reference with respect to magnetic north and provrdes tor selecf,lon or

the desired heading, VOR radial and LOC course.

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

1of25

Original lssue

For IFCS engagement, the autopilot/yaw damper switch on the auto-

pilot control panel, refer to Figure 1, is placed in the AP|(D position.

Pitch and turn manual command controls are located on this control

panel. All other modes of flight are controlled from the mode selector.

The autopilot/yaw damper switch, when in the AP/YD position, also

energizes the yaw damper system which functions independently of the

autobilot or flight director. The yaw damper can be independently en-

gaged by placing the AP/YD switch in the YD position.

A disconnect function is provided to automatically disconnect the

autopilot any time the.airplane pitch attitude exceeds approximately 20

desrees up or down. The operational capabilitv of the disconnect func-

tio-n shou-ld be tested befoie takeoff bv presslns the TEST BEFORE

EACH FLT button, located on the auiopilot control panel. When the

test button is pressed with the autopilot engaged, a test voltage is

inserted into the attitude monitor circuitry, causing autopilot disconnect.

This button must not be pressed in flight; it is for ground check only.

The oilot's control wheel. refer to Fizure 5, incorporates switches for

IFCS i':lated ooerations. An electriC elevator trim switch and an

autopilot/electrii elevator trim (AP/TRIM DISC) disconnect switch are

provided on the pilot's left control horn. The pilot's right control horn

incorporates a pitch synchronization button. Flight director go-around

mode is initiate'd by pressing the GA button located on the Ieft power

lever.

The autopilot off (AP OFF) light, located adjacent to the flight

director indiiator, will illuminate when the autopilot is disconnected by

anv means other than the control wheel AP/TRIM DISC switch. The

AF OFF lieht will remain on until it is cancelled by pressing the control

wheel AP/TRIM DISC switch. When the GA button is pressed, the

autopilot is disconnected and the flight director displays a 6 degrees

oitci un command. Anv time the auropilot disconnects, the disconnect

ho.n *ill produce a sh'ort tone lasting- 1 to 2 seconds with decreasing

amplitude.

INTEGRATED FLIGHT CONTROL SYSTEM AIR DATA

STATIC SYSTEM

The Integrated Flight Control System air data system provides an

accurate pitot air and static air reference for the Integrated Flight

Control System. The svstem consists of the air data computer which is

tocated on the aft side of the aft pressure bulkhead, appropriate plumb-

ine and the copilot's heated pitbt-static svst€m. Pitot-static heat is

coirtrolled bv tlie R PITOT/STATIC switah located on the aft side

consore.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

2ot25

MODEL 406

Original lssue

MODEL 406

1. PITCH COMMAND

-' iVHebf, - Controls pitch attitude of the airplane'. When. rotated,

commandi pitch up or down. Pifth attitude c.hangg i.s

DroDortional to the amount of rotatron ol the prtch

tonimand wheel. Rotation of the wheel disengages the

ALT ENG or GS ENG modes. Rotation of the wheel

does not affect GS ARM mode.

2. TEST BEFORE EACH FLT

- eUffON - Pressing this switch with the autopilot engaged, tests

the pit;h attitude monitor circuitry, causing autopilot

disconnect.

3. TURN COMMAND

" KN-OB - Mist be centered for FD or AP engagement Commands

roll attitude proportional Lo control rotation Maximum

command is iroriinallv 25 degrees roll attitude. Disabled

in GA mode. Rotatioi out of detent disengages HDG or

NAV modes.

4. ROLL TRIM

- iNnfCefOn - Indicates direction of autopilot roll effort. Continu-

ous deflection in either -direction during steady

flisht indicates that manual adjustment of the air-

pline aileron trim is required in the same direction'

indicator is active with autopilot and/or flight di-

rector engaged or disconnected.

Fieure 1 (She€t I of 2)

AUTOPILOT CONTROL PANEL

SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

3of25

Original lssue

SECTION 9

SUPPLEI\,lENTS MODEL 406

5714P6016

5984P6005

AUTOPILOT/YAW DAMPER

SWITCH - Magnetically held three-position switch. In the center

position, the system is off. Placing the switch in the

AP/YD positioir engages the autopilot, yaw damper and

flight director. The AP and FD annunciators on the

mode selector will light, and ihe yaw damper flag on

the turn and bank indicatnr will be pulled out of view.

In the-YD position, only the yaw damper syst€m is

engageo.

Figure 1 (Sheet 2 of 2)

AUTOPILOT CONTROL PANEL

1234

FLIGHT DIRECTOR (FD) MODE SWITCH/ANNUN.

CIATOR - Momentary switch engages or disconnects the flight di-

rector. ENG annuncia[es green when mode is engaged.

AUTOPILOT (AP) ANNUNCIATOR

LIGHT - AP annunciates gteen when autopilot is engaged.

Figure 2 (Sheet 1 of 4)

MODE SELECTOR AND MODE REPDATER ANNUNCIATORS

SUPPLEMENT 16

4ot25 Original lssue

3. GO-AROUND (GA) ANNUNCIATOR

" irciif - cl u"nu"ciate" gree" whett go-"tound mode is engaged'

+. vbn aNNuNCIATOR LIGHT - voR.annurciates green when se-

lecJed NAV receivir is tuned to

VOR frequencY.

5. LOC ANNUNCIATOR LIGHT - LOC annurrciates green when se-

iected NAV receivir is tuned to

Iocalizer frequencY'

6. NAV I/NAV 2 SWITCH/

" iiriNur.rciarbh - ett"i'nut. action manual switch that selects

N.{V- i-ot NAV 2 navigation system for cou-

pling to IFCS' Appropriate segment annuncl-

ates sreen when selecleo'

7. BACK COURSE (BC/ON) SWITCH/

' ifrfr'rlfrdil',iion'l i'io*"t tary switch selects back course mode

t"i""""auit of ff'CS engagement' if selecte!

NAV is tuned to a localizer frequency' lt NAv

1 is selected, and both \AJ's. are tuned to

localizer frequencies' the CDI display-reverses

on NAV 2 non-HSI ttpe indicators BU annun-

ciates green when mode is selected'

8. GLIDESLOPE (GS) SWITCH/

- ifrNu-NEirir-oE -'uomentaiv alternate action. switch arms

- glideilope i.rode -if selected navigation receiver

t" -tu""i- to a localizer f-reqy91c-y and NAV

tode is atmed or engaged' ARM will annun-

ciate a-bet when glid6slope is armed' -D-epres-s-

i"g ift" -t*it"tt aguiil wi riis.ettgage ARM mode'

Tfie ENG anninciator will illuminate- green

*tt"n Tn" etid"ttope is captured Depressing the

";;h';Ht" ;i[-ii'""iiE EN-G inode'. ENG

blinks w"hen the selecttd glideslope recerver rs

in al alarm condition; FDI command bars are

p"rl"a i"-i"f ttgttti-elideslope r,emains coupled

to -ltt" -u*opitotl Gtidestopti will arm and en-

gtg" *ith frbnt or back course selected'

9. ALTITUDE (ALT) MODE SWITCH/

" Aili{0NCIATon - rvio-*tutv iwitch elgaqes or disengages al-

titude hoid mode' ENG annunciates green

when mode is engaged'

Figure 2 (Sheet 2 of 4l_ . ---.,

MODE SELECTOR ANff MOI'b_R-EPEATER ANNUNCIATORS

MODEL 406 sEcloN I

SUPPLEMENTS

SUPPLEMENT 16

50T23

Original lssue

SECIION 9

SUPPLEI\4ENTS MODEL 406

10. NAV MODE SWITCH/

ANNUNCIATOR - Momentary activation engages or disengages

NAV ARM or the NAV ENG rnode, dependent

on HDG mode status and position of the air-

plane relative to the bearir center. If HDG

mode is not engaged, NAV mode will engage

immediately and be annunciated bV ENG light-

ing green. The airplane will turn to intercept

the beam at a fixed intercept ansle. If HDG

mode is engaged, and beam displacement is

greater than a preset amount on the course

deviation indicafor, (one fifth scale for VOR

enroute, full scale for VOR with wing flaps at

T.O. or more selected, and full icale for

localizer operation), the HDG mode will remarn

engaged and the NAV mode will arm. An am-

ber ARM annunciation will anpear below the

white NAV. The airplane will -cbntinue on the

selected heading un[il the beam displacenent

decreases to less than the preset amount, at

which time NAV mode will automaticallv en-

gage and HDG mode will disengage. The ARM

annunciation will also extinzuish and the ENG

annunciation will light green. The airplane will

then turn to capture the beam. ENG blinks

when the selected NAV receiver is in a flas

alarm condition. However, NAV remains coupl

led to the IFCS. FDI pitch and roll command

bars will remain in sight in VOR mode, but are

pulled out,.of sight in LOC mode in the flag

alarm condition.

11. HEADING (HDG) MODE SWITCH/

ANNUNCIATOR - Momentar1r switch engages or disengages the

heading mode. ENG annunciates green when

mode is engaged. Heading mode ingagement

will cancel NAV and GA niodes.

NOIE

The HDG, NAV, ALT, GS, and BC pu.sh but-

tons are iLlurninated uhite on the mode selector.

With the MASTER LIGHTING switch in the

NIGHT position, the intensity of the lights on

the MODE SELECTOR and MODE REPEAT-

ER is controlled by the RADIO PANEL LICHT

INTENSITY CONTROL.

Figure 2 (Sheet 3 of 4)

MODE SELECTOR AND MODE REPEATER ANNUNCIATORS

SUPPLEMENT 16

6of25 Original lssue

MODEL 406

MODE REPEATER ANNUNCIATORS

12. HDG ANNUNCIATOR - Indicates IFCS

mode.

13. NAV ANNUNCIATOR - Indicates IFCS

mode.

SECTION 9

SUPPLEMENTS

14. BC ANNUNCIATOR - Indicates back course is selected' -

ii. eir ANNUNCIATOR - Indicates IFCS is engaged in ALT mode'

ig. Cs anrta .qNNUNCIATOR - Indicates IFCS is in glideslope ARM

mooe,

17. GS ANNUNCIATOR - Indicates IFCS is engaged in glideslope

mode.

Figure 2 (Sheet 4 of 4)

MODE SELECTOR ANSMOIib RbPNNTNN ANNUNCIATORS

5905P6001

Il,"#8t'+ffi "GfJfr Y,Hl"**:*t1;:t?fi XT*1"T,ijryi*,,.1t

The indicator displa-y-s^ airplane s. drsphce-

ment relative t; VOR' localizer' and

glid"slope beam, and heading with respect to

iraenetic north.

HEADING REFERENCi INDEX - The heading , reference.-index

indicates airplane headrng on

compass card.

is engaged in heading

is engaged in navigation

SUPPLEMENT 16

7 oI 25

n oo, ro,$itf t?+3ieiid""i'ttrc AroR

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

HEADING

BUG -'Ihe heading bug is positioned on the rotatins compass card

by the heading knob and displavs preselected compiss head-

ing. The bug rotat€s with thi heailins dial so the-difference

between the bug and the heading ieference index is the

amount of heading error applied to the flieht director com-

puter. In the heading mode the ADI will display the proper

bank commands to turn to and maintain this selected head_

ing.

COURSE

POINTER - The course pointer is positioned on the comoass card

by the course knob to select a magnetic beaine that

coincides with the desired VOR ladial or loializer

course. The course pointer rotates with the compass

c-ard to provide a continuous readout of course error to

the computer.

HEADING WARNING

FLAG - Indicates vertical gyro or heading indicator failure.

COMPASS

CARD - The compass card. graduated in 5 degree increments, pro-

vides. airplane magnet-ic heading refdrence. The compass

card is slaved to provide for precessional errors.

NAVIGATION WARNING

FLAG - Indicates failure of NAV radio select on FD mode selector

or unreliable NAV radio signal.

TOAROM INDICATOR - Indicates direction of the VOR station

relative to the selected course (not illu-

minated).

SYMBOLIC AIRPLANE - Provides a pictorial presentation of the

airplane position and intercept angle

relative to a selected VOR radial 1r

localizer course.

COMPASS SYNCHRONIZATION

ANNUNCIATOR - When the compass system is in the slaved

mode, the display will oscillate between a O

and * indicating the compass card is svnchro-

nized with gyro stabilized magnetic heaciing.

COURSE KNOB - The course knob is used to position tne course

pointer on the compass card.-

HEADING KNOB - The heading knob is used to- position the

heading bug on the compass card.-

COURSE DEVIATION BAR - The course deviation bar reDresents

*il"j*t::ilf .the serectid voR

't.

11.

72.

10.

Figure 3 (Sheet 2 of 3)

HORIZONTAL SITUATION INDICATOR

SUPPLEMENT 15

8of25 Original lssue

SECTION 9

SUPPLEMENTS

14. VERTICAL WARNING

'=' riet - i"ai"ri"" fuilut" of vertical navigation .svstem (if 'V NAv

''"" ;;A;;;iJeai' "-"ti"ti" glideilope -tlq1gl' qT glideslope

failure, if localizer frequency tuned on NAv radlo'

15. GLIDESLOPE

'" FoifriEn -^ rt e glideslope pointer displa.vs glideslope deviation

ihe i'ointet is dnly t'isable- wiren-tuned to a'localizer

ifi";;;:-Th" ;iih".top" polnt"' will also displav v

NAV deviation.

16. AZIMUTH MARK - The azimuth mark is fixed at^plus or minus

a5 desre; irom the heading reference index'

Fieure 3 (Sheet 3 of 3)

HORIZONiAL SITUATION INDICATOR

1. FLIGHT DIRECTOR

' iNtibe-t'on {rb11:'pttotutt airplane attitude as a conventional

*--' uttil",i" gyio a"d displays commands for

flight director operation'

MODEL 406

Fisure 4 (Sheet 1 of 3)

FLIGIIf DIRECTOR TNDICATOR

SUPPLEMENT 16

9of25

Original lssue

FDI GO-AROUND (GA)

ANNUNCIATOR - Indicates pilot has selected Go-Around Mode

on flight director.

FLIGHT DIRECTOR

(FD) WARNING FLAG - Flag in view indicates command bar data

is not reliable.

FDI ROLL ATTITUDE SCALE - Scale with 0, 10, 20, 30, 45, 60

and 90 degrees marks, indicated

with respect to roll attitude ln-

dex.

FDI ROLL ATTITUDE INDEX - Displays airplane roll attitude

against the roll attitude scale.

ATTITUDE (ATT)

WARNING FLAG - Flag in view indicates attitude g5no data is not

reliable.

FDI DECISION HEIGHT (DH)

ANNUNCIATOR - Indicates airplane has reached preset decision

height selected on the optional radio altimeter.

8. FDI ATTITUDE SPHERE - Moves with respect to symbolic

plane to display airplane pitch

roll attitude.

9. FDI GLIDESLOPE POINTER - When in view, indicates deviation

from glideslope.

10. FDI RISING

RUNWAY - (Applicable only with optional radio altimeter.) Bar

comes into view at approximaielv 200 feet altitude and

rises with descendirie' altitude. -Bar touches airnlane

symbol at touchdown.

11. FDI EXPANDED

LOCALIZER SCALE - Scale consists of 3 vertical marks. The cen-

ter mark reDresents the localizer course

center line. The rieht and left marks rn-

dicate approximately I3 percent of full

scale localizer deviation on an HSI or

course,leviation indicator.

FDI INCLINOMETER - Indicates slip to the left or right by dis-

placement of the ball.

FDI EXPANDED LOCALIZER

INDICATOR - Indicates deviation from localizer course center line.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

10 of 25

MODEL 406

alr-

and

1,2.

Figure 4 (Sheet 2 of 3)

FLIGIIT DIRECTOR INDICATOR

Original lssue

14. ATTITUDE (ATT) TEST SWITCH - When pressed' the normal

response is a 10 degrees

Pit;h uP and 20 degre.es

iieht roll of the symbohc

aiiPlane and Presentation of

thd ATT flas.

15. FDI PIrcH ArrIruDE scALE - lfil li"r:lXlkli'Ikl $?s:i:

:il;*"""[ the sYmbolic air-

16. FDI SYMBOLIC

'" eifiiL-eNe --Ai.plane attitude is displaved. bv the, relationsflp

tetween tf,e-iiied tv-uot'i" iitptutie and the movable

[;;k;;;;;i.--fh"-"w-b.oli" iirplane.is normallv

iriijiSa *ittt tt" utiitoa" sphere, horizon line for

noimal cruise attitude' During flight director.opera-

ilo", tne symbolic airplane is flown.to align rt wrth

ile tom*and bars to iatisfu the flight director com-

manos'

1 ?. FD r co MMAND BAR il# oilf#. """""*ilfs. ill.#J s:ffi;tt

referenced to the slmbollc a-lrplane lo. rn-

terceDt and maintain a desrred tllght

i"til.Ttt" command bar is retracted when

itr" nignt director is not engaged.

18. VG ERECT SWITCH - Controls erection rate .of the remotely

$",11-':,#it'lf ;f I'i$b ff',il f x#l'"l;

iihicf prouid"s a maximum erection Lime

of three minutes. If a faster erection rate

i. i".i*a, the switch can be held in the

iiltst"'oo.iiion. The fast position should

o"iu b"- u."d in level flight. The autopilot

^".ifot nieht director wil-l disconnect when

Itt"'"*ii"fi is in the FAST position Dur-

in! initial -erection. -tl-rq svstgm is in fast

erEct resardless of switch position'

MODEL 406

Ficure 4 (Sheet 3 of 3)

FLIGIIIYDIRECTOR INDICATOR

SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

1l ot 25

Original lssue

SECTION 9

S U P PLE I\,,IE NTS MODEL 406

H:",ff1:

1. ELECTRIC ELEVATOR

TRIM SWITCH - When moved forward to the DN position, the

elevator trim tab moves in the nose-down direc-

tion; conversely, moving the switch aft to the

UP position moves the tab in the nose-up direc-

tion. Operation of the electric trim switch, when

the autopilot/yaw damper switch is in AP/YD

position, disconnects IFCS and yaw damper. A

short (1 to 2 second) decreasing tone is heard

and the AP OFF annunciator lishts. When the

autopilot/yaw damper switch is in the YD posi-

tion, operation of the electric trim switch has no

effect on the yaw damper.

2. AUTOPILOT/ELECTRIC ELEVATOR

TRIM (AP/TRIM) DISCONNECT

SWITCH (RED) - Disconnects the IFCS and/or yaw damper. A

short (1 to 2 second) tone with decreasing am-

plitude is heard in the cockpit when the auto-

pilot disconnects. No tone will be heard when

disconnecting the yaw damper only. Disables

electric trim if a fault exists in the electric trim.

Operation cancels AP OFF light, if illuminated.

Figure 5 (Sheet 1 of 2)

CONTROL WHEEL AND POWER LEVER CONTROLS

SUPPLEMENT 16

'12 ot 25 Original lssue

3- PITCH SYNCHRONIZATION

" biJTibN'i U;;; IFCS engaeement. . the pitch axis, is instanta-

nJo".tv .vrrcttto"n'i""id to iit" exisiing'pitch attitude' If

d.tit"'i, niiii iF-CS engaged' the airplarne can be man-

uallv llown"ti- ;;;;;:fii"h attitude . bI keeping the

oitc"h "vtt.hrotti"ation butt'on depressed'. l)epressrng.tne

'button-also disengages the altitude hold mode' rlf,cn

synchronizatiJn i; "inhibited when glideslope or go-

around is engaged'

4. GO-AROUND (GA) SWiT-CH - When pressed' the 'fliaht director

'--'-^ GA;o^d" is eirgaged' The GA an-

nunciator on lhe mode selector

will liehi; al.l olher modes are can-

.uil"d-und the autopilot is discon-

nlcied- The GA mbde Provides a

nreset Pitch-up and a wings-level

io*rnund. With GA mode en-

nae;d, - i"P."..lng the GA switch'

EeiLcting ihe HDG mode, or reen-

gaging the autopilot wrll cancel lne

GA mode.

coNrRoL *"rtfliinB (Fbffib'. E3*" coNrRols

SECTION 2 . LTMITATIONS

AUTOPILOT:

' ' I . n ti"oif", and yaw damper must be off for takeoff and landing'

i. nooti".tt VOR radial at an angle of 135 degrees or less prior to

"tidugrne the navigation mode'

3. A;;;"; -localizer at an .angle of 90 degrees or less prior to

"ridtging the navigation mode'

4. Disconnect autopilot if malfunction occurs'

;. ffit-"- speedfor autopilot operation is 120 KIAS - -

6. Uu*i-uro speed for auiopilot operation is 229 KIAS/0'52 Mach'

Vuo/Mvo'

Z. Do'not'*e IFCS below 200 feet above ground level in-approach'

A. Do ".t use IFCS below 500 feet above ground level during enroute

operatlons.

9. il;;t engage altitude hold mode with vertical speed above 1500

feet per mrnutc.

10. Fuel must remain balanced for all autopilot operations'

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

13 of 25

Original lssue

sEc-noN I

SUPPLEMENTS MODEL 406

SECTION 3. EMERGENCY PROCEDURES

ELECTRIC ELEVATOR TRIM RUNAWAY

1. Control Wheel - OVERPOWER as required.

2. AP/IRIM DISC Switch - DISCONNECT imrnediately.

3. Manual Elevator Trim - AS REQUIRED.

NOTE

After the electric trirn has been d.kconnected

and the emergency is ouer, pull the electric trim

(ELEV TRIM) circuit breaher. Do not o.ttempt

to use the electric eleuator trim system untiL

ground maintenance has been completed.

AUTOPILOT EMERGENCIES

AUTOPILOT MALFUNCTION

1. Elevator or Aileron Control - OVERPOWER as required.

1. AP/TRIM DISC Switch - DISCONNECT immediately.

I{OTE

olf autopilot malfunctions, the possible altitud.e

loss (includes altitude hss prior to pilot recogni-

tion) for cruise, climb, d,escent conliguration and,

maneuuering flight is 500 t'eet. For approach

configuration, the aLtitude loss is 120 feet.

CAfter the autopilot has been d.isconnected and

the en'Lergency is ouer, pulL the roll and pitch

actuator (ACT) circuit breaker. Do not attempt

to use the dutopilot until ground, maintenaice

has been completed.

ENGINE tr'AILURE

1. Aircraft - CONTROL as required.

2. Inoperative Engine Propeller - FEATHER.

3. AP/TRIM DISC Switch - DISCONNECT.

Operative Engine - INCREASE POWER, as required.

Landing Gear - UP.

Wing Flaps - UP or as required.

Trim Tabs - ADJUST.

Inoperative Engine - SECURE.

ENGINE INOPERATIVE COUPLED APPROACH

1. Fuel - BALANCED.

2. Trim Tabs - ADJUST.

3. Autopilot - ENGAGE per VOR, IlS/Localizer Coupling Procedure.

SUPPLEMENT 16

14 of 25

Original lssue

4. Engine Inoperative Landing Checklist - COMPLETED'

SECTION 4 . NORMAL PROCEDURES

ELECTRIC ELEVATOR TRIM DISCONNECT CHECK

1. Operate the electric trim switch in one direction and observe mo-

-' ti6. oi ttt" manual pitch trim wheel in the proper.{!rgtion' While

;;i";i;; ine aboie test, momentarilv debress AP/TRIM DISC

;;l;;li ;A release. observe that manuai pitch trim wheel motion is

u.."ii"d ""d remains stopped when the disconnect switch is re-

leased and electric trim switch is activated.

^ 2. Repeat St€p f. in the opposite direction'

AUTOPILOT ATTITUDE MONITOR DISENGAGE CHECK (WITH

GYRO ERECTED)

BEFORE TAKEOFF

1. Turn Comrnand Knob - CENTER DETENT.

2. AutopilotAaw Damper

-' S;ia;h - aP/yl. ob."*e annunciation on mode selector for AP

uttd FD ettguge, and that the turn and bank yaw darnper

flas is retractec'

FD Mode Selector Button - ACTUATE. Observe FD disconnect'

TEST BEFORE EACH FLT Test Button - PUSH and HOLD'

Verify the following:

a. Autopilot/Yaw Damper Switch - OBSERVE return to OFF po-

srtron.

b. AP OFF Light - OBSERVE illumination

MODEL 406

SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

15 of 25

c. Autopilot Disconnect Horn - OBSERVE 1 to 2 second decreas-

ing aural tone.

6. AP/TRIM DISC Switch - PUSH to turn off the AP OFF light'

?. Autopilot Yaw Damper Switch - AP/YD - OBSERVE annuncia-

tron,

8. Left Power Lever GA Switrh - PRESS.

9. Verify the following:

a. Autopilot/Yaw Damper Switch - OBSERVE return to OFF po-

srtron.

b. AP OFF Light - OBSERVE illumination.

c. Autopilot Disconnect Horn - OBSERVE 1 to 2 second decreas-

ing aural tone.

d. FD GA Light - OBSERVE illurnination.

e. Flight Director Command Bars - CHECK for wings level pitch

up commano.

10. FD Mode Selector Button - ACTUATE. Observe FD disconnect'

11. Left Power Lever GA Switch - PRESS.

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

12. Verify that flight director engages in GA mode.

13. FD Mode Selector Button - ACTUATE. Observe FD disconnect.

BASIC AUTOPILOT OPERATION (FLIGHT DIRECTOR ON OR

oFF)

BEFORE ENGAGEMENT

1. Airplane Elevator, Aileron and Rudder Trim - ADJUST.

ENGAGEMENT

Turn Command Knob - CENTER DETENT.

Pitch Synchronization

Button - If flight director engaged, MOMENTARILY PRESS to

synchronize the flight director pitch command bar to the

aimlane attitude-

Autopilot/Yaw Damper Switch - AP/YD. OBSERVE AP annun-

ciation.

NOTE

Airplane rudd,er trim will haue to be ddiusted ds

required lor ball centered. flight. Airplane

aileron trirn uill haue to be reidiwted iu in-

dicated by the roll trim ind,icator'on the auto-

pilot -control panel to compensate for large air-

speed or conliguration changes. Trim toward the

roll trim indicator d.eflecu.on.

TURN COMMANDS

1. Turn Command Knob - ROTATE as desired.

PITCH COMMANDS

1. Pitch Command Wheel - ROTATE as desired. (Or)

2. Pitch Synchronization Button - PRESS and HOLD. Manuallv

place airplane at desired attitude,

then release button.

DISCONNECT

1. AP/TRIM DISC Switch - DISCONNECT. (Or)

2. Autopilot/Yaw Damper Switch - OFF. (Or)

3. Left Power Lever Go-Around Switch - PRESS. Refer to Go-

Around operation. (Or)

4. Pilot's Electric Elevator Trin Switch - ACTUATE.

SUPPLEMENT 16

16 of 25

Original lssue

NOTE

Normal autopilot disconnect should be conduct-

ed with thi pilot's control wheel AP/TRIM

DISC switch. The AP OFF lieht wilt not iLIu-

m[nate, but the autopi'lot disconnecl horn uil]

produce a short tone Tasting 1 n 2 seconds with

d.ec r e as ing amplitu.d e.

NOTE

alf the autopilnt disconnects by any means oth-

er' than thi actiuotion of the pitot's control

wheel AP/TRIM DISC switch. the AP OFF light

uill continuously illuminate and the autopilot

disconnect horn will prod'uce a short tone last-

in! I to 2 seconds with decreasing arnpLitude.

Tie AP OFF light may be extinguished by cy'

cling.the pilot's control wheeL AP/TRIM DISC

swLtcn.

aAutopi.lot disconnect uith the let't pouer leuer

so-qround (GA) switch will illuminate the AP

OFF liEht and the autopilot disconnect horn uill

oroducb a short tone ldstiw 1 to 2 seconds with

'd,ecreasing dmplitude. Refer to Go-Around' Op-

erqtion.

ALTITUDE HOLD (FLIGHT DIRECTOR AND/OR AUTOPII,OT

MODES)

ENGAGEMENT

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

17 ot 25

DO NOT OPERATE THE AUTOPILOT IN

ALTITUDE HOLD MODE WHEN FLYING

IN MODERATE TO SEVERE TURBULENCE,

MOUNTAIN LEE WAVE ACTIVITY AND/OR

MODERATE TO SEVERE ICING CONDI-

TIONS.

Original lssue

sEcroN 9

SUPPLEMENTS

SUPPLEMENT 16

18 of 25

flotE

To obtain smooth d.ltitud.e caotures. decrease

uertical speed to 1500 leet pei minute or less

and decrease airplane pitch attitude to with;n 5

degrees of LeueL when approaching d.esired, aL-

titude.

1. With Basic IFCS:

a. Altitude Hold Mode Selector Button - PRESS at desired alti-

tude. Observe annuncia-

tion.

2. With Optional Altitude Alert/Preselect System:

a. Desired Altitude - SELECT.

b. Altitude Alert/Preselect Arm Button - PUSH. Observe that am-

ber ARMD light iUumi-

nates.

MODEL 406

IIOTE

The altitude aLert/preselect ARMD mode is in-

oDeratiue when the IFCS is in the altitude haLd

or glid.estope mode- Once drmed, the sltitu.de

alertfpreselect mode can be d.isarmed by reseLec-

tinr a different allitude on the altitude preseLect

nrisen taiion. bv selectine the qltilude hold mode

'on the mode selector orby glideslope capture.

Pitch Command Wheel - UP or DOWN as required to intercept

selected altitude.

When selected altitude is captured, OBSERVE:

(1) Altitude alert/preselect amber ARMD light goes OFF.

(2) Altitude alert/preselect green CPLD light illuminates.

(3) Mode selector ALT ENG annunciator illuminates green.

(4) Remote Annunciator ALT illurninates.

NOIE

After enqapement, and when lhe airplane has

t;ansitiohA lo leuel flieht, the qLliiude hold

mod.e rnay maintain the airpLane dt an altitud.e

sLightly aboue or beLow the seLected. altitud.e. If

the altitud.e difference is objectional, disengage

the aLtitud.e hold. mod,e and. acquire the desired

altitude, either by using the pitch cornmsnd

wheel, or by hoLd)ng the pitch synchronization

button and. manuaL$r pitching the airplane until

the d.esired ind.icated altitude is reached. Then

reengqge altitud.e hoLd. mode.

Original lssue

MODEL 406

DISENGAGEMENT

1. Altitude Hold Mode Selector Button - ACTUATE. (Or)

2. Pitch Synchronization Button - PRESS. (Or)

3. Pitch Command Wheel - ROTATE.

I{OTE

ALtitude hold mod,e uilL automaticalLy disengage

in the coupled ILS mode when the gLideslope is

enSaEed.

HEADING SELECT FUNCTION

,-.ENGAGEMENT

Turn Command Knob - CENTER DETENT.

HSI Heading Selector Knob - ROTATE bug to desired magretic

heading.

Heading Mode Selector Button - ACTUATE. Observe annuncia-

tron.

Remote Annunciator HDG illuminates.

HSI Heading Selector Knob - ADJUST for any subsequent desired

heading changes.

IOTE

When an optionaL copilot's horizontal situdtion

indicator is installed and connected to the quto-

pilot, the piLot's heading bug controls the head-

ing when NAV 1 receiuer is selected by the

mod.e selector NAV 1/NAV 2 switch, and the

copilot's heading bug controls heading when

NAV 2 receiuei is ielectecl. When a iopilot's

directional gyro is instaLled, the piLot's heading

bug controls the heading when NAV 1 or NAV

2 receiuers are seLected.,

^ usnNcecentnNlt

1. Heading Mode Selector Button - ACTUATE. (Or)

2. T\rrn Command Knob - ROTATE. (Or)

3. Navigation Mode - AUTO ENGAGE.

VOR COUPLING

ENGAGEMENT (VOR)

1. NAV I/NAV 2 Mode Selector

Button - SELECT NAV 1 or NAV 2. Observe proper annunciation

(including VOR annunciator on mode selector).

2. Course Selector Knob - ADJUST to desired VOR course.

SUPPLEMENT 16

19 of 25

sEcloN I

SUPPLEI/lENTS

Original lssue

SECTION 9

SUPPLEMENTS

SUPPLEMENT 16

20 of 25

3. Wing Flaps - T.O. if VOR approach is desired.

NOTE

Wing Flaps must be pos;tioned. to T.O. or Louer

to obtain the VOR approach mode.

4. Airspeed - 120 to 160 KIAS for VOR approach.

5. Turn Command Knob - CENTER DETENT.

6. Navigation Mode Selection.

a. Variable Angle Intercept.

( I ) HSI Headins Selector

Knob - ROfATE bug to the desired heading (within 135

degrees of desired VOR course).

(2) Headine Mode Selecror

Bul,ton--PRESS. Observe ENG green annunciation on

mode selector and HDG on remote annunciator.

(3) Navieation Mode Selector

ButtSn - PRESS. Observe annunciation of NAV ARM on

mode selector. Aimlane will continue flying se-

lected headine untii the course deviation indicator

moves off the peg in the VOR approach mode or

half scale in tfie AOR enroute mode. HDG green

ENG and NAV arnber ARM annunciators on the

mode selector and HDG on remot€ annunciator

will then go out and NAV green ENG annunciator

and remo6 annunciator NAV will light to indicate

engagement.

I{OTE

With dn intercept angle in HDG mode of Less

than 45 degrees at the time NAV engage occurs,

the oirplaie wtll inititlty turn Louard the track

and. establish a 45 degiees intercept angle loL-

Iowed by a turn in the opposite direction to the

headin[ required lor a imooth intercepl W,ith

the in{ercebt angle in HDG mode gredter thnn

45 delrees, the airptane will initially turn to lhP

headi-ng required lbr a 45 degrees [ntercept.

b. Fixed Angle Intercept.

(1) Heading Mode - DISENGAGE (if engaged).

(2) Maneuver the airplane to within 135 degrees of the desired

VOR course.

(3) Navigation Mode

' Selecior Button - ACTUATE. Observe NAV green ENG

annunciation on mode selector and NAV

on remote annunciator. Airplane will turn

to intercept the VOR beam at 45 degrees

intercept angle.

MODEL 406

Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

7. Propeller Control Levers - FORWARD prior to final fix inbound.

8. Landing Gear - DOWN at firal fix if both engines operating.

9. Wing Flaps - APPR.

10. Airspeed - 120 to 140 KIAS.

NOTE

Verify roll trirn indicator is neutral after final

configuration is complete. Readjttst aileron trim

tab as required.

11. Landing Gear - DOWN within gliding distance of field if engine

inoperative landing.

12. AP/TRIM DISC Switch - DISCONNECT at minimum descent al-

titude.

13. Wing Flaps - LAND when landing is assured.

DISENGAGEMENT (VOR)

1. Navigation Mode Selector Button - ACTUATE. (Or)

2. Tum Command Knob - ROTATE. (Or)

3. Heading Mode Selector Button - ACTUATE.

IIOTE

Complete autopiLot disconnect should normally

be conducted on a VOR approach at the appro

priate minimums or by 200 feet aboue ground

leuel with the pilot's control uheel AP|TRIM

DISC switch.

ILS/LOCALIZER COUPLING

ENGAGEMENT (ILS)

1, NAV 1/NAV 2 MODE

Selector Button - SELECT NAV 1or NAV 2, observe proper an-

nunciation on mode selector. Observe LOC an-

nunciation on mode selector.

2. Course Selector Knob - ADJUST to localizer front course bearing

for both front and back course approaches.

3. Back Course Mode

Selector Button - ACTUATE as applicable. Observe BC green ON

annunciation on mode selector and on the remote

annunciator.

4. Wing Flaps - T.O.

5. Airspeed - 120 to 160 KIAS.

6. Turn Comrnand Knob - CENTER DETENT.

SUPPLEMENT.I6

21 ot 25

Original lssue

sEcroN I

SUPPLEMENTS MODEL 406

?. Aliitude Hold Mode Selector Button - ACTUATE as appropriate if

desired. Observe annuncia-

tion.

8. Navigation Mode Selection

a. Variable Angle Intercept.

(1) HSI Heading

Selector Knob - ROTATE bug for radar vectors and/or 30

degrees to 90 degrees localizer intercept an-

gle. - Intercept localizer before the outer

marKer.

(2) Heading Mode Selector Button - ACTUATE. Observe an-

nuncraf,ron.

(3) Navieation

Selec-tor Button - ACTUATE. Observe annunciation of

NAV ARM on mode selector. AirPlane

will continue flying selected heading until

the course deviation indicator moves off

the nee. HDG qreen ENG and NAV am-

ber AEM annunciators on mode selector

will then so off and NAV green ENG

annunciatoi and NAV on remote annun-

ciator will light, indicating NAV engage-

ment.

l{oTE -

Wtth an intercept angle in HDG mode of less

than 30 degrees at the time NAV engage occurs,

the airplnie will initially turn toward the track

and. establish a 30 degrees ;ntercept anELe fol-

Lowed by a turn in the opposite direction to the

heading required for a imooth intercept. W.ith

the interceiL anglc in HDG mode greater than

30 degrees,'the iirplqne uitl initiatly turn lo the

head,ing required for a 30 degrees intercept.

b. Fixed Angle Intercept.

(1) Heading Mode - DISEI,IGAGE if engaged.

(2) Maneuver airplane to within 90 degrees of localizer bearing.

{3) Navieation Mode Selector

But6n - ACTUATE' Observe NAV green ENG annuncta-

tion on mode selector and NAV on the remote

annunciator. Airplane will turn to intercept th€

localizer beam at-a 30 degrees intercept angle'

9. Glideslope Mode Selector

Burton: ACTUATE. Observe annunciation of GS ARM on mode

selector and on the remote annunciator. Maneuver air-

plane to intercept the glideslope. GS green ENG annun-

biation will indiiate gli?eslope engagement on the mode

SUPPLEMENT 16

22 of 25 Original lssue

MODEL 406

selector and remote annunciator. In altitude hold mode,

when the glideslope deviation indicator passes through the

center dot, ALT ENG annunciation will also go off.

IIOTE

OThe second, gLideslope connected. to NAV 2 is

an option and therefore must be instaLLed. to

haue normal glid.esLope operation in NAV 2 po-

sition of the mode seLector.

OGLid.eslope wiLL automaticalLy enqage only if

NAV-LOC is engaged, course d.eviation bar dis-

pLacement is half scale (1 dot) or less, course

error is 25 degrees or less, and. glideslope is

armed. For manunl glidesLope engage, activate

GS button when glides\ope needle is nearly cen-

tered,-

OWith a NAV flag in uiew, the rnode sekctor

NAV green ENG and the mode repeater NAV

annunciators wiLl blink. With a GS fLag in uiew,

the mod.e selector GS preen ENG and the mode

repeater GS annuncia[ors wtll blink. With flight

director engaged in NAV (LOC) and glid.eslope

mod.es, the NAV or GS fLags, when in uiew for

more than 3 seconds, uiLL cau.se the flight direc-

tor command bars to be retracted frorn uiew

until the warning flag is subsequently retracted.

The command bars wiLl then qutomaticalLy re-

turn in uiew. With the flight director engaged. in

NAV (VOR) mode, the flight director command

bars wiLL remain in uiew with a NAV f\ag in

ULEW.

OGLideslope may be captured. from aboue or be-

LOW.

OGLideslope may be selected and wiLl function in

oacR course.

OIf the autopilot is engaged tn NAV (LOC) qnd

glidesLope mod.es, the autopilot will remain en-

gaged euen thouEh the flight director comtnand

bars haue been puLled. from uiew due to a NAV

or GS flae. If onLy a GS fLag is in uiew, the

autopilot may continue to be used by disengag-

ing the glideslope mode by actuating the mode

se\ector GS button or the pitch command wheel,

to. return pitch control to the pitch command

wneeL

sEcTtoN I

SUPPLEMENTS

SUPPLEMENT 16

23 ol 25

Original lssue

sEcloN I

SUPPLEMENTS MODEL 406

10.

1r.

M)TE

olLS/IocaLizer coupLing shouLd, be disengaged

upon receiuing a NAV flag.

CPropetlers full forward because prop modula

Lion may affect gLidesLope reception ot louer

RPMs.

Propeller Control Levers - FORWARD prior to the outer marker.

Landing Gear.

a. Front Course Approach - DOWN at the outer marker if both

engines oPerative.

b. Back Course Approach - DOWN 5 or 6 miles from touchdown

if both engines operative.

Wing tr'laps - APPR.

Airspeed - Maintain 120 to 140 KIAS.

NOTE

Verifv autopilot roll trim indicator is neutral

aftei'finql ionfiguration is co,nplete- Retrim as

required.

14. Landins Gear - DOWN within gliding distance of field, if engine

- inoperative landing.

15. AP/TRIM DISC Switch - DISCONNECT (at decision height or bv

200 feet above ground level).

16. Wing Flaps - LAND when landing is assured.

DISENGAGEMENT (ILS)

1. Navigation Mode Selector Button - ACTUATE. (Or)

2. Turn Command Knob - ROTATE. (Or)

3. Heading Mode Selector Button - ACTUATE'

NOIE

oC om plete autopilot disconnec t sho uLd normally

be coiduated ai the appropric,te m,inimums wtth

the pilot's conffol whiel AP|TRIM DISC suttch

olf an engine failure should occur, disconnect

thb autopilot, retrim, then reengqge autopiLot as

requlred.

SUPPLEMENT 16

24 oI 25 Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

GO.AROUND OPERATION

ENGAGEMENT (GO-AROUND)

1. Left Power Lever

Go-Around Switch - PRESS. Observe GA and FD annunciation on

mode selector if not already engaged.

NOTE

The go around. mod.e giues a wings-leueL pitch

up command (6 d.egrees nose up) on the fLight

director ind.icator. Actuation of go-around mode

disconnects the autopilot, {f engaged.

,^. DISENGAGEMENT (GO-AROUND)

1. Left Power Lever Go-Around Switch - PRESS. (Or)

2. Heading Mode Selector Button - ACTUATE. (Or)

3. AutopilotAaw Darnper Switch - AP/YD.

I{OTE

The airpLane should be manually retrimrned to

the flight director attitude before reengaging the

autopiLot to auoid, an abrupt pitch change as the

autopilot tries to satisfo the existing pitch cort-

rrand.

SECTION 5 . PERFORMANCE

Not Applicable.

SUPPLEMENT 16

25 ol 25Original lssue

NAVIGATION SYSTEM (PN-l01)

SECTION 1 - GENERAL

This supplement provides information which must be obsewed when

operating flie PN-101 Navigation System.

Description

The Collins PN-101 Navigation System consists of a horizontal situ-

atio" i"iic?t"i irtsii -ou"tid on tlie instrument panel and a remotelv-

iliii.f-ri"tia ait"ciional gvro, flux detector qnd slaving accessory.urit'

Cil"iil.i 10iH; coiitui"s"it* own inverter' The indicator unit combines

; ;;;;;t; ;*d, VoR/localizer/course deviation indicator,,warning flegs

Lii tb-FnoM' indicdtor arrows. The heading knob (HDG) positions a

moveable heading index while the course knob is used to set the course

irai."t"i. A lub6er line and 45 degrees index marts -facilitate course

il;;ffi;: 'iit" ai**i""tt gyro, in co"njunction with the ^flux detcctor and

;ffiil;;;;"* uttit, ",frpliu* maginetic heading information to the

i;iii6t "ira-r.tt""pilot's' RMI'. A glideilope indicatoi ie located on the left

side of the instrument.

Ttvo different types of DG SLAVE switch p-ane.ls are provided, de-

p"na'i'Iig on- ttt" tffie of equipment installed. If Sperry equipment is

irilliii!? tii" AUT6 swiich'aliows selection of glaved (NORM) or un-

;i;a Oii) op"tuilott. The MAN switrh allows,the--gompasi card to be

;;;;-d ;il"i.*i;oi-co""tcrclock*ise manuallv. If-Collins- optional equip-

iri""iir l""t"f"a a differe"t panel is provided. The-MAN swiJch- 9p9r3;

iionir id;;;id-.itt ittat or in" Sperry equipment, however,.the NORM

iffi;;i ffiiti"; p.oGa"" 3 degrdes frer 'ninute slaving and .the FAST

oosition slaves the gyro to the flux gate at a rat€ ot 3uo degrees per

mtnut€.

Navieation inputs to the PN-101 are from th9 NA! 1- rec-eiver' The

P]li-idfi;il;;"" be coupled to the autopilot. bv selecting. NAV I on

if,ij iFCS"."a"- ""tJ"tot. h repeatcr course deviation. .ag1d- glideslope

indicator is locatcd on the pilot's instrument -pane-l lor NAv r rererence'

d"-fig flags are incorpora:ted for NAV 1 failure detection'

SECTION 2 - LIMITATIONS

Not Applicable.

SECTION 3 . EMERGENCY PROCEDURES

Not Applicable.

MODEL 406 sEcTtoN 9

SUPPLEMENTS

SUPPLEMENT 17

l of 4

Original lssue

sEcT|oN 9

SUPPLEMENTS MODEL 406

SECTION 4. NORMAL PROCEDURES

1. Preflight Check.

a. PN-101 and Airplane Navigation R.eceiver Power - ON-

b. HDG Flag - CHECK out of view. (after one minute).

c. Compass Card - CHECK that card natches airplane magnetic

- heading (after one minute).

d. Course Deviation Bar - CHECK centering and operation of

TO/FROM anows by tuning a local

VOR station.

e. Compass Cad - CHECK that card ring follows airplane head-

- ing changes during taxi.

2. Normal Operation.

a. NAV Receiver - SET'

b. HSI Heading Selector Knob - ROTATE bug to desired head-

mg.

c. Course Selector Knob - ROTATE course arrow to desired VOR

radial or LOC runway heading.

d. DG Stave Switches - AS REQUIRED'

e. Pilot's RMI - CROSSCHECK with HSI.

f. IFCS Mode Selector - AS REQUIRED'

l{otE

With the PN-101 hnrizontal situation indicator

installed, the pilnt's hBading bug contlols the

hcodins whzn NAV I receiuer is selzcted by the

mod.e ielector NAV llNAV 2 switch and the

copilot's heading bug controls heading when

NAV 2 receiuer is selected.

SECTION 5 . PERFORMANCE

Not Applicable.

SUPPLEMENT 17

2ot4 Original lssue

SECTION 9

SUPPLEMENTS

5911tPj6{X6

5984P6006

5984P6018

HORIZONTAL SITUATION INDICATOR

ii{'iil:F;;:t". a- pictorial presentation of the. airplane position

"*-' ;"i;;i"" t" VOR radirils and localizer and glideslope beams'

i;;il-fi; iagneiic iteading reference and. provi$es selec-

iiti'--"f ai.i*a" tt"ading, VOR radials and LoC runwav

heading.

HEADING MARKER - Identifies selected headil9 on the compass

""td. M"t["t rotates with compass- card'

LUBBER LINE - Indicates actual heading on compass card'

iee-orl,rc FLAG (Not Showing) - Flag in view indicates the

"' heading data is not reliable'

HSI COURSE DEVIATION

;;il:"D"i$iv" didiac-e-e"t from the voR, RNAV or localizer

courae.

NAV FLAG (Not Showing) - Ilug i" view indicates-the. svstem is

rnoierative or the NAV signal being

reciived is unreliable'

HSI COMPASS CARD - Displays- airplane, heading' It is slaved to

"ott""f ioi nbrrral precession errors' Each

graduation represents lrve degrees'

COURSE CURSOR AND COURSF'I SELECTOR

kft-Og - Co"t"" cursor is positi^na'l on the comDaas card bv rot'at-

ins the course serectoi - knoLl this sel&t"s a VOR.radial'

iiftdv ""tii"-".-ioc -"*"v heading' It rotates with the

comPass card.

SUPPLEMENT 17

3of4

nonrzoslti"sltEiti"l"'ifr brcAroR

Original lssue

sEcroN 9

SUPPLEMENTS

MODEL 406

HSI COURSE DEVIATION

DOTS - Full scale course deviation bar displacement (2 dots) repre-

sents the following deviation from beam center; VOR a 10

degrees, localizer approximately 12.5 degrees, RNAV en-

route t5 nautical miles, RNAV approach 11.25 nautical

miles.

HEADING BUG SELECTOR KNOB

(PN-101 Only) - Heading bug displays selected heading relative to

the compass card. It is positioned by rotating the

heading -selector knob. The bug rotites wit[ the

compass car0.

GLIDESLOPE FLAG (Not Showing) - Flag in view indicates the

glideslope receiver signal is

unreliable.

GLIDESLOPE POINTER AND

SCALE - Displays deviation of airplane from an ILS glideslope.

Flag (11) obscures scale when the signal being received is

not adequate. Full scale deflection of the glideslope point-

er represents a 0.7 degrees.

SYMBOLIC AIRPLANE - Provides pictorial presentation of the

airplane position and intercept angle

relative to selected VOR radial or

localizer course.

HSI TO-FROM INDICATOR - Indicates direction of the VOR sta-

tion relative to the selected course.

Displays TO when a LOC frequen-

cy is selected.

DIRECTIONAL GYRO SLEW SWITCH

(Located on Instrument Panel) - Allows compass card to be moved

clockwise or cou nte rclock w i s e

manually.

DIRECTIONAL GYRO

SLAVING SWITCH - Switch allows selection of unslaved (OFF) or

slaved (NORM) mode of operation for the

HSI comnass card.

10.

11.

14.

15.

16.

17. GYRO SLAVING

METER - The salve meter displays synchronization of cornpass

card with respect to the magnetic flux det€ctor unit. The

directional gyro slew swikh may be used at any time to

acconplish synchronization of the compass card reading

with the magnetic heading as indicated by centering the

slave meter indicator. A slaved condition is oresent

when the slave meter indicator oscillates about the cen-

ter line.

Figure I (Sheet 2 of 2)

HORIZONTAL SITUATION INDICATOR

SUPPLEMENT 17

4oI 4Original lssue

RADIO ALT]METER SYSTEM (AA.1OO)

SECTION 1 - GENERAL

This supplement provides information which must be observed when

operating ftie AA-t00 Radio Altimeter System.

Description

The AA-100 Radio Altimeter Svstem, refer to Figure 1. gives an

absolute altitude indication frorn 2500 feet AGL to 40 feet AGL. The

radio altimeter incorporat€s a warning flag to alert the pilot to a radio

aiiimeter failure. A DH SET knob ii provided to position an indexer

*hi"tt *iU trigger a visual waming when the selected altitude is reached.

A self-test is -i-ncluded for system checkout. Pressing the TE=ST button

causes the indicator to rdd 100 feet, illuminates the DH (decision

treieht) tient when decision height indexer is set above 100 feet. -and

brifigs'thd warning flag into vie-w. The system receives its power from

the airplane's 28'volt system.

As the airolane descends below 2500 feet AGL, the pointer will

indicate the airplane's absolute altitude. When the airplane reaches the

oreselected warnins altitude, a warning light and tone burst comes on.

Cll-bing through t-he selected altitude extinguishes the lighLs.

SECTION 2 . LIMITATIONS

Not Applicable.

SECTION 3. EMERGENCY PROCEDURES

Not Applicable.

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 18

1of 3

Original lssue

SECTION 9

SUPPLENIENTS

SUPPLEMENT 18

2ot3

DECISION HEIGHT

LIGHT - Aleds that the absolute altitude of the airplane is at or

below the set altitude.

DECISION HEIGHT INDEXER - Triggers a visual warning when

the selected altitude is reached.

OFF FLAG - Indicates radio altimeter power failure.

DECISION HEIGHT SET KNOB - Positions indexer around the

periphery of the dial.

TEST BUTTON - Tests the altimeter for proper operation.

Figure 1

RADIO ALTIMETER INDICATOR

SECTION 4 - NORMAL PROCEDURES

1. Normal operation

a. Radio Altimeter Switch - ON.

b. Pointer - STOWED behind mask if on sround.

- 2500 FEET above ground level.

c. DH Set Knob - AS REQUIRED.

TOIE

During ground. operation, DH function and. an-

nunciator are deactiuated by the Landing gear

squdt suitch. The pointer will be stowed behind

the mask. Self-test wiIL functinn on the ground..

MODEL 406

Original lssue

MODEL 406

SECTION 5 - PERFORMANCE

Not Applicable.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 18

3of3

Ground Self-Test

a. DH Set Knob - 200 FEET.

b. Test Button - PRESS and hold. Altitude pointer will indicate

100 +20 feet and the DH annunciator will illu-

minate.

c. Test Button - RELEASE. After 3 seconds the pointer will stow

behind the mask and the DH annunciator will

extinguish.

In Flight Self-Test

a. Pointer - STOWED behind mask above 2500 feet above ground

level.

b. DH Set Knob - 200 FEET.

c. Test Button - PRESS and hold. Altitude pointer will indicate

100 +20 feet and the DH annunciator will illu-

minate.

d. Test Button - RELEASE. After 3 seconds the Dointer will stow

behind the nask and the DH annunciator will

extinguish.

I{OTE

Altitude pointer will stow behind. rnask below

2500 feet-AGL if thz ground return signal is lost

or when the atrplane is in a banh in excess of

45 d.esrees.

Original lssue

RADTO MAGNETIC IND|CATOR (7100 RMI)

SECTION 1 - GENERAL

This sunplement provides inforrnation which must be observed when

operating fFe ?t00 tladio Magnetic Indicator.

Description

The Aeronetics 7100 RMI Radio Magnetic Indicatnr is used in con-

iunction with other airbome navigation equipment to aid the pilot in

"navieatine the airplarre. The RMl-eliminates the need for many of the

num"ericaf and grairhical computations necessary for deternining airplane

position.

The RMI, refer to Figure 1, is a pand-mgqnted navigation instrument

that combines the disphy of VOR and ADF !ear!99 information with

the aimlane headine on a sinsle instrument. The VOR and ADF bear-

ines ar6 displayed bi individual rotating point€rs against the background

ofa rotatirig izimuih card. The azimuth card is driven by the slaved

mag.netic. coimpass system in the airplane and continuously indicates

arrplane hea(Ung.

The RMI display consists of a rotating azinuth card, a frxe{heading

index, a double-bai pointcr and a single-bar pointer, refir to Figure l.

The azimuth card is slaved to the magnetic heading signal and rotates as

the aimlane turns so that the magpetic heading of the airplane is

continubusly displayed at the heading index.

Each pointer serves t,o indicate ADF or VOR bearings according to

the oosidion of its selector switch. The selector switches, one at each

lowei corner of the RMI, have ADF and VOR positions. The knobs are

identifred with a single or double line to relate to the single and

double-bar pointers.

SECTION 2 - LIMITATIONS

Not Applicable.

SECTION 3. EMERGENCY PROCEDURES

Not Applicable.

MODEL 406 sEcTtoN 9

SUPPLEMENTS

SUPPLEMENT 19

l of 3

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

SECTION 4 . NORMAL PROCEDURES

1. Normal Operation

l{otE

Operatinn ol the RMI is dependent upon input

iiforrnation from the compass systern (slaued

directinnal airo), the associdted VHF nauigation

and ADF receiuers. Refer to the appropriate

supplements in this section lor operation of this

equtpment,

Comoass Cards

(on hMI and Directional Gyro or HSI) iirf3tilfi""1j.^3;

RMI and directional

gyro or HSI will be

tne same,

ADF Receiver - SEIJCT STATION on receiver.

ADF/VOR SELECTOR SWITCH-SINGLE

BAR - ADF. The single-bar pointer will indicate the bearing of

the station.

IOtE

a&eDeat steps b and c using the doublc'bar

switch and iointer if only one ADF is instalLed

OIf a second ADF receiver is installed, repeat

stens b and c rning ADF 2 and thB douhle-bar

switch and pointer.-

NAV l Receiver - SELECT VOR STATION on nunber one

NAV receiver.

ADF/VOR SELECTOR SWITCH-SINGLE

BAR - VOR. The single-bar pointer will indicate the bearing of

the station.

NAV 2 Receiver - SELECT VOR STATION on number two

NAV receiver.

ADF/VOR SELECTOR SWITCH-DOUBLE

BAR - VOR. The double-bar pointer will indicate the bearing

of the station.

OTE

Absence of a ualid VOR signal, switching to the

ILS mode or switchinE the ADF receiDer to

ANT uill carrse Lhe poTnters to stow in the 3

o'clock positions.

SUPPLEMENT 19

Z ot g Original lssue

MODEL 406

SECTION 5 - PERFORMANCE

Not Applicable.

sEcTloN I

SUPPLEMENTS

5914Rt032

heading on

SUPPLEMENT 19

3of3

HEADING INDEX - Indicates the airplane

the azimuth card.

OFF WARNING FLAG - Indicates loss of instrument power or

servo erTor.

ROTATING AZIMUTH (COMPASS)

CARD - Rotates as the airplane turns so that the airplane magnetic

heading is continuously displayed at the heading index.

ADF/VOR SELECTOR SWITCH.DOUBLE

BAR - Selects ADF or VOR operation of double-bar pointer.

ADF/VOR SEI,ECTOR SWITCH-SINGLE

BAR - Selects ADF or VOR operation of single-bar pointer.

DOIJBLE-BAR POINTER - Indicates the magnetic bearing of the

selected ADF-I (Single ADF installa-

tion), ADF-Z (dual ADF installation),

or VOR 2 station.

SINGLE-BAR POINTER - Indicates the magnetic bearing of the

selected ADF 1 or VOR I Station.

uoronrec*$fi'clrNDrcAToR

magnetic

Original lssue

1OOO RADIO MAGNETIC INDICATOR (|N'1004A/B)

SECTION 1 - GENERAL

This supplement provides information which must be obsewed when

op"i"tl"i ilie roOO fiadio Magnetic Indicatnr'

DescriPtion

The 1000 Radio Magnetic Indicator (RMI) (Tvpe.IN-1'004A/B) is a

"*"1'-;.;La;;it tfi; i"cl"d; both a iadio magnetic -indicator assem-

^ tff;;t""*Viidiiiiil-.ti"g;"ii. l"aicator converber circuit' The RMI is

used in conJunctror, *trt.o.L".i uitiotti" "*lg"tion sets,to aid the pilot

in navigatmg ano rna-tntarmn!'ait""t-io" oi tttE airplane' Use of the RMI

elirninates the need ,o, p*f oi ihe numerical and graphical computa-

tions normally associated with alr navrgalron'

The RMI converter circuit int€ryrek t\ nageation signal from either

of two VHF navigation "eceiu"m, as selected' and..combines it with

il"*"ii"' i""ai"g fiiormation frorir a stabilized heading source to pro-

uiaE-"onli"uo* irplane-tn-omnirange beadng'

The RMI display consists of a rotating. azimuth card'.a frxed heading

i"d;;. ;-e;fie lui pointci*d ";i"tdbq ng!::tert re-f,er to Figure 1'

Tl;A;foiliAe t" lrti"a t" the nagnetic heading signal, and rotatps as

the airplane turns so that*ti;; ffietic neaaing of..the airplane is

i*m:l#lii:t1"f fL'li[":'tr'1ffi ,"^.'tri s,:d{i::'-sl"}' Ji}:l

[l# i,'iJ "ltl,J-a'ite '*"i'"* -tt. t" applied to the-do*F-bar pointer or

iit"*aiiif"v' e. three-position switch bir the lower right corner selects

oDeration or the smgre-oar";"i;d;-bt lnformation from either of two

VHF navisalion recervers Ji'rti'it "itt" nNIAV' computer' When the

J#in"ri "lBi"#'ltti; N;V i"ir$-v--i' the navigatioir.signals rrom the

selected receiver are.apptred L-tft" RIUI io"uerteicircuits for int€rpret€-

^ tion and are Lhen oo-ptuv"i [v"tiq !;jOg!]-tar pointer' When the switch

is set to RN, signals n"i"iftJ"ifliiiV comfruter are -couDled to the

mrlJnn'*ibiTiT'*rt$''-ft"*"#",Tffi "r*5i:$)i'il!:!

i'"ii tiii'**i."iia-on tt'" "itib'""oii'"1 i'ti" 1"19 will fiash' The two

RMI pointers displav the mJgneiic bearing- t,o the .selected ADF and

Vdi ilfr;; oi-'liliev *ule"tltii -Bittt"t ;f the pointers can be tem-

;"".illfffi;ffid -iv - !tt"*ii test switches to verifv the displaved in-

formation.

SECTION 2 - L]MITATIONS

Not APPlicable.

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 20

l of 4

Original lssue

SECTION 9

SUPPLEMENTS

SECTION 3 - EMERGENCY PROCEDURES

Not Applicable.

SECTION 4 - NORMAL PROCEDURES

SUPPLEMENT 20

2ot 4

l{olE

Operatinn of the RMI is dependent upon input

inlormation lrom thz stahi[ized hcadins soirce

(shued directianal gyro), thz associaiil VHF

nauigatinn and ADF sets, and, the RNAV svs-

tem. Refer .to. the appropriate supplem,ents ior

operatron ol th.s equlpment.

1. Normal Operation

a. Directional

MODEL 406

Gyro - TURN ON and allow g1no to stabilize. The azimuth

card on the RMI should rotate to brins the aimlane

magnetic heading to the heading index.

heading on the gyro and RMI agree.

tg the airplane

Check that the

b. ADF Function

Switch - SET to either ADF 1 or ADF 2 and select station on

the associated ADF set. The double-bar pointcr will

indicate the station bearing.

MITE

Il only one ADF system is installed, switchina to

ADF 2 uill cause thc d,ouble-bar oointer to iarh

dt eithpr the 3 o'cloch or g o'clncE nosition. -

c. Function

Switch - SET io NAV 1 or NAV 2 and select OMNI station on

the associat€d VHF navigation set. The single-bar

pointer will indicate the station bearing.

d, Waypoint - SELECT on area navigation systen.

e. Function

Switch - RN. RN annunciator light wilt illuminate and the

single-bar pointer will ind-icate the waypoint bearing.

2. RMI Test

a. ADF Test

Switch - PRESS. Double-bar pointer will slew awav fmm the

station bearing. Releaie test switch and the double_bar

pointer will return to the station bearine.

Original lssue

b. voR sLEw

Swikh - PRESS' Single-bar pointer q'ill slew away from the

station or wiypoint -bearing. Release test switch and

the single'bar -pointer will- return to the station or

wayPoint bearing'

SECTION 5 - PERFORMANCE

Not Applicable.

MODEL 406 SECTION 9

SUPPLEMENTS

1. ROTATINGAZIMUTH

- CARD - Slaved to remote stabilized heading source: r-otates as the

- iitpt o" turns so that the airplane magnetic heading is

coritinuougly displayed at the heading index.

2. HEADING INDEX - Indicates the airplane nagnetic heading on

the azinuth card.

3. SINGLE-BAR POINTER - Indicates the magnetic bearing to the

VOR etation or RNAV wa1rpoint, as

selected bY the frrnction swikh'

4. RN ANNUNIATOR - Green lamp illuminates when the function

switch is ;ret to RN to indicate that the

single-bar pointer is displaying a wavpqilt

beaiins. If ihe tunction iwitch is get to RN

but ttie DME switch is not set to RNAV,

the lamp will flash to indicate that the dis-

PhYed 6earing is not reliable.

Ficure I (Sheet I of 2)

RADIO_MAGNETIC INDICATOR

SUPPLEMENT 20

3of4

Original lssue

SECTION 9

SUPPLEMENTS

SUPPLEMENT 20

4ot4

5. NAV 1/NAV z/RN FUNCTION

SWITCH - Selects signals from NAV 1 or NAV 2 VHF navigation

receiver or RNAV computer for display by the single-

bar pointer.

6. ADF FUNCTION SWITCH

(Not on IN-10048) - Selects signals fmm ADF 1 or ADF 2

display by the double-bar pointer. Not

with single ADF and optional RNAV.

MODEL 406

for

used

DOUBLE-BAR POINTER - Indicates bearing of selected ADF sta-

tion.

VOR SLEW

SWITCH - Momentary contact swit h used to verifu the displayed

VOR or RNAV station bearine. When the switch is

pressed, the single-bar pointei slews away from the

station bearing; when the switch is released, if equip-

ment operation is normal, the pointer will return to the

station bearing.

Figure 1 (Sheet 2 of 2)

RADIO MAGNETIC INDICATOR

Original lssue

SECTION 9

SUPPLEMENTS

TRANSCEIVER (HF-220)

SECTION 1 . GENERAL

This supplement provides information which must be observed when

operating [he HF-220 transceiver'

Description

The HF-220 system provides simplex operation 9!-aly o^le of 210'000

" oi'."r""-t"t-alJ"t"t" Fi"q"""iii.-iiitti-r tle 2.000Q.1g 22'9999 MHz

^ i'fiil;;;;;*s"-ii."qretdv. "i-i"Le i" roo H")' In addition' the HF-220

^;-r.ild;; 16 sep'arate "h*"in i[ut 8un be programmed fior either sirnplex

it-fruli-aupf"i operation throughout the ian-ge' -The -priryrv, qnelll-s

;oa;;;il;it tiaeband (USB, TEL A3A, or TEL ASJ modes); however'

ii e*frl uqoiualent signal (upplr sideband with the carrier inserted ) can

te iransm-itted when-operatitt-iwith stations having only AM capability'

The HF-220 syst€m consists of a TCR-220 Transceiver (100-watts)' a

pdfilzoii p"*"i'nritbrilt"t, i--cil--zzo Conttol and the accessory AAC-

ioo Automatic Antenna CouPler.

SECTION 2 . LIMITATIONS

Not ApPlicable.

SECTION 3 - EMERGENCY PROCEDURES

Not APPlicable.

SECTION 4. NORMAL PROCEDURES

1. To Receive

a. HF COM Swikh - ON'

l. fff COfuf Audio Switrh - SPEA4ER or PHONE (on Audio

Control Panel)'

c. MODE CONTROI

" itii6iff;dt--ru-nN "to94q"9-qnil .39lec!^{esired rnode of

tp;t"tioti tVss,eM, TEL A3A or TEL A3J)'

Ali;-il; tttittui' *ut-ttp (time required for

freouencv standard to stabilize) '

d. V (Volume Controli - TiJRN control clockwise to vary the

audio gam (lnner Knoor.

SUPPLEMENT 21

1of 4

MODEL 406

Original lssue

sEcroN I

SUPPLEMENTS MODEL 406

g. Squelch Control - ADJUST counterclockwise for nornal

output; .then, slowly adjust clockwise

the recelvef $ srlent.

h. Clarifier Control - ADJUST when upper sinele sideband RF

signal is being received for haximum clarity.

Adjust V (volume) control for comfortable

listening level.

To turn the HF system antenna coupler to the frequency (channel)

select€d, rotat€ the V- (volume) Knob oui of the off det,int ai-rd allow f S

minutes warmup. Key the transmitter by momentarily pressing micro-

phone button. The 4ritenna coupler will tune automatiially andi steady

tone will be heard during the tuning cycle. Nonnal turning cycle requires

5 to 10 seconds. Within one seconii aher completion of ai,tinna coupler

tuning cycle, the tone will cease, indicating that the system is ready for

use. If the antenna coupler does not tune afLer 30 seconds, the tone will

begin to "beep" indicating that a fault has occurred, in which case,

rechannel and initiate a new cvcle.

When tuning is complete, slowly rotate squelch control to desired

squelch threshold. During reception (except foi AM mode) adiust clari-

fiir control for maximum signai clarity or most natural sounding voice.

no18e

until

SUPPLEMENT 21

2ot 4

If microphone for HF-220 system is wired.

through au.dio panel, ensure HF COMM is se-

lected before proceeding.

e. CHANAREQ SWITCH - SELECT desired method of frequen-

cy selection (FREQ/CHAN) with

two position switch.

f. CHANNEL/FREQUENCY

CONTROLS - SELECT frequency or channel using the dual

rotary frequency/channel select switc-hes. If se-

le cting a channel, use the pullout

channel/frequency card to correlate channel

number and frequency.

DO NOT ROTATE SqUELCH CONTROL TOO

FAS'T. SQUELCH CIRCUIT HAS A RELA-

TIVELY LONG TIME CONSTAN" AND RO,

TATING KNOB TOO FAR MAY RESULT IN

MISSED CALLS ON SOME OF THE

WEAKER SIGNA'S.

Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

1{OTE

IJnder certain atmoshperic noise conditions, re'

ceiuer nnise may disappear immediately a[ter

SOUELCH coniroL ts' rotdted out of d,etent

(TEST) position. Thi"s is normal, and hnob

ihoutd bi lcft in this position unlcss interfer-

ence or noise requires i higher sEnlch thresh-

old, setting Later.

2. To Transmit.

a. Microphone Button - Depress an{ sp-eak in a normal voice- The

pr$ence of sldetone dunng lransmEsron

rs an indication of proper operation'

SECTION 5 - PERFORMANCE

Not Applicable.

60a5P€011

1. CLARIFIER

COllinOl - The control permits the pitch of the received signal

to be varied 1100 Hz when operating in USLt mode

or either TEL modes. The control is adjusted for the

best clarity or the most natural sound of the signal

being received. The clarifier function does not affect

AM "recepiton, and is disabled during transmit or

when the-control is positioned to OFF.

Figure I (Sheet 1 of 2)

Id.F.22O T-RAN SCEIVER CONTROLS

SUPPLEMENT 21

3of4

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

FREQUENCY/CHANNEL

DISPLAY - The six-digit frequency/channel display indicates the

selected operating frequency or channel that is selected

with the dual rotary frequency/channel select switches.

The display brightness is controlled remotely by a

dimming pot€ntiomet€r or a variable dimming voltage

independent of the integral panel lighting dimming

control.

3. CHANNELAREQUENCY

CONTROLS - Two double concentric knobs provide for the selec-

tion of 210,000 frequencies wiih the FREQ/CHAN

switch in FREQ. In CHAN position, the knobs

select any of the 16 programmed channels (the dis-

play will indicate 01 through 16).

SQUELCH

CONTROL - The rotary squelch knob provides control of the

squelch threshold. Setting the control too far clock-

wise can result in blocking out weak signals. When

the SQUELCH control is in the TEST position, the

squelch circuit is, in effect, removed from the receiver

audio circuits. In this position msximum backcround

noise (depending on V- control setting) will be -beard.

Rotatins the control clockwise sets the souelch

thresholai required for reception.

CHANNEL/FREQUENCY

CARD - A pullout card at the lower e&e of the control Danel

provides an index of frequencies -programmed for eath of

the 16 channels.

CHANAIIEQ

SWITCH - T\ro-position switch selects the freouencv tunine meth-

od. I;r FREQ, the frequency is disirlayei to up- to six

digits which are controlled by all of the

frequency/channel eelector switches. In CHAN, the

channel is displayed in two digits which are controlled

by any one ofihd frequency/ch-annel selector switches.

VOLUME CONTROL - Varies level of audio gain.

MODE CONTROL - Select.s syst€m mde of operation.

OFF - Controls power to the system.

USB - Selects upper sideband operation for long-range voice com-

munications.

AM - Selects compatible AM operation and full AM reception.

TEL A3A/A3J - Used for com-munications with public 'correspon-

dence coastal stations in the maritime servlces.

and other radio-telephone services.

Figure I (Sheet 2 of 2)

HF.22O TRANSCEIVER CONTROLS

SUPPLEMENT 21

4ot4 Original lssue

This supplement prowides information which must be observed when

operating the transponder'

DescriPtion

Atl+:"rl!:3r*ff *ilf F":"3:'3l.dP'i"$+t!"Si"ttrlHlidl.H

^lti'"Uiliii" .-etd-gtou"a controller-to "see" and 'identifv^ the arrpnne'

^"t'ii. t iiiittt, at d-istances beyond the primary raclar range'

The 400 transponder consists of a panel-morrlted git-Td sn ext€r-

nallv mount€d ur,*oou. , o"*J"ospo'nder. teceives itttenog€ting -Prnse

l1?ll'a"*""i'loao -t'tE and transmiti coded -Fulsc-rr.ain r-eplv sle-nals on

l,o;s"lxli;.,*'i#;*""";iJ,:l*l**'*Stnir'g'r"'ru"-L"";1":

selective reply basis on anv o)i iridd'i"-rot-"tion code selections' When

an optional p,anel-mount€d ee-+"Oia ;nqtd" encoder (not oart of the

400 transponder .v",'-r o il"tui"a iii- the a"io"ics configriration' the

transDonder can provrde tttffi;;;"tdt i; 100-foot inirements be-

tweei -1000 and + 35'000 feet'

All 400 transponder.operating controls' r-efer.to 'Figure I' are located

on the front palel or.tne ""ii' ti" -i-pil"""t- altitude irrcoder's baromet-

ric oressure set l(noD rs t*ut"a o" ttt"'t""e of the encoding altimeter'

SECTION 2 . L]MITATIONS

Not APPlicable.

^ sEcrloN 3 - EMERGENCY PROCEDURES

1. To Transrnit An Emergency Signal

a. Function Switch - ON'

U. n ptv-Cod" Selector Switches - Select ??00. operating code'

;. 6'S;t,"h PBESS to effect immediate- identification of air-

pnne on ground controller's disTlays'

2. To Transmit e SUnaf Reiresenting Loss of All Communications'

a. Function Switch - ON'

b. RePlv-Code Selector

"' 's"i'ii'.n!. :-sei-ech zzoo operating code. for I minute'' then

select ?6b0 opetuiing code for 15 minutes and then

."p"u" ttiJ pi[""J"i8 foi the remainder of the flight'

MODEL 406

4OO TRANSPONDER (4594)

SECTION 1 . GENERAL

SECTION 9

SUPPLEMENTS

SUPPLEMENT 22

1of 4

Original lssue

c. ID Switch - PRESS to effect immediate identi{ication of air-

plane on the ground controller's display.

SECTION 4. NORMAL PROCEDURES

1. Before Takeoff.

a. Function Switch - SBY. Allow 30 Seconds Warmup.

2. To Transmit Mode A (Airplane Position ldentifrcation) Codes In

Flight.

a. Reply-Code Selector Switches - SELECT assigned code.

b. Function Switch - ON.

c. DIM Control - ADJUST light brilliance of replay lamp.

IIOTE

During normaL operation, with the function

suilc\ in the ON position, the REPLY lnrnp

will flnsh which indicates transponder is reply-

ing to inteffogations.

d. ID Button - PRESS nomentarily when instruct€d by ground

controller to "squaw-k IDENT". REPLY iadp wi

glow steadily, indicating IDENT operation.

3. To Transmit Mode C (Altitude Information) Codes In Flight.

a. Barometric Pressue Set Knob - DIAL assigned barometric

pressure.

b. Reply-Code Selector Switches - SELECT assigned code.

c. Function Switch - ALT.

ltotE

OWh.en directed by ground controlLer to "stop

altitude sEnwh", turn function switch to ON

for Mode A operatinn on$t.

OPressure altitude is transnitted. and conuer-

sion to indicated, altitule is d.one in ATC corn-

puters. Altitude squawh wiLl agree with indi-

cated. altitude when altimeter setting in use fut

the ground controll.er is set in the altitu.de en-

coder.

d. DIM Control - ADJUST light brilliance of reply lamp.

4. Self-Test

a. Function Switch - SBY and wait 30 seconds for equipment to

warm up.

b. Function Switch - ON.

c. TST Button - PRESS. Rrply larnp should light brightly regard-

less of DII\[ c-ontroi settine. - -

SECTION 9

SUPPLEMENTS

SUPPLEMENT 22

2ot4

MODEL 406

Original lssue

MODEL 406

SECTION 5 . PERFORMANCE

Not Applicable.

SECTION 9

SUPPLEMENTS

1014P6027

10tlP6O:12

SUPPLEMENT 22

3of4

FUNCTION SWITCH - Controlg -application of power and select's

transponder operatlng mode. as tollowll:

OFF - Rcmoves power from trirnspondeir (tums set off).

SBY - Applies power for equipment warm-up.

Otl - &biies riperating p6wir and enables transponder Mode A

reply pulses.

ALT - Aooiies operatinq power and enables transponder Lo trans-

mii eithei Mode A replay pulses or Mode C altitude in-

formation pulses select6d iu[omatically by the interrogating

srgnar.

Figure I (Sheet 1 of !)

4OO TRANSPONDER CONTROL PANEL

AND ALTIMETER INDICATOR

Original lssue

sEcTroN 9

SUPPLEMENTS

SUPPLEMENT 22

4ot4

MODEL 406

LAMP - Provides visual indication of transponder replies. During

normal operation, lamp flashes when reply pulses are

transmitted; when special pulse identifier is selected, lamp

glows steadily for duration of IDENT pulse transmission.

(Re.ply. la'np will also glow steadily during initial warm-up

penodr.

IDENT

SWITCH - When pressed, selects special pulse identifier to be

transmitt€d with transponder reply to effect immediate

identification of airplane on ground controller's display.

(Reply lanp will glow eteadily during duration of

IDENT pulse transmission. )

DIMMER CONTROL - Allows pilot to control brilliance of reply

lamp.

SELF-TEST

SWITCH - When depressed, cauaes transponder to generate a self-

int€rrogating signal to provide a check of transponder

operation. (Reply hmF will illuminate to verify self-test

operation,)

REPLY-CODE SELECTOR

SWITCH (4) - Select assigned Mode A (or Mode C) reply code.

REPLY-CODE INDICATOR (4) - Display selected Mode A (or

Mode C) reply code.

IOOO-FOOT DRUM-TYPE

INDICATOR - Provides digital altitude readout in 1000-foot ince-

ments between -1000 feet and 435,000 feet.

OFF INDICATOR WARNING

FLAG - Flag appears when power is removed from the system.

IOO.FOOT DRUM-TYPE

INDICATOR - Provides digital altitude readout in 100-foot incre-

ments between 0 feet and 999 feet.

20-FOOT INDICATOR NEEDLE - Indicates altitude in 20-foot

increnents between 0 feet and

1000 feet.

BAROMETRIC PRSSSURE SET

INDICATOR - DRUM-TYPE - Indicates selected tmrometric pres-

sure in the range of 27.9 to 31.0 inches of mercury.

BAROMETRIC PRESSURE SET

KNOB - Dials in desired barometric pressure setting in the range

of 27.9 tn 31.0 inches of mercury.

Figure I (Sheet 2 of 2)

4OO TRANSPONDER CONTROL PANEL

AND ALTIMETER INDICATOR

10.

11.

Original lssue

WEATHER RADAR (RDR-160)

SECTION 1 . GENERAL

This supplement provides information which must be observed when

oDeratins ilie RDR- i60 Weather Radar.

Description

The Bendix RDR-160 Weather Radar is used to detect significant

enroute weather formations within a range of 160 -nautical miles to

oreclude undesirable penetrarion of heavy wearher and its usually asso-

^iiated turbulence. Th; indicator is mounled in the center of the instru-

ment nanel. The RDR-160 svstem consists of an indicator and a com-

binati6n transceiver/parabolii-dish antenna located in the nose radome'

Power for the system is provided by the airplane's 28-volt system. AII

controls for the system, refer to Figure 1, are located on the lower

section of the frorit panel. Internally generated range marks appear as

evenlv sDaced concentric arcs on the display to assist in determining

ranee to- the weather Larqet. Relerence marks on each side of the zero

heaiine assist in determining azimuth bearing wealher targets. A secon-

dary o6jective of the weathei radar system is gathering and presentation

of terrain data.

SECTION 2 - LIMITATIONS

1. Do not operate radar within 15 feet of ground personnel or contain-

ers holding flammable or explosive material

2. Do not operate radar during fueling operaiions.

3. When nreflishtine the radar svstem, ensure that the airplane is

facing away "from-buildings or large metal struclures that are likely

to refrect significant amr,'unts of radar energy back into the sysl,em. -

4. Do not operate radar above 20,000 feet flight altitude. I

SECTION 3. EMERGENCY PROCEDURES

Not Anolicable.

MODEL 406 sEcTtoN I

SUPPLEMENTS

SUPPLEMENT 23

1ot4

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

SECTION 4 - NORMAL PROCEDURES

1. Preflight Test

a. Function Switch - TEST. Allow 2 minutes warm-up.

b. Wr Gain Switch - Wx.

c. Hold/Scan Switch - SCAN.

d. Tilt Switch - t4 degrees.

e. Brt Switch - AS REQUIRED.

f. Self-Test - CHECK. Four eouallv sDacd ranse marks should

appear, no displayed "-noG" and tw6 distinci bright-

niis l'evels ihould appear. Strobe line shduld

smoothly sweep full 90 degrees.

(r) Hold/Scan Switch - HOLD. Strobe line should disappear

and test pattem should "freeze" on in-

dicator.

(2) Wx Gain Switch - Wx A. Test pattem should pulse on in-

dicator.

(3) Hold/Scan Switch - SCAN.

(4) Function Switch - 10 or 20. Ttansmitter on.

(5) Tilt Switch - VARY between 0 degrees and 15 degrees.

Close in ground clutter appears at lower tilt

settings and any local moisture laden weather

appears at higher tilt settings.

2. Normal Operation

a. Function Swit h - STBY. Allow 2 minutes warm-up.

b. Wx Gain Switch - GAIN. Adjust manual gain as required.

- Wx. For contour mode of operation.

c. Furction Switch - AS REQUIRED.

d. Brt Switch - AS REQUIRED.

e. Wx A Sqritch - AS REQUIRED.

f. Hold/Scan Switch - AS REQUIRED.

g. Tilt Control - AS REQUIRED.

SECTION 5 - PERFORMANCE

Not Applicable.

SUPPLEMENT 23

2ot4 Original lssue

MODEL 406 sEcTroN I

SUPPLEMENTS

1. FUNCTION SWITCH - Cont_rols ap.plication. of power and selects

weather radar operating ranges as follows:

OFF - Removes power fron the weather radar (turns equipment

off).

STBY - Applies power to system for warm-up (warm-up time is

ari6roxiri,atelv 2 miriutes) and when system is not in use.

TEST - A;plies drive to antenna and activaLes test circuit and

in-ciicator display to determine operqbility of system.

5, 10, 20, 40, 80, 160 - Energizes system and selects respectrve nau-

tical mile maximum range'

M'TE

Each tirne the function switch position is

chansed. the indicator presentdtion is automati-

calty- erased so thnt ihformation on thz neuLy

selected functbn may be presented uithnut con-

fwion.

Ficure I (Sheet I of 2)

WEATTIER RADAR CONTROLS

SUPPLEMENT 23

3of4

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

Wx-GAINAVT A SWITCH - Selects weather radar mode of opera-

tion.

Wx - Places indicator in automatic contour mode. Contoured storm

cells will be outlined bv liehter shades automatically'

GAIN - Places indicator in-MAP mode (disables contour feature)

and activates manual gain control. All taryets wi be pre-

sent€d on the indicatoi in up to 3 different shades, depen-

;;;;;;1il-ttd* "ilo "t""'"gttt and the particular click-

sain settine used.

Wx A - frhen the -mode selector is in the W: A- po-sition, the

' ' - - - aispdv on the indicator {ll cycle to veri$ if a dsrk,.hole is

a contour or a storm cell. Its presentation will alternate

from darkest shade to bright€st shade approximatcly. 4

ii-es Dit scan. If a dark hole remains the same intengiW

i'tti" fii tn" Wt A node, then thig area of the digplav does

not represent e contour or storm cell.

BRT CONTRbL - Controls the brightness of the indicator displav'

HOLD/SCAN SELECTOR - Pmvides antcnna hold/scan.selection'

The selector i8 a pu8h-push bugton'

Pushine the button in puts the image

in the f,old mode; Pushing the button

in again Puts the image in the scan

mode,

HOLD - Weather or ground mapping image .last presented is re-

--"-- tri"ea (fr"2efi) on the iititicito. display in order tn. evalu-

ate the sic"i6cao"e of storm cell movement' Switching

[""t to tc?" from hold mode reveals direction and dis-

iaoce of target movement during hold period' During

itOlb -6ael the antenna contiiues to scan and the

displav will continue tn be presented as long as power is

sudnlied to the svstem and the range i8 not changed'

SCAN - Tlie SCAN posiiion places the qnt€4na ln .a 90. degrees

-'--' ;; -oa" las degiees tn each side of the airplane's

longitudinal axis.

5. TILT CONiROL - Electricallv adjusts the antenna parabola to

move the iadar- beam to 15 degrees up or down

from horizontal ("0" Position)'

Figure I (Sheet 2 of 2)

WEATTER RADAR CONTROLS

SUPPLEMENT 23

4ot4 Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

WEATHER RADAR COLOR DISPLAY (RDR-160XD)

SECTION 1 . GENERAL

This supplement pmvides information which must be observed when

operating flie RDR-I60)O Color Display radar.

Descriptlon

The Bendix RDR-160XD Color Display radar is used to detect signifi-

cant enroute weather formations within a range of 160 nautical miles to

preclude undesirable penetration of healy weather and its usually asso'

biatcd turbulence. The indicatol is mounted in the center of the instru-

ment panel. The RDR-160XD svst€m consieta of an indicator and a

combiiation transceiver/parabolic-dish antenna located in the nose

radome. Power is provided by tlre airplane's 28-volt system. All controls

for the svstem are located on the front panel of the indicator, refer to

Fizure 1. The weather radar portion of the display consists of light,

mddium and heary rainfall areas shown in green, yellow and red respec-

tively. Internally generated range narks appear as evenly spaced concen-

tric arcs on the ilisplay to a-ssist in determining range to the weather

tarset or terrain feafure under observation. Azimuth reference marks are

als6 provided as an aid in determining the relalive bearing to the target.

Svstem function in use as well as the range and ralge marks in use are

dicitdlv disDlaved on the screen in the upper comers. The radar's hold

m6de nermiis ihe displav to be hozen on [[e screen for extended periods

in ordir to evaluate the'significance of storm movement. Switching back

to scan instantly reveals tf,e direction and distance the target has moved

durine the hold period In the weather alert mode, the display flashes a

warni-nq to the pilot of any heavy rainfall areas exceeding 0.47 inch (12

millirnelers) pef hour within the display range by altemately switching

the contour/normal display modes approximat€ly 4 times per ant€nna

scan. The pilot then sees the red portion of any storm cell as a flashing

on/off disDlav. Each time the operational mode of the system is changed,

a momentary digital display is presented on the indicator which shows

available ani aciive mode -dats -such as range/range narks and rainfall

intensity color key.

In addition to its primary function of weather detection, the radar

also enables mapping bf proirinent tprrain features such as lakes, bays,

rivers, inlets, shorelines, channel markers and offshore oil rigs.

SUPPLEMENT 24

1of 6

Original lssue

sEc'noN 9

SUPPLEMENTS MODEL 406

SECTION 2 - LIMITATIONS

1. Do not operate the radar system within 15 feet of ground personnel

or containers holding flammable or explosive material.

2. Do not operate the radar system during fueling operations.

3. When preflighting the radar system, ensure that the airplane is

facing away from buildings or large metal slructures Lhat are lrkely

- to refrect significant amounts of radar energy back into lhe sysl'em'

I a. Do not operate radar above 20,00d feet flight altilude.

SECTION 3 . EMERGENCY PROCEDURES

Not Applicable.

SECTION 4 - NORMAL PROCEOURES

1. Preflieht Test

Function Switch - TEST. Allow 2-minute warm-up.

TILT Control - 0 degrees.

BRT Control - Mid-range posit ion.

Self-Test - CHECK:

(1) Test pattern should display five colored bands: starling

with Lhe closes[ band al the boltom ot the screen' lne

tiita" *itt be green, yellow, red, yello-w a.nd green. The red

batd t"ptesettti the most inlense'level. AII range marks will

be visibie and displayed in blue letters

tlolE

Width of test pdttern band's and position of

bands reiutiue to the range marhs is not criticaL

(2) MODE Buttons - Sequence to Wx A mode. The red test

band should alternate from red to black

approximately onc€ per second. Return

the mode to Wr.

(3) HOLD Button - PRESS. The word HOLD should flash in

the uPPer LH corner.

Function Switch - STBY. Ensute area ahead of airplane is i'lear

as sl'ated in Section 2 - Limitations of this

supplement.

Function Switch - ON. The indicator will automatically switch

to the Wx mode.

HOLD Button - Check OFF.

RANGE Buttons - 40-rnile range.

SUPPLEMENT 24

2ofo 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

i. TILT Control - Move UP in smal increments until a clear

picture of any local -weather appears' Close-in

lround targed may also appear in the display'

i. RANGE Buttons - Select remaining ranges and repeat TILT

control check.

k. FUNCTION Switch - STBY prior to taxi.

l. Checklist Display - If optional checklist dilplav system i-s in-

- st€I6d. refer to CC-2024A or CC-2024B

Checkl'ist Supplement for preflight test pro-

cedures.

2. Normal Operations

a. Function Switch - STBY. Allow 2 minutes warm-up'

b. MODE Buttons - AS REQUIRXD.

(1) Wr - For normal weather display.

(2) Wx A - For weather alert (flashing red area)'

(3) MAP - For terrain maPPing.

c. Function Switch - AS REQUIRED.

d. BRT Control - AS REQUIR,ED.

e. GAIN Control - AS REQUIRED (For Terrain Mapping Onlv)'

f. RANGE Buttons - AS REQUIRED'

g. TRACK Button - AS REQUIRED'

h. TILT Control - AS REQUIRED.

SECTION 5 . PERFORMANCE

Not Applicable.

SUPPLEMENT 24

3of6

Original lssue

SECTION 9

SUPPLEMENTS MODEL 406

1. FUNCTION SWITCH - T\:ms unit on and off and selecte the

followine functions:

OFF - Removes power from the weather radar (tums equipment

off).

STtsY - (Standby) Applies power to system for warn-up (warm-up

- ii-" anbioxiiatelv 2 minutes) and maintains unit in a

readv stitus 16 altqw immsdiate use when desired.

tnST - lppiies drive to ant€nna, activates t€st circuitry and pro-

vides a display test pattern for checking proper operation

of the systim. No ridar energy is transmitted in the test

mode. Ciecktist function remains operable when unit is in

the test mode.

ON - Normal operating position. Radar enerry is transnitted and

display piiture is received.

2. MODE BUTTONS - Select weather, weather alert or -t€rrain-map-

ping modes. ihe symbol for the mode se-

iectid appears in the lower LH corner of the

displaY screen.

Wx - (Weather) Displavs' nornal weather picture in three colors of

weather ihtensity-(green-light, yellow-medium, red-he-ayy).

Wx A - (Weather Alert) Displays the same- picture as wx mode

ixcept the high int€ilsi[y red area flashes on and off ss a

warning to the Pilot.

Figure 1 (Sheet 1 of 3)

WEATIIER RADAR CONTROLS

SUPPLEMENT 24

4ofo Original lssue

sEcroN I

SUPPLEMENTS

MODEL 406

MAP - (Terrain Mapping) Places system in terrain mapping mode'

in -itti" -oai, pr-ominent ground features are pres€nted in

ihrJe colors of intensity, depending on the strength of tar-

gJ t"td (green-light'ietuin, yefow-medium retum, red-

heaYy return).

Pressing either mode button momentarily displays an "information

li;;r;T ;;;li";l operational data iiclu4lng -available modes

.aoe"/ta"ie marks and applicable color/,sieqal level-reference' Press-

i;;";ith"; bttt"t again ibvances the dis-plav to the. next adjacent

mode on the information li.st, above or below the drsplayeo mooe,

depending upon the button depressed'

When either the top or bottom mode is reached, the oppgElt{

Uiift*r iiii.iu" depreised in order to-turther changp the operational

mode. The active mode is displayed in blue wh e the remarnmg

nodes are Yellow.

3. NAV BUT"TON - Non-tunctional. Pressing the- NAV button dis-

nlavs the words NO NAV in the lower left corner

bf ihe screen below the active mode'

4. BRT CONTROL - Adjusts brightness o-f !hq. {isplav to accommo-

date variation in cockprt lrghtrng'

5. GAIN CONTROL - Permits adjusting thc radar receiver gain in

the terrain MAP mode onlY'

llolE

In the TEST function as well as in al'l weather

inites, thc reieiuer gain is preset; thus, nn ad-

justment is required.

6. RANGE BUTTONS - The button with the upward-po-inting anow

clears the screen and advances the display to

the next higher range, each time the button

is depresseii, until the r""tjmun lange is

reachid' Subsequently, the RANGE button

with the downriard-riointing anow must be

deoressed in order tn select a lower range'

A selected ranqe of 20,40,80 or 160 nau-

tical miles is d-isplayed in blue in the upper

rielt corner of ihe screen adjacent to the

to"o ranee mark. The distance from the apex

of the lisplay to each of the. other- range

-.rt<J is a'lso annunciated at the right end

of each mark.

Fisure I (Sheet 2 of 3)

WEATtrER RADAR CONTROLS

SUPPLEMENT 24

5of6

Original lssue

sEcTtoN 9

SUPPLEMENTS

TILT CONTROL - Permits positionins the antenna beam up or

down wit'hin the maximum limits of *15 de-

gees to -15 degrees from the horizontal of 0

oegrees.

TRACK BU'f'TONS - When pressed, a yellow track lir'e extending

from the apex of the display through the.tgo

range mark appears and moves either right

or left to a mtximum of 30 degrees from

center, depending upon the button de-

pressed. The differintiirl bearing is indicated

in yellow numerals in the upper left corner

of the screen. The track line and relative

bearing display disappears approximately 15

seconds aft€r the TRACK button is released.

HOLD BUTTON - Inhibits normal display update of weather, ter-

rain or mapping data. The last image present€d

before oreisini the HOLD button is rctained

until thle buttdn is pressed again. In this mode,

the word HOLD ilashee on and off in the

upper left corner of the screen as a reninder

tbat no new data is being presented. However,

the antenna continues to iclan in order that an

accurate and instsnt updat€ can occur the mo-

ment HOLD is deactiiated. The static display

during HOLD will continue until the HOLD

butto; is pressed a second time or until power

is removed from the system. A change in range

selection durine HOLD results in a blank

screen.

MODEL 406

Figure I (Sheet 3 of 3)

WEATHER RADAR CONTROLS

SUPPLEMENT 24

6of6 Original lssue

MODEL 406 SECTION 9

SUPPLEMENTS

i"it*,-.5igt"f iINAV Computer, a KI-206 Course Deviation Indicator with

i"-oil tu"L--"ouo" (BC) light and the KN-63 Digital DME The Digitsl RNAV

b-"-ptt"" combines the inputs from the integral NAV,Receiver and the remote

Oisilf O\ae to compute uivigation data for the selected walpoints' The KNS-81

'RiiAV ;";;; iti";Jiation is iisplaved on the NAV 1 or NAV 2 CDI (depending

"" "vtt"- *L"t"al and KDI-5?2 DME Indicator' The KNS'81 also provides the

Jl"it"t "ou""" infoimation necessary to ddve the optional KI-229 RMI Indicator

dA;;b"d t" Supplement 33 in Seltion 9 of this handbook) for pointing to ihe

VORTAC or the RNAV wa5point.

SUPPLEMENT

KING AREA NAVIGATION SYSTEM

(Type KNS-81)

SECTION 1

GENERAL

The King KNS-81 Area Navigation System consistsil, "1 t"t

200-channel VbR/Localizer Receiver, an integral 40-channel Glide.-Slope

The KNS-81 includes storage for 10 walrpoints and can be operat€d in any of

tftr"" ilu"i" modes: VOR, RNAV, or ILS In addition to the standald^YoR and

;iN;v ;";;;"des, ihe xNS-gl has a constsnt course width VoR parallel

;;; and un nNev approach mode. Distance, ground snl$3ng time to the

V-OfifiC - nUeV waffoint are displaved on the KDI-572 DME Indicat'or'

NOTE

An interlock is incorporated in the DME so that infolmation

from the other NAV ieceiver cannot be displayed on the DME

when an RNAV mode is in use.

AII operatins controls and displays which are part of the KNS-81 are shown

and described in Figurc l. All displays are in seU-dirnming gas-disc-harge numer-

ics. iushbutton lighting intensitv ii controlled bv the RADIO light dimming

rheostat,

For additional descriptive information and operating details' consult the

KNS-81 Pilot's Guide.

SUPPLEMENT 25

1 of 11

'1 June 1987

SECTION 9

SUPPLEMENTS

SUPPLEMENT 25

2ot11

Kr-206 VOR/LOC/|LS CDI

Figure 1. King Area Nav (Tlpe KNS-81), King DIr{E Control/Indicator

(Trpe KDI 572) and Associated CDI Controls (Sheet 1 of 5)

MODEL 406

1 June 1987

MODEL 406 sEcroN I

SUPPLEI\,1ENTS

WAYPOINT DISPLAY (WPT) Displavs warpoint number lu to 9) of data beins

djsplayed. Thp \tPT annun.iaror sill flish *henever the displaved dat.a is nol the acrivc

VOR, PAR, RNV APR DISPLAYS ' Svst€m mode annunciatorc'

CARETS DISPLAY (> <) 'Indicates which wavpoint data (FRQ, RAD or DST) the

inqement/decrement rotary switch will change

FREQUENCY DISPLAY (FRQ) ' Displavs frequencv from 10800 to 11795 MHz in

incremenls of .05 MHz.

RADIAL DISPLAY (RAD) Displays ground station radial on which walpoint is located

from 0.0 to 359.9 degtees.

DISTANCE DISPLAY (DST) - Displays the offset disbnce of the wavpoint ftom the

ground station over a range of 0.0 to 199.0 NM.

RMI DISPLAY (Optional) (Not Shown) ' Displavs tbe besring to the walpoint/station'

Consult the RMI Supplement 33 in S€ction 9 of this handbooL for additional informa-

WAYPOINT/MODE (WPT/MODE) CONTROL dual concentric knobs

a. Th€ outer knob selects the MODE of unit operation. Turning the knob clockwise

causes the mode to sequence thru VOR, VOR PAR, RNV, RNV APR and then back

b. The center knob selects the WPT to be disptaved Tuming the knob causes the

displayed wawoint to incrcment by on€ thru th€ walpoint sequence of 1,2" 9'0,1'

L USE BUTTON - Momentary pushbutton which' when pressed, causes the active

SUPPLEMENT 25

3 of 11

watpoint to take on the same value as the displayed wawoint

RETURN BUTTON (RTN) - Mornentary pushbutton which, when press€d, cauees the

active wa,?oint to rcturn to the display

RADIAL BUrION (RAD) Push on, push off button which, when pushed on, causes

the remote DME to display the radial from ststion in VOR mode, or radial from

wawoint in RNAV mode inslead of KTS, ald "F" (FROM) appeam inst€ad of MIN'

CHECK BUTTON (CHK) - Moment€rv pushbutton which, when pressed, causes the

mw radio data ftom the NAV Receiver and DME lo be displaved The radial from the

VOn eround station will be displayed on th€ RAD displav and the distsnc€ from tlle

shtio; will be dsplayed on th; DST display. There is no €ffect on anv other data

output.

12. OFF/PULL ID CON'IROL - Rotarv swttch/potentio-meter.which' when turn€d dmk-

-- *i"", "ppli". power to the KNS-SI ;nd increases NAV audio l€vel The switch mav be

pulled out to hear vOR ident.

Figure 1 King Area Nav (Type KNS-81), Kine DME Control/Indicator

(Type KDI-5?2) and Associated CDI Controls (Sheet 2 of 5)

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

13. DATA tsU'flON - Momentsry pushbutton which, when prcssed, causes the caret

() <) display to change from FRQ to RAD to DST and back to FRQ.

14. DATA INPUT CONTROL - Dual concentric knobs with the center knob havinq an "in"

and .out" position.

FREQUIINCY DATA: The out€. knob varies the fr€quency from 108 lo 117 MHz in

I MHz steps. The cent€r knob varies ftequency fmm .00 to .95 MHz in .05 MHz

steps with the knob in iis "in" and 'out" position.

RADIAL DATA: The outer knob va.ies the t€ns digit q'ith a carryover occuning from

the tens to hundrcds position. The center knob in tbe'in" position varies the units

digit and in th€ "out" position varies the tenths digit.

DISTANCE DATA: 'l'he outer knob varies the tens digit with a canyover occurr;ng

ftom the "ens to hundreds plac€. The cent€r knob in the "in" position varies the units

digit and in the "out" position varies the t€nths digit.

15. DISTANCE DISPI"AY DME distance to VORTAC,AMAYPOINT displayed in .l

nauticsl mile increments up to 99.9 NM, then in increments of one nautical mile to 389

NM.

16. SELECTED MODE ANNUNCIATOR ' Displays the DME operatins MODE; NAV 1

(1): NAV 2 (2); NAV r HOLD (1H); NAV 2 HOLD (H2) of the mode selector switch

(20).

1?. GROUND SPEED DISPLAY - Displays ground speed up to 999 knots. Gmurd speed is

accurate only when flying directly to or ftom the station (VOR mode) or waypoint

(RNAV rnode).

18. RNAV ANNUNCIATOR (RNV) 'Indicates RNV when displayed data is in r€lation to

the RNAV walpoint. If the wrong DME mode is select€d during RNAV operation, th€

RNV annunciator will flash.

r9. TIME-TO-STATION/WAYPOINT DISPLAY - Displays time'to-station (VOR mode)

or time-to waFoint (RNAV mode) up tr] 99 minut€s. Time-to-shtion infomation is

accurate only when flying dircctly to cr from the station or waypoint.

20. DME MODE SELECTOR SWITCH ' Applies power to the DME and selects DME

operating modes as follows:

OFF: Turns the DME Ot'F.

Nav I (N1): Selecre DME op€mtion with No. I VHF navisation seq enables chann€l

selection by NAV I frequency selector controls.

Figure 1. King Area Nav (Type KNS-81), King DME Control/Indicator

(Trpe KDI-572) and Associated CDI Controls (Sheet 3 of 5)

SUPPLEMEN'T 25

of 11 1 June 1987

MODEL 406 sEcloN 9

SUPPLEI\,'IENTS

Rotates OBS course card to select desired

2t.

22.

24.

25.

26.

27.

28.

29.

HOLD (HLD): Selects DME memory circuiti DME remains channeled to station.to

which it was last channeled when HOLD was sel€ct€d and will continue to displav

information .elative to thjs channel Allows both the NAV r and NAV 2 navigation

receivers to be set to new operational frequencies without affecting the pr€viou.ly

selected DME operation.

CAUTION

h the EOLD mode there is no annunciation of the VOR/DME

station frequency. However, an snnunciator, labeled "lH" or "H2"'

illundinat€s on the DME display to flag tbe pilot thrt the DME k in

the HOLD dode, RNAV will b€ inoperative wher on HOLD.

NAV 2 (N2): Selects DME operation with No. 2 VHF navisation set; enabl€s clannel

selection by Nav 2 frequeniy s€l€ctor switches. N2 must b€ select€d for RNAV

operation if connect€d to NAV 2. NAV 1 must be selected for RNAV op€ration if

connected to NAV 1.

Brightness of the labels lor this swilch is controlled bv the radio lighi dimming

COURSE INDEX Indicates select€d VOR/RNAV coune

NAVICATION FLAG (NAV) - When visible, red NAV flas indicatrs unreliable

VOR/RNAV/LOC signals or improperly operating equipment. Flag disappears when a

reliable VOR/RNAV,/LOC sisnal is being rec€ived

TO-FROM 1NDICATOR Operates only wit}l a VOR or RNAV signal With usable

VOR/RNAV signal, indicates whether selected course is "TO" or "FROM"

station/walpoint. With usable localizer signal th€ indicator is not in view.

GLIDE SLOPE DEVIATION NEEDLE lndicat€s deviation from ILS slide slope'

COURSE DEVIATION POINTER - Indicates couFe deviation from select€d omni or

RNAV course or localiz€r centerlin€

RECIPROCAL COURSE INDEX - Indicat€s reciprocal or s€lecied VOR/RNAV course

OMNI BEARING SELECTOR (OBS)

OBS COURSE CARD Indicates selectad VOR/RNAV couse under couse index'

GLIDE SLOPE FLAG (GS) - When visible, red GS fiag itidicat€s unreliable glide slope

signal or improperly operating equipment- Flag disappea$ when a reliable glid€ slop€

signal is being received.

Figure 1. King Area Nav ('type KNS-81), King DME Contrcl/Indicator

- (Tlpe KDI-5?2) and Associaied CDI Controls (Sheet 4 of 5)

SUPPLEMENT 25

5 of 11

1 June 1987

SECTION 9

SUPPLEMENIS MODEL 406

30. BACK OOURSE LIGHT (BC) The 1000 autnpilot BC lieht (shown) will illumrnate

amber when a localizer frequency is selected qs the active wa'?oint frequency and when

back-course operation is selected by the BC (Back Course) mode selector pushbutton on

the 1000 IFCS mode selector unit (if installed). BC lisht dimnins is available by th€

RADIO light dimmi.g rheostat.

CAUTION

WheD €otrn€cted to NAV 2 and back-cours€ operatiotr is selected,

the cour€e (omDi) devistion bar (26) od the CDI will revers€ and

cau6e the localizer si$ral to the autopilot to revefte for bsck-course

operatioD. When contrected to NAV l, the IISI will not reverse but

the localizer signal is reverEed in the sutopilot for bsck course

oPeration.

Figure 1. King Area Nav (T1pe KNS-81), King DME Control/Indicator

(Type KDI-5?2) and Associated CDI Controls (Sheet 5 of 5)

1 June 1987

MODEL 406 sEcloN 9

SUPPLEMENTS

SECTION 2

LIMITATlONS

The following RNAV IFR approach limitation must be adhered

airplane operation.

OPERATING LIMITATION:

1. IFR Approaches -- Follow approved published RNAV instrument proce-

oures.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when this avionic

equipment ig installed.

sEcTloN 4

NORMAL PROCEDURES

PREFLIGHT:

AREA NAVIGATION FUNCTIONAL TEST:

The following procedure applies only to ai4orts equipped with, or in range

of, a collocated VOR/DME station.

1. OFF/PULL IDENT Control -- TURN ON

2. MODE Control -- SELECT VOR mode.

3. DME FUNCTION Switch -- SELECT N1 or N2 depending on svstem

selected.

4. OBS Knob - SET so needle is ccntered with "FROM" indication-

5. RAD Display -- ENTER a waypoint radial angle equal to the OBS value

determined in step 2.

6. DST Display -- ENTER a walpoint distance equal to the indicated

DME value.

SUPPLEMENT 25

7 ot 11

'| June 1987

SECIION 9

SUPPLEMENTS

?. MODE CONTROL 'SELECT RNV mode.

MODEL 406

The KNS-81 is operating properly if the DME distance to wa5point is less

1,0 NM and the couBe deviation needle rs within a dot of being centered.

PROGRAMMING:

Pe inent information (walpoint number, station frequency, waypoint radial,

and walpoint distance) for up to ten walpoints is entered into the memory.

Programming may be completed prior to takeoff or during flight. Any combina-

tiorr of navigational facilities (RNAV wal4roint, VOR/DME, ILS) may be loaded

the computeq however, it is desirable that each facility be numbered and

in rhe sequence in which it is to be used.

V WAYPOINTS:

2. OFF/PULL IDENT Control -- TURN ON.

WPT CONTROL Knob -- SELECT watpoint 1 Turn the knob in

either direction to get "1".

DATA INPUT Control -- SELECT frequency for walpoint 1.

DATA Button -- PRESS to move > ((caret) from FRQ to RAD.

DATA INPUT Control -- SELECT radial fo. waypoint 1.

DATA Button -- PRESS to move ) ( (caret) from RAD to DST.

DATA INPUT Control -- SELECT distance for walpoint 1.

SEQUENCE 2 thru 7 -- REPEAT for all the waypoints desired up to a

maximum of t€n.

NOTE

VOR and ILS data are entered in a similar manner except,

RAD and DST entries are not required.

INFLIGHT USE:

OFF/PULL IDENT Control -- PULL ON.

DME FUNCTION Switch -- SELECT Nl or N2 depending on system

selected.

WPT CONTROL Knob -- ROTATE as required to select the desired

wa5rpoint number. The waypoint iaformation (frequency, radial, and

distance) associated with the WPT number will be displayed in their

respective displays.

WAYPOINT Display (WPT) -- OBSERVE that WPT is blinking in-

dicating that the waypoini is a preview waypoint and noi the active

waVDolni.

SUPPLEMENT 25

of 11 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

DATA INPUT Control '' SEI FRQ, RAD, and DST as desired

preview walpoint is to be rnodified'

NOTE

Only the displayed waypoint. wherher it is lhe active walpornt

Jr'r' pr*i"*'*r'l""int. will be affecr€d by the data input tFRQ'

RAD, and DST) control.

6. RETURN gn1161 (RTN) -' PRIISS if it is desircd to return the displav

to the active walPoint number'

NOTE

The wawoint conrrol knob may also be manually rolated until

the activl waj|poinl, number is again displayed ln lreu ol usrng

the RTN Pushbutton.

7. USE Button -- PRESS if it is des ed to place preview (blinking WPT)

8.fi iily"#tri?r'ilt3""ff f ",'iiifi iT'd1'.t*-utthat.wPrisnot

" i.ilcatfi tut the active waJ&oint- is now displaled' ,--- *

i;?H;'i.;;;;":--JELEcr ii"i'"a o"pp.ropiiate navigation mode

ii;fi;;;;1;;" iruol PRESS ir ihe.radial rrom the

il;i""; dd]JJ ir'" i"ai"r wi be displaved on the DME knots displav

"i".g ",ltft ar "F' on the DME time to station display'

NOTE

The radial switch (RAD) is noi the momentary tJPe' therefore'

th" "*ii"n -,r"i Lt pt".t"a again for the normal DME informa-

tion to be disPlaYed.

10.

11.

12.

oBS Knob -- sELEcr desired course the raw VoR and DME data rs

CHECK Button (CHX) -- PRESS

X*i"*1.^t-r'""t"iriii-- ti," vOn will be displaved in thetAD 'displav

;;;'.t,e ;ilE;tJ;n"" tn tt " VOR will be displaved in the DST displav'

KNS-81 OPERATIONAL NOTES:

l. VOR MODE OPERATION -- VOR mode is selected bv 'turning rhe

- ff4Onf .."t."f knob until VOR is displl{ed to the left of the wa}pornt

;;;b"". i; voR mode, the remote dMb is automat',callv tuned when

ln"'if',f S-sf is selected as the iuning source via the N1 or, N2 position

." tit" nVfe indicator' Upon iu"k-o't' di"t"o""' ground speed and time to

the VORTAC station rs displayed "n the DME display The course

SUPPLEMENT 25

9 of 11

1 June 1987

SECTION 9

SUPPLEMENTS

SUPPLEMENT 25

10 of 11

deviation indicator displays conventional anzular crosstrack deviation

from the selected course (110" fir.ll scale). Duiing VOR mode operation,

the RAD and DST displays show dashes.

2. VOR PARALLEL MODE OPERATION -- VOR pARALLEL mode is

selected by turning the MODE control knob uniil VOR pAR is disolaved

to the left of the waypoint number. If the syst€m is receiving valid

signals from a collocated VOR-DME facility, this mode provides a con_

stant cou$e width irrespective of the distance from the VORTAC and

normal DME information fu displayed on the DME indicator. The

cours€ deviation indicator displays t5 NM full scale from the select€d

course. The RAD and DST displays show dashes during operation in the

VOR PAR mode.

NOTE

a This mode of operation is primarily used when the pilot desires

to fly a constant cou$e width io either side of the selected VOR

course. By flying a VOR parallel course, the pitot is able to stav

up to a maximum of 5 NM to either side of the selected VOR

course. The Sperry 1000 or IFCS autopilot will not track a VOR

offset parallel course, but will track the selected base course in

the parallel mode of operation.

. It ie recommended that either the VOR mode or RNV ApR

mode be us€d instead of the VOR pAR mode for approach.

This procedure is recommended because the resolution of an off

corrrse indication increases qrith decreasing distance to the sta_

tion in standard VOR mode and a tightei resolution of 11.25

NM erists in the RNV APR mode, but the resolution remains

constant ( +5 NM tull scale) in the VOR pAR mode.

3. ENROUTE RNAV MODE OPERATION -- ENROUTE RNAV MODE

is s€lected by_ tuming the MODE control knob until RNV is displayerl to

the right of the wa5rpoint number. If the system is receiving vali'i Jignals

from a collocated VOR-DME facility, tliis mode providJs a constant,

course width and DME information to the walpoint. The course de_

viation indicator displays 15 NM full scale from iie selected course.

4. RNAV APPROACH MODE OPERATION __ RNAV AppROACH mode

is selected by turning -the MODE control knob until RNV ApR is

orsprayeo to the nght ot the waypoint number. If lhe system is receiving

valid signals from a collocated VOR-DME facility, this mode provides i

constant course width and DME information to the wayp;int, The

course deviation indicator displays a I l/4 NM full scaie from the

selected course. For RNAV approaches, the RNV ApR mode is normally

selected prior to final approach cou$e inl,erception.

MODEL 406

1 June 1987

SECTION 9

SUPPLEMENTS

MODEL 406

5. ILS MODE OPERATION -- ILS mode is selected bv selecting an ILS

" il;t;;;; f." the active wavpoint frequencv Whenever an ILS frequency

is the actrve wayporn! lrequency' the mode display -rem-ains the same

iiriC* ?tii, vo'fi ian, dNv oi nxv APR) 6rt the RAD and DST

)irri.u" *"'Lr-t"d. onlv conveniional angula{ deviation is p::]-id"d i"

;l:"Tii ;ili;;;inal "tull scale deviation from course ce.nterline is

t2.5ofor the localizer at -o"i-lo*tiottt and t0'7ofor. the glide slope)'

tfr"""o*t" "a""i"tlon pointer function can be reversed for back course

6'6,';;;til il lr'! eA'cr cRS mode. selector pushtutton on the

1000 IFCS rDode s€lector u"'t if in"tatt"at Absence of^thc LOC/GS

ii"*f""Ji" ""t""".tea Uv tfre NeV and GS flags in the CDI or HSI'

sEcTloN 5

PERFORMANCE

There is no change to the airplane performance when this 11i.11t:^"qutpt""'

t. t"#ft'd.'"i;il"*:-th;;{1"'-'"*tAl'tii"ltr"T*e'jl.i::"il""1"*";"i?"*X:"":'

related eaterDal antcnnas, wrlMgulr

SUPPLEMENT 25

11 of 11

1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT

KING AUDIO CONTROL PANEL

(Type KMA-24H-70)

sEcTloN 1

GENERAL

The King Audio Control Panel (Type KMA-24H-70) is- a compact solid

unit containi-ng all operating conlrols on the front of the unit'

There are two control knobs on the far left of the panel for intercom control,

ten push button switchee on the top center of the palel for speaker audio c

ten push button switches on the bottom center of -the panel for phone

"o.rt ol -d two control knobs on the far right of the panel for a

function Mic s€lect gwitrh and a spea.ker auto switch.

The electrical power required for operation of the audio- cofitrol panel's

headphone and/or speaker functions is supplied by RH AVIONICS BUS through

a 'p,-tlt-off type circuiL breaker labeled AUD PRI.

TNTERPHONE (INTERCOM SYSTEM)

The interphone system consists of a hot mic volume control and an intercom

The audio panel incorpolates in the center of the panel two rows of ten

Dushbutton switches, Iabeled SPEAKER on the top row and labeled PHONE on

ifi" bott rrr row. These pushbuttons permit the pilot or copibt to monitor the

va"ioue c;nutu"l"utions and navigation systems available.to the.operator' When

depressed, each pushbutton connects ita respective na-vrgatlon ancl/or commumca-

llJo "yst€- to ;ither the sp€ater (top row of pushbuttons) or the headphones

(bottoia row of pushbuttons). To disconnect a communication or navigation

system from eithe; the sp€aker or headphones, depress the desired pushbutton a

second tiure.

VOf ivoice) sensitivity control which are controlled by the two control knob€ ou

the far left of ihe panel. The inner control knob controls the intercom

ouly and does not affect the other inputs. .The-outer tontrol .fnob,1|en

n iii "f""f.t* to the detent position provides hot mic operation When rotated

i^ 1- -iear. ."-oa iha "^';'.1 L".l' Relecls intercom VOX (voice) sensitivity

to ihe midde range, the control knob selects intercom (voice) sensitivity

u"a ltt" rotation oi this control knob adjusts the voice activated intercom aud'io

level.

SPEAKER/PHONE (COM/NAV/DME/MKR & ADF) MONITOR PUSHBUTTONS

SUPPLEMENT 26

1of 5

1 June 1987

sEcTtoN I

SUPPLEI\4ENTS MODEL 406

Mrc SELECT SWTTCH (TNCLUDTNG EMG, pA & EXT pOStTtONS)

A multiple function MIC selector control swikh is located on the far right of

tfie parel and is the inner confol knob. In the COM position (1 thru 4),

microphone and audio keying are routed to the gelect€d tralsceiver and the

speaker amplifier is connected to the cockpit speaker. In the PA position, keyed

microphone audio is rout€d to the aft cabin speakers for passenger address. The

EXT (erternal ramp hail speaker) position is not uged in this install,ation. In the

EMG position, the microphone and headphones are connected directly to COM 1

aa a means of failsafe communications in the event of a failure within the Audio

Control Parel or on the RH AVIONICS BUS.

SPEAKER AUTO SELECT SWITCH

The SPKR AUTO selector control is located on the far rieht of the Danel

and is the out€r coDtrol knob. When rhe SPKR AUTO switchls oulled out. it

will automatically s€lect the audio from the transceiver selected bv the MIC seiect

switch to be heard on the cockpit spea-ker.

sEcTtoN 2

LIMITATIONS

There is no change to the airplane limitations when t}lis avionic equipment

is installed.

lf'"??rr""t rt 1 June 1987

MODEL 406

KMA-z4II-7O AUDIO CONTROL PANEL

r'voxRELEASEADJUSTMENT-TheVoXrleasepotisAcc$s;blethmuehIhe,maj|

' i"'i"'i"-,r'" i.;* left corna of rhp fr nr Danel clockwise sdju'tment wrrr rncrease rne

rime that the intercom remarns t" "ii"t'"p""ttt has ended vOX release should be

adjusted to suit user Prcferenc€'

SECTION 9

SUPPLEMENTS

SUPPLEMENT 26

3of5

2 r NrERcoM vox rvorcE,, sENS''j$II.SllT,[".'.;,]:fl ;" \l.'"'"ff, jn"f*'t:

clo{k',,ise detlnr posrtio'j".i l:1-1i*^1". adiusrs rhe sensilivitv ol the vorce activaLed

vii,ilili"r'f !':,:1ii;:."?"{1:ir::hril;1{;rt*nt.si**rl*'r::llxl

:i"'#tr;it'-"".lliilf.Tl$fl ":hiift ,ri"l,iL,"*"axr'J",fl '1""'I:

lffi::I":fi: i.ffi:"lfii: il"['il:;:; ;#;;;' ;;"h';; wlen marine rarse power

changes.

rNrERcgM vor-uMx cglllgl -,TIt,ll,T"i?"jir*ffiIifl: T"ln:'F:il":ij:ffi

contn l. This adjusts the intercom vorume

;""";;;;;l;;rr" wlen either the pilot or copilor' kc)s the microphone 10 trangmrr'

'*":ilr";s::,ntlm[1ru'*s.:'lr:$* :nn'li' i:: I;l;'oi'ffi"i*::

SPEAKER AUDIO SELECTOR BUT'|ONS (SPEAXER) - Select^r buhons for speaker

ardio outDut when press€d tn "nuo'"" op"iuto-it i"f"cl anv onc or more audio sisn'ls

To disconnect, depress lhe pushburbn a sF ond Irme

SPEAKER AUro.swrTcl.:Jh:' .pY.il-:*;i:l".";TiTllll ;'J":i:','Jf $i;iJll"'.I:

ixl*ii:1.*::59":t\::"T't'*,il'i'1r:l'i;;'""ir"r' i",i*'v" h;ard on th€ head'

phones.

Fizure 1. King Audio Control Syst€m Operating Controls

- (Sheei 1 of 2)

1 June 1987

SECTION 9

SUPPLEMENTS

SUPPLEMENT 26

4of5

MIC SELECT SWITCH (Including EMG, PA and EXT posftions) - tn the EMC

(Em€ rg€.ncy ) _ posit ion, microphone 6udio, mircrophone key and headphones are con-

nect€d directly to COM L This providee failssle iornmunications in th; event of Audio

Panel Failure. In COM positions (1 ttrru 4), microphone audio ard keying is connected

to the appropdat€ transmitter and audio from the ielected receiver wili be heard on tne

spealer wlen the AUTO SPKR kDob is pdted ouL tn the pA positioo. keved micro-

phone audio is loyted- to lhe aff. cabin speakels for passenger address. The E*T posrion

is noDfirnctional in this instr_Uation. Dudng trgnsmit all received audio i! mut€d and

sidetone froE the select€d tlamEitt€r is h€rd on spesler and phones.

HEADPHONES AIJDIO SELECTOR BUITONS (PHONE) - Setector buttons for

hesdpbon€ audio output. When pressed in, enabl€s headphone operation to anv one or

more aucuo sBnals. 't o disconnect. depress rhe pushbutton(s) a second time.

Figure 1. King Audio Control System Oprerating Controls

(Sheei 2 of 2)

MODEL 406

SECTION 3

EMERGENCY PROCEDURES

. There is ao c-bange to the airylane emergency procedures when this avionic

equlpment lI} rnst€Ied.

NOTE

a This tlpe of audio control palel has independent. citcuits for

speak€r and headphone functions. Thus, one failure does nol

cause the loss of both headphone and speaker audio. In case of

failure to tlansmit over the headset MIa, the operator mav still

be able to transmit using the hand-held MIC. (The hand-mike

jack is connected in parallel with the copilot,s headset jack. For

better modulation and less background noise, unplug- the co_

pilot's headset when using the hand_held MIC.)

a IF a complete failure of the audio conhol pan€l occurs. Dlace

the MIC select switch in the EMG posirion. The micropione

and headphones will be connected directly to COM 1 ag a

meaIrs of failsafe communications.

1 June 1987

MODEL 406

sEcTloN 4

NORMAL PROCEDURES

AUDTO CONTROL PANEL OPERATIONS:

SECTION 9

SUPPLEMENTS

1, MIC Select Switch -- SELECT desired conmunications transcerver

(COM 1, 2, 3 or 4 position) for.transmitting'

bi"diribii ""ili,i pri6itn .q'di" .qeleci Button(s).;, l-ElE932, SPtlAl$j}( aro/or rfrvlrD

- 6bi,i7iln svsi"m ,l""i"ed, to rngurtgl audio-over :t!hi: llti:lT:i

itip'i"*'"r i'""rtU"rtt"")- -- ttt" tt*dpnooes (bottom row of pushbut-

tons).

s. b"P;iKEn AUTO Selector Knob -- PULL oUT for automatic speaker

audio on selected commurtications recerver'

il;"t;;i#il7* n"""iu". euaio Control -- ADJUST to desired listen-

ine level.

t?;;;;" INTERCoM VoL Control -- ADJUST to desired

level while u.sing hot mic.

i'Litdi'6'6tr"ibx (voi-cetsensitivirvcontrol--Rpr.ArE-c-o-Y1g^!

ilif'"i;."#;; ii'"' -iJar"- '-ei and then adjust as required

desired voice activation of hot mic -ml'ercom'

SECTION 5

PERFORMANCE

There is no change to the airplane peformance when this avionic

is installed.

1 June 1987

SuPPLEMENT 261

MODEL 406 SECTION 9

SUPPLEMENTS

The King Digital ADF is a panel-mounted' digitaU-y tuned automatic direc-

ti." ;;l;;.-li l"'d""ig""d to pio"icle continuous -l-kHz- digital tunins in the

H;;;;;& or zoolln, t" iigg-tir" -a etminat€s th9. r9ed.fot nechanical

i?"'i""*it"-rtit'* ihe "y"t"m i" "o-ptit"a of a -receiver' a built-in electronic tinet'

itJ".'lii*riiaii",ii #J. ra-aae'"'.uined roop and TIT TPll1?,T*t:g

a u(drrr'ts uurwqw" - - ih" indi""toi can be a Kl-227 ' Kl-228 or

on the avionics optioDs installed'

KI-229. Operating controls and oopUl" tot the King Digital AIF are.shown and

i##Jil'ii*t il r- rt " ",dio rv"ti- *ecl.io "9"r"',:!i9l.T1-t[T^T*%f:l

]JllHfi#;;1fti";i.-.;";;tJ;ribecl in supplement 26 in section e

this handbook.

The KiIg Digital ADF can- be us€d for position plotting and homing proce-

a,r."".-arrd for" auril reception of amplitude-modulated (AM) signals'

SUPPLEMENT

KING DIGITAL ADF

(Type KR-87)

sEcTloN I

GENERAL

The "flip-flop' frequencv displav allows tyit"li"c" -b,:1:T1

"sririibs.il"*i1,Aciil,E;-i."q";;;ies by pressing tr': lr-equ:i:v llTl:.:

---'-""

"tot"i in a non-volatile nemory circuit

ton. Both pre-selected ftequencies a

'''i"""i'.1'""l"".iu*ii-J"a-al'pi"v"ainselr-dinminggas^g:i*"iH"*T;

t"ff;it#;;;il ii'"o"ti""''ltii aitplaved in the Ieft window' while the

-i.i^- Jri ai*f"" either the standbv fiequency or the selected readout fro

window will disPlaY either from

built-in electronic timer.

The built-in electrcnic timer has two separate ang,indeq:n9€:l J1ilg

ti""": i"r;";;;;; mgilitr."i-titti ttutt" *tt"tt"u"" the unit. is .tumed on'

timer functions up to 59 houls "oi-sg titt"t"t' An el:Fsed timer -wlich

:1ffi il."#il; r- "o *" ss '.ninutes and 59 seconds ryl"l, " q""""t

int€rval has b€en progtammed anJ the countdotvn reaches, :00' ,the ilis^-plaJ

;;:i'?;t;;fu."si""" uott' the fligrt timer .and :tfg':1,11T",1

ilfr "lo#i",irir,'it^":d;;;-;;"il.;,t':r1T_T:lTi^g:"T1,,,*e,:*"ljlT

ro.,cPExuvuurr' '" ^' r-":"'"'- '-"' -:-la"ing io,fic"to"" are internally lighted.

The pushbutton conlrols and l,ne or.

"iiv i! "."t".it"a Uv the radio light dimming rheostat'

SUPPLEMENT 27

1of 8

1 June 1987

SECTION 9

SUPPLEMENIS MODEL 406

12ilt0$

KI.227 INDICATOR

Figure 1. King Digital ADF Operating Controls and Indicaton

(Sheet 1 of 3)

KI.229 OPTIONAL RMI INDICATOR

14 15

SUPPLEMENT 27

2ol 8

ro Kt-228 tNDtcAToR

1 June 1987

MODEL 406

MODE ANNUNCIATION Antenna (ANT) is selert€d bv the'out" position of.the ADF'

tiiti"l rli" -"iJ" i'"p"oves the auret r"ception and is usuallv used for statioo iden-

ii"niii"". ft'" be*r"e'point€r is deacrivate; and will park in tbe g0orelative positioD'

;i,ffi;;i Dt'Ji"" 'Filder (ADF) mode is select€d bv the depressed positioD of .thc

Lirilii*t. rf';" -"ae activales ihe bcains poinr'er'.The bearins point€r will pt rnt in

ii"-dlteciio" of th" st"tion rclative to the airplane heading'

ACTn'E FREQTIENCY DISPLAY - The freqxencJ to which.rhe PF."*-P]* "

;ip';fi il;;*Th; ;;tl'e eor r'"q*ncv "ar b" changed direcllv when eitler or the

timer functioru are sPlected.

BEAT FnEQUENCY OSCILLATOR (BFO) - The B{O modg' activated.and arTlun-

iit i *l*-trt" -"neo" button i! depressJ' pernits the carrier wave and associated

mors€ code identiier broadcast on lhe csrrier wave lo lr€ beam'

NOTE

CW sisnals (Morse Code) are unmodulat€d and no audio :vill :b: hea:d

;h"fi;; "i itFd. This'tlpe of sisnal is noi used in t}re Unit€d Stat€e air

t"ig"ii-. ri i" .*a i. some foreigrr countries and msrine beacons'

STANDBY FREQUENCY ANNUNCIATTON (FRQ) - when Fx,Q -is displav€d the

3+fr6;i il;"}cvls displaved in rhe rislt bsnd displav Jhe STANDBY rreouencv

i^""r""r"a- *i"i trre trequ""cy setecr knobi Tbe seleded STANDBY, frequency is put

ilt" i-1" ,qCffvt f."qtencv window bv presing the flequencv transfet button

STANDBY FREQUENCY DISPLAY - Either rhe stsndbv tr€quenry' tbe nisht rimer'

iJ ii. ifitje€d.li-l- r' aisplaved in this position Tbe flisht timer.and elapsed tiEer,a-re

ti#;ff;"il"; td&-itt r'"q""oiv "i'i"r i*"-;'ito blind Bemory T F-g'd

back at snv trEe bv depressrng rne r rtQ button Flig,llt,lire !r ^etapsed llme 3r€

displsyed and anlruDciat€d alt€rnslively by depresstng In€ rLtlr I uuL@n'

TIMER MODE ANNUNCIATION - Either the elapsed time (ET) or flight time (FLT)

mode i.s alnunciated herc.

FREQUENCY SELECTOR NNOBS -- Selects the st€ndbv .ftPqu€ntv when.FRQ ts

ai"pta-v"a ana ait".rlv "elecis l.be sctite tseduencv c'/henever either of the timer Nnctnns

i"- iJi"t"a..'fft" ftequency s€lector knobs'mav be rotaled either.clockwi

;'ilil;;. il" ;;ii knob ;s pulled out.rn t"ne the.l's Tbe "P+ T,"b,:""Xyrl:l -

t-i-" *" rbt Tte oui€r kn;b tun€s the I00's with rollover-into the ltuos rh*e

il;-;-d;-G-; s.l tle du"ired iime wben lh€ eLaps€d iimer ja r*€d rn tne

oFF/voLUME coNIRoL (oFF/vOL) ' controls primary poT'.:{-l:]9-: ;ly'i

il;: 'ciiil; -irii.' i-- oFF.position appliee.primarv power l'o ,receivex..frrther

clockwise rotation rncreases &uttro t"u"t lua;6't"ti'"g ca'$ei tbe audio output t,o b€

ii,t"J ual"ss rb" re"eiuer is locked on a valid st'ation

Fieure 1. Kine Disital *,#i";""t;ti """"ols and rndicators

SECTION 9

SUPPLEMENTS

SUPPLEMENT 27

3of8

1 June 1987

SECTION 9

SUPPLEMENTS

16.

MODEL 406

SE1'/RESET BUT'TON (SET/RST) - The set/reset button when D.essed resets rh€

elapsed timer wherher it is being d)splayed or nor.

FLIGHT TIME/ELAPSIID TIME MODE SELECTOR BUTTON GLT/ET) The

Flight Time./Elaps€d Time mode selector button wben pressed altemarely selects either

Flight Tim€r mode or Elapsed Time. mode

FREQUENCY TRANSFER BUTTON (FRe) - The FRe transfer button when Dressed

erchanges the active and standby frequencies. The new frequency becomes active ard me

former aciive frequency goes into standby.

BFO BUTTON - The BFO button selects the BFO mode when in the depressed

position. (See note under item 3.)

ADF BUITON - The ADF button selects either the ANT mode or the ADF mode. The

ANT mode is selecied with the ADF burton in the out position. The ADF mode is

selected with the ADF button in the dep.essed posirion.

INDEX (ROTATABIE CAR.D) , Indicates r€lativ€, nagnetic, or true heading of air-

plane, as selected by HDC control.

POINTER_- Indicatps station bearing in desrees of azimuth, rclative to the nose of me

alrplane. when headins conrrcl is adjusrad, indicat€s rehtive, Dagnetic, o. rrue beanng

ITEADING CARD CONTROL (HDc) Rotat€s card to s€t in relative, magnetic, or rrue

Deanng rnronnatron.

DOUBLE-BAR POINTER - Indicat€s bea.ing of selected ADF station.

HEADING INDEX - Indicates the ai.plane masnetic heading on the azimuth card.

ROTATING AZIMUIH CARD Slaved to remore heading source; mtates as th€

airplane .turns so that the airplane magnetic heading is contiruously displayed at me

77.

I8.

19-

Figure 1. King Digital ADF Operating Controls and Indicators

(sheer 3 of 3)

SUPPLEMENT 27

4ofB 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 27

50Td

SECTION 2

LIMITATIONS

There is no change to ihe airplane limitations when this avionic

is installed.

sEcTloN 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when this

equipment is installed.

SECTION 4

NORMAL PROCEDURES

TO OPERATE AS AN AUTOMATTC DIRECTION FINDER:

1. OFF/VOL Control .. ON.

i. F""qu".t"y Selector Knobs -- SELECT desired frequency in the

frequencY disPlaY.

3. FRb Bu;ton --- FRESS to move the desired frequency from the

ing or reversals indicate aweak or a system malfunc-

tron.

TO OPERATE BFO:

1. OFF/VOL Control -- ON.

2. BFO Button -- PRESS on.

1 June 1987

to t}le active Position.

a. abf -SinafnR/PHONE Selector Pushbutton(s) Switch (on audio con-

trol panel) -- SELECT as desired.

5. OFFTVOL Control -- SET to desired volume level'

e. ebf gtit"t -- SELECT ADF mode and note relative bearing on indica-

tor.

ADF TEST (PRE-FLIGHT OT IN-FLIGHT):

1. ADF Button -- SELECT ANT mode and note pointer moves

90oposition.

2. ADi'Button -- SELECT ADF mode and not€ pointer moves

hesitation to the station bearing. Excessive pointer sluggishness'

ins or reversals indicate a signal that is loo weal or a system n

SECTION 9

SUPPLEMENTS

SUPPLEMENT 27

6of8

ADF SPEAKER/PHONE Selector Buttons (on audio control panel)

SET to desired mode.

VOL Control - ADJUST to desired listeninE level.

NOTE

A 1000-Hz tone and Morse Code identifier is heard in the audio

output when a CW sigral is received.

OPERATE FLIGHT TIMER:

1. OFF/VOL Control -, ON.

2. FLT/ET Button -- PRESS (once or twice) until FLT is annunciated.

Timer begins counting at takeoff and "holds" at touchdown.

3. OFF/VOL Control -- OtrF and then ON if it is desired to reset the flisht

tlmer.

OPERATE AS A COMMUNICATIONS RECEIVER ONLY:

1. OFF/VOL Control -- ON.

2. ADF Button -- SELECT ANT mode.

3. Frequency Selector Knobs -- SELECT desired frequency in the staldby

frequency display.

4. FRQ Button -- PR"ESS to

to the active position.

5. ADF SPEAKER/PHONE

SET to desired mode.

MODEL 406

move the desired frequency from the Btandby

Selector Buttons (on audio control panel) --

6. VOL Control -- ADJUS'I to desired listening level.

OPERATE ELAPSED TIME TIMER.COUNT UP MODE:

1. OFF/VOL Control - ON.

2. FLT/ET Button -- PRESS (once or twice) untit FLT is annunciated.

3. SET/RST Buttoq - PRESS until the ET annunciation besins to flash.

4. SET/RST Butr,on -- PRESS to start timer.

5. SET/RST Button -- PRESS to stop time!. Timer will reset zero. When

the SET/RST button is released the timer will start to count asain

unless the SET/RST bu+tpn is held until the ET annunciation flashei.

NOTE

The Standby Frequency which is in memory while Flight Time

or or Elapsed fime modes are being displayed may be called

back by pressing the FRQ button, then transfered to active use

by pressing the FRQ butLon again.

1 June 1987

OFF/VOL Control -- ON.

fiiini g"fio" -- PRESS (once or tq'ice) until ET is annunciated'

sei'/RSt Srtt"" -- PRESS until the ET annunciation begins to flash'

FREOUENCY SELECTOR KNOBS -- SET desired time in the e

li-" ii"pf"v. The small knob is pulled out tq tge. the 1's' Thc

inoU i" io"it"a in io tune the 10's. The outer knob tunes minutes up

59 minut€s.

NOTE

Selector knobs remain in the time set mode for 15 seconds after

ift"-i..i "tt"v or until the SET/RST, FLT/ET or FRQ button

is pressed.

SET/RST Button -- PRESS to start couutdown' When the

i"""fr"" o, it will start to count up as display flashes for 15 seconds'

NOTE

Wirile FLT or ET are displayed, the active frequency on the left

side of the window may be changed by using the frequency

selector knobs, wiihout any effect on rhe gtored st€ndby lre-

queucy or the other modes.

ADF OPERATIONAL NOTES:

ERRONEOUS ADF BEARING DUE TO RADIO FREQUENCY PHENOM'

ENA:

In the United States, the FCC, which assigns -AM radio frequencies' occa-

"iotruiiu

- *'lff- u".ign the s"ame frequency Lo more than one- station, in an area'

i:iilii "".iiti."-".. such as Night bff""i, ^"v cause signals from such sl'ations to

MODEL 406

TO OPERATE ELAPSED TIME TIMER-COUNT DOWN MODE:

sEcroN 9

SUPPLEMENTS

Certain conditions, such as Night may cause signals ftom such stations to

.r"tf"r. iftft should be take; in; consideration when using AM broadcast

SUPPLEMENT 27

7 oII

station for navigation.

Sunspots and atmospheric phenomena may occasionally -distort reception so

tft"t -Jig"li" - f".- t*o stations on the same frequency will overlap. For this

;;;;:"it is alwavs wise io make positive identification of. the- station being

i"iJ,'U" "Ut"n"iJ the tunciton selictor to ANT and listening for station call

lett€rs.

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

STORMST

In the vicinity of electrical su)rms, an ADF indicator pointer tends to swin€i

from the station tuned toward the center of the storm.

NIGHT EFFECT:

This is a disturbance particularly strong just after sunset and just after dawn.

{DF indicator pointer may swing erraticallv at these times. If oossible. tune

Ar ADF indicator pointer may swing erratically at these times. If possible,An AlJl mdrcator pornter may swrng erratlcally at these times. lf possible, tune

to the most powerful station at the lowest frequency. If this is not possible, take

the average of pointer oscillations to det€rmine relative station bea ng.

MOUNTAIN EFFECT:

Radio waves reflecting from the surface of mountains may cause the pointer

to fluctuate or show an erroneous bearing. This should be taken into accouni

when taking bearings over mountainous terrain.

COASTAL REFRACTION:

Radio waves may be refracted when passing from land to sea or when moving

parallel to the coastline. This also should be taken into account.

SECTION 5

PERFORMANCE

There is no cbalge to the airplane performance when this avionic equipment

is installed. However, the installation of an externally mount€d antenna or related

ext€rnal ant€nnas, will regult in a minor reduction in cruise performance.

SUPPLEMENT 27

8of8 '| June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

;J;;d;"G""i* -J-ii" ".-".ponding Channel numbers to be recalled

;":;;;;;Til chu.'r,"l n,t-b"" is momentarilv displaved in the ac^tive (USE)

i."o,l"n"v altpluv and the conesponding frequency is displayed in rhe STANDBY

f""ouenc-v displav. The Channel Programming mode allows the pllot t' progam

i;;;;"'";;i;; """-i" in" Ctt""t"r *ode of operation The Direct T\rning mode

i:: ;;::l:;;-;il *rii"n aro*t freq'encv changes to be made directlv into the

active frequincY disPlaY'

Large self-diurming gas discharge readouts- displav '1" :"3:yI11t:I -:!..

ii;.SEi."a thJ standby frequencies are stored in a circuit component called

b"ei"oli'ieb";rr"Jiv irt"."6r" Read ontv Memory) thaL provides .non-volatile

i"."*" "f'fi"qt"""iei and prograrnmed channels so that when the radio is turned

oii "ia tn"n back on, channel inlormation is retained'

The COMM incorporates an automatic squelch To override the automatic

."""f"it, ifti"".ft-" - c'ontiol knob is pulled out Push the knob back in t'o

relactivate the automatic squelch.

SUPPLEMENT

KING DIGITAL COMM

(Type KY-196)

SECTION 1

GENERAL

The King KY-196 Digitat Comm, Shown in Figule 1' c.oLsrsls of a nanel-

mounted receiver-tlansmitter. The set includes a ?20-channel Vtt! communrca-

iio""- t"""it"*tt-"mitter which receiveg and transmits signals between 1

and 135.975 MHz with 25-kHz spacing'

Channel Programming mode; Direct T\rning mode'

The KY-196 hae four modes of operation: Frequengy mode; Channel mode;

---i o-^-^*-r-- -^i.. r)irorr T\rninc mode. The Freouencv mode ol

Frequency mode

"""."ti* aUt" ihe;ilot to tune a frequency in ihe standby frequency

-':';i- ....- j1^-- li^ -+^-nL.,, .-i 6.tiua franrrpnnips- The Channel mode

"iJitr"" "nip-nop" the standby and active fr-equencies' The

"."t#g'i""q"*"-i"".-C-ft'" fti- tso s ,tiiq,l"-'nip-flop" pre-select featur" TPt^"-t I::

Eta!ur6 rrreqr'! rvui

to store one tiequency rn [ne slal

il"" "ir-t"r"ft""g" the; inst.antly with the touch of a button' Both the

SUPPLEMENT 28

1of I

1 June 1987

SECTION 9

SUPPLEMENIS

Figure 1. King KY-196 Tranceiver (Sheet 1 of 2)

SUPPLEMENT 28

2ot8

MODEL 406

OPERATING COMM FREQUENCY DISPLAY (USE) - Displays active communica-

tion frequency or the cbann€I number when selecting or programming channels.

TRANSMIT INDICATOR , "T, appears to indicat€ that the transceiver is in me

tmnsmit mode.

3. STANDBI COMM FREQUENCY DISPLAY (STANDBY) - Disptays Btsrdby commu,

nication frequeDcy or during channel pro$ameing the programrned frequeoiy is dis-

I. I,,TOOT TNBQUENCY/CHANNEL SELECTOR:

a. FREQUENCY MODE The outer, lalge! sele€tor knob is used to chanse the MHz

portion of the frequency display: the smalt knob chanses the kHz p6rtion. This

smalle_r k-nob is designed to .hange rhe indicated frequenry in sr,ps of sd-kHz when ;t

f_ f!t{ -11, and in 25 kHz steps when it is pu ed out. At eitirer band_edge of the

f8-135 MHz frequency spectrum, sn offscab;ot tion will wrap the displa! around

the other frequency band-edge (i.e_, 185 MHz advances to 118 MHz).

b. CHANNEL MODE - The small knob when pulted out s€lects channels I thru 9.

Channel numb€B without. a programmed frequency will be skipped. The s€lected

urranner numDer w'lt b€ dl.sptay€d for approximately 2 seconds in active frcquency

drspky and. ihe conesponding programmed fr€quency is displayed in the stsndby

rrequency drsphy. lhe out€r, larger s€lector knob snd the $rxaller knob (when it is

pNhed in) tunction as described in "a". except that the smaller knob always changes

the indicat€d frequency in 25-kHz steps.

c. CHANNEL PROGRAMMINC MODE - The small knob when pulled out serecrc

channels 0 thru 9.

(1). .With Channel 0 displayed , The smal knob when pushed in setects either , ,

which indicat* opemtion in the Frequency mode or UUU which indicates operation

in the Channel Elode.

1 June 1987

MODEL 406

(2) With a Channel Number I thlu 9 displaved - wiih small knob pushed in' s€lects

ihi frequency in the standby display in 25 KHz st€ps. The out€r' larger selector knob

functions as desnibed in "a".

d. DIRECT-TUMNC MODE - The kDobs tunction as descdbed in "a"'

COMM VOLUME CONTROL (OFF/PULL TEST) - Rotarv switch/potentiometlr

which, when turned clockwise, applies power t the KY-196 and adjr8ts volume of

communication rec€iver audio. WL-n puiled out disables automatic squelch and allows

bsckground nois€ to be heaid to vedfy squelch test.

COMM FREQUENCY TRANSFER BUTTON (<+) - Int€'-changes-the frequencies

i; ahe usE "ita sf,tNosv displays. when pressed and held depressed for.3 S€conals,

select€ the Cb-annel Programming mod€. When held depressed while the radro power 1l

tumed on, selects the Direct-Tuning mode

sEcTtoN 9

SUPPLEMENTS

SUPPLEMENT 28

3of8

Figure 1. King KY-196 Tranceiver (Sheet 2 of 2)

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

All controls for the Kine KY-196 are mounted on the front Danel of the

-transmitt€r. Control lighting is provided by the instrument panel flood

system. Operation and description of the audio control panel used rn

with this radio are shown and described in Supplement 26 in Section

of this handbook.

SECTION 2

LIMITATIONS

There is no change to the ai4larre limitations when this avionic equipment

is installed.

sEcTroN 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when this avionic

pment is installed. However, if the frequency readouts fail, the following

should be followed.

RADIO DISPLAY FAILURE:

COMM Volume Control (OFF/PULL TEST -- TURN counterclockwise

to OFF position.

COMM Transfer Button (+) -- PRESS and HOLD DEPRESSED.

COMM Volume Control (OFF/PULL TEST) -- TURN clockwise; pull

out and adjust to desired audio level; push control back in to activate the

automatic squelch.

NOTE

The radio is now in the Direct Tuning Mode. The active and

standby ftequencies are set tp 120.00 MHz. The frequency selec-

tor knobs can be used to dilectly tune the active hequency.

4. MODEAREQUENCY/CHANNEL Selector - The outer, larger selector

knob will change the numbers to the left of the decimal one MHz per

click. The smaller knob when pushed in changes the number to the right

of the decimal 50 kHz per click and 25 kHz per click when pulled out.

Therefore if the frequency 121.50 was desired, the larger knob would be

turned one click clockwise and the smalle! knob pushed in and tumed 10

clicks either clockwise or counterclockwise.

SUPPLEMENT 28

4of8

1 June 1987

OPERATING MODE SELECTION'

1. COMM Volume Conhol (OFF/?ULL TEST) -- TURN clockwise until

radio comes on.

2. Coili4 Transfer Button ('<+) '- PRESS and HOLD DEPRESSED

for three secondB.

3. ilbffETFiiEanENcY/cHANNEL selector .-- lul-l our and

"' iib-t"ale tl" -tmall knob unti.l zero (0) appears in the active flequency

displav.

n. i,r-6frinnEeuENcY/CHANNEL Selector -- PUSH IN and RoTATE'

Select either --- or UUU'

Wten the MODE Selector knob is rotat€d, the standby fre-

que""v Jispluv *i[ altemate between --- and UUU'

a. The FREQUENCY Mode is selected when dashes (--) are

pLaved.

t. lTi drfeNNel, Mode is select€d when (UUU) is displaved'

MODEL 406 SECTION 9

SUPPLEMENTS

SECTION 4

NORMAL PROCEDURES

5. COMM Trarefer Button (*) -- PRESS to retum to the

operating mode.

NOTE

Aft.er 20 seconds of no switch/selector activity', th€ unit will

autoDatically retum to the select€d op€latrng mooe'

FREOUENCY MODE

t?ivV#r.ift iiiot{-nncervEn-rRAN sM lrrE R o PERArlo N :

1. MIC Selector Switch (on audio control .panel). -- SET tpthis mdio'

;. ^Sfi;fiil/iioNE Selectoi-B'rttons (on audio control panel) -- sET

this radio,

:. 6drriffi'voru-" Control (OFF/PULL TEST) -- TURN clockwise'

" ;;;.al,l"lL aoi""a u"dio leve! push control back in to activate

,. ilSo'6li#b"t!"$;ocY/cHANNEL serector Knobs -- sELEcr

"F".t#y"'$"iff*J+8flt.s"1GJ.*1,;.i*i:3,B"5*ll;i;'-

SUPPLEMENT 28

5of8

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

Mike Button:

a. To Transmit -- DEPRESS and SPEAK into microDhone.

NOTE

o During COMM trarsmission, a lighted ,,T, will appear between

the "USE" and 'STANDBY" displays to indicat€ that the tran-

sceiver is operating in the transmit mode.

a Phone sidetone may be eelected by pushing the AUTO selector

button (on audio control panel) in the phone position,

b. To Receive -- RELEASE mike button.

CHANNEL MODE

SUPPLEMENT 28

6of8

MMUMCATION RECETVER-TRANSMITTER OPERATION:

1. MIC Selector Switch (on audio control panel) -- SET to this radio.

2. SPEAKER/PHONE Selector Buttons (on audio control panel) -- SET t

this radio.

3. COMM Volume Control (OFF/PULL TEST) -- TURN clockwise: pull

out and adjust to desired audio leve! push control back in to activate'the

automatic squelch.

4. MODEAREQUENCY/CHANNEL Setector Knobs -- SELECT desired

operating channel (Pull out and rotate smaller knob).

NOTE

The Channel number will be displayed in the active display and

the correspo-nding programmed frequency in rhe standbi dis-

play. The Channel number will only be displayed for approx!

mately 2 seconds, after which the o ginal aitive frequency will

again be displayed.

COMM Tr-ansfer Button (+) -- PRESS to transfe! the progratlmed

frequency ftom the "STANDBY" display into the "USE" dispiay.

MIC Button:

a. To Transmit -- DEPRESS and SPEAX into microphone.

NOTE

. qurilq_qOMM transmission, a light€d ,"T" will appear between

the'USE" and "STANDBY" displays to indicate that the tra.rl_

sceive! is operating in the transmit mode.

1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

a Phone sidetone may be selected by pushing the .AUTO selector

button (on audio control panel) in the phoDe posrtron'

CHANNEL PROGRAMMING MODE OPERATION:

1. COMM Transfer Button -- PRESS and HOLD depressed for

aecon(l8.

z. ftriiiHlrnneuENCY/cHANNEL selector Krobs -- OPERATE as fol

lows:

"]""S-"U Knob -- PULL OUT and ROTATE until the desired

-- n"-Ue. (1 tbfl 9) apPears in the active display'

b. Smslt Knob -- PUSH IN.

". L"tg"i Xt"U -- ROTATE to select the MHz portion of the

a. Siilfiti<".t -- ROTATE to select the- kHz -portion of the frequencv

in Gs--ode, ttte frequency is changed in 25 kHz Bteps'

i""*"i i""u -- ROT;\TE'Io pro$am in up to I channels;

fr;i--l18 i" --- or countprcloikwise from 135 Lo ---' When

u"tit At tU" desired channels are programmed'

COMM T"aosfer Button -- PRESS to return to the

mode.

i" tft" CUel.INnl mode, any chamel whose

NOTE

o After 20 seconds of no switch/selector activity'. the unit will

- automatically retuin to the selected operating mode'

a While in the Channel Programming mode the. radio q,still

tuned to the active frequency which was active when lhe unan-

nel Programning mode was entered

DIRECT-TUNING MODE OPERATION:

s€lected

SUPPLEMENT 28

7 ol 8

1. COMM Volume Control (OFF/PULL TEST) -- TURN

to OFF Position'

z. b"OMU ti"-"r"r Button (<-) -- PRESS and HOLD DEPRESSED.

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

3. COMM Volume Control (OFF/PULL TEST) -- TURN clockwise until

radio comes on.

NOTE

The radio is now in the DIRECT-TUNING mode. Both the

active and standby frequencies are set to 120.0 MHz and the

radio tuning set to the FREQUENCY mode of opemtion. When

the MODEAREQUENCY/CHANNEL selector knobs are rctat-

ed, the frequency change will be made directly into the active

frequency display.

MODE/I'REQUENCY/CHANNEL Selector -- ROTATE to directly se-

lect active frequency.

COMM Transfer Button ( . r ) -- PRESS whenever it is desired to

return to the FREQUENCY mode of operation.

sEcTtoN 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is inetalled. However, this installation of an externally mounted ant€nna or

several related extemal ani€nnas, will reeult in a minor reduction in cmise

Derfolmance.

SUPPLEMENT 28

SofB 1 June 1987

SECTION 9

SUPPLEMENTS

MODEL 406

functions of each are

The Ki.ng DME (Tlpe KN-63) is the airborne ."interrogator" portion of a

""ui*iion

-tu'"tu. wbich supplies continuous' accurate'-slant range distance in-

ii"-?rii"t'ril- ^ n""d g"ound shtion t'o an airplane in flight'

"iJr"tr""l-iir" rn_as transmits in'teriogating puls€ pairs on 200 rhannels be-

##:04i;Ii; ""a irso Mn';'ii ii""iuit' *sociated ground-to-air replieg

;:;;; ,l8-il.4; *a rzrg MHz The KDI-572 ani KII:5?,4 lT"t^-D,i"t*T

Except for selection of the operating 9tr1nnet,.;vhl9) ri t:t":5d,lt--t*"IH:

D^LEP! lvr ---- -r ' Iwitches, the King DME is capable

navigation receiver frequency sele( ^. ^ r.r\r <?o p.-al f)icy

l.liliil,1i:,il:il'it;;."d;'";;;";i"on"i"ts{1,-PI:tl^t*::T:'-D^:*:l

;ili"i'"':"""#ffifr';ith"';p;;i'"e ;;"trols and displavs-' a.remote-lv mounted

^-''.i++or on'l ;ii"'"I KDI-5?4 Panel Displav for dual in-

irii-6-g -n"".iu".-rtansmitt€i and optional KDI-574 Display for dual in-

SUPPLEMENT

KING DME

(Type KN'63)

sEcTloN 1

GENERAL

ffiUil ;ffiili.'d*'.-i.-*"u"a -il:"',,,e"::T1 :ry*":":::T:**t1";

ilY:ffi i"."i"#';;-#iiaifr r"1".*i'1rrli"""-r's,sLa9cq'.ge-1"1":T,{'l

fr;".:# 11"-,i"r.?i'i"o"rlG i- *" orup u'e "ho*o in Figure l' and the

n,-.+i^.i ^f "onh gre described.

NOTE

An inte ock is incorporated in the DME 8o that information

iio--irt" odto NAV ieceiver cannot be displaved on the DME

when an RNAV mode is in use'

sEcTloN 2

LIMITATIONS

There is no change to the airplane limitations when this avionic equipment

is installed.

SUPPLEMENT 29

'I of 4

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

r--€*

DISTANCE DISPLAY (NM) - DME distance to VORTAC/WAYPOINT disolaved in .t

nautical mile increments up to 99.9 NM, then in incremenLs uf one nauri@l rnii€ ro 389

NM.

DME MODE ANNUNCIATOR, Displa!.s the DME opemring mode; NAV I (r); NAV

2 (2), NAV 1 HOLD (lH)i NAV 2 HOLD (H2); of the mode selector s*itch (6).

OROUND SPEED DISPLAY (KT) , Displays $ound speed in knors to or from

VORTAC/WAYPOINT up tI) 999 knots (airplane must b€ flying directly to or hom the

VORTAO/WAYPOINT for true sround speed indicarion).

RNAV ANNUNCIATOR (RNV) - Indicates RNV when displayed data is in relation lo

the RNAV walpoint. If the wrong DME mode is selected during RNAV operation. rne

RNV snnuncistor will flash.

TIME'TO-STATION DISPLAY (MlN) - Disptays rime-to-statron

(VORTAC/'\[AIPOIN'I) in minutes rp to 99 minut€s (sirplane must be flying directly

to or frcm tbe Vortac/Watpoint for tnre time-to-st€tion indication).

lf, Figure 1. KN-63 Control Funtions (Sheet I of 2)

SUPPLEMENT 29

2of4 1 June 1987

sEcTroN 9

SUPPLEMENTS

MODEL 406

DME MODE SELECTOR SWITCH (Oll, N1, HLD, N2) - Applies power to the DMEI

end s€lects DME opelating mode as follows. I

OFF: Turnq DME PowFr ofr' I

NAV I (Nllr Selecl.s DME operstion with NO I VHF navisstion set: enablesl

channel seledion bv NAV ) frFquencv selector conlrols l

HOLD (HLD): Selects DME memo.J circuit; DME remains channeled t-o st{tionl

to which it was last ;hanneled when HOLD was select€d and willl

continue to displav information relative to this channel Allows I

both the NAV i and NAV 2 bav;gation receivcrs Lo be se( lo newl

operationsl frequencies withoul aflectLDg the previouslv selectedl

o*" oo"t*"ot "ou'o,u

In the IIOLD mode there is tro antruncistiotr of the VOR/DME

elation frequency. Ilowever, an anaunciator, labeled "lH" or-'II2",

iltuminates-otr the DME disPlav to flag the pilot that the DME i6 in

the HoLD mode. I

NAV 2 (N2): Selecls DME operstion with No 2 VHF navigation s€i:.enablesl

channel selection bv NAV 2 fr€quencv s€lector switches Brigltnessl

of the labels for this switch is contrclled bv th€ radio lisht dimmincl

rhcost3r. I

PANEL DISPLAY - 2nd displav used with dual installation l

fllr"r#3Pr"":3$$?"?.swlrcH (oFF. oN, HoLD) ' serects DME op€ratinc model

'7.

Figure 1. KN-63 Contrcl Funtions (Sheet 2 of 2) |

1 June 1987 suPPLEMENro2gl

SECTION 9

SUPPLEMENTS MODEL 406

sEcTroN 3

EMERGENCY PROCEDURES

There is no change rc the airplane emergency prccedures when this equip-

is installed.

sEcToN 4

NORMAL PROCEDURES

DME OPERATION:

1. DME Mode Selector Switch -- SET to N1 or N2 for KDI-572 or ON for

KDI-574.

2. NAV 1 and NAV 2 VHF Navigation Receivers -- ON; SET FRE-

QUENCY selector switches to VOR//DME station frequencies, as re-

qurreo.

NOTE

When the VOR frequency is s€lected, the appropriate DME

frequency is automatically channeled.

3. DME SPEAKER/?HONE selector buttons (on audio control panel) --

SET to desired mode.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is installed. However, the installation of an externally mounted antenna, or

several related ext€rnal antennas, will result in a minor reduction in cruise

performalce.

SUPPLEMENT 29

4ot4 1 June 1987

SUPPLEMENT

KING HF TRANSCEIVER

(Type KHF-950)

SECTION 1

GENERAL

The King KHF-950 is a solid-state I{F single sidebard transceiver system

providing the pilot access to 99 programmable channels plus 280,000 operating

frequencies in the 2000 to 29,999.9 kHz range. It provides receive-only and

simplex operation, as well as semi-dupler capability (transmission on one fre-

quency, reception on another) to interface with maritime radio-telephone net-

works (public correspondence). The HF Trangceiver system consists of a KCU-

951 panel-mounted control display unit, a rcmot€-mounted KAC-952 power

amplifier/antenna coupler, a remote-mounted KTR-953 Receiver exciter and an

extemal-mounted, fixed-wire, mediut{high fiequency antenna.

The KCU-951 Control Display Unit uses electronic gas discharge read outs to

display frequency, channel and node of operation' The 99 charnels cal be

programmed by the pilot on the ground or in the air, and the nonvolatile memory

stores this information even when the system is turned off. To add to the

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 30

1of 9

operational convenience, the aatenna coupler will automatically tune the sntenna

to the specific frequency desired simply by keying the mic.

All op€rating controls for the KCU-951 Control Display Unit are shown and

described in Figure 1. Refer to the King Audio Control Panel (Type KMA-24)

shown and described in Supplement 26 in this section for the descfpiton of the

HF microphone selector swit h and HF SPEAKER/PHONE selector button

in conjunction with the KCU-591 Control Display Unit

sEcTloN 2

LIMITATIONS

There is no chaage to the airylare limitations when this avionic

is installed.

1 June 1987

"CURSOR" - (Not Shown) R€fers to a flashing frequency digit' The cursor rnay

be positionea ieft or right along the frequencv display, digit by digit, using the

orrti" corr""nt"i" knob. the curs-or is required to enable frequency changes in tht

air"c1 1u"i"g mode of operation or during channel pro$amming. If the cursor is

not visible, -it is in its stowed position and may be retrieved using the outer

conc"ntric knob. Similarly, to stow the cursor, rctate the outer concentric knob

SECTION 9

SUPPLEMENTS

left or right until the cumor disappears.

SUPPLEMENT 30

2of9

1. cAS DISCHARGE DISLAY - Displavs all frequencies, channel numbers and operating

2. FREQUENCY DISPLAY - Frequencies frorn 2000.0 kHz to 29899.9 kHz are annun-

ciated.

3. EMISSION MODE DISPLAY -Emission mode annunciations LSB' AM and USB are

- ai"plw"a "" selected. LSB (Lower Sideband) is usuallv disabled since it is not normallv

used in airborne HF applicalions

4. TRANSMIT (TX) MODE DISPI-AY ' Annunciates when the MIC is keved A flashing

TX annunciation accompanied by a blanking of the ftequency displav signifies that the

KHP-950 System is in tbe automatic antenna tuning proce$.

When the TX stops flashing and the frequencv displav rcappeaE, the transceiver is

ready for use on that frequency Alwavs press the MIC butt'on after selecting a new

freq;ency to initiate ant€nna tuning A llashing TX annunciation . in- the PGM mode

sidifies"that the KHF-950 memory is readv to acc€pt the transmit frequencv ln the

piigt --itg sequence, storing th; uansmit frequencv alwavs follows storage of the

rcceive frequency.

5. CHANNEL DISPLAY ' Channels 1 throwh 99 are annunciat€d'

Figurc 1. King HF SSB Tranceiver (Tvpe KHF-950)

(Sheet 1 of 3)

MODEL 406

'1 June 1 987

SECTION 9

SUPPLEMENTS

MODEL 406

Il.

PROCRAM (PGM) MODE DISPLAY - Annunciates when the prosram mode is enabled

through deprcssion of the prostam (PGM) swit h

PHOTOCDLL ' Dims displsy automaticallv.

8. MODE BUTTON ' Momentary depression (vcles thc KHF-9;0 emrbsian mode. from

'""* "ia"t-a (USB) to lower;ideband (LSB) to AM to A3A (simulianeous displav of

""rtf"a tv ttt" installer."ASA was previouslv used in rnarit;m€ radio relephone but is not

ei-il-,l,, T qR ic n^f n^rh'llv aUthorire.i fo. airbornc tll use anct ls not

;;;-;;;ilty. si-it*tv, r,se is n'ot normatlv auttrorlz€d for airborne HF use and is,not

*,fled tt ti" instaUer. Most aU airplane H!' SSB Com$unications are conducted in

iiSe irk,;."i"n"a i. ." single sideband "supnre*s€d" cad€r and desisnated A3J) S{nne

*"""i "t"ti.* continue to -use the AM mode but are being phased out in favor of rhe

irore elficient SSB mode of operation

FREO/CHAN BUTTON In the "out" position auows direct tuning to anv ot 2800()0

a"aih6le frequencies (simptex operation onlv) ln ihe "in" position allows selection ^i anv

of 99 availail€ channeti of prosammed pairs of receive and transmit frequencies

enabled by the installer. Most aU airplane

(simplex, semi-duplex and rcceive only operation)

o.o"ni, trll.t mav chooee receivi-onlv mode of operation bv simplv no( depre-rsrne

L-_crn "-,;,""r. . "".^.,-l 'i-" ,,t',q I..Iin' n,,r rh. trrnsmitt€r lor r€ceivinc sav WWV),

ir'"3iii iutit' " *i.rd tin€ (thus lockins out the transm;tt€r for receiving sav WWV),

or {2) vou Inav ctioose simplex operation by depreesing lhe STO swit'th a se'oncl timc

or (2) you rray choose simplex operation by depressbg the slu swrtch a s€cono.Lrme

storins the same frequencv in the transmit pnsition as was sto'ed ln the recerve posrtron'

storing the same frequency in the transmit position as was stored m the-recerve posrtron

or (3)-you Dsy wisir ro rhoosp s€mi-duplex uperarion an-d 'hange rhP rransmit fre

-,.n.w'n'i^r r^ d.nr.rsin' rhe STO swil.rh s secund l,ine. (In order uo chane€.hannel"

PROGRAM (PGM) SWITCH - Mom€ntary d€pression (with a pencil or similar

obien) enables (he program mode. PGM will appear in ihe displav. Similarl] a

denression of Lhe switch will cause the K H-F 950 Lo cxil lhe program modc

OU'IER CONCENTRIC KNOB - Causes the cu.Bor to move left or dght' one digii at a

time along the frequency display. To remove (or stow) the culsor, twist the knob leit or

right until the cursor disappears.

INNER OONCENTRIC KNOB - Mav be rotated to (1) change channels or (2) chanse

the dicit under the cursor in the frequ€ncv displav. tn ord€r to chstge channels' th€

FREQ/CHAN buiton must be in the "in" posiiion {Channel OTeralion) and the cu'sor

musr -be stowed. Prior to .hanging a trequenry digir (Dire.t T\rne Operatiun or durjng

Channel Programming), the cursor must be moved to that digit.

STORE (STO) SWTCH Momentarv deprcss;on (with a pencil or similer poiDted

obiecL) stores rhe emission mode (ie. LSB, AM, USB) and the frequencv into non

voLtile memony. In the norm3l channel programming sequence the first s€t of-data

stored is the "r;ceive" emission mode and frequencv Afier the .eceive data is stored' the

TX annunciation witl flash signirying the svst€m's r€adiness io accept' the transmit

freouency. A second momenurv depressron o[ [he STO swilrh slores thF desrrPd hanq

-it- f."qit*.y in nonvolatile -ernory Note lhat prior to selecting another channel to

queocy prior to d€pr€ssing the STO (ln order to chang€ channels

ip.. i"-pt"ti"" "r a"tu ico,ug", tht cursor must be stowed. This will occur aubmati

"itlv,rpo.i d"p."*.i"g the STdswitch the second time; however, ir1 the case of receive

."t" oiosranblne where the STO swit.h is not depressed the second rime, the curso'

only programming

must be stow€d mr

-"i,t be ito*"d -u""ally usins the out€r concentric knob.)

Figure 1. King HF SSB Tranceiver ('l'rpe KHF-950)

(Sheet 2 of 3)

SUPPLEMENT 30

3of9

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

14. OFF/VOLUME KNOts -'Iurns systern on and adjusts audio volume.

15. SQUELCH KNOB Squelch is set by mtating the knob clockwise until backsround

noise caa be heard and then turning iL countarclockwise until lhe background noise is

eliminated or .iust barely audible. Since HF signals are many limes only marginally

strong, it is usually rccessary to leave the squelch knob tully clockwise to maintain

satisfactorJ r€ception. For this reason, SELCAL (Selective Calling) may be a desimble

option to relieve fatisue from background noise on extrnded flishts.

16. CLARIFIER KNOB ' When pulled out, th€ clarifier knob may be rotatad t adjust the

receivei frequ€ncy in SSB operation to improve ihe speech quality received. The cladfier

knob is unique to SSB opemtion and is not used in AM op€ration. When the knob is

pushed in, the clarifier has no effect. When voice quality is good and natural, the

claifier knob should remain pushed in.

Figure 1. King HF SSB Transceiver (Ttpe KHF-950)

(Sheet. 3 of 3)

sEcTtoN 3

EMERGENCY PROCEDURES

There is no change io ihe airplane emerg€ncy procedures when this avionic

equipment is installed.

INTERNATIONAL DISTRESS FREQUENCY. The liequency 2182 kHz on

USB emission mode has been designated as an Inteinalional Distress Frequency.

It is monitored worldwide and should be used only in the case of an actual

emergency. If repeated calls on 2182 kHz do not bring a response, the flight crew

may wish to try the U.S. Coast Guard on the following channels:

USCG CHANNELS/FREQUENCIES (USB ernission mode)

ITU

Channel No.

Aarcraft

Receive (kHz) Aircraft

Transmit (kHz)

424

601 I Monitored

816 ( 24 hrs.

1205 '

1625

4424.7

6506.4

8765.4

13113.2

17307.3

4134.3

6200.0

4241 .5

12342.4

'16534.4

If the Coast. Guard cannot be contacted on one of these channels/frequencies,

try a ma time radiotelephone (public conespondence) operator channel.

SUPPLEMENT 30

4ofg 1 June 1987

MODEL 406

SECTION 4

NORMAL PROCEDURES

PREFLIGHT INSPECTION:

SECTION 9

SUPPLEI,4ENTS

WARNING

WHEN PERFORMING A KHF-g5O RADIO CIIECK ON

THE GROUND, MAKE CERTAIN THAT ALL PERSON-

NEL ARE CLEAR OF THtr HF ANTENNA BEFORE

TRANSMITTING. SERIOUS RF BURNS CAN RESULT

FROM DIRECT CONTACT WITIT TIIE ANTENNA OR

ANTENNA TERMINAL WHEN TIIE SYSTEM IS

TRANSMITTING.

Ant€nna -- CHECK structural integrity.

MIC (Microphone) Selector Switch (on audio control panel) -- SELECT

HF position.

HF SPEAKER/PHONE Selector Buttons (on audio control panel) --

PRESS desired mode.

OFF/VOLUME Control Knob -- TURN ON.

Authorized Channel or Frequency -- SELECT.

Mike Button (on control wheel) -- PRESS. The TX annunciation should

flash and the frequency display blank as the antenna coupler tunes the

OFF/VOLUME Control Knob -- TURN ON.

FREQiCHAN Button -- "IN'position for channel operation. Note the

channel number annunciation in the display.

PGM Switch -- DEPRESS. Note PGM annunciated in the display.

SUPPLEMENT 30

5ofg

antenna. When the tuning sequence is complete, the TX stops

and the frequency display reappears.

?. Radio Check '' TRANSMIT and RECEIVE on usable frequencv.

NOTE

If the KHF-950 detects a fault during transrnission or durbg

the tuning of the antenna, the flequency digits will begin to

flash, Simply key the mike and the automatic antenna coupler

will begin a new tuning cycle to clear the fault. If repeated

antenna tuning cycles fail to clear the fault there is probably an

equipment malfunction. If practical, attempt to retune the ar'-

tenna on an alternate frequency.

CHANNEL PROGRAMMING:

.1 June 1 987

SECI1ON 9

SUPPLEIVENTS

SUPPLEMENT 30

6of9

MODEL 406

4. Outer Concentric Knob ,- ROTATE to stow cursor.

5. Imrer Concentric Knob -- ROTATE to select desired channel number.

6. MODE BUT"TON -- PRESS. R€peat until desicd emission mode is

annunciated.

7. Outer Concentric Knob -- ROTA'|IJ to position curgor over receive

frequency digit to be changed.

8. Inner Concentdc Knob -- ROTATE to set desired number under the

cursor.

NOTE

Repeat steps 7 and 8 until the desired receive frequency has

been set.

9. STO Switch -- DEPRESS to store the emission mode ard receive

frequency in memory. Note flashing TX annunciation indicating system

readiness to accept a tmnsmit frequency.

NOTE

For Semi-Duplex channel programming, continue with step 10.

For Simplex channel programming, continue starting with step

12. For Receive-Only channel programming, continue starting

with step 13.

10. Outer Concentric Knob - ROTATE to position cursor over tmnsmit

frequency digit to be changed.

11. Inner Concentric Knob -- ROTATE to set desired number under curcor,

NOTE

Repeat steps 10 and 11 until the desired transmit frequency hag

been set.

12. STO Switch -- DEPRESS to store the transmit frequency in memory.

13. Outer Concentric Knob -- ROTATII to stow cursor if not already

stowed. (The cursor is automatically stowed when the transmit frequency

is stored in memory).

14. Inner Concentdc Knob - ROTATE to select the next desired channel

number for programming. There are 99 channels available.

NOTE

Return to step 6 to continue channel programming.

1 June 1987

MODEL 406

15. PGM Switch -- DEPRESS to exit ihe program mode when

is completed, Note PGM annunciation extinguishes.

NORMAL OPERATION:

SECTION 9

SUPPLEI\,4ENTS

WARNING

WIIDN PERFORMING A KHF-g5O RADIO CHECK ON

THE GROUND, MAKE CERTAIN TIIAT ALL PERSON-

NDL ARE CLEAR OF THE HF ANTENNA BEFORE

TRANSMITTING. SERIOUS RF BURNS CAN RDSULT

FROM DIRECT CONTACT WITII TTIE ANTENNA OR

ANTENNA TERMINAL WHEN THE SYSTEM IS

TRANSMITTING.

Preflight -- COMPLETE.

MIC (Microphone) Selector Switch (on audio control panel) -- SELECT

HF position.

I{F SPEAKER/PHONE Selecior Buttons (on audio control panel) --

PRESS desired mode.

OFF/VOLUME Control Knob '- TURN ON.

FREQ/CHAN Button -- SELECT direct tuning operation

(FREQ/CHAN button "out" - simplex-only) or programmed channel

operation (FREQ/CHAN buiton "in").

DIRECT TUNING:

Outer Concentric Knob -- ROTATE to position cursor over simplex

frequency digit to be changed.

Inner Concentric Knob -- ROTATE to set desired number under the

cur30r.

NOTE

Repeat steps a. and b. until the desired frequency has been set.

c. MODE Button -- PRESS as required. R€peat until desired emission

mode is annunciated.

CHANNEL OPERATION:

a. Ouier Concenlric Knob -- ROTA'I'E to stow cursor if nol

stowed.

b. Inner Concentric Knob -- ROTATE to select desired channel

ber.

MIC Button (on control wheel) -- PRBSS to initiate antenna

sequence, Note flashing TX and the blanking of the frequency display.

SUPPLEMENT

1 June 1987 Tofg

SECTION 9

SUPPLEMENTS MODEL 406

OI'F'/VOLUME Knob -- SET to desired volume level.

SQUELCH Knob -- SET to desired level usually full clockwise.

CLARIFIER Knob -- PULL out knob and ROTATE in either direction

to optimize incoming SSB signal quality.

TIONAL NOTES:

SSB COMMUNICATIONS:

1. Mosi all airplane HF SSB communications are conducted in USB mode.

Some ground stations continue to use the AM mode, but these stations

are being phased out in favor of the more efficient SSB mode of

operation.

-DUPLEX OPERATION:

1. In semi-duplex operation, the emission mode you select (USB or AM)

will always control both receive and transmit frequencies. Also, the

receive frequency is displayed uatil the mike is keyed, at which time the

transmit frequency is displayed.

FREQUENCIES:

1. The higher frequencies are best during daylight (10,000.0 to 29,999.9

kHz) and the lower frequencies work best at night (2000.0 to 10,000.0

kHz).

G THE ANTENNA COUPLER:

1. It is necessary to retune the antenna coupler whenever the MODE

selector knob is changed from one mode to another. Pressing the MIC

button momentarily initiates antenna tuning,

ITIONAL INFORMATION:

1. For expanded information and operational instructions, refer to the

"King KHF-950 Pilot's Guide and Directory of HF Services" supplied

with your airplane.

30 1 June 1987

SECTION 5

PERFORMANCE

Thereisnochangetotheairplanepelformancewhenthisavionicequipment

i" i"#i;;. ;;*;;;,-ttte in"tattutioi- or''an externallv-mounted antenna or several

*r^i"[""i"t""f ""t"nnas will result in a minor reduction in cmise peformance'

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT 30

9of9

1 June 1987

SECTION 9

SUPPLEIVENTS

SUPPLEMENT

KING MARKER BEACON

(TYPe KR-21)

SECTION 1

GENERAL

The King Tlpe KR-21 Marker Beacon System consists of a panel mounted

75 MHz m;ke; beacon receiver, a KMA-24H-70 Audio Control Panel for

MODEL 406

SUPPLEMENT 31

1of 4

speaker/phone audio selection and externally mounted marker beacon

mounted on the under side of the airplane.

The front panel of the KR-21 Marker Beacon Receiver incorporates a

that provides for selection of HI or LO marker

positon toggle swilch lhat provides Jbr selectlon ol HI or LU mark

signal senJi;vity and a marker beacon lamp test. Three lights are installed on

signal

frint of the panel with different colored lenses to indicate passage over

markers. The whit€ light (Inner ard Fan) has an A engraved on iE lens, the b

ri;+ /n,,+.,I r.". ". o ".*"""a nn ilq tens and the amber lisht (Middle) has a

light (Outer) has an O engraved on its lens and the lisht (Middle) has

eigravect on ils lens- The ieceiver's front panel also-incorporates a photo-cell

seisor which provides automatic dimming circuits for the marker larnps

compensate for ambieut cockpii lighting.

The KMA-24H-?0 Audio Control Panel provides marker beacon SPEAKER

-a iHbfqn selector pushbuttons to let th€ operator rec€ive marker beacon audio

"imal. oue" the cockpit speaker or headphones as desired' Refer to Supplement

U6 in this manual for complete audio control panel operations'

The HI sensitivity selector switch position' Iabeled H, is used for airway

opemtion.

The LO sensitivity selector switch position, Iabeled L, is used for ILS

approaches.

The marker beacon lights test position, labeled T, is selected to verify

operation of the marker beacon lights.

All operating controls for the KR-21 Marker Beacon Receiver and marker

luu"o" of"iuti"/"ontrols on the Audio Control Panel are shown and described in

Figure 1.

1 June 1987

sEcIoN I

SUPPLEMENTS MODEL 406

MARKER FACILITIES

MARKER IDENTIFYING TONE LIGHT -

Inner & Fan Continuous 6 dots/sec (3000 Hz) White

Back Course 72-95 teto dot combinations per second (3000 Hz) White

Middle Altemate dots and dashes (1300 Hz) Amber

Outer 2 dashes/sec (400 Hz) Blue

a When the identifying tone is keyed, the respective indicating light will

hlinL oonnrrlinolv

sEcTtoN 2

LIMITATIONS

There is no change to the airplane limitaiions when this avionics equipment

is installed.

sEcTtoN 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when this avionics

equioment is installed.

SUPPLEMENT 31

2ol 41 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

KR-21 Marker Beacon Receiver Panel

KMA'24H'7O Audio Control Panel

KINC TYPE KR.2I MARKER BEACON RECEIVER PANEL'

PHO'|O-CELL LIGHT SENSOR Provrdes automatic dimnins for the marker ramps

ro.omDensarf, for ambi€n( .o.kp'l llgnllng

MARKER BEACON ANNUNCIATOT( LI(; H'I S:

AIRWAY. INNtH and rA-\ rAr - Lrghr illuminares whit-€ Iu ;ndicalP passase

alrJ*' *'''':li,lTl ;H:: il"#lli"'!""ii;*r "1.*r.*.,1',,^"*n .

d."o",%,"3ltili1,"r'*:f,*"i,j;"'iif "iioi,"1#*i,xl,lJJl,^ff iii j

i"i,fii;T:\il"" "'"c€cr

in the'r posiiion (Bottom), automaticarrv 'ruminates

the

marker bea.on light' 1,, verifv Les-

Fizure L King Marker Beacon tTlpe KR-211Operating Con+rols

and lndicalnrs (Sheet I ol 2)

SUPPLEMENT 31

3of4

THREE POSITION TOGGLE SWTICH FOR MARKI']IT BEACON SENSITIVITY

6F.iiiclioN tNn MAli[[Jl.liflyi::],ij.',"".,T ", sFNsF, is bercc'"d whi(h

f";:mf:';"*"Xl*::ti'i1fl'"i";i*:i (Middre)' Lo SENS'r is sereckd nrr

1 June 1987

SECIION 9

SUPPLEMENTS

SECTION 4

NORMAL PROCEDURES

MARKER EEACON OPERATING PROCEDURES:

SUPPLEMENT 31

4ot4

KING XMA.24H 70 AU])TO CON'I'ROI, PANEL REQUIRED WITH KINC KR-21

MARKER BEACON INSTALLATIO:\*.

MARKER BEACON SPEAKER AUDIO MONITOR PUSHBUTTON - WheD de-

pressed, the_ markef be€con audio signals can be heard over the cab;" t.p speat<er. ,f,o

dlsconnect the mark€r b€acon audio from the cabin,top speaker, deprcss the pushbutton

MARKER BEACON PHONE AUDIO MONITOR PUSHBUTTON _ When dcpressed,

the rrsrker beacon audio srgnals can be beard over rhe headphones. r., al*"",i".t ,r,.

trtarker opacun audro t.om lhe headphones, Jepress the pushbulron a second t;m€.

Figure 1. King Marker Beacon (T1pe KR-21) Operating Controls

and .lndicatols (Sheei 2 of 2)

MODEL 406

NOTE

The marker beacon receiver is capable of rcceiving marker

beacon signals anytime the No. 1 AVIONICS switch is'bN.

Nav Receiver Volume Control -- ADJUST to desired listening level.

HI/LO SensiLivity Selector Switr.h SELECT H tHlt -posirion for

4rygy lft1rC or L (LOt position for ILS approaches.

MKR -SPEAKER/PHONE pushbuttons (bn Audio Control panel) __

SELECT desired speaker or headphone audio.

Test (T) Selector Switch -- SELECT T position and verifu that all

marker beacon annunciator lights will illuminate full bright; irdi";

lights are operational,

SECTION 5

PERFORMANCE

Jl-rey is..no- ciange to the airplane performance when this avionics equip_

meDt is installed. However, thc installation of an extemally mounted anlenna or

several related external antennas, will result in -ino. red,r'ction ir, "*i"" p"rfo"

mance,

1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT

KING RADAR ALTIMETER

(Type KRA-10A)

sEcTloN 1

GENERAL

The King Radar Altimeter (Type KRA-10A), shown in Figure 1, consists of a

panel-mounted indicator, a remote mounted receiver/hansmitter and an anrenna.

-The Radar Altimeter (depending upon terrain reJlectivity and airplane bank

argle) gives an absolute altitude indication from 2b00 feet AGL to 35 llb feet

AGL. It provides continuous selection of warning altitude and annunciation of

descent to that altitude by both a DH (decision height) light and an aural

warniag. Climbing through the selected warning altitude extinguishes the DH

light. The DH-light is automatically dimmed by a photo cell. Indicator ligh ng is

controlled by the radio light dinming rheostat.

The Radar Altimeter remote receiver/transmitter is all solid-state and op-

emtes orr 28-volt primary power. Complete self-test may be accomplished both on

preflight and in-flight.

SECTION 2

LIMITATIONS

There is no change to the airplane limitation when this avionic equipme,nt is

installed.

SUPPLEMENI'32

1of 4

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

DECISION HIIIGHT LIGHT (DH) Alerts that the absolut€ altitude of the airplane ls

at or below the selected decision height.

POINTER - Indicates the airplane's absolute altitude.

DH BUG ' Indicat€s the selected aled altrtude which when reached wilt b'isser an ausl

and visual warning.

ALTITUDE SCALn Indicat€s height above ground level in feet from 2500 to 20

DH SELECT/TES'I' KNOB (PUSH-TO-TEST A ) -Rotates to select the position of

the DH Bug and presses to test the altimeter for proper opedtion.

MASK - Hides pointer when above 2500 feet AGL or the receiver experiences loss of

signal.

Figure 1. King Radar Altimeter (Twe KRA-1OA)

SUPPLEMENT 32

2 ot 4 1 June 1987

MODEL 406

sEcTroN 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when thrs

eouiDment is installed.

sEcTtoN 4

NORMAL PROCEDURES

PREFLIGHT AND IN.FLIGHT SELF-TEST:

1. AVIONICS MASTER Switch -- ON.

2. DH Bug -- SET to 20 feet.

3. DH Select/Test Knob -- DEPRESS and HOLD. The indicated

should be 50 15 feet and the DH lamp should be off.

4. DH Select,rTest Knob -- DEPRESS and TURN slowly clockwise.

DH lamp shoutd light and a two-second audio tone will sound when

DH bus reaches 50 a5 feet,

5. DH Select/Test Knob - RELEASE. The DH lamp will go out and

pointer will move clockwise behind the mask. When flying at an

below 2500 feel, AGL, pointer will remain in view.

NOTE

Ground operation near laige hangars, oiher airplane, water pud-

dles and other nearby objects may cause the pointer to come

into view. This does not indicate a system malfinction since

the reflections constitute a real signal.

NORMAL OPERATION:

1. AVIONICS MASTER Swikh -- ON.

2. DH Bug -- SET as desired,

CAUTION

The radar altimeter must not be used to identify the

MDA (Minimum Descent Altitude) or DH (Decision

Ileight) while making an instrument approach.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 32

3of4

1 June 1987

OPERATIONAL NOTES:

1. During take-off, radar altimeter indications are unreliable until after

approximately the first 15 seconds a1ler climbing above 50 feet altitude.

2. Depending upon termin reflectivity, initial and/or reliable indications

during descents through the 2500-foot level may not occur until the

airplane has reached absolute altitudes as low as 1500 feet.

3. Accuracy in Ievel flight or in descents at rates up to 1000 FPM is within

'lVo or 80 feet, whichever is greater.

4. The pointer will disappear from view below 2500 feet if the ground

return signal is lost. The pointer may also disappear from view mo-

mentarily when the airplane is in a banl in excess of 15o (above 2000

feet) or (45o below 1000 feet).

5. Once the indicator has reached 35 115 feet during larding approach,

further indications in this range are unreliable, since the indicator may

dwell briefly in this range even as the airplane descends fulther.

6. The pointer will move to the OFF position if primary power is lost.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is installed. However, the installation of an externally mounted antenna or several

lelated ext€rnal antennas, will resuli in minor reduction in cruise performance.

SECTION 9

SUPPLEMENTS MODEL 406

lsunruer'aexr sz 1 June 1987

MODEL 406 SECTION 9

SUPPLEI\,!ENTS

SUPPLEMENT

KING

RADIO MAGNETIC INDICATOR

(Type Kl-22e)

SECTION 1

GENERAL

The King Radio Magnetic Indicator (RMI) is used in conjunction with other

aiborne navigation equipment to aid the pilot in navigating the airplane. The

RMI eliminates the need for many of the mental computations necessary for

deterninirog the airplane position.

The RMI is a panel mount€d navigation instrument that combines the

display of VOR and ADF bearing information with the airplane heading on a

single irtstrument. The VOR and ADF magnetic bearings to the selected stations

are displayed by individual rotating pointerc against the background of a rotating

azimuth card. The azimuth card is driven by the slaved magnetic compass system

in the airplale and continuously indicates airplane heading. Thus, the relative

bearing between the airplane heading and the station is pictorially displayed.

Each pointer in the Type KI-229 RMI is dependent on its associat€d receiver

for indicating bearings. A single-bar pointer indicates VOR bearines and a

double-bar pointer indicates ADF bearings. Two NAV receivers supply VOR

signals to the RMI for selection. When one of the VOR receivers is a KNS-81

Area Navigation Syst€m, the single-bar pointer can indicate the RNAV waypoint

beadng. A two-position selector switch (NAV I/NAV 2) on the instrument panel

selects the desired VOR signal for display of bea ng information. The Ki-229

RMI is internally lighted. Intensity is controlled by the RA-DIO light dimming

lheostat.

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic equipment

is installed.

SUPPLEMENT 33

.1 of 5

1 June 1987

SECTION 9

SUPPLEI\,4ENTS

MODEL 406

RO'I'ATING AZIMUTH (OOMPASS) CARD - Itotates as the airplane tums so that th€

airplane magnetic heading is continuouslv displaved at the heading index

HIIADING INDEX ' tndicates the ai.plane magnetic h€ading on the azimuth card'

DOUBLE-BAR POINTER lndicates the magnetic bearins to the siation to which the

INDICES - Four reference marks spaced 45 de$ee6 between the Headins Index and

Cardinal Points.

SINGLE-BAR POINTER ' lndicates the maglletic bearing to the select€d VOR stalion

CARDINAL POIN'I - One of the four main points on a compass. Cardinal poinis arc

spaced 90 degrees apart.

NAV I/NAV 2 FUNCTION SWITCH - Selecrs either NAv 1 or NAV 2 VOR sisnal for

display by the single-bar point€r'

Figure 1. King Radio Magnetic Indicator (Tt?e KI-229)

PPLEMENT 33

NAV 1

NAV 2

of5 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

NOTE

If the ADF receiver is turned OFF. the double-bar Doint€r will

remain fixed in its last position.

3. NAV 1-2 Selector Switch (for RMD -- SET to NAV 1 or NAV 2 and

select VOR station on the associated NAV receiver. The single-bar

point€r will indicate the magnetic beadng to the station.

NOTE

This teading is equivalent to the "TO" course reading obtained

with the standard CDI omni bea ng selector. The "FROM"

radial of the VOR station is obtained by reading the opposite

end of the oointer.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplaae ehetgency procedutes when this avionic

equipment is insblled.

SECTION 4

NORMAL PROCEDURES

NORMAL OPERATION:

NOTE

Operation of the RMI is dependent upon input information

from the compass system (slaved directional gyro or HSI), the

associated VHF navigation and ADF rcceivers. Refer to the

appropriate supplements in this section for operation of thrs

equipment.

1. Compass Cards (on RMI and HSI) -- CHECK that headine indications

on RMI and HSI are the same.

2. ADF Receiver -- SELECT STATION on receiver. The double-bar point-

er will indicate the magnetic bearing to the station.

SUPPLEMENT 33

JOT5

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

WARNING

a If the RMI Compass Card is not tracking the Directional

Gyro or HSl, the VOR bearings are invalid. Thismav be

caused by a failure in the RMI, Slaved Compass System'

or a loss of power from the AC Inverter.

a The ADF indications are valid relative to the nose of the

airlrlane only and may be used by referring to the llead-

ing Index and 46 degree indices on the RMI.

RMI TEST:

1. ADF Receiver -- TUNE to usable frequency with ADF mode selected'

i. ebf'S"tton (On KR-8? Receiver) -- SELECT ANT mode' Double-bar

Dointer will slew to the Lhree o'clock position

3. i-DF -- sELEcT ADF mode and OBSERVE that double-bar pohter (on

- nl,ffl leturns to the same station bearing as in step 1 to indicate a

normal operation.

NOTE

If the ADF Receiver is turned OFF, the double-bar pointer will

remain frxed in its last PositioD

4. VOR Receiver -- TUNE to usable VOR frequency.

S. VOn Receive, -- TURN Of'F. Single-bar pointer will slew to the three

o'clock position.

6. VOR Receiver -- TURN ON and OBSERVE that the single-bar pointer

- (on RMD rctums to the same station bearing as in step 4 to iudicate a

normal opelation.

NOTE

If the selecied VOR Receiver is tumed off or a reliable signal is

not being received, or an ILS frequency is selected, the single-

bar pointer will move to the stowed positiou (1ixed at the 3

o'clock position).

SUPPLEMENT 33

4of5 1 June 1987

sEcT|oN 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is installed in addition to that which occurs with iistallatiod of the ADF or VOR

antennas.

MODEL 406 SECTION 9

SUPPLEI,4ENTS

1 June 1987 SUPPLEMENT 33I

MODEL 406 SECTION 9

SUPPLEI,4ENTS

SUPPLEMENT

KING

RADIO MAGNETIC INDICATOR

(Type KNI-582)

SECTION 1

GENERAL

The King KNI-582 Radio Magnetic Indicator (RMI) is used in conjun(

with other airborne navigation equipment to aid the pilot in navigating

airplane, The RMI eliminates the need for many of the numerical and grap

computations necessarJr for determining the airplane position.

The RMI is a panel mounted navigation instrument that combines

display of NAV and ADF bearing information with the airplane heading on

single instrument. The NAV and ADF magnetic bearings to the selected

are displayed by individual rotating pointers against the backgound of a rotating

azimuth card. The azimuth card is driven by the slaved magnetic compass system

in the airplane and continuously indicates airplane heading. Thus, the relative

bearing between the airplane heading and the station is pictorially displayed.

Each pointer in the KNI-582 RMI is deperdent only on its associated

receiver for indicating bearings. .r single-bar pointer indicates NAV I or ADF

bearings and a double-bar pointer indicates NAV 2 or ADF bearings. The choice

of NAV of ADF information displayed by each pointer is determined by

corresponding front palel display switch.

Should a localizer frequency be selected or the NAV receiver indicate

fl,agged condition, the NAV pointer will slew to the 3 o'clock position,

A HDG flag falls into view in the upper left corner of the display when

heading information being displayed is invalid.

SUPPLEMENT

1 June 1987 1of

SECTION 9

SUPPLEMENTS

SUPPLEMENT 34

2of5

MODEL 406

HEADING INDEX Indicat€s the aiplane tnagnetic heiding on the azimuih card'

ROTATING AZIMUTH (COMPASS) CARD - Rotates as the anphne turns so that the

airplane magDetic heading is continuously displaved at the heading index'

DOLTBLE BAR POINTER - Indicat€s tbe masnetic b€arins to NAV 2 or the ADF

sLsrion. Will slew Lo the'l oclock posilion iJ;n NAV mode and a loca-lizer foequency i6

select€d, or the NAV receiver tlass.

DOUBLE-BAR POINTER DISPI,AY SWITCH ' Dual position pushbutton switch used

to select either NAV 2 or AI)F mode.

DOUBLE-BAII POINTTIR MODE TNDICA'rOR - Indicat€s either NAV 1or ADF

SINGLE-BAR POIN'IER MODE INDICATOR - Indicat€s either NAV r or ADF mode

SINGLE-BAR POINTER DISPLAY SWTTCH - Dual position pushbutton switch used

to select either NAV I or ADF mode

COMPASS (HDG) FLAG Com€s into view whenever headins information is invalid'

SINGLE-BAR POINTER - lndicates the msgnetic bearins to NAV I or the AIF

station. Will blew to the 3 ^.lock positi,'n if in nav rnode snd a localiTer hcquencv iq

s€lected, or the NAV receiver flags.

Figure 1. King RMI (Trpe KNI-582) Operating Controls and Indicators

'7.

1 June 1987

MODEL 406

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic

is installed.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emelgency procedures when thrs

equipment is installed.

SECTION 4

NORMAL PROCEDURES

NORMAL OPERATION:

NOTE

Operation of the RMI is dependent upon input information

from the compass system (slaved directional gyto), the asso-

ciated VHF navigation and ADF receivers. Refer to the appro-

priate supplements in this section for operation of this equip-

ment.

Compass Cards (on RMI and HSD -- CHECK that heading

on RMI ard HSI are the same.

ADF Receiver - TUNE to usable frequency with ADF node selected,

Single- or Double Bar-Pointer Display Switch -- SELECT ADF mode.

READ magnetic bearing to the ADF station under the selected pointer.

NOTE

If the ADF receiver is turned off. the selected oointcr will

remain fixed in its last position.

SUPPLEMENT 34

3of5

SECTION 9

SUPPLEMENTS

'1 June 1987

SECIION 9

SUPPLEMENIS MODEL 406

NAV Receiver -- TUNE to usable VOR fiequency.

Single or Double-Bar Pointer Display Switch -' SELECT NAV mode'

Choose double-bar pointer if NAV 2 is desired or single-bar pointer 1br

NAV 1.

READ indicated magnetic bearing to the VOR station under the selected

polnter.

NOTE

a If the NAV rcceivet is turned olf or a localizer frequency is

selected, the pointer will slew to the 3 o'clock position'

o This reading is equivalent to the "TO" course reading obtained

with the st;dardCDl omni bearing selector' The radial of the

VOR station is obtained by reading the opposite end of the

pornrcr.

WARNING

o If the RMI Compass Card is not tracking the Directional

- Gy"o o. HSI, th; VOR bearings are invalid' Thisrnav be

caused by a iailure in the RMI, Slaved Cornpass System'

or a loss of power frorn the AC Inverter'

a The ADF indications are valid relative to the nose of the

- "i.pt.rr. only and may be used by referring to the llead-

ing Index and 45 degree indices on the RMI'

RMI TEST:

1. ADF Receiver -- TUNE to usable frequency with-ADtr'mode.selected'

i. di"gf* "t Oo"Ule-Bar Pointer Displav Switch SELECT ADF mode'

5. Atii Button (On KR-87 Receiver) - -' SELECT ANT mode' Selected

RMI pointer will slew to the 3 o'clock position - - . - -

. Airl''B"ttn" (On KR-8? Receiver) -- SELECT ADF mode and OB-

- 'SgnVO;hai s;lected RMI pointer returns to the same station bearing as

in step 2 to indicate normal operation'

NOTE

If the ADF receiver is turned off, the selected pointer will

remain fixed in its ldst Position.

5. NAV Receiver (NAV 1 or NAV 2) '- TUNE to usable VOR frequencv'

SUPPLEMENT 34

4of5 1 June 1987

Single- or Double-Bar Point€r Display Switch (as appropriate to the

selected NAV) -- SELECT NAV mode.

NAV Receiver -- TURN OFF. Appropriat€ RMI pointer will slew to the

3 o'clock position.

NAV Receiver -- TURN ON and observe ihat the appropriate RMI

pointer returns to the same station beadng as in step 6 to indicate

normal operation.

NOTE

If the eelected NAV receiver is turned off or a reliable signal is

not being received, or an ILS fiequency is selected, the appro-

priate pointer will stow at the 3 o'clock position.

SECTION 5

PERFORMANCE

There is no change to the airplane performance data when this avionic

equipment is installed.

MODEL 406 sEcTroN 9

SUPPLEMENTS

1 June 1987 sUPPLEMENT 341

MODEL 406 SECTION 9

SUPPLEMENTS

replying to Mode A (aircraft identification) and also to Mode C (altitude report-

ing) interogations on a selective reply basis on any of 4096 inforrnation code

selections. When the KT-79 is connected to an optional panel mounted Encoding

Altimeter (not pari of KT-79 Transponder System) is included in the avionic

configr-rration, the transponder can provide altitude reporting in 100-foot incre-

ments between -1000 and *35,000 feei.

The KT-79 features an all solid,state transmitter with microprocessor control

and LSI (Large Scale Integrated) encoding circuitry. Mode and code selection are

performed by two concentric knobs, and all functions including the flight level

altitude are presented on a gas discharge display. All display segments are

automatically dimmed by a photocell t,?e sensor.

A \rFR programming sequence allows the pilot to preprogmm any single

four-digit code into the KT-?9. Pressing the VFR button instantly returns the

KT-79 to the preprogrammed code without having to turn any other knobs.

SUPPLEMENT

KING TRANSPONDER

(Type KT-79)

sEcroN 1

GENERAL

The King Transponder (Typc K1 79), shown in Figure l, is the

component of an Air Traffic Control Radar Beacon System (ATCRBS).

transponder enables the ATC ground controller to see and identify more

the aircraft on the radarscope. The encoding altimeter (described in

11 in Section 9 of this handbook) enables the transponder to automatically

aircraft altitude to ATC.

The King Transponder system consists of a panel-mounted unit, an

exiemally-mounied antenna, ald an optional control wheel-mounted

IDENT switch. The transponder receives int€rrogating pulse signals on 1030

MHz and transmits coded pulse-train reply signals on 1090 MHz. It is capable

SUPPLEMENT 35

1of 6

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

AII King Transponder operating controls, with the exception of the oper-

ral altitude encoding altimeter setting knob and the optional remote XPDR

IDENT switch, are located on the front panel of the unit. The altimeter setting

knob is located on the encoding altimeter (not shown) and the remote XPDR

IDENT switch is located on the right-hand grip of the pilot's and left-hand grip

the copilot's control wheel. Functions ol the operating controls are described in

SECTION 2

LIMITATIONS

There is no change to ihe airplane limitations when this avionic equipment

inst€lled.

sEcrloN 3

EMERGENCY PROCEDURES

TO TRANSMIT AN EMERGENCY SIGNAL:

Mode Selector Knob -' ON (or ALT).

Code Selector Knob -- SELECT 7?00 operating code.

TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL

COTT'TITUNTCETTONS (WHEN IN A CONTROLLI]D ENVIRONMENT):

Mode Selector Knob -- ON (or ALT).

Code Selector Knob -- SELECT 7700 operating code for 1 minut€; then

SELECT ?600 operating code for 15 minutes and then REPEAT thts

procedure at the same intervals for remainder of flight.

SUPPLEMENT 35

2ofG 1 June 1987

MODEL 406

OFF ,

SBY -

oN-

ALT .

SECTION 9

SUPPLEMENTS

SUPPLEMENT 35

3of6

PILOT'S CONTROL WHEEL SHOWN

MODE SELECTOR KNOB - Out€. concentic knob controls application of power ard

selects transponder op€mting nod€ as follows:

Turns set on for st$dby power and code selection. 'SBY" is annunciated.

Tums set on a]ld enables transponder to tmnsmit Mode A (aircraft id€niifica-

tion) reply pulses. ON is annunciated.

Turns set on and enables transponder to transmit €ither Mode A (aircraft

identifrcation) reply pulses or Mode C (altitude reporting) pulses selected auto-

matically by lhe interrosating sisnal. AL'r' ON tu annuDciated.

TST - Self-test function, when select€d, causes hansponder to respod to inteinal

intlrrogation, providing a check of rcceiver opemtion. The transmitter is dis-

abled. All display sesmenb will illuminat€. Failure of the reply indicator 'R" ta

illuminate indicates that a receiver fault has been detected.

Figure 1. King Transponder Operating Controls (Sheet 1 of 2)

1 June 1987

SECIION 9

SUPPLEMENTS MODEL 406

2. CODE SELECTOR KNOB - Inner co$c€ntric knob select assigned Mode A replv code.

The new code will be transmitted after a 5-second deiay

3. CODE DISPLAY - Displays selected Mode A replv code. Code is also w tten into

nonvolatile memory so that the code will not chang€ due to power interuption.

REPLY INDICATOR (R) - "R" fla.shes to indicate transmission of rcplv pulses; glows

staadily to indicat€ satisfactory self test operatioD.

MODE ANNUNCIATORS - Dislay the operating mode of the tsnsponder'

ALTITUDE DISPLAY Displavs FL and flighr level altitude (preqsurc altitude) in

hundreds of feet when used in conjunction lnth un encoding altrmeter and ALr mode *

sei""tea. Sm,.tta ,rl invalid code b; d€t€ct€d ftom the altimel€., dashes will app€ar jD tle

display window and altitude reportins will be disabled

Figule 1, King Transponder Operating Contrcls (Sheet 2 of 2)

?. IDDNT BUTTON (lDT) - When depressed, selects special id€ntifier puls€ to be trans-

mitted with transponder reply to effect immediale jdeniification of the auplane on tbe

cround controller's displav. itof wi glow sleadilv during duration of IDENT pulse

irarsnrission.) Pressine lhe ldenl Button will Lerminale x norma] s_second delay asso

"i"t"a "ift tit" selecti6n of a new Mode A replv code Button illumination is controlled

by the radio light dimming rheostat.

DIGIT SELECT POINTER ' Indicates which digit mav be chsnged bv rolation of the

C"a" b"L"t". x""f. the poinler mav be sequencid lett to right and ihen back asain bv

momentadly depressing the Code Selector Knob.

vTR CODE BUT'ION (\T'R) ' Prcssins the VFR Button will cause a preproFammed

Ir4-ode ,c. replv code to supersede whatever Mode A reply code was prcviously in use'

Button illumina(ion ;s coniroled bv the radio lighl dimming rheostat'

REMOTE tD SWTTCH {XPIJR IDENT) (Right hand grip on pilor s and lcft hand grip

"i-l"iifot'" "o"t.ot wheels) - when depres;d' selecls special identifier pulse to be

iirn.Jitt"a *ittt transponder reply l,o eff;ct immediat€ identificatioD of the airplane on

ii'" *..rnJ "rnt.ott*t^djsplay atbT will slow ste€dilv during duration of I]]ENT puhe

tmnamission.) Pressins the Ident Button will terminate a normal i-second derav asso'

ciat€d with the s€lection of a new Mode A replv code

35 ''l June 1987

SECTION 4

NORMAL PROCEDURES

BEFORE TAKEOFF:

1. Mode Selector Knob '- SBY.

TO TRANSMIT MODE A (AIRCITAFT IDENTIFICATION) CODES IN

FLIGHT:

1. Code Selector Knob -' SELECT assigned code.

2. Mode Selector Knob'- ON

NOTE

a Du ng normal operation with lunction selector switch in ON

position, reply indicator flashes indicating transponder replies to

inte.rogations.

o Mode A reply codes are transmitted in ALT also; however,

Mode C codes are suppressed when the Mode Selector Knob is

positioned to ON.

3. IDT or XPDR Button -- DEPRESS momentarily when inshucted

ground controller to "squawk IDENT" ODT will glow steadily,

IDENT ooeration).

TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:

Encoder Altimeter Setting Knob - SET IN local altimeter setting.

Transponder Code Selector Knob -- SELECT assigned code.

Mode Selecior Knob -- ALT.

NOTE

When directed by ground controller to "stop altitude squawk",

turn Mode Selector knob to ON for Mode A operation only.

MODEL 406

SECTION 9

SUPPLEI\4ENTS

SUPPLEMENT 35

50Ib

1 June 1987

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is installed, However, the ilsta]lation ol an externally-mounted antenna or several

related external antennas, will result in a minor reduction in cruise performance.

SECTION 9

SUPPLEMENTS MODEL 406

lsueelemerur ss 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

SUPPLEMENT

NARCO WEATHER RADAR

(Type KWX-56 COLOR)

sEcTloN 1

GENERAL

The KWX-56 Color Weather Radar system consists of a

receiver-trangmitt€r and stabilized X-band radar antenna. and a oanel-

radar indicator. All operaiing controls are mounted on the tiont panel of the

radar indicator and operating controls and functions are described in Figure 1.

The KWX-56 Color Weather Radar system is designed to detect significant

enroute weather formations within a range of 160 nautical miles to preclude

undesirable penetration of heary weather and its usually associated turbulence.

The indicator provides a three-color display, showing three separate levels

rainfall intensity in green, yellow, and red. Blue segrented range circles, green

alphanumerics, a zero-degree azimuth line and 2o"bearing marks are also pro-

vided. In addition to its prinary purpose of weather mapping, a ground mapping

mode permits displaying prominant topographical features such as lakes, bays,

islands, shore lines and urban areas. Display colors are changed in the MAP

mode as follows: gxeen to blue, yellow stays the same, and red to magenta.

WARNING

This system generates microwave radiation in the WX

and MAP operating modes, Improper use, or exposu.e,

may cause serious bodily injury. DO NOT OPERATE

UNTIL YOU IIAVE READ AND CARDFULLY FOL.

LOWDD ALL SAFETY PRECAUTIONS AND

INSTRUCTIONS CALLED OUT IN SECTION 4

(NORMAL PROCEDURES) OF TITIS SUPPLEMENT.

For erpanded information and operational instructions, refer to the KWX-56

Pilot's Guide supplied with your airplane.

WARNING

Users of thi6 equipment are strongly urged to familiar-

ize themselves with FAA Advisory Circular AC No.

OO-248(1-20-83), subject: "Thunderstorms".

SUPPLEMENT 36

1of 9

1 June 1987

SECTION 9

SUPPLENlENTS MODEL 406

r. MODE SELECTOR KNOII ' Used to tun the system on and s€lect amons fou.

operational modes. The knob positbns are as follows:

OIT - Tlms radar off-

SBY (Stalldbv) ' 'l'he Standby mode is used for warmup iwhich requircs about 60

seconds) and to maintain operational rcadiness of the KWX-56 system until the radar

is needed. In the Standby mode th€ KWX 56 display is blanked and the antenna and

transmitter are disabled. Only the magnetron heat€r is energiz€d in SBY.

If an operational rnode (other than StsY) is select€d prior to warmup compl€tion, thc

display will light up and "WARMUP" will be annucjated on the screen. The

"WARMUP" annunciation will disappear aft€r warmup completion, followed by proper

opeEtion in the selected mode.

TEST In TES'|, all circuitry is activat€d except the antenna and trunsmitter arc

disabled. A test patie.n showiDg bands of all three WX mode colors is djsplayed on

the screen. It is recommended that the bnshtness control (BRIGHT) bc adjusied fot

optimum viewins when in the TUST mode.

Figure 1. Narco Weather Radar (X-Band 'Iype KWX-56)

(Sheet 1 of 3)

SUPPLEMENT 36

2ot9 1 June 1987

MODEL 406

WX (Weather) - In WX, the W€aiher mode, "WX" is annunciat€d on th€ scrcen

a color bar scale is displayed above it. 'l'he colors in the color bar, present€d (from

to nght) in the order of incrcasing target reflectivity, will be green for light precil

tion, yellow for rnode.at€, and red for heavy. Weather (or $ound) tafgets

displsyed in thos€ colors. The WX node is the norrnal mode used fo.

depiction.

the sain is reduced while observing mrmerous red echoes, the storm cells of

intensiw will r€main red while the otherc will paint yellow. Thb will allow the

discern between lelativ€ stolm intensities. This information can be u3etul in

couGe d€viations to alow adequate separation.

MAP (Ground Mappinc) ' In MAP, the ground mapping mode, "MAP" is snnunciated

on the screen and a color bar scale is displayed above it. The colors in the color bar,

pres€nt€d in the order of increasing target reflectivity, will be blue, yellow, and

magenta from left to right. The MAP mode is the nomal mode used for ground

mapping of major tenain features such as coast lines, lakes, riveE, cities, or moun-

t3ins. Th€ MAP mode do€s not differ t€chnicallv ftom the WX mode and mav be

used to depict weather targets.

RANCE KNOB (RANGE) I'sed to sele.r one of five display ranses. 10, 20. 40.80.

160 nautical miles. Four range rings equally divide the maximum display range

and each range riag is clearly marked with its distance value.

BRIGHTNESS AND GAIN CONCENTRIC CONTROL KNOBS (BRIGHT/GAINI

ing the control knob out of the (MAX) detent to progressively lower gain settings.

SECTION 9

SUPPLEMENIS

ANTENNA'IILT CONTROL KNOB (TILT) Used to adjust the antenna tilt up (, /

or down G) l2"relative t the ho zon. Precise one-degree changes are possible through

us€ of the control knob index rnarks.

The inner brightness conirol knob (BRIGHT) adjusts the display brightness to accom-

modate existing cockpit ambient light condrtrons.

The outer sain control knob (GAIN) is normally left in th€ MAX det€nt, assurins

the automatic gain control chcuils wil acsign the correct intensity level (color) to

weather t€rsets. Additional information can be obtained about storm intensitv bv n

with the annunciation "VAR" when the sain control is mht€d out of the MAX detent

indicate that the presentation is no longer calibrated by the automatic gain circuits.

THE GAIN CONTROL (GAIN) SHOULD ALWAYS BE IN

EXCEPT WHEN BEING USED TO ANALYZE WEATHT]R

PING TARCETS,

R€duced gain settings can also be an aid in ground mappins.

The displayed eolor bar seale intensn) level idpnrrfipr annuncist;on | 2 3" is

T}IE MAX

OR GROUND MAP

Figure 1. Narco Weather Radar (X-Band Type KWX-56)

(Sheet 2 of 3)

SUPPLEMENT

1 June 1987 3of

sEcroN I

SUPPLEMENTS

STARILI'I'Y ON/OFF SWITCII (STAB) Turns antenna stabiLizfltiorl ON or Ol'F 'l'he

automatic aDt€nDa stabilization system utilizes an output from th€ airplane's atritt"le

svro to naintain a horizontal anl.enna scan through normal aiplane bank angles and

ilt"h .hune"" up to a combined ansle ,\f 30o(bank ansle + pit(h angle + adjusted

antenna TILT airele : 30"maxunum). Bevond the 30ocombined maximum' the antenna

will not maintain a level scan.

STAB OFF should ternpomrilv be selected in stra;sht and level fiishi after periods of

p,.sible cyro precessron 'uch as ukeotl ac.elcrariun. "ng shallow bsnked rurns "k

h*" ","ii,*i.j" will be elidcnl in thc raclar Jiqplav in rhe STAB ON mode bv-th"

;;;"';;a;"." o"""d clutt€r oD one sid€ of the di;phv than on the othet side STAB

bN should again be selected after s/ro €rection

SELFICTED MODE - WX will be replaced bv MAP in th€ MAP mode Neither SRY

nor 'I EST are annunciatad in rheir respe.tive modes.

COLOR BAR SCALE INTENSITY LEVELS - "1 2 3'will be annunciated llvhen.lhe

cAiN -;;;;l is set in the MAX det€nt (the calibratrd gain selting) "1 2 3" wiu be

replsc€d by "VAR" at lower than MAX gain s€ttines

COLOR BAR SCALE D€picts the colors in use (sreen, vellow, and red in-wxr bhre'

vellow, and magenta in MAP), the brightness of the displav' and the ord€r ol rncreasms

irr""t ."n""ti";i" (i.e. levels of lairfall intensitv' etc ) going from left to right

BEARING MARKS - 2O"bearing narks arc provided to assist in determining the

relativ€ bealing of displaved retums.

RANGE MARKS ' Presented adjacent to each of lhe fo\rr range ngs to identifv in

nauticsl mit€s the distance awav from th€ &irylane'

Figure 1. Narco *""rtiifft'"{tiBaad rrpe Kwx b6)

MODEL 406

1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

sEcToN 2

LIMITATIONS

There is no change to the airylane limitations when this avionic equipment

is installed. However, the following radar limitations must be followed

airpla-Be operation.

1. Do not operate radar during refueling or within 15 feet of ground

peIsonnel.

2. Do not operate radar above 25,000 feet flight. altitude

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency prccedures when this avionic

equipment is installed.

SECTION 4

NORMAL PROCEDURES

WARNING

The radar system generates microwave radiation and

improper use, or exposure, may cause serious bodily

injury. DO NOT OPERATD THIS EQUIPMENT UNTIL

YOU IIAVE READ AND CAREFULLY FOLLOWED

THE FOLLOWING SAFETY PNDCAUTIONS AND

INSTRUCTIONS:

SAFETY PRECAUTIONS AND INSTRUCTIONS TO BE FOLLOWED PRIOR TO

RADAR OPERATION:

Do not turn on or operate radar within 15 feet of grould personnel.

Do not turn on or operate radar during refueling operations.

Transmitter output power is radiat€d in the WX and MAP modes.

In order to prevent bodily injury to ground personnel, do not taxi the

airplane unless the KWX-56 radar system is in the "OFF," "TEST," or

"SBY" mode. Once reaching an area cleat ahead of other airplane,

ground peBonnel or large metal buildings, the system may be turned to

the TEST or WX mode io DreDaration for takeofL

SUPPLEMENT 36

5ofg

1 June 1987

SECTION 9

SUPPLEMENTS

PRIOR TO FLIGHT:

MODEL 406

Ensure Safetv Pr€cautions have been observed.

Mode Selector Knob -- SBY for approximately 60 seconds warm up.

Mode Selector Knob -- TEST. Verify uniform pattern of WX mode

colols.

Brightness Knob (BRIGHT) '- ADJUST to suit.

GAIN Conirol -- MAX. Verifu "1 2 3" annunciation under color bar.

STAB ON/OFF Switch -- AS DESIRED.

Mode Selector Knob '- WX.

RANGE Knob -- 10, 20, or 40 AS REQUIRED for weather in departure

area.

9. TILT Knob -- *4oor as required to minimize ground clutter after

takeoff.

NOTE

Within the bounds of the ground safety precautions, study the

weather conditions with the radar pdor to takeoff io eliminate

confusion from false returns due to ground clutter shortly after

takeoff.

10. Mode Selector Knob -- SBY position for taxi maneuvers.

NORMAL OPERATIONS:

WEATHER DETECTION:

1. Mode Selector Knob -- WX (allow 1 minute for warm-up if set was

previously off).

BRIGHT Knob -- ADJUST i,o suit.

RANGE Knob -- AS REQUIRED for weather.

TILT Knob --

NOTE

Proper tilt adjustment is one of the most important factors in

obtaining optimum value from a weather radar. Too high will

pass ihe majority of the radar beam above the storm cell,

particularly when the storm is at a great distance, Too low an

antenna tilt will clulter the indicator with ground returns. Opti-

mum tilt is obtained by adjusting the antenna to obtain a slight

amoult of ground clutter. The maximum distance at which

ground clutter can be obtained will depend greatly on the ter-

rain and airplane altitude.

SUPPLEMENT 36

6ol 9

1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

NOTE

It is recommended that while cnroute and not using alternate

ranges that the 40 n.m. or 80 n.m. range be selected and ihe

TILT control be adjusted such that the inner l/3 of the screen

is painting ground clutter. This park position provides reason-

ably early presentation of weathe. and terain features.

5. STAB ON/CFF Switch -'ON.

NOTE

Should the attitude gyro supplying pitch and roll iaformation to

the Weather Radar fail, the display may become unusable be-

cause of eratic or unsuitable tilting of the antenna. If this

should happen, the STAB ON/OFF switch should be turned off

to disable the gyro inputs and allow normal use of the tilt

conrrol.

6. GAIN Control -- MAX. Verifu "1 2 3" annunciation under color bar.

Reduce out of MAX while observing numerous red echoes to detect

storm areas of greatest intensity.

NOTE

a Do NOT plan your route of flight to enter the shadow area

behind a significant weather rcturn. Due to signal attentuation,

the ability to define weather in the shadow area may be severely

Iimited.

r The KWX-56 Pilot's Guide should be consulted for a more

thorough description of opelating procedures for the weather

radar ald information on the interprctation of weather and

ground returns.

SUPPLEMENT 36

/ oTv

1 June 1987

SECTION 9

SUPPLEMENTS

GROUND MAPPING:

OPERATIONAL NOTES:

FALSE RETURN DISPLAYS:

SUPPLEMENT 36

Sofg

NOTE

Ground mapping by tilting the antenna down can be performed

r"a"" "*t"iit c"onditions,- pa.ticularly during overwater fligits

where coast lines and islands are apparent Ground mapp-ing is a

secondary feature of this radar which is only uselul alter the

"o"."t"."i. very familiar with rhc equipmenr !!9ry 9o1qle1e

ai*u".ion of tiris fealure is ircluded in the KWX 5{1 Pilot s

Guide.

Mode Selector Switch -- MAP.

BRIGHT Knob -- ADJUST to suit

RANGE Knob -- SELECT desired range'

'fiif X"oU -- ADJUST for desired ground return displav'

STAB ON/OFF Swiich - ON.

6eiN c.,lt."i : Mei or reduce to adjust the prominence of ground

features.

MODEL 406

!. Some energy is radiated peripherally from the radar antenna which'

' ffi;; ""-3' "t-..prt"tl" conditions, - will create a false.return on the

;;;; ";;;;. when'the displav is set on the 10 or 20 mile ranges The

iuf"" ""t*" will usually be most prominently displayed at- ap^prox imately

2 mileg fiom the origin when flying at altitudes near 12'OUU ft nowever'

under certain atmosphedc conditions' the false return car stlu oe oo-

J"*.i J'^ ai-L""e from the origin approximat€lv e-quivalent to the

iirpiun"l" altltud". Care must be taken noL [o confuse this normal

t#;;;;;";';"t*; wiih a weather return This is best accomplished bv

;;;;'il;-i";;;; distance displavs (40 or more) for earlv detection of

significant weather.

z. 6?"t"J""a"i "t"tions or other airborne weather radars may occasionally

-' Ju"* i"i""i""unce with the presentation of the return' The effect of this

interference is to create one or more radial bands of false signal or noise

;;;;;i"g from the bottom cenler outward to the outer rarge scale'

i-ft"a" "f?*t" are usually of short duration and are dependent on the

".pi."";" p""iii"" "nd .",,g" from the ground station' the signal

strength, and other factors.

1 June 1987

MODEL 406 SECTION 9

SUPPLEMENTS

HIGH ALTITUDE OPERATION:

1. The KWX-56 Color Weather Radar system has been approved to a

maximum altitude of 25,000 feet. If flying at altitudes above 25,000 feet,

the radar should be turned off to protect electrical circuitry in boih the

indicator and the antenna/receiver/transmitter units.

sEcTloN 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is installed.

SUPPLEMENT 36

9of9

1 June 1987

MODEL 406 SECT ON 9

SUPPLEMENTS

(Type KN-53)

SECTION 1

GENERAL

The King KN-53 Digital Nav, shown in Figure 1, consists of a panel-

mounted receiver, KI-206 VOR/LOC/Glideslope Indicator and remote-mounted

KN-72 VORAOC converter.

The set includes a 2O0-channel VHF navigation receiver and a 40-chalnel

glideslope receiver vrhich may be operated simultaneously. The NAV systen

receiveg omni and localizer signals between 108.00 and 117.95 MHz in 50-kHz

steps. The glideslope receiver is automatically iuned when a localizer frequency is

selected. The circuits required to interpret the omli and localizer signals are also

an integral part of the Nav receiver.

Large self-dimming gas discharge readouts display the communications op-

erating fiequencies. The KN-53's unique "flip-flop" prc-select feature enables you

to storc one frequency in the standby display while operating on another and

then int€rchange thern instantly with the touch of a button. Both the active

(USE) and the standby frequencies are stored in a circuit component called

EAROM (Electrically Alterable Read Only Memory) that provides nonvolatile

storage of both fiequencies so that when the radio is turned off and then back on,

channel information is retained.

A DME receiver-transmitter may be interconnected for automatic selectlon

of the associated DME frequency. When a VOR fiequency is selected on the

NAV, the associated VORTAC or VOR-DME station frequency will algo be

selected automatically.

All controls for the King KN-53 are mounted on the front panel (,f the

receiver. Control lighting is provided by the instNment panel flood lip:hting

system. Operation and desc ption of the audio control panel used in conjunction

with this radio are shown and describcd in Supplement 26 in Section I of this

handbook.

SUPPLEMENT

KING DIGITAL NAVIGATION RECEIVER

'1 June 1 987 SUPPLEMEN'r 37

SECTION 9

SUPPLEMENTS MODEL 406

SECTION 2

LIMITATIONS

'fhere is no change to the airplane limitations when this avionics equipEent

is installed.

SECTION 3

EMERGENCY PROCEDURES

There is no change io the airplane emergency procedures when this avionics

equipment is installed. However, if the frequency readouts fail, the radio will

remain operational on the last frequency selected. The frequency control should

not be moved due to the difficulty of obtaining a known frequency under thie

condition.

SECTION 4

NORMAL PROCEDURES

NORMAL OPERA'I'ION

1. ON/OFFi^r'OL/IDENT Control -- TURN clockwise until radio comes

on'

2. SPEAKER/PHONE Selecior Buttons (on audio control panel) -- SET to

this radio.

3. ONi OFF/VOL/IDENT Control -- PUI,L out and adjust to desired audio

level.

4. Frequency Selector Knobs -- SELECT desired operating frequency'

5. l'requency Transfer Button (-) -- PRESS to tmnsfer desired

frequency from the "STBY" display into the "USE" display.

SUPPLEMENT 37

2of5 1 June 1987

MODEL 406

1, OPERATING F'REQUENCY DISPLAY (USE)

STANDBY FREQUENCY DISPLAY (STtsY) ' Displays STANDBY nsvisatioD fre'

I'REQUEN.\ SELECTOR KNOBS . fbp larger s.lccbr knob is used to chanse

!f Figure l. King Navigation Receiver (Type KN-53)

(Sheet 1 of 2)

MHz portion of the frequency displayi the smaller knob changes the kHz portion in

50-kHz steps. At either band edSe of ihe 108.00 to ll?.95 MHz frequency spectrum, an

off-scele rotetion will wrap th€ display amund to the other frequency band edge (i.e.,

1l?.95 advances to 108.95 with MHz knob rotation, or 117.00 with kHz knob rctation).

DME and optional internal glideslope channeling are also controlled by these s€lector

knobs.

ON/OFF/VOL/IDENT Control Rotate the knob clockwise from the detent€d "OFl'"

position. Pow€r will be activated and the unit wil be .eady to ope.ate- No warm up time

is requircd. Rotation of this control also adjusts NAV signal volum€. NAV voice may be

heard when th€ knob is pushed in. When the knob is pulled out, the Ident signal plus

voice may b€ heard.

FREQUENCY TRANSFER BU'I"TON (+) - Interchanses th€ frequencies in the USI.I

and STANDBY disolavs.

SECTION 9

SUPPLEVIENTS

DispLays ACTI\rE navigation toe-

SUPPLEMENT 37

3of5

.l June 1987

SECTION 9

SUPPLEMENTS MODEL 406

COURSE INDEX ' Indicates selected VOR coume.

NAVIGATION FLAG (NAV) - When visible, red NAV-nag indicates unreliabte

VOR/LOC signats or improperly operai,ing equipment Flag disappears when a reliable

VOR/LOC signal is being received.

TO-FROM INDICATOR - Operates only wiih a vOR sisnal. With usable VOR sjsnal'

indicat€s whether s€lected couse is "TO' or "FROM' stat;on. With usble localizer

signal the indicator is not in vr€w

GLIDESLOPE DI.IVIATION NEEDI-E - Indicates deviation fioln ILS glideslope.

COURSE I)EVIATION PONTER - lndicates courc€ deviation ftom selected omnr

course or localizer centerline.

RECIPROCAL 0OURSE lNDrlX - Indicates rccipmcal of selected VOR course

OMNI BEARING SELECTOR (OBS) - Rotates OBS course card lo select desired

OBS COURSE CARD - lndicates selected VOR couEe under course index'

GLIDESLOPE FLAG (GS) When visible, red GS flas indicstes unreliable slideslope

signal or imp.operly operaiins equipment Flag disappeab when a .eliable slidesl(rp€

signal is beins received.

F'igure 1. King Navigation Receiver (TlFe KN-53)

(Sheet 2 of 2)

SUPPLEMENT 37

10.

1r.

12.

13.

14.

o{5 1 June 1987

SECTION 5

PERFORMANCE

There is no change to the airplane perform,mce when this avionic equipment

is installed. However, the installation of an externally-mounted antenna or ser-

veral related external antennas, will result in a minor reduction in cruise E:rfor-

mance.

MODEL 406 SECT ON 9

SUPPLEMENTS

1 June 1987 SUPPLEMEN'r'371

MODEL 406 sEcTtoN 9

SUPPLEI.4ENTS

SUPPLEMENT

COLLINS HF

COMMUNICATION SYSTEM

(Type HF-230)

sEcTloN 1

GENERAL

The Collins HF-230 High Frequency Communication System, shown in

Figure 1, consists of a panel-mounted CTL-230 Control, TLR-230 Transceiver

(100 watts), PWR-230 Power Amplifier and accessory AAC-230 Automatic An-

tenna Coupler,

The HF-230 system provides operation on any one of 280,000 pilot-selected

discrete channels within the 2.0000 to 29.9999 MHz frequency range (frequency

spacing is 100 Hz) for simplex operation. 1n addition, the HF-230 provides 176

preprogrammed International Telecommunications Union (ITU) channels for

half-duplex operation and 40 user prograrDmed channels that can be programmed

for either simplex or half-duplex operation throughout the range.

The HF-230 system can transmit and receive using upper (USB) or lower

(LSB) sideband (A3J); split-channel, reduced-carrier telephone mode (TEL PLT

CAR) (A3A); split-channel, suppressed'carriet telephone mode (TEL SUP CAR)

(A3J); and compatible AM (A3H).

All controls for the Collins HF-230 svstem are mounted on the front panel

the CTL-230 control. The control provides automatic display dimming or may be

remotely dimmed by a dimming contrcl. Operation and description of the HF

transceiver is shown and described in Figure 1. Operation and descripiion of the

audio control panel used in conjunction with this radio are shown and described

in Supplement 26 in Section 9 of this handbook.

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic equipment

is installed.

SUPPLEMENT 38

1of 9

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

CLARIFIER KNOB (OUTER CONCENTRIC KNOB) - When rctat€d f'om off posi-

tion, the clarifier control adjusts the receiver frequency in SSB opemtion to irnprove t}e

speech quslity received. The cta fier knob is unique to SSB operation and is not used in

AM operation. The €laifier is disabled on transmit.

CHANNEL DISPLAY (CHAN) - Displays selected channel number in the CHAN mode,

or dsshes G--) in the FREQ node.

MODE DISPLAY - Displays op€ratins mode of the HF-230 syst€m (USB, LSB, AM,

TEL SUP CAR or TEL PLT CAR).

FREQ KHZ DISPLAY - Displays operatins frequeicy and receive (R) and transmit (T)

annunciators. Operating frequency is displayed in both CHAN and FREQ nodas.

PHOTOCELL - Dirns display automatically.

10kHz CONTROL (OUTER CONCENTRIC KNOB) ' May be mtated to (l) change

channels or (2) change the lo-kHz digit under the cursor in the frequency display ln

order to change channels, the CHANAREQ switch must be in the CHAN position.

Prior to chansing ftequency, th€ CHAN/FREQ switch must be in the FREQ position

Figure 1. Collins High Frequency Communicaton

(Ttpe HF-230) (Sheet 1 of 2)

SUPPLEMENT

of9 38 1 June 1987

MODEL 406 SECTION 9

SUPPLEMENIS

tl.

10,

r00 Hz/1. kHz CONTROL (INNER CONCENTRIC KNOII) (PULL 100) - In FREQ

mode and with th€ knob pushed in, this control changes the I kHz digit in the frequency

display. With the knob pulled out, this conhol changes the 100-Hz digit in the display.

1 MHz CONTROL (OUTER CONCENTRIC KNOB) - In FREQ mode, this control

changes th€ l'MHz digit in the FREQ mode alld the 100's and 1000's disits in the

CHAN mode.

MODE/100 kHz CONTROL (INNER CONCENTRIC KNOB) (PULL MODE) - In the

"in" position, this control selecls the 100-kHz digit in the frequency display when ihe

FREQ/CHAN ewitch is in the FREQ position. It has no tunction in the CHAN position.

Ir the "out" position, this control is used to select the transmit and receive mod€ of

op€ration. The modes available depend on whether the sj€t€m is op€rating with a

discret€ frequency selected, one of the 176 preproerammed ITU chann€ls selected, or on€

of the 40 user pro$ammable channels selectecl.

PROGRAM BUTTON (PGM) - Used vr'hen programming the 40 user channels. Th€

CHANAREQ swikh must b€ in CHAN position.

CHANNEL/FREQUENCY SWITCH (CHAN/FREQ) (OUTER CONCENTRIC KNOB)

Contrcls method of frequency selection. tn the FREQ mode, any of the 280,000

available frequercies between 2.0 and 29.9999 MHz nay be select€d in 100-Hz st€ps with

the frequency select knobs, and USB, r,SB or AM mode can be used. In the CHAN

mode, the frequency select knobs select ITU and user pmgranmed channels by therr

channel numbers,

SQUELCH CONTROL - Adjusts to mut€ undesired background noise. The proper

squelcb setting is made by rohting the S-knob (squelch) clockwis€ from the TST (test)

position until background noise can be head and then turning it count€rclockwise until

the b&ckground noise disappears or is just ba.ely audible- When the S-knob is in rrle

TST position, the squelch circuit is, in effect, removed ftom the rcceiver audio circuits.

In the TST position, maximum backsround noise (depending on the volume control

s€ttins) ",ill b€ heard.

OFF/^r'OI,UME (OFF/V) - Controls application of primary power to the entirc system

and vaies the audio sain.

-!'igure 1. Collins High Frequency Communicaton

(T1pe HF'230) (Sheet 2 of 2)

SUPPLEMENT 38

3of9

1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when this avionic

rquipment is installed.

.NTERNATIONAL DISTRESS FREQUENCY. The frequencv 2182 kHz on

JSB emission mode has been designated as an Intelnaiional Distrcss Frequency'

:t is monitorcd worldwide arld should be used only in the case of an actual

)mergency. If repeated calls on 2182 kHz do not bring a response, the flight crew

rruy *ish to try the U.S. Coast Guard on the following channels:

USCG CHANNELS/FREQUENCIES (USB ernission rnode)

ITU

Channel No. Aircraft

Receive (kIIz) Aircra,ft

Tlarsmit (kHz)

424

601 I Morrjto.ea

816 i g+ ht".

1205 I

1625

4424-7

6506.4

4765.4

13113.2

77307.3

4134.3

6200.o

4241.5

12342.4

L6, 34.4

If the Coast Guard cannot be contacted on one of these channels/frequencies,

try a maritime radiotelephone (public correspondence) operator channel'

SUPPLEMENT

4ofg 1987

MODEL 406 SECTION 9

SUPPLEMENTS

SECTION 4

NORMAL PROCEDURES

PREFLIGHT INSPECTION:

WARNING

WHEN PERFORIITINC AN HF-23O RADIO CHECK ON

TIIE GROUND, MAKE CERTAIN TIIAT ALL PERSON-

NEL ARE CLEAR OF THE IIF ANTENNA BEFORE

TRANSMITTING, SERIOUS RF BURNS CAN RDSULT

FROM DIRECT CONTACT WITH TIIE ANTENNA OR

ANTENNA TERMINAL WIIEN THE SYSTEM IS

TRANSMITTING.

Antenna -- CHECK structural integrity-

MIC (Microphone) Selector Switch (on audio control panel) --

HF position.

HF SPEAKER/PHONE Selector Buttons (on audio control panel)

PRESS desired mode.

OFF/VOLUME Control Knob -- TURN ON. Allow 15-minute

(time for frequency standard to stabilize).

Authorized Channel or Frequency -- SELECT.

Microphone Button -- PRESS momentarily. The artenna coupler will

tune automatically ard a steady tone will be heard during the

cycle. Normal tuning cycle requires 5 to 10 seconds. Within one second

after completion of antenna coupler tuning cycle, the tone will cease,

indicating that the system is ready for use.

?. Radio Check -- TRANSMIT and RECEIVE on usable frequency.

NOTE

If the HF-230 detects a fault during the tuning of the antenna

aft€r 30 seconds, the tone will begin to "beep" indicating that a

fault has occurred, in which case, simply key the microphone

and the automatic antenna coupler will begin a new tuaing cycle

to clear the fault. If repeated antenna tuning cycles fail to clear

the fault there is probably an equipment malftrnction. If prac-

tical, attempt to retune the ant€nna on an alt€rnate frequency.

annunciators flash, this indicates a possible equip-

ment malfunction.

SUPPLEMENT 38

5of9

1 June 1 987

SECTION 9

SUPPLEMENTS

CHANNEL PROGRAMMING:

MODEL 406

NOTE

Hall-duplex operation uses one frequency for receiving and a

separate frequency for transmilting, Simplex operation uses

same rcceive and tiansmit frequency.

MIC (Microphone) Selector Switch (on audio control panel) -- SELECT

HF position.

HF SPEAKER/PHONE Selector Buttons (on audio control panel) -

PRESS desired mode.

OFF/VOLUME Control Knob -- TURN ON.

CHANAREQ Switch -- Rotate to CHAN position.

Left Channel Outer Concentric Knob -- ROTATE in either direction

until user channel 1 or 40 appeaB at the right side of the CHAN

display. Then use the right outer concent c knob to select the desired

channel number (from I to 40) to be programmed.

PGM Button -- PRESS once to initiate the programming sequence. At

this point, the entirc display on the CTL-230 will begin to slowly blink.

Four Frequency Select Knobs -- ROTATE. The receive frequency will

appear in the FREQ KHZ display. Next, select the desired operating

mode (USB, LSB, AM, TEL SUP CAR, or TEL PLT CAR) by pulling

out on the PULL MODE knob and rotating it until ihe appropriat€

mode appears in the MODE display

PGM Button -- PRESS to store data. The display will blank for a short

period of time to confirm storage.

NOTE

a When the display returns, it will be blinking faster with the

transmit frequency displayed. If no changes are made within 20

seconds, the currently displayed tlansmit frequency will become

invalid and a receive-only channel will be created. Repeat Steps

7 and 8 for desired transmit frequencies.

o If additional user channels are to be programmed for half-duplex

operation, repeat Steps 5 thru 6.

9. Microphone Button -- PRESS momentarily to initiate the antenna

coupler turning cycle.

SUPPLEMENT 38

6of9 1 June 1987

MODEL 406

10. Volume (V) and Squelch (S) Controle -- ADJUST as desired.

NOTE

a In half-duplex operation, the mode that is selected (USB, LSB,

AM, TEL SUP CAR, or TEL PLT CAR) will alwavs control

both the receive and the transmit frequencies. The receive

frequency is shown in the FREQ KHZ display and annunciated

by the letter R (at the right side of the FREQ KHZ display)

until the mic is keyed, at which time the transmit frequency is

displayed and annunciated by the letter T. If the receive (R) or

transmit (T) annunciatrrs on the CTL-230 flash, this indicates

that the receive or transmit (as applicable) frequency data from

the TCR-230 does not match that being sent by the CTL-230.

Al equipment malfunction is probable and the system should be

checked by maintenance personnel.

a In simplex operation, the teceive and tmnsmit frequencies are

identical. The receive frequency is shown in the FREQ KHZ

display and annunciated by the letter R (at the dght side of the

FREQ KHZ display) until the mic is keyed, at which time the

ftequency remains unchanged but the R annunciator changes to

a T to indicate that the system is transmitting. If the receiver

(R) or transmit (T) annunciators on the CTL-230 flash. this

indicates that the receive or transmit (as applicable) frequency

data from the TCR-230 does not match that being sent by the

CTL-230. An equipment nalfunction is probable and the system

should be checked by maintenance personnel.

NORMAL OPERATION:

WARNING

WHEN PERFORMING AN HF-230 RADIO CHECK ON

THD GROUND, MAKE CDRTAIN THAT ALL PERSON-

NEL ARE CLEAR OF THE HF ANTENNA BEFORE

TRANSMITTING. SERIOUS RF BURNS CAN RESULT

FROM DIRECT CONTACT WITH THE ANTENNA OR

ANTDNNA TERMINAL WHEN TIIE SYSTEM IS

TRANSMITTING.

Preflight -- COMPLETE.

MIC (Microphone) Selector Switch (on audio control panel) -,

HF position.

HF SI'IIAKER/PHONE Selector Buttons (on audio control panel)

PRESS desired mode.

SECTION 9

SUPPLEMENTS

SUPPLEMENT 38

Tofg

.1.

'1 June 1987

SECTION 9

SUPPLEMENTS MODEL 406

4. OFF/VOLUME Control Knob -' TUIIN ON. Allow ls-minute warmup

(time for frequency standard to stabilize).

5. CHAN/TREQ Switch - Select FREQ or CHAN mode'

DIRECT TUNING:

a. Frcquency Control Knobs -' ROTATII to set desired frequency'

b. MObE Control -- PULL and ROTATE until desired mode is an-

nunciated.

CHANNEL OPERATION:

a. PULL MODE (I,€ft concentdc knob) -- PULL and ROTATE to

select desired channel number.

6. Microphone Button -- PRESS momentarily' 1'he antenna coupler will

iune auiomatically and a steady tone will be heard during the tuming

cycle. Normal tuning cycle requires 5 to 10 seconds Within one second

aiter completion of-antenna coupler tuning cycle, the tone will cease'

indicating that the system is ready for use.

?. OFF VOLUME Knob -- SET to desired volume level'

8. SQUELCH Knob -- ROTATE S-control slowly clockwise until receive

noise just disaPPears.

NOTE

Do noi rotate S-control too fast. The squelch circuit has a

relatively long time constant and rotating the knob too far may

result in missed calls on some of the weaker signals'

9. OLARIFIER Knob -- ROTATE to optimize incoming SSB sigrral qual-

rty.

NOTE

Whenever a diflercnt channel is selected, the antenna coupler

automatically returns to the home posiiion This Ieaves the-

antenna untuned to the new channel, reducing the sensitivity of

the receiver. To avoid any missed calls or poor reception, it is

recommended that the ptt butt"n be pressed momenl'arily ro

initiate an antenna coupler lune cycle for lhe new channel

(before pressing the ptt button, verify that the channel is clear)

ihe antentta *ill ttten be tuned and the system is now ready for

immediate use.

SUPPLEMENT 38

8of9 1 June 1987

OPERATIONAL NOTES: I

HF SSB COMMUNICATIONS: I

1. Most all aircraft HF SSB communications are conducted in USB mode l

Some ground stations continue to use the AM mode, but these stations-l

are being phased out in favor of the more efficient SSB mode ofl

operation.

SIMPLEX OPERATION: I

1. In sirnplex operation, the emission mode you select (USB or AM) wilil

always control both receive and transmit frequencies. Also the receivel

frequency is displayed until ihe mic is keyed, at which time the transmitl

frequency is displayed. I

SELECTING FREQUENCIES:

1. The higher frequencies are best during daylight (10'000.0 to 29,999.9

kHz) and the lower frequencies work best at night (2000.0 to 10'000.0

kHz).

SECTION 9

SUPPLENIENTS

SUPPLEMENT 38

9ofg

MODEL 406

RETUNING THE ANTEN-NA COUPLER:

1. It is necessary to retune the antenna coupler whenever the MODE

selector knob is changed from one mode to anoiher' Pressing the MIC

button momentarily initiates antenna tuning.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this avionic equipment

is installed. However, the installation o[ an externally-mounted antenna ol several

related external antennas will result in a minor reduction in cruise performance.

1 June 1987

MODEL 406

Abbreviations, Symbols

and Terminology ...... 1-11

Accelerate Go Distance

Cha rr. 5-44

I -"__-

|ADF. Kins ......9-2

After Landing 1-12,4 35

AileronSystem .......... 7-6

Air Conditioning Systems . . . 9-1

Airframe . . . . . . . . 7-5

Airplane Inspection Periods 8-5

Cessna Continuous Inspection

Program ........... 8-5

Cessna Customer Care

Program ........... 8-6

Propjet CESCOM System 8-6

Engine Condition Trend

Monitoring ......... 8,6

ServicingRequirements .. 8-8

AirplaneFile .......... 8-9

Airplane Performance

Terminology ......... 1-16

Airplane Weighing Form ...6-9

Airspeed Calibration Chart . 5-1?

Airspeed for Emergency

Operations . . 3-5,3-27

Airspeed Indicator Markings . 2-6

AirspeedLimitations ...... 2-4

AirspeedTerminology .... 1-11

Airstart. .....3-8,3-35

Alcohol Windshield

DeiceSystem .......... 9-1

Altimeter Correction Chart . 5-18

Altimeter, Encoding . . . 3-24,3-62

Altitude Encoding/

Alerting/Preselect ...... 9-1

Altitude Limit ...2-16

Annunciator Panel ....... ?15

lArea Navigation System . 9-1,9-2

Audio Control Panel 7-80

lAudio Control Panel. King . . 9-2

ALPHABETICAL INDEX

Automatic

DirectionFinder . ..... 7-90

Avionics Bus Failure . . 3-23,3-61

Avionics Systems . . . . . 4-40,7-79

Audio Control Panel,

1000... ...7-80

Automatic Direction Finder,

400.... ... 7-90

Avionics Interference ... 7-80

Avionics Master Switches ?-80

Glideslope, 400 . . . . . . . . ?-88

Locator Beacon ....... 7-85

Marker Beacon,400 .... ?-85

Nav/Com, 400 . .

. . . 7-92

Baggage, Cabin and

Entry Dimensions ..... - 1-9

BaggageCompartments ... 7-28

Battery . ....... ?-58

Balked Landing . ... .. 4-11,4-34

Beacon, Locator . . , . . . . . . ?-85

Before Engine Starting . . 4-7,4-17

Before Landing ...... 4-11,4-32

Before Takeoff . 4-9,4-25

Before Taxiing . 4-9,4-23

Bleed Air System . . . . . . . . ?-66

Brake System .-.7-57

Bus Failure, Avionics . . 3-23,3-61

Cabin Air System ....... 7-68

Cabin, Baggage and

EntryDimensions ...... 1-9

Cabin Door Not

Secured . .. 3-23,3-61

Cabin Features 7-99 (7-100 blank)

Cabin Fire Fxtinguisher

7-99 (7- 100 blank)

Center-of-Gravity Limits .. 2-13

Index-1

1 June 1987

ALPHABETICAL INDEX

Center'of-Gravity Limits

Enveiope Graph ... ...6-16

Cleaning and Care ....... 8-28

ExteriorCleaning...... 8-28

InteriorCare ......... 8-31

climb .. ....4-10,4-28

Climb Gradienl at

V2 - One Engine

Inoperative GraPh '. . 5-42

ColdWeather OPeration .' . 4-38

Comm, King .. ..9-2

Conservation, Fuel '...... 4-50

Control Locks ".7-34

Crew Door Not

Secured . 3-23, 3-61

Crew Limits, Flight .. ... 2-73

Cruise .. .... 4-10,4-30

Deice Boot SYstem........ 9-1

Descent. ....4-11,4-31

Descent, Emergency ... 3-12,3-41

Digital Clock, Davtron ..... 9-1

Dimensions, Cabin,

Baggage and IJntrY . ...' 1-9

Distance Measuring

Equipment .... 9-1

Diiching '.. 3-16,3-49

DME, King .. . .9'2

Door Not Secured,

Cabin .. .. 3-23'3-61

Doors, Windows and Exits ?-31

Cabin Door ...7-31

Emergency Exit Window 7-33

Windows ...7-33

Electrical

System ...... 3-18'352'757

AC Power . ..7-62

Battery . ..... 7-58

lndex-2

MODEL 406

Battery and Generator

Switches ...7-58

Circuit Breakers, Switch

Breakers and Fuses . 7-59

External Power

Receptacle ...... . 7-62

Generator Control Units . ?-59

Spare Fuses ...7-59

Voltmeter and

Ammeters ......... 7-59

Electrical Elevator

Trim..... ?-99 (7-100 blank)

Electrical Windshield

Anti-ice. ......9-1

Elevator System ......... ?-8

ELT, Postflight ... ..4'12'4'36

Emergency Descent ... 3-12,3-41

Emergency Exit ...... 3-23,3-61

Emergency

Information . 3-65 (3-66 blank)

Emergency Procedures

AbbreivatedChecklist ... 3-6

Amplified Checklist .. 3-27

Encoding

Altimeter ...... 3-24,3-62,9-1

Endurance Profile GraPh 5-100

Engine Bleed Air SYstem . . 7-66

Engine Clearing Procedures 4-22

Engine Controls

TerminologY ......... 1-15

Engine Failure . 3-6'3-29

Engines. .. .7-4"/-34

Air Induction SYstem . . . 7-40

Cowl FlaPs '. 7-42

Clearinpl Procedures .... 4-22

Engine Accessories . . . . 7-42

Engine Break-in

Procedures . "' 7-39

EngineControls .. .... 7-35

Hngine Controls

TerminologY ..... . 1-l5

I.)ngine Instruments ... ?-38

EngineOilSYstem . .. . 1-39

1 June 1987

MODEL 406

Engine Shock Mounts . . 7-46

ExhaustSystem ....... 7-40

Fire Detection and

Extingishing System .. 7-46

IgnitionProcedures .... 4'22

Ignition System ....... 7-39

StartirigSystem ....... 7-42

Engine, Before Starting . 4-7,4-17

Engine Securing

Procedure . . 3-8,3-35

Engine,Starting ...... 4-8,4-19

Entrv. Cabin

A. -: -

- - and Baggage Dimensions l-9

Environmental

System . .. 3-21,3-57,4-12,4-36

Equipment List 6-19 (6-20 blank)

Exits, Doors and Windows 7-31

Fire and Smoke ...... 3-10,3-38

Fire Detections and

Extinguishing System ... 4-37

Fire, Engine . 3- 10,3-38

Flap System ....7-27

Flaps, Retracted

Landing. ..3-75,3-47

FlightControls .......... 7 5

AileronSystem ........ 7-6

AileronTrim System .... 7-7

ElevatorSystem ........ 7-8

^ Elevator Trim System . . . 7-9

Rudder System ....... ?-10

Rudder Trim System ... 7-11

Flight Control System .....9-1

Flight Crew Limits ......2-13

Flight In Icing Conditions . . 9-1

Flightlnstruments ....... 7-19

Flight Load Factor Limits 2-13

Flight Planning Terminology 1-16

Fuel ... ........1-5

FuelConservation ....... 4-50

l'uelLimitations ........ 2-16

1 June 1987

ALPHAAETICAL INDEX

Fuel System 3- 17,3-49

BoostPumps ......... 7-49

Crossfeed System ...... ?-53

DrainValves ......... 7-49

Engine Fuel System . ... 7-54

Firewall Shutoff Valve

Switches ...7-54

Fuel Flow Gages ......7-54

Fuel Indicating System . . 7-49

Fuel Level Low Warning

Lights .. ...7-54

FuelQuantityGage .... 7-54

Fuel Tanks ...7-48

VentSystem ......... 7-53

Fuses, Spare ... ?-59

Glide... .... 3-12,3-42

Glideslope ......7-88

Go-Around, Engine

Inoperative 3- 16,3-48

GroundControl ......... 7-20

GroundHandling ........ 8-11

Jacking and Leveling ... 8-13

Parking. .....8-12

Tie-Down ....8-12

'l'owing . ..... 8-11

Heating, Ventilating and

Defrosting Systems

4-73 (4-14 blank), 4-37,7-68

Air Duct Overheat Switch 7-69

Cabin Air Controls . . . . . 7-69

Cabin Air System ..... ?-68

Cabin Heat Controls ...7-68

Heating and Defrosting 7-68

VentilatingSystem . .... 7-69

HF ('ommunication. Collins 9-21

HF Transceiver. King .....9-2I

Holding Time Graph .... 5-107

Index-3

ALPHABETICAL INDEX

Horizontal Situatir,rn Indicator 9-1

Hydraulic System 3'20,3-54,7-55

Icing Conditions, Flight in . . 9-1

Icing Equipment .......' 7-79

Ice Protections System . 3-22,3-59

Inspection Periods . .....8-5

Instrument Markings . . 2-10,2-LI

InstrumentPanel .. ...... 7'14

Instruments TerminologY .. 1-15

Integlated Flight

ControlSystem ........ 9-1

ISA Conversion and OPerating

Temperature l,imits

Graph .. ..... 5-21

Landing,After'.. . .. 4-12'4-35

Landing, Balked . .. ' 4-71,4-34

Landing, Before .. ....4-11,4-32

Landing Distance . . .... 5-104

Landing Emergencies . 3- 12,3-43

Landing Gear SYstem. ... 7-23

Landing Gear EmergencY

Extension SYStem .. 7-26

Landing Gear Position

Lights .. . 7-25

Landing Gear Shock

Struts .. ...7-26

Landing Gear Warning

Horn . ' 7-25

Lighting System ...... . 7-62

External Lighting . .' 7'62

Internal Lighting .... .7-64

Lights, R€cognition .'... .9-1

Lights, Recognition Oscillating

BeaconGround .... ''.. 9-1

Limitations ......2-4

Airspeed . . ..2-4

Altitude . .... 2- 16

lndex-4

MODEL 406

Center-of-Cravity .... .. 2-13

Crew... ..... 2-13

Fuel ... .....2-16

Load Factor ...2-13

Maneuver ....2-13

OperationalEquipment 2-13

Outside Air Temperature 2-16

Passenger Seating ..... 2-77

Placards . ....2-18

Powerplant ....2-6

Weight . .. ..2-11

Load Factor Limits ...... 2-13

Loadings, Specific ....... 1-11

Locator . ....... 7-85

Locator Tlansmitter

Procedures ' 3-24,3-62

Loss of

Communication .... 3-25,3-63

Maneuvering Flight ... .. 4-38

Maneuver Limits ........ 2-13

Marker Beacon ..... ...7-85

Marker Beacon, King . . ... 9-21

Maximum Certificated

Weights . . ...1-6

Maximum Cruise Power

Chart .... 5-50,5-58,5-66,5-74

Maximum Cruise Power Fuel

Required Graph ....... 5-98

Maximun Maneuvering

Speeds.. ... .2-13

Maximum Operating

Altitude Limit ..... . 2-16

Maximum Passenger

Seating Limits .. .. 2-1'7

Maximum Rairge 0ruise

Performance Chart . 5-82'5-90

Maximum Takeoff Weight

To Achieve Takeoff

Climb Requirements . ..526

1 June 1987

MUUEL 4Ub

Maximum Takeoff Weight

as Permitted by

Field Length Required . . 5-28

Maximum Takeoff Weight

as determined by the

Demonstrated Brake

Energy Limits ........ 5-31

Meteorological Terminology 1-13

Minimum Engine Torque Graph

for Takeoff ...5-25

, /Com Svstem . . . . . . . . 7 -92

lNavigatlon bysten ..... 9-1,9-2

Night Flying .... 4-38

No StarterAssist ...... 3-9,3-36

NoiseAbaterrent ........ 4-47

Normal Procedures

AbbreviatedChecklist ... 4-4

Amplified Checklist .... 4-15

Nosewheel Steering System 7-20

oil .... ........1-6

One Engine Inoperative

Takeoff Flight Path . . . . . 5-6

Operation Equipment

Limits .. .....2-13

Oscillating Beacon Ground

-pecognition Lighte ..... . 9-1

,side Air

Temperature Limits .... 2-16

Overhead Console ...,.., 7-74

OwnerAdvisories ......... 8-7

Oxygen Systert

. . . . 3-22,3-58,4-72,4-36,7 -7r

ALPHABETICAL INDEX

Passenger Seating Limits . . 2-17

Performance Terminology .1- 16

Pitot/Static Pressure System 7-73

Placards . .....2-18

Pneumatic System ....... 7-73

Postflight ELT .. ..... 4-72,4-36

Powerplant Instrument

Markings .....2-70

PowerplantLimitations .... 2-6

Power Terminology ...... 1-14

Preflightlnspections ... 4-4,4-75

Pressure Conversion - Inches

of Mercury to Millibars

Graph .. ... 5-22

Preventive Maintenance that

may be accomplished by a

Certified Pilot ...... 8-10

Procedures for Practice

Demonstration of VMqa . . 4-49

Prolonged Out-of-Service

Care... ..... 8-35

Propellers ....7-4,7-46

Propeller

Synchrophaser ..... 3-17,3-49

Publications .....8-3

Radar,Weather .......... 9-1

Radio Altimeter . . . . . . . 9-1,9-2I

Radio Magnetic Indicator 9-1,9-21

Range Profile Graph ..... 5-99

Rate-of-Climb - All Engines

Operating .5-43,5-U

Rate-of-Climb - One Engine

Inoperative Graph ..... 5-45

Rate-of-Climb - Balked Landing

ClimbGraph ......... 5-46

Rccognition Lights ........ 9-1

Rudder Systen ......... 7-10

lndex-s

1 June 1987

ALPHABETICAL INDEX

Sample Flight ....5-7

Sanple Weighi end Balance

Form... .....6-17

Seating Limits, Passenger . . 2-17

Seats, Seat Belts and

ShoulderHarnesses .... 7-30

Passenger Provisions ... 7-30

Pilot and Copilot

Provisions ......... ?-30

Service Information Subscription

Program . ..... 8-5

Service Ceiling - One Engine

Inoperative Graph .,... 5-47

Service Requirements ..... . 8-8

Servicing .......8-13

Alcohol Windshield

DeiceReservoir ..... 8-22

Cabin Fire Extinguisher . 8-14

Flush Toilet Reservoir . . 8-22

Fuel ... .....8-14

FuelAdditive ......... 8-15

Fuel Contarnination .... 8-18

Fuse and Fuse Limiter

Rcplacement ....... 8-21

Landing Gear Hydraulic

Reservoir --.8-22

Light Bulb Replacement . 8-23

oil .... .....8-19

Oxygen . ..... 8-21

Tires... .....8-22

Shutdown ... 4-12,4-35

Snoke and Fire ... .. . 3-10,3-38

Spare Fuses ..... 7-59

Specific Loadings ........ 1-11

Spins .. ....3-26,3-64

StaU... .......4-37

Stall SpeedsChart .. ..... 5-23

Stall Warning System .... 7-75

Standard Airplane Weights . . 1-8

Starting,Engine ...... 4-8'4-79

Starting, Before Engine . 4-7,4-17

I Index-6

IVIIJUEL {UO

Steering System, Nosewheel 7-20

Symbols, Abbreviations

and Terminology ...... 1-11

Systems Emergencies

Avionics Bus

Failure .

Cabin Door

Crew Door

Electrical

Electric Elevator Trim

Runway .

Emergency

3-23,3-61

3-18,3-52

3-25,3-64

Exits... .. 3-23,3-61

Encoding Altimet€r . 3-24,3-62

Environmental ..... 3-21,3-57

Fuel ... . . 3-77,3-49

Hydraulic 3-20 ,3-54

Ice Protection ..... 3-22'3-59

Locator Beacon Rescue

Procedures ... ... 3-24,3-62

Nose Baggage Door Open

onTakeoff ......... 3-62

Oxygen . .. 3-22,3-58

Propeller

Synchrophaser . .. 3-17.3-49

Total Loss of

Communications . 3-25,3-63

Transponder

Procedures

3-24,3-62

Takeoff . .... 4-70,4-27

Takeoff Distance Chart ... 5-32

Takeoff,Before ....... 4-9,4-25

Taxiing. .....4-9,4-24

Taxiing,Before ....... 4-9,4-23

Teurperature Conversion fiom

Fahrenheit to Celsius

. Graph . .. '. 5-2O

1 June | 987

Airspeed

Engine .

Meteorological

Performance

Power ..

Weight and Balance ....

Three-ViewDrawing .....

Time, Fuel and Distance

5-(n Climb GraPh -

MaximudClimb....

Time, Fuel and Distance

to Climb Graph -

Cmise Climb

Time, Fuel and Distance to

DescendGraph ...... 5-102

Transceiver, HF....... 9-1,9-2

Transponder . . 9-t,9-2

Transponder

Procedures . 3-24,3-62

Trim Runaway,

Electric Elevator ... 3-25,3-63

Trim Systems

Aileron . ......7-7

Elevator . .....7-9

Rudder . ..... 7-11

Turbulent Conditions .. 3-12,3-41

f!\eatherRadar ....... 9-1.9-2

-Weighing Procedures ...... 6-3

Weight and Balance ...... - 6-7

Weight and Balance

Record . ...6-7,6-18

Weight Limits ...2-77

Weight and Moment Tables 6-10

Weights, Maximum

Certificated .... r-6

1 June 1987

lvlvt /EL .f u9

Temperature Rise Due to

IlecoveryGraph.....

Terminology, Symbols

and Abbreviations ...

ALPHABL IIL.:AL INUEX

Weights, Standard Airplane 1-8

Wind Component Graph . . 5-24

Windows, Doors and Exits 7-31

Wing Fire ...3-10,3-38

Wing Flaps System 7 -21

Index-7 (lndex-8 blank)

SFAR 41

Ram

. o-lv

1- 11

t-11

1- 15

1- 13

1- 16

t-t4

t-77

5-48

5-49

Cessna_Caravan_II F406 POH 1986 Cessna Caravan II

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