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AIRCRAFT OPERATING MANUAL
DASH - 7
CONTROL PAGE
TITLE PAGE REVISION DATE
CONTROL PAGE CP-1 6
LIST OF EFFECTIVE PAGE 1 of 5 6 February 21, 2012
Revision to this Aircraft Operating Manual (AOM) for Dash 7 of Pelita Air Service has
been reviewed and meets all applicable requirements set forth in the Civil Aviation
Safety Regulation (CASR) and found to be in conformance with FAA Approved Master
Airplane Flight Manual Revision September 20, 2000.
Jakarta,
On behalf of the Deputy Director of Aircraft Operations
CAPT. WIN WARSONO

Principle Operation Inspector
PT. Pelita Air Service
Revision : 6 Date : February 2012 Page : CP-1

AIRCRAFT OPERATING MANUAL LIST OF HOLDER
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LIST OF HOLDER
COM OTM FDM FAM AOM MEL SMS SOP

MANUAL
NO.
CONTROL COPY NO.
HOLDER LIST
1 MASTER 0 0 0 0 0 0 0 0
2 PRESIDENT DIRECTOR 1 - - - - - 1 -
3 OPERATION DIRECTOR 2 - - - - - 2 -
4 DEPUTY OPERATION 3 1 1 1 1 1 3 1
5 Q&SHES GM 4 2 2 2 2 2 4 2
6 FW OPERATION GM 5 3 - - 5 3
3 3
7 RW OPERATION GM 6 4 - - 6 4
8 DEPUTY OF MAINTENANCE 7 - - - - - 7 -
9 CHIEF PILOT 8 5 - - 4 4 8 5
10 CHIEF FA 9 6 - 3 - - 9
11 OPERATION CONTROL CENTER 10 7 3 4 5 5 10 6
12 TECHNICAL PUBLICATION 11 - - - - 6 - -
13 PELITA TRAINING CENTER 12 8 - - 6 7 11 -
14 INSTRUCTOR - 9 4 5 - - - -
15 PILOT (WITH CD) 13 - - - - - - -
16 FA (WITH CD) 14 - - 6 - - - -
17 FOO (WITH CD) 15 - 5 - - - - -
18 STATION 16 10 6 7 7 8 12 7
19 BASE 17 11 7 - - 9 13 8
20 AIRCRAFT 18 - - - 8 10 - -
NOTE
1.) Distribution of manuals related to the list of holder can be seen in the Manual & Document
Department.
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AIRCRAFT OPERATING MANUAL LIST OF HOLDER
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INTENTIONALLY LEFT BLANK PAGE
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LIST OF CONTENT
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LIST OF CONTENT
SECTION CONTROL PAGES
SECTION LIST OF CONTENTS
SECTION LIST OF EFFECTIVE PAGES
SECTION LIST OF REVISION
SECTION FORE WORD
SECTION CASR
SECTION 0 INTRODUCTION
0.1 GENERAL
0.2 CONTENT
0.3 ORGANIZATION
0.4 LIST OF EFFECTIVE PAGES
0.5 REVISION
0.6 CONVENTION USED IN THE AOM
SECTION 1 LIMITATION
1.1 GENERAL OPERATING LIMITATION
1.2 WEIGHT AND LOADING
1.3 PERFORMANCE
1.4 SPEED
1.5 POWER PLANT LIMITATION
SECTION 2 EMERGENCY ABNORMAL

2.1 NON NORMAL OPERATION
2.2 GROUND FAILURES
2.3 FLIGHT FAILURES
2.4 ENGINE FAILURE / FIRE – AT OR AFTER V1
2.5 ENGINE FAILURE / FIRE IN - FLIGHT
2.6 PROPELLER OVERSPEED
2.7 MISSED APPROACH
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LIST OF CONTENT
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2.8 ELEVATOR CONTROL JAMMED

2.9 ROLL CONTROL JAM
2.10 FLAPLESS LANDING
2.11 SMOKE
2.12 THREE ENGINE OPERATION
2.13 ONE ENGINE INOPERATIVE CLIMB
2.14 ONE ENGINE INOPERATIVE APPROACH
2.15 STALL RECOVERY PROCEDURE
SECTION 3 NORMAL PROCEDURES

3.1 PREFLIGHT
3.2 BEFORE START
3.3 ENGINE START
3.4 AFTER START
3.5 TAXI
3.6 TAKE - OFF
3.7 CLIMB AND CRUISE
3.8 DESCENT
3.9 APPROACH
3.10 LANDING
3.11 CIRCLING
3.12 MISSED APPROACH
3.13 AFTER LANDING
3.14 SHUTDOWN
SECTION 4 CHECKLIST
SECTION 5 PERFORMANCES
5.1 STALLING SPEED
5.2 MAX. CONTINOUS POWER
5.3 THREE ENGINE DRIFT DOWN ALTITUDE
5.4 TWO ENGINE DRIFT DOWN ALTITUDE
5.5 CROSS WIND TABLE
5.6 LANDING DISTANCE TABLE
5.7 CLIMB
5.8 INTERMEDIATE CRUISE
5.9 LONG RANGE CRUISE
5.10 DESCENT

LIST OF CONTENT
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SECTION 6 FLIGHT PLANNING

6.1 INTRODUCTION
6.2 ENROUTE PERFORMANCE DATA
6.3 RESULT
6.4 EXAMPLES
6.5 MINIMUN BLOCK TIME
SECTION 7 WEIGHTS AND BALANCE

7.1 WEIGHTS AND BALANCE LIMITATION
7.2 WEIGHTS DEFINITION
7.3 AIRPLANE ACTUAL WEIGHTS AND BALANCE
7.4 PREPARATION FOR FLIGHT
7.5 USE OF FUSELAGE TAIL STEADY STRUT
7.6 WEIGHING INSTRUCTIONS
SECTION 8 SYSTEM DESCRIPTIONS

8.1 AIRCRAFT GENERAL
8.2 ELECTRICAL POWER SYSTEM
8.3 LIGHTING
8.4 MASTER WARNING SYSTEM
8.5 FUEL SYSTEM
8.6 POWER PLANT
8.7 FIRE PROTECTION
8.8 PNEUMATICS
8.9 ICE & RAIN PROTECTION
8.10 AIR CONDITION
8.11 PRESSURIZATION
8.12 HYDRAULIC POWER SYSTEM
8.13 LANDIG GEAR & BRAKES
8.14 FLIGHT CONTROL
8.15 AVIONICS
8.16 MiSCELLANEOUS SYSTEM
SECTION 9 SUPPLEMENT
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LIST OF CONTENT
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AIRCRAFT OPERATING MANUAL LIST EFFECTIVE PAGES
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This manual consists of following pages:
Section Page Date Rev Section Page Date Rev

2 8 July 1, 1999 0
Control Pages 1 Feb 22, 2012 6
9 July 1, 1999 0
List of Holder 1 Mar 1, 2011 4 10 July 1, 1999 0
2 Mar 1, 2011 4 11 July 1, 1999 0
List of Content 1 June 23, 2007 1 12 July 1, 1999 0
2 June 23, 2007 1 13 July 1, 1999 0
3 June 23, 2007 1 14 July 1, 1999 0
4 Mar 1, 2011 2 15 July 1, 1999 0
List Effective Pages 1 Feb 21, 2012 6 3 1 July 1, 1999 0
2 June 26, 2010 6 2 July 1, 1999 0
3 June 16, 2011 6 3 July 1, 1999 0
4 July 1, 1999 6 4 July 1, 1999 0
5 Mar 1, 2011 6 5 July 1, 1999 0
Record of Revision 1 Feb 21, 2012 6 6 July 1, 1999 0
Foreword 1 July 1, 1999 0 7 July 1, 1999 0
2 July 1, 1999 0 8 July 1, 1999 0
3 July 1, 1999 0 9 July 1, 1999 0
CASR 1 July 1, 1999 0 10 July 1, 1999 0
2 July 1, 1999 0 11 July 1, 1999 0
3 July 1, 1999 0 12 July 1, 1999 0
4 July 1, 1999 0 13 July 1, 1999 0
5 July 1, 1999 0 14 July 1, 1999 0
6 July 1, 1999 0 15 July 1, 1999 0
7 July 1, 1999 0 16 July 1, 1999 0
0 1 July 1, 1999 0 17 July 1, 1999 0
2 July 1, 1999 0 18 July 1, 1999 0
1 1 July 1, 1999 0 4.1 1 Aug 19, 2011 3
2 July 1, 1999 0 2 Aug 19, 2011 3
3 July 1, 1999 0 3 Aug 19, 2011 3
4 June 23, 2007 1 4 Aug 19, 2011 3
5 July 1, 1999 0 5 Aug 19, 2011 3
6 July 1, 1999 0 6 Aug 19, 2011 3
7 July 1, 1999 0 7 Aug 19, 2011 3
8 July 1, 1999 0 8 Aug 19, 2011 3
9 July 1, 1999 0 4.2 1 July 1, 1999 0
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7 July 1, 1999 0 9 July 1, 1999 0
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4.2 10 July 1, 1999 0 4.3 24 Jun 26, 2010 3
11 July 1, 1999 0 25 Jun 26, 2010 3
12 July 1, 1999 0 26 Jun 26, 2010 3
13 July 1, 1999 0 27 Jun 26, 2010 3
14 July 1, 1999 0 28 Jun 26, 2010 3
15 July 1, 1999 0 29 Jun 26, 2010 3
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27 July 1, 1999 0 41 Jun 26, 2010 3
28 July 1, 1999 0 42 Jun 26, 2010 3
29 July 1, 1999 0 43 Jun 26, 2010 3
30 July 1, 1999 0 44 Jun 26, 2010 3
31 July 1, 1999 0 45 Jun 26, 2010 3
4.3 1 Jun 26, 2010 3 46 Jun 26, 2010 3
2 Jun 26, 2010 3 47 Jun 26, 2010 3
3 Jun 26, 2010 3 48 Jun 26, 2010 3
4 Jun 26, 2010 3 49 Jun 26, 2010 3
5 Jun 26, 2010 3 50 Jun 26, 2010 3
6 Jun 26, 2010 3 51 Jun 26, 2010 3
7 Jun 26, 2010 3 52 Jun 26, 2010 3
8 Jun 26, 2010 3 53 Jun 26, 2010 3
9 Jun 26, 2010 3 54 Jun 26, 2010 3
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17 Jun 26, 2010 3 62 Jun 26, 2010 3
18 Jun 26, 2010 3 63 Jun 26, 2010 3
19 Jun 26, 2010 3 64 Jun 26, 2010 3
20 Jun 26, 2010 3 5 1 July 1, 1999 0
21 Jun 26, 2010 3 2 July 1, 1999 0
22 Jun 26, 2010 3 3 July 1, 1999 0
23 Jun 26, 2010 3 4 July 1, 1999 0

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5 5 July 1, 1999 0 8.1 18 Jun 16, 2011 1
6 July 1, 1999 0 19 Jun 16, 2011 1
7 July 1, 1999 0 20 Jun 16, 2011 1
6 1 July 1, 1999 0 21 Jun 16, 2011 1
2 July 1, 1999 0 22 Jun 16, 2011 1
3 July 1, 1999 0 8.2 1 July 1, 1999 0
4 July 1, 1999 0 2 July 1, 1999 0
5 July 1, 1999 0 3 July 1, 1999 0
6 July 1, 1999 0 4 July 1, 1999 0
7 July 1, 1999 0 5 July 1, 1999 0
8 July 1, 1999 0 6 July 1, 1999 0
7 1 July 1, 1999 0 7 July 1, 1999 0
2 July 1, 1999 0 8 July 1, 1999 0
3 July 1, 1999 0 9 July 1, 1999 0
4 July 1, 1999 0 10 July 1, 1999 0
5 July 1, 1999 0 11 July 1, 1999 0
6 July 1, 1999 0 8.3 1 July 1, 1999 0
7 July 1, 1999 0 2 July 1, 1999 0
8 July 1, 1999 0 3 July 1, 1999 0
9 July 1, 1999 0 4 July 1, 1999 0
10 July 1, 1999 0 5 July 1, 1999 0
11 July 1, 1999 0 6 July 1, 1999 0
12 July 1, 1999 0 1 July 1, 1999 0
13 July 1, 1999 0 2 July 1, 1999 0
14 July 1, 1999 0 3 July 1, 1999 0
15 July 1, 1999 0 8.4 1 July 1, 1999 0
16 July 1, 1999 0 2 July 1, 1999 0
17 July 1, 1999 0 3 July 1, 1999 0
8.1 1 Jun 16, 2011 1 4 July 1, 1999 0
2 Jun 16, 2011 1 5 July 1, 1999 0
3 Jun 16, 2011 1 8.5 1 July 1, 1999 0
4 Jun 16, 2011 1 2 July 1, 1999 0
5 Jun 16, 2011 1 3 July 1, 1999 0
6 Jun 16, 2011 1 4 July 1, 1999 0
7 Jun 16, 2011 1 5 July 1, 1999 0
8 Jun 16, 2011 1 8.6 1 July 1, 1999 0
9 Jun 16, 2011 1 2 July 1, 1999 0
10 Jun 16, 2011 1 3 July 1, 1999 0
11 Jun 16, 2011 1 4 July 1, 1999 0
12 Jun 16, 2011 1 5 July 1, 1999 0
13 Jun 16, 2011 1 6 July 1, 1999 0
14 Jun 16, 2011 1 7 July 1, 1999 0
15 Jun 16, 2011 1 8 July 1, 1999 0
16 Jun 16, 2011 1 9 July 1, 1999 0
17 Jun 16, 2011 1 10 July 1, 1999 0

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8.6 11 July 1, 1999 0 8.12 5 July 1, 1999 0
12 July 1, 1999 0 6 July 1, 1999 0
13 July 1, 1999 0 7 July 1, 1999 0
14 July 1, 1999 0 8.13 1 July 1, 1999 0
15 July 1, 1999 0 2 July 1, 1999 0
16 July 1, 1999 0 3 July 1, 1999 0
17 July 1, 1999 0 4 July 1, 1999 0
18 July 1, 1999 0 5 July 1, 1999 0
19 July 1, 1999 0 6 July 1, 1999 0
20 July 1, 1999 0 7 July 1, 1999 0
21 July 1, 1999 0 8 July 1, 1999 0
22 July 1, 1999 0 9 July 1, 1999 0
23 July 1, 1999 0 10 July 1, 1999 0
8.7 1 July 1, 1999 0 11 July 1, 1999 0
2 July 1, 1999 0 12 July 1, 1999 0
3 July 1, 1999 0 13 July 1, 1999 0
4 July 1, 1999 0 14 July 1, 1999 0
5 July 1, 1999 0 15 July 1, 1999 0
6 July 1, 1999 0 8.14 1 July 1, 1999 0
7 July 1, 1999 0 2 July 1, 1999 0
8.8 1 July 1, 1999 0 3 July 1, 1999 0
2 July 1, 1999 0 4 July 1, 1999 0
3 July 1, 1999 0 5 July 1, 1999 0
4 July 1, 1999 0 8.14 6 July 1, 1999 0
8.9 1 July 1, 1999 0 7 July 1, 1999 0
2 July 1, 1999 0 8 July 1, 1999 0
3 July 1, 1999 0 9 July 1, 1999 0
4 July 1, 1999 0 10 July 1, 1999 0
5 July 1, 1999 0 11 July 1, 1999 0
6 July 1, 1999 0 12 July 1, 1999 0
7 July 1, 1999 0 8.15 1 July 1, 1999 0
8.10 1 July 1, 1999 0 2 July 1, 1999 0
2 July 1, 1999 0 3 July 1, 1999 0
3 July 1, 1999 0 4 July 1, 1999 0
4 July 1, 1999 0 5 July 1, 1999 0
5 July 1, 1999 0 6 July 1, 1999 0
6 July 1, 1999 0 7 July 1, 1999 0
8.11 1 July 1, 1999 0 8 July 1, 1999 0
2 July 1, 1999 0 9 July 1, 1999 0
3 July 1, 1999 0 10 July 1, 1999 0
8.12 1 July 1, 1999 0 11 July 1, 1999 0
2 July 1, 1999 0 12 July 1, 1999 0
3 July 1, 1999 0 13 July 1, 1999 0
4 July 1, 1999 0 14 July 1, 1999 0
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8.15 15 July 1, 1999 0
16 July 1, 1999 0
17 July 1, 1999 0
18 July 1, 1999 0
19 July 1, 1999 0
20 July 1, 1999 0
21 July 1, 1999 0
22 July 1, 1999 0
23 July 1, 1999 0
24 July 1, 1999 0
25 July 1, 1999 0
26 July 1, 1999 0
27 July 1, 1999 0
28 July 1, 1999 0
29 July 1, 1999 0
30 July 1, 1999 0
31 July 1, 1999 0
8.16 1 July 1, 1999 0
2 July 1, 1999 0
9 1 Mar 1, 2011 0
2 Mar 1, 2011 0
3 Mar 1, 2011 0
4 Mar 1, 2011 0
5 Mar 1, 2011 0
6 Mar 1, 2011 0
7 Mar 1, 2011 0
8 Mar 1, 2011 0
9 Mar 1, 2011 0
10 Mar 1, 2011 0
11 Mar 1, 2011 0
12 Mar 1, 2011 0
13 Mar 1, 2011 0
14 Mar 1, 2011 0
15 Mar 1, 2011 0
16 Mar 1, 2011 0
17 Mar 1, 2011 0
18 Mar 1, 2011 0
19 Mar 1, 2011 0
20 Mar 1, 2011 0

Date : Feb 2012
RECORD OF REVISION
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RECORD OF REVISIONS
REV SECTION PAGE REVISION REV SECTION PAGE REVISION

NO. DATE NO. DATE
1 LEP 1 June, 23 2007
1 1 4 June, 23 2007
2 LEP 1 April, 08 2010

2 LEP 2 April, 08 2010
2 4.3 1 - 64 April, 08 2010
3 LEP 2 June 23, 2010

3 4.3 1.64 June 23, 2010
4 LEP 1-5 Mar, 01 2011

4 LOH 1-2 Mar, 01 2011
2 LOC 3 Mar, 01 2011
0 9 1 - 20 Mar, 01 2011
5 LEP 1-5 June, 20 2011

1 8.1 1 - 20 June, 20 2011
6 LEP 1-5 Feb 21, 2012

3 4.1 1-8 Aug, 19 2011
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Date : Feb 2012 PELITA AIR SERVICE P a g e : 1 of 1
AIRCRAFT OPERATING MANUAL FOREWORD
DHC - 7
FORE WORD
The DH - 7 Aircraft Operating Manual has been prepared in order to provide crewmember
as well as the operation staff with a manual containing all information regarding operation
and performance.
To keep the manual current ; Replacement pages will be issued when necessary.
The contents of this manual is subject to revision service.
This manual is used for Pelita DH – 7 Pilots Operating handling.
It is compiled and distributed by the FLIGHT OPERATION DEPARTMENT of PT. Pelita

Air Service , Jakarta.
The contents of the DH – 7 Aircraft Operating Manual must at all times comply with CASR
121.
The manual is issued to attendants of Pelita DH – 7 Pilot Ground Course.
The information in this manual basically covers the DE HAVILLAND DH – 7 FLIGHT

SIMULATOR configuration.
The DH – 7 Aircraft Operating Manual is devided in the following chapters :
0. INTRODUCTION
1. LIMITATION
2. EMERGENCY & ABNORMAL PROCEDURES
3. NORMAL PROCEDURE
4. CHECKLIST
1. EXPANDED
2. NORMAL
3. EMERGENCY
5. PERFORMANCE
6. FLIGHT PLANNING
7. WEIGHT AND BALANCE
8. SYSTEM DESCRIPTION
9. MINIMUM EQUIPMENT LIST
Revision :0 AOM : FW
Date : July 1999
DHC - 7
EACH CHAPTER IS DEVIDED IN A NUMBER OF SECTIONS.
THE SECTIONS CARRY IDENTIFICATION NUMBERS.
MANUAL
NAME
AIRCRAFT OPERATING MANUAL 1. INTRODUCTION
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AIRCRAFT TYPE CHAPTER CHAPTER

NUMBER
REVISION
NUMBER
COMPANY
Revision :1 AOM :F
Date : Jun 2007
PAGE
ISSUE NUMBER
DATE
USE OF ITS CONTENTS BY OR FOR THIRD PARTIES WITHOUT WRITTEN

PERMISSION FROM PELITA AIR IS PROHIBITED.
Date : July 1999
DHC - 7
CONTENTS Complying
with CASR
121
0. INTRODUCTION
1. LIMITATION 121. 135.b.8. ( IV ) & 121.135.b.9
2. EMERGENCY & ABNORMAL PROCEDURES
3. NORMAL PROCEDURES
4. CHECKLIST 121 . 315
1.0 EXPANDED
2.0 NORMAL
3.0 EMERGENCY
5. PERFORMANCE 121.135.b.(IV) & b.9
6. FLIGHT PLANNING 121.647 & 121.628
7. WEIGHT AND BALANCE 121.135.b.20.&121.665.&121.693
8. SYSTEM DESCRIPTIONS 121.133.b.
9. MINIMUM EQUIPMENT LIST 121.135.b5.& 121.628. & 628.a.
Date : July 1999
AIRCRAFT OPERATING MANUAL CASR
DHC - 7
SUB PART - G - MANUAL REQUIREMENTS
121.131 Applicability.
This subpart prescribes requirements for preparing and maintaining manuals by all air
carriers except where noted.
121.133 Preparation.
(a) Each certificate holder shall prepare and keep current a manual for the use and
guidance of flight, ground operations, and management personnel in conducting its
operations.
(b) For the purpose of this subpart, the certificate holder may prepare that part of the
manual containing maintenance information and instructions, in whole or in part, in
printed form or other form acceptable to the Director.
121.135 Contents.
(a) Each manual required by Section 121.133 must.
(1) Include instructions and information necessary to allow the personnel
concerned to perform their duties and responsibilities with a high degree of
safety;
(2) Be in a form that is easy to revise;
(3) Have the date of last revision on each page concerned; and
(4) Not be contrary to any applicable Civil Aviation Safety Regulation and, in the
case of a flag or supplemental operation, any applicable foreign regulation, or
the certificate holder’s operations specifications or air operator certificate.
(b) The manual may be in two or more separate parts, containing together all of the
following information, but each part must contain that part of the information that is
appropriate for each group of personnel:
(1) General policies.
(2) Duties and responsibilities of each crewmember, appropriate members of the
ground organization, and management personnel.
(3) Reference to appropriate Civil Aviation Safety Regulations.
(4) Flight dispatching and operational control, including procedures for coordinated
dispatch or flight control or flight following procedures, as applicable.
(5) Enroute flight, navigation, and communication procedures, including procedures
for the dispatch or release or continuance of flight if any item of equipment
required for the particular type of operation becomes inoperative or
unserviceable enroute.
(6) For domestic or flag operations, appropriate information from the en route
operations specifications, including for each approved route the types of
airplanes authorized, the type of operation such as VER, IFR, day, night, etc.,
and any other pertinent information.
Revision :0 AOM : CASR

Date : July 1999
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(7) For supplemental operations, appropriate information from the operations

specifications, including the area of operations authorized, the types of
airplanes authorized, the type of operation such as VFR, IFR, day, night, etc.,
and any other pertinent information.
(8) Appropriate information from the airport operations specifications, including for
each airport
(i) Its location (domestic and flag operations only);
(ii) The types of airplanes authorized (domestic and flag operations only);
(iii) Instrument approach procedures;
(iv) Landing and takeoff minimums; and
(v) Any other pertinent information.
(9) Takeoff, enroute, and landing weight limitations.
(10) Procedures for familiarizing passengers with the use of emergency equipment,
during flight.
(11) Emergency equipment and procedures.
(12) The method of designating succession of command of flight crewmembers.
(13) Procedures for determining the usability of landing and takeoff areas, and for
disseminating pertinent information thereon to operations personnel.
(14) Procedures for operating in periods of ice, hail, thunderstorms, turbulence,
volcanic activity, or any potentially hazardous meteorological condition.
(15) Each training program curriculum required by Section 121.403.
(16) Instructions and procedures for maintenance, preventive maintenance, and
servicing.
(17) Time limitations, or standards for determining time limitations, for overhauls,
inspections, and checks of airframes, engines, propellers, appliances and
emergency equipment.
(18) Procedures for refuelling aircraft, eliminating fuel contamination, protection from
tire (including electrostatic protection), and supervising and protecting
passengers during refuelling.
(19) Airworthiness inspections, including instructions covering procedures,
standards, responsibilities, and authority of inspection personnel.
(20) Methods and procedures for maintaining the aircraft weight and center of
gravity within approved limits.
(21) Where applicable, pilot and flight operations officer route and airport
qualification procedures.
(22) Accident notification procedures.
(23) Procedures and information to assist personnel to identify packages marked or
labelled as containing hazardous materials and, if these materials are to be
carried, stored, or handled, procedures and instructions relating to the carriage,
storage, or handling of hazardous materials, including the following:
(i) Procedures for determining the proper shipper certification, required by the
CASRs and applicable IATA instructions, for proper packaging, marking,
labelling, shipping documents, compatibility of materials, and instructions
on the loading, storage, and handling.
(ii) Notification procedures for reporting hazardous material incidents as
required by the CASRs.

Date : July 1999
DHC - 7
(iii) Instructions and procedures for the notification of the pilot in command
when there are hazardous materials aboard, as required by the CASRs.
(24) Other information or instructions relating to safety.
(c) Each certificate holder shall maintain at least one complete copy of the manual at its
principal base of operations.
121.137 Distribution and availability.

(a) Each certificate holder shall furnish copies of the manual required by Section 121.133
(and the changes and additions to that manual) or appropriate parts of the manual to
(1) Its appropriate ground operations and maintenance personnel;
(2) Crewmembers; and
(3) Representatives of the Director assigned to the certificate holder.
(b) Each person to whom a manual or appropriate parts of it are furnished under
Paragraph (a) of this section shall keep it up-to-date with the changes and additions
furnished to that person and shall have the manual or appropriate parts of it accessible
when performing assigned duties.
(c) For the purpose of complying with Paragraph (a) of this section, a certificate holder
may furnish the persons listed therein the maintenance part of the manual in microfilm
form if it also furnishes and maintains a reading device that provides a legible facsimile
image of the microfilmed maintenance information and instructions.
121.139 Requirement for manual aboard aircraft: Supplemental air carriers

(a) Except as provided in Paragraph (b) of this section, each supplemental air carrier shall
carry appropriate parts of the manual on each aircraft when away from the principal
base. The appropriate parts must be available for use by ground or flight personnel. If
a supplemental air carrier carries aboard an aircraft all or any portion of the
maintenance part of its manual in microfilm it must also carry a reading device that
provides a legible facsimile image of the microfilmed maintenance information and
instructions.
(b) If a supplemental air carrier is able to perform all scheduled maintenance at specified
stations where it keeps maintenance parts of the manual, it does not have to carry
those parts of the manual aboard the aircraft enroute to those stations;.

Date : July 1999
DHC - 7
121.141 Airplane flight manual.

(a) Each certificate holder shall keep a current approved airplane flight manual for each
type of airplane that it operates.
(b) In each airplane required to have an airplane flight manual in Paragraph (a) of this
section, the certificate holder shall carry either the manual required by Section
121.133, if it contains the information required for the applicable flight manual and this
information is clearly identified as flight manual requirements, or an approved Airplane
Manual. If the certificate holder elects to carry the manual required by Section
121.133, the certificate holder may revise the operating procedures sections and
modify the presentation of performance data from the applicable flight manual if the
revised operating procedures and modified performance date presentation are
(1) Approved by the Director; and
(2) Clearly identified as airplane flight manual requirements.
SUB PART - N
121.404 Windshear training: Compliance dates .

After December 31, 1997, no certificate holder may use a person as a flight crewmember
unless that person has completed windshear ground training and simulator training.
SUB PART - T
121.539 Operations notices

Each certificate holder shall notify its appropriate operations personnel of each change in
equipment and operating procedures, including each know change in the use of navigation
aids, airports, air traffic control procedures and regulations, local airport traffic control
rules, and known hazards to flight, including icing and other potentially hazardous
meteorological conditions and irregularities in ground and navigation facilities.
SUB PART - U
121.628 Inoperative instruments and equipment.

(a) No person may take-off an airplane with inoperative instruments or equipment
installed unless the following conditions are met :
(1) An approved Minimum Equipment List exists for that airplane.
(2) The DGAC has issued the certificate holder operations specifications authorizing
operations in accordance with an approved Minimum Equipment List. The flight
crew shall have direct access at all times prior to flight to all of the information
contained in the Director in the certificate holders operations specifications.
Constitutes an approved change to the type design without requiring.
(3) The approved Minimum Equipment List must :

Date : July 1999
DHC - 7
(i) Be prepared in accordance with the limitations specified in Paragraph (b) of

this section.
(ii) Provide for the operation of the airplane with certain instruments and
equipment in an inoperative condition.
(4) Records identifying the inoperable instruments and equipment and the information
required by Paragraph (a) (3) (ii) of this section must be available to the pilot.
(5) The airplane is operated under all applicable conditions and limitations contained
in the Minimum Equipment List and the operations specifications authorizing use
of the Minimum Equipment List.
(b) The following instruments and equipment may not be included in the Minimum
Equipment List :
(1) INSTRUMENTS AND EQUIPMENT THAT ARE EITHER SPECIFICALLY OR

OTHERWISE REQUIRED BY THE AIRWORTHINESS REQUIREMENTS UNDER
WHICH THE AIRPLANE IS TYPE CERTIFICATED AND WHICH ARE
ESSENTIAL FOR SAFE OPERATIONS UNDER ALL OPERATING CONDITIONS.
(2) INSTRUMENTS AND EQUIPMENT REQUIRED BY AN AIRWORTHINESS
DIRECTIVE TO BE IN OPERABLE CONDITION UNLESS THE
AIRWORTHINESS DIRECTIVE PROVIDES OTHERWISE.
(3) INSTRUMENTS AND EQUIPMENT REQUIRED FOR SPECIFIC OPERATIONS
BY THIS PART.
(c) Notwithstanding Paragraphs (b) (1) and (b) (3) of this section, an airplane with
inoperable instruments or equipment may be operated under a special flight permit
under sections 21.197 and 21.199 of the CASRs.
121.628a Master Minimum Equipment List

For the purpose of aiding the certificate holder in developing the Minimum Equipment List
of 121.628 the aircraft manufacturer should submit a proposed Master Minimum
Equipment to the DGAC for approval. The Minimum Equipment List will consist of a sub
set of the Master Minimum Equipment List should be substantiated (by flight tests and or
analyses) to insure an acceptable level of safety is maintained.
121.629 Operation in icing conditions.

(a) No person may dispatch or release an aircraft, continue to operate an aircraft enroute,
or land an aircraft when in the opinion of the pilot in command or operations officer
(domestic and flag air carriers only), icing conditions are expected or met that might
adversely affect the safety of the flight.
(b) No person may takeoff an aircraft when frost, ice, or snow is adhering to the wings,
control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft or
when the takeoff would not be compliance with Paragraph (c) of this section. Takeoffs
with frost under the wing in the area of the fuel tanks may be authorized by the
Director.

Date : July 1999
DHC - 7
(c) Except as provided in Paragraph (d) of this section, no person may dispatch, release,
or takeoff an aircraft any time conditions are such that frost, ice, or snow may
reasonably be expected to adhere to the aircraft, unless the certificate holder has an
approved ground deicing/anti-icing program in its operations specifications and unless
the dispatch, release, and takeoff comply with that program. The approved ground
deicing/anti-icing program must include at least the following items:
(1) A description of
(i) How the certificate holder determines that conditions are such that frost, ice,
or snow may reasonably be expected to adhere to the aircraft and that ground
deicing/anti-icing operational must be in effect;
(ii) Who is responsible for deciding that ground deicing/anti-icing operational
procedures must in effect
(iii) The procedures for implementing ground deicing/anti-icing operational
procedures;
121.647 Factors for computing fuel required.

Each person computing fuel required for the purposes of this subpart shall consider the
following :
(a) Wind and other weather conditions forecast.
(b) Anticipated traffic delays.
(c) One instrument approach and possible missed approach at destination.
(d) Any other conditions that may delay landing of the aircraft.
121.665 Load manifest.

Each certificate holder is responsible for the preparation and accuracy of a load manifest
form before each take-off. The form must be prepared and signed for each flight by
employees of the certificate holder who have the duty of supervising the loading of aircraft
and preparing the load manifest forms or by other qualified persons authorized by the
certificate holder.
SUB PART - V
121.693 Load manifest.

The load manifest must contain the following information concerning the loading of the
airplane at take-off time:
(a) The weight of the aircraft, fuel and oil, cargo and baggage, passengers and
crewmembers.
(b) The maximum allowable weight for that flight that must not exceed the least of the
following weight:

Date : July 1999
DHC - 7
(1) Maximum allowable take-off weight for the runway intended to be used
(including correction) for altitude and gradient, and wind and temperature
condition existing at the take-off time).
(2) For maximum take-off weight considering anticipated fuel and oil consumption
that allows compliance with applicable enroute performance limitations.
(3) Maximum take-off weight considering anticipated fuel and oil consumption that
allows compliance with the maximum authorized design landing weight
limitations on arrival at the destination airport.
(4) Maximum take-off weight considering anticipated fuel and oil consumption that
allows compliance with landing distance limitations on arrival at the destination
and alternate airports.
(c) The total weight computed under approved procedures.

(d) Evidence that the aircraft is loaded according to an approved schedule that ensures
that the center of gravity is within approved limits.
(e) Name of passenger, unless such information is maintained by other means by the air
carrier.

Date : July 1999
DHC - 7
1. GENERAL
The Aircraft Operating Manual (AOM) has been prepared by the Operations
Department of Pelita Air Service.
The manual reflects the principle that only need-to-know information is relevant. The
nice-to-know data has been restricted to such instances where questions might be
raised by the user.
The AOM is complementary to the Dash - 7 Aircraft Flight Manual (AFM) which is
approved by the Directorate General of Air Communications (DGAC).
DGCA In the event of
disagreement the AFM is the final authority.
In chapter 9 Minimum Equipment List (MEL) items are mentioned. In the event of
disagreement, the Master Minimum Equipment List (MMEL), which is approved by
the DGAC,
DGCA is the final authority.
2. CONTENTS
The AOM provides flight crews with necessary information concerning the aircraft
limitations, procedures, checklists, performance, flight planning, weight & balance
and systems.
3. ORGANIZATION
The manual is divided into chapters, an index page in front of the manual lists these
chapters. Each chapter is divided into sub-chapters, categorized by the subject
presented. Within each sub-chapters the pages are numbered.
At each page chapter and sub-chapter numbers are indicated in the right-hand
bottom corner; e.g. 1.01 stands for chapter 1, sub-chapter 01 (all sub-chapters
numbered 00 are contents pages). The left-hand bottom corner of each page also
indicates the issue date and revision number of that page. When a page is revised,
the revision number will be increased by one.
4. LIST OF EFFECTIVE PAGES
To provide a means of checking the contents of this AOM, a List of Effective Pages
(LEP) is filed in front of the index of the AOM.
The LEP lists all required pages, including the pages of the LEP, with the correct
issue date and revision number. The contents of this AOM must at all times comply
with the contents as given on the LEP.
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Date : July 1999
DHC - 7
5. REVISION
To keep the AOM current, revision pages will be issued when necessary. When a
page is revised, the issue date will be changed and the revision number will be
increased by one.
6. CONVENTIONS USED IN THE AOM
Some of the most important conventions used in this AOM are :

- Notes are used for information that is considered essential to emphasize.
- Cautions are used for an operation, procedure, practice, or condition, etc which,
if not strictly observed, may damage equipment.
- Warnings are used for an operation, procedure, practice, or condition, etc which
may result in injury or death if not carefully observed or followed.
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AIRCRAFT OPERATING MANUAL 1 LIMITATIONS
DHC - 7
SECTION 1
OPERATING LIMITATIONS
Note
The operating limitations in this section must be observed in the operation of the
airplane.
1.1 GENERAL OPERATING LIMITATIONS
1.1.1 CERTIFICATION.
The de Havilland DHC-7 is certificated in the Transport Category in compliance with

F.A. R. Part 25 up to and including Amendment 31.
It is eligible for the following kinds of operations:
1. Day and night VFR.
2. IFR.
3. Icing Conditions.
1.1.2 MINIMUM FLIGHT CREW.
The minimum flight crew is one pilot and one copilot.
1.1.3 CONFIGURATION DEVIATION.
When operating under a Configuration Deviation, all operating limitations must be

observed except as modified by the Configuration Deviation List (Appendix 1).
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1.2 WEIGHT AND LOADING
1.2.1 MAXIMUM STRUCTURAL WEIGHT LIMITS.
Ramp weight 44, 100 lb

Take-off weight 44, 000 lb
Landing weight 42, 000 lb
Zero fuel weight 39, 000 lb
1.2.2 CENTER OF GRAVITY LIMITS (LANDING GEAR DOWN).
Forward limit:
Up to 42,000 lb 25% M.A. C.
From 42,000 lb to 44,000 lb

varies linearly from 25% to 27% M.A .C.
From 44,000 lb to 44,100 lb 27% M.A.C.
Aft limit:
For all weights 43% M. A. C.
1.2.3 LOADING INSTRUCTIONS.
The aircraft can be loaded normally (i.e. e., crew, passengers, fuel, freight and
baggage) to remain within the weight and center of gravity limits in paragraphs 1.2.
1 and 1.2.2.
1.2.4 LOADING LIMITS.

Aft cargo compartment 2200 lb (standard)
2800 lb (extended)
1.2.5 MANEUVERING LIMIT LOAD FACTORS.
The following maneuvering limit load factors limit the permissible angle of bank in
turns to 60° and limit the severity of pull-up and push-over maneuvers.
Flaps retracted +2.54 g

-1.50 g
Flaps extended +2.00 g

0.00 g
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1.2.6 MAXIMUM LATERAL ASYMMETRY.
The maximum fuel imbalance between left and right tanks is 600 lb.
1.3 PERFORMANCE
1.3.1 OPERATIONAL LIMITS FOR VARIABLE FACTORS.
Maximum Operating Altitude 25,000 ft

Maximum Operating Altitude with passengers 20,400 ft
1.3.2 AMBIENT TEMPERATURE LIMITS - FLIGHT AND GROUND.
a. Airplane maximum operating temperature limit is 51 .6°C (125°F).
b. Airplane minimum operating ambient temperature limit is -54°C (-65°F).
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1.4 SPEED
1.4.1 AIRSPEED LIMITATIONS.

The airspeed limitations and associated definitions are as follows:
Note
The airspeed limitations apply to all weights up to 44,000 lb gross weight unless
otherwise stated.
KNOTS lAS
1. Maximum Operation Speed (VMO) 231
This speed limit must not be deliberately (exceeded in any regime of (Sea level to 7500 ft)
flight (climb, cruise or descent) unless a higher speed is (From 7500 ft to
authorized for flight test or pilot training. (VMO pointer on ASI should 25,000 ft decrease
be corrected for position error.) by 4 kt per 1000 ft)
2. Flaps Extended Speed (VFE) Flaps 15° 147

Flaps 25° 120
Flaps 45 110
3. Maneuvering Speed (VA) 152
Full application of rudder and aileron controls, and maneuvers that

involve angles of attack near the stall, should be confined to speeds
below this value.
CAUTION
Rapid and large alternating inputs, especially in combination with

large changes in pitch, roll or yaw ( eg. Large sideslip angels ), may
result in structural failure at any airspeed, including below VA
4. Landing Gear Operating Speed (VLO) 147
The maximum speed at which it is safe to extend or retract the
landing gear.
5. Landing Gear Extended Speed (VLE) 161

The maximum speed at which the airplane can be safely flown with
landing gear extended.
6. Gust Penetration Speed (VB) 171
The maximum airspeed for flight in severe turbulence (weight =

44,000lb).
For weights below 44,000 lb decrease the gust penetration speed by
1 kt per 1000 lb.
7. Maximum Speed for opening direct vision (DV) windows. 160
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1.5 POWER PLANT LIMITATIONS
1.5.1 ENGINES.
Model: PT6A—50
Ambient Temperature
Limitations: -54°C (-65°F) to 51.6°C (125°F)
Maximum Altitude for
Air start : 20,000 ft.
Manufacturer: Pratt and Whitney Aircraft of Canada Ltd.
NOTE
THE ABOVE CHART MUST NOT BE USED FOR ENGINE POWER SETTING.
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Chart References:
(1) This value is time limited to 5 minutes.
(2) Normal oil pressure is 80 to 100 psi at gas generator speeds above 63.0% rpm
with oil temperature between 71°C and 82°C. Oil pre ssure below 75 psi is unsafe
and requires that either the engine be shut down or, if necessary a landing be
made as soon as possible using the minimum power required to sustain flight.
(3) Oil temperature limits are - 40°C to 99°C with a transient limit of 104°C
temperatures above 99°C are abnormal and sustained running at these
temperatures in excess of 15 minutes is prohibited except under emergency
conditions. Oil temperature below - 400C requires preheat before engine start.
(4) Advance condition lever or reduce generator and bleed load to avoid exceeding
this limit
(5) This value is time—limited to 5 seconds.
(6) This value time—limited to 20 seconds.
(7) For SHP Calculations see paragraph 1.5.2.
(8) This value time - limited to 2 seconds.
(9) This value time - limited to 15 seconds.
1.5.2 POWER CACULATIONS.
Calculation of shaft horsepower may be as follows:
SHP = Np (rpm) X torque (lb ft)

5252
1.5.3 ENGINE OPERATING LIMITS.
For a detailed description of the PT6A—50 engine and its operations as well as
settings, refer to PT6A—50 Maintenance Manual. This manual also prescribes
inspections which must be made whenever the specified limits are exceeded .
Note
When a prescribed engine limit (rpm, torque, ITT) is exceeded, the incident must be
reported as an engine discrepancy in the airplane Flight Report. It is important to
record the maximum value registered by the instrument and the duration of the
incident.
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CAUTION
When engine speed cannot be controlled by retarding the power lever, either the
engine must be shut down or a landing must be made as soon as possible.
1.5.4 FUEL.
Fuel grade : Fuels which conform to Pratt & Whitney Engine Service Bulletin
No. 4044. Kerosene and wide cut aviation turbine fuels Jet A, Jet
Al, JP5, Jet B, and JP4. AVGAS (to MIL-G—5572) mixed with
Kerosene type fuel may be used in emergency.
Useable fuel : Fuel remaining in fuel tanks when quantity indicators show zero
fuel is not usable in flight.
1.5.5 OIL.
Oil grade : Oils which conform to Pratt & Whitney Engine Service Bulletin
No. 4001.
1.5.6 PROPELLER.
Manufacturer : Hamilton Standard
Model : 24PF305/24PF309
CAUTION
Ground borne operation of the propellers is to be avoided in the range of 660 —

870 rpm. Transient operation in this range when unfeathering or for taxiing should
be kept to a minimum.
1.5.7 STARTER CRANKING LIMITS.
START MAX TIME ON FOLLOWED BY

1 1 min 1 min off
2 1 min 1 min off
3 1 min 1 min off
4 1 min 1 min off
5 1 min 15 min cooling
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1.5.8 ENGINE INSTRUMENT LIMITATION MARKINGS.
Color coded markings representing operating limits and ranges are attached to the
engine instrument dials to facilitate observance.
Torque Pressure Indicators

Transient (thin red radial) 7500 ft lb (5900 ft lb shown on
Pre-Mod 7/2271 indicators)
Maximum (wide red radial)
and amber light 4860 ft lb
Normal operating (green arc) 0 to 4860 ft lb
Turbine Temperature Indicators

Maximum — starting (thin red radial) 1000°C (5 sec limit)
Maximum — normal operation (wide
red radial) and light 800°C
Normal operating (green arc) 490°C 800°C
Propeller RPM Indicators

Maximum transient (thin red radial) 1445 rpm
Maximum (wide red radial) 1210 rpm
Normal operating (green arc) 850 rpm - 1210 rpm
Caution (yellow arc) 750 rpm - 850 rpm
Maximum reverse 1210 rpm
Gas Generator RPM Indicators
Pre-Mod 7/2091
Maximum (wide red radial) 102.7% rpm

Normal operating (green arc) 12 to 20% rpm
(green arc) 64 to 66% rpm
(green arc) 69.0 to 101.6%
Mod 7/2091
Maximum (wide red radial) 102.7%

Normal operating (green arc) 12 to 20% rpm
(green arc) 68 to 101.6% rpm
Oil Temperature Indicators
Maximum transient (thin white radial 104°C

with red dot)
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Maximum (wide red radial) 99°C

Minimum (wide red radial) - 40°C
Caution (yellow arc) - 40°C to +10°C and 99°C t o104°C
Normal operation (green arc) 10°C to 99°C
Oil Pressure Indicators
Maximum (wide red radial) 100 psi

Minimum (wide red radial) 75 psi
Caution (yellow arc) 75 psi to 80 psi
Normal operation (green arc) 80 psi to 100 psi
1.5.9 ENGINE GROUND OPERATING LIMITATIONS (PRE-MOD 7/2091, SINGLE

IDLE).
To avoid the restricted propeller rpm range of 660 to 870 rpm, taxiing may be per
formed using the outer or inner pair of engines only, with the condition levers set to
NORMAL FLOW/MAX RPM. Alternatively, if taxi conditions require it, all four
engines may be operated with the condition levers set to NORMAL FLOW/MAX
RPM.
The condition lever LOW FLOW setting should be used only for static engine
operation with the propellers feathered. ENGINE BLEED switches must be at OFF
or LOW when operating in this configuration, and T5 temperatures must not
exceed 750°C, while oil temperatures must not excee d maximum normal limit
(99°C).
Sustained reverse thrust operation is limited to 1 1/2 minutes to avoid high engine
nacelle temperatures. Engines must be operated for 1 minute at FLT IDLE prior to
shutdown, following reverse thrust operation.
When operating engines for extended periods with POWER levers at DISC or
condition levers at FEATHER, excessive oil temperatures must be avoided. Oil
temperature indicators should be closely monitored during such operations.
1.5.10 ENGINE GROUND OPERATION LIMITATIONS (NOD 7/2091, SINGLE IDLE).
With the condition lever at START & FEATHER, MIN, or MAX position, engine idle
speed is70 ± 1% Ng with no engine bleed. ENGINE BLEED switches may be
selected to HIGH or LOW at any of these condition lever positions during static
operation (causing a decrease in Ng to 68%), however T5 temperature must not
exceed 750°C and oil temperature must not exceed 99 °C (maximum normal limit).
Torque must not exceed3500 ft lb with propeller speed below 900 rpm.
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To avoid the propeller rpm restricted range of 660 to 870 rpm, taxiing may be
performed using the outer or inner pair of engines only, with condition levers at
MAX. If taxiing conditions make it necessary, all four engines may be operated with
condition levers at MAX.
Sustained reverse thrust operation is limited to 1 1/2 minutes to avoid high engine
nacelle temperatures. Engines must be operated for 1 minute at FLT IDLE prior to
shutdown following reverse thrust operation.
When operating engines for extended periods with power levers at DISC or
condition levers at START & FEATHER, excessive oil temperatures must be
avoided. Oil temperature indicators should be closely monitored during such
operations.
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AIRCRAFT OPERATING MANUAL EMERGENCY
2
DHC - 7 ABNORMAL
2.1 NON NORMAL OPERATION
Introduction.
The non normal checklist is intended to be used in accordance with this AOM. This
checklist contains only those items and procedures which differ from normal operation
of the aircraft.
The non normal checklist assumes that if an advisory light associated with a system is
not illuminated, the integrity of bulb is checked prior to referring to the checklist.
Each non normal situation in the checklist should be addressed in the following
sequence :
1. Memory items which are enclosed within box :
POWER LEVER……………………………………………………………..FLT.IDLE
CONDITION LEVER………………………………………..……..FUEL SHUT OFF
2. Checklist items specific to that malfunction :

STATIC SOURCE SELECTOR – C…………………………….ALTERNATE
3. Caution and advisory information, IN ITALICS ( loss service, etc…)
4. LANDING PRECAUTION : This information is specific to the malfunction, and is

used to supplement the normal operation of the aircraft. The Landing
precaution must be reviewed as part of the approach briefing.
Following completion of appropriate the non normal checklist, the normal checklist
shall be used as modified by the non normal checklist for the remainder of the flight,
except in those cases, where the emergency checklist follows the down to the ground
philosophy.
Pilots must be aware that checklist cannot address all possible failures, and therefore
do not preclude good judgment. In some cases, deviation from checklist may. at the
discretion of the Captain, be necessary.
General.
When the Captain is the PNF, It is suggested that he will take over the aircraft control
when a serious malfunction arises.
However, it is the company procedure, that he will take over the aircraft control when
any of the following cases occurs:
1. Rejected Take-off’.
2. On the Ground Emergency.
3. Landing with Defective Gear.
4. Two Engines Landing.
5. Flapless Landing.
6. Serious Flight Control Failure.
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Note
For failures not addressed in the non normal checklist, refer to the Aircraft Flight
Manual.
2.2 GROUND FAILURES.
A ground failure is defined as any malfunction which occur on the ground, prior to V1
or after touch down.
In the event of a ground failure, regardless of whether it occurs while at gate, or during
taxi or take-off, the primary objective of the crew is to STOP the aircraft, evaluate and
resolve the problem and evacuate if necessary.
It is essential that crew callouts, action and co-ordination during a take-off be precise
and unambiguous. There is no time to refer to checklist, when the malfunction occurs,
and pilot response must be prompt and appropriate to the situation. Normal pilot
reaction time is considered to be 3 sec.
Some take-off malfunction, such as an engine failure or Fire warning, leave no doubt
as to the action required. Others, such as the illumination of a caution light during the
take-off roll, require a period of interpretation, to determine its effect on the safety of
the flight. It is recommended that the pilot detecting a take-off malfunction use the
phrase “CAUTION LIGHT”, and follow this with a short phrase describing the
observed problem, i.e.
“CAUTION LIGHT ---- Air stair Door”
A take-off shall be aborted for any caution light prior to V1. It must be remembered,
that there are many reason, other than caution light, for discontinuing a take-off.
Therefore it is left to the discretion of the Captain, as to which additional situations
constitute sufficient cause for an aborted take-off. After V1, the take-off must be
continued, regardless of the malfunction.
If an aborted take-off becomes necessary, either pilot shall call “ABORT”.

The Captain shall assume control and bring the aircraft to stop. While the aircraft is
being stopped, the first officer shall advise ATC of the aborted take-off. After the
aircraft has been stopped, and the parking brake set, the crew shall assess the
situation. If the take-off was aborted due to fire or smoke, the Captain and the first
officer shall complete their respective memory items for shutdown and evacuation ( at
the Captain’s discretion ). The first officer shall advise ATC of the nature of the
problem, the number of persons and quantity of fuel onboard and request the
emergency equipment.
Note
If the first officer is the PF, the Captain has the option to allow him / her to execute the
rejected take-off, before assuming control.
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2.2.1. Ground failure procedure :
CAPTAIN FIRST OFFICER
EITHER PILOT SHALL ANNOUNCE : ABORT
Retard POWER levers to DISC or Cancel Master Warning / Caution Light.

REVERSE. Advise ATC -- ABORTED TAKE-OFF
Apply Brake as necessary.
Once the aircraft has been stopped : Advise Captain of the malfunction.
Select EMERG. BRAKE to PARK.
If fire or smoke :
All POWER levers -- FLT. IDLE Select Emergency lights to ON
All COND. levers -- FUEL SHUT OFF Advise ATC : - For Emergency Equipments
Appropriate FUEL T HANDLE -- PULL - Reason of FIRE.
Appropriate FIRE EXT. -- DISCHARGE - Fuel onboard.
- Persons onboard.
If Evacuation is necessary :
Command by PA - EVACUATE.........SIDE
Master BATTERY switch -- OFF
Leave the Aircraft after ensuring that nobody Exit the Flight Deck, to assist the
has been left onboard. Evacuation.
2.2.2. Abort take-off if the First Officer Flying :
Identify and Call : STOP

Retard Power Levers to DISCING, Check DISCING
REVERSE
and BRAKE as necessary. Reply : YOU HAVE CONTROL
Call : I HAVE CONTROL

Advise TOWER, Check For Malfunction.
STOP the aircraft and Call of Malfunction
Select EMERG. BRAKE to PARK
Follow the above Procedure.
Follow the above procedure.
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2.3 FLIGHT FAILURES.
A Flight failure is defined as any malfunction, which occurs at or after V1 and prior to
touch down.
During a flight failure, it must be remembered that the primary responsibility of the
crew is to control the aircraft. Checklist must not be requested, until the flight path is
under full control and the aircraft is not in a critical stage of flight ( Take-off, Landing,
etc. ).
In the event of a flight, the crew shall assess the problem. Once the nature of problem
has established, the PF shall call for the appropriate memory items if applicable, e.g.
FIRE - SHUT DOWN ENGINE # 4. The PNF performs the memory items which are
confirmed by the PF.
After the PNF has completed the memory items, The PF shall, at his discretion,
request the non-normal checklist. The PNF executes the non-normal checklist using
the READ and DO method.
Once the checklist has been completed, the crew shall advise ATC of the problem and
declare an emergency, if necessary.
On Take-off, if a failure occurs at or after V1, and prior to Flap retraction, the crew
shall continue normally until the Flaps are retracted. The Captain, at his discretion has
the option to take action prior to Flaps retraction, however, since this deviates from
normal procedures, it is to be used only in extreme circumstances.
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2.4 ENGINE FAILURE / FIRE - AT or AFTER V1 :
PILOT FLYING PILOT NON FLYING
Monitor speed, At V1 Call - ROTATE

Command MAX. POWER Advance Power Levers to MAX.TORQ. limits
Rotate : - 8 deg. nose up for Flap 15 or Cancel Master Caution / Warning light.
25 Announce POSITIVE RATE
Command - GEAR UP Select Landing Gear - UP

Announce Problem Engine # ........FAILURE
Climb at minimum V2. /FIRE / NO AUTOFEATHER.
If no AUTOFEATHER :
Identify and announce COND. LEVER
Respond Confirmed. #..........
Announce FUEL SHUT OFF.
Select Appropriate Cond. lever ........SHUT
OFF.
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Engine failure / fire - at or after V1. - Cont’d.
At or above 400 ft AGL : Announce 400 ft (or Appropriate Altitude )

Lower nose ( 4 - 5 pitch up ) to establish not
less than ZERO rate of climb.
Rate of climb APPROX. 200 - 300 ft / min.
Accelerate to VFRI. Confirm speed at or above VFRI
Command FLAP ZERO, SET IAS. Select FLAP 0, SET IAS , ALT SEL.
Respond IAS SET.
Continue Climb at Vclimb.
Command SHUTDOWN #.............

Identify and announce :
Respond CONFIRMED POWER LEVER #..............FLT. IDLE

Respond CONFIRMED CONDITION LEVER #...........SHUT OFF.

Respond CONFIRMED FUEL T HANDLE #......................PULL
If fire :
FORWARD BOTTLE...........DISCHARGE
If fire persist : (after 30 sec’s )

AFT BOTTLE.......................DISCHARGE
CONFIRMED and Call FIRE (NOT) OUT.

Announce memory items COMPLETE.
At or above 1000 ft AGL : Execute checklist and respond

Command ENGINE FAILURE checklist. ENGINE FAILURE checklist COMPLETE.
Following completion of the appropriate Non-Normal checklist, the Normal checklist should
be used as modified by the Non-Normal checklist for the remainder of flight.
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2.5 ENGINE FAILURE / FIRE IN-FLIGHT.
Announce problem :
ENGINE #........................FAILURE / FIRE
Command MAX. POWER Advance - COND. LEVER.................MAX.
- POWER LEVER...............MAX.
Command SHUTDOWN ENGINE Identify and announce :

#............. POWER LEVER ...................FLT. IDLE

COND. LEVER ....................SHUT OFF
Respond CONFIRMED
FUEL T HANDLE ........................PULL
Respond CONFIRMED
If fire :
FORWARD BOTTLE .............DISCHARGE
If fire persist : (after 30 sec’s )

AFT BOTTLE .........................DISCHARGE
Confirm and Call FIRE (NOT) OUT.

Announce MEMORY ITEMS COMPLETE.
Command ENGINE SHUTDOWN checklist Execute checklist and respond

ENGINE SHUTDOWN checklist
COMPLETE.
Following completion of the appropriate Non-Normal checklist, the Normal checklist shall be
used as modified by the Non-Normal checklist for the remainder of the flight.
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2.6 PROPELLER OVERSPEED.
A propeller with an NP exceeding 1210 rpm, which can not be controlled or governed,
must be considered an over speed. This procedure is similar to the ENGINE
SHUTDOWN, provided that the propeller is able to feather ; if not, the engine must be
started to provide bearing lubrication.
Reduce speed, but not less than Vref ( 1.3 Select Synchrophase Sw. - OFF
Vs ). Affected POWER lever --- FLT. IDLE
If unable to control the propeller :

Command PROPELLER OVERSPEED
memory items. Identify and announce :
Respond CONFIRMED POWER LEVER........................FLT. IDLE

Respond CONFIRMED COND. LEVER ...........START &
FEATHER
Reduce Altitude as necessary.
If propeller does not Feather, Announce :
CONDITION LEVER...................SHUT OFF
If Propeller still does not Feather :

Announce PROPELLER #...NOT FEATHER
Command PROP. OVERSPEED checklist Execute checklist and respond

PROP. OVERSPEED checklist COMPLETE
If Propeller Feather, Announce

PROPELLER # .......................FEATHERED
Command ENGINE SHUTDOWN checklist. Execute checklist and Respond :

ENGINE SHUTDOWN checklist
COMPLETE.
Following completion of the appropriate the Non-Normal checklist, the Normal checklist shall
be used as modified by the Non-Normal checklist for the remainder of the flight.
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2.7 MISSED APPROACH - ONE ENGINE INOPERATIVE.
On final approach the crew must always be prepared to initiate a missed approach.
SIMULTANEOUSLY :
Advance POWER LEVERS - MAX.
Press GA button
Command - GO AROUND, MAX. POWER Advance POWER lever to MAX. TORQUE

- FLAP ............. Select Flap 25, if Flap is 45 set.
Rotate : - 8 deg. nose up for Flap 15 or 25 Caution : If Flap is already set at 25 deg. or
less
leave as selected.
Command GEAR UP
Call : POSITIVE rate, select GEAR UP.
Climb at minimum V2
At or above 400 ft AGL : Announce 400 ft (or Appropriate Altitude)

Accelerate through VFRI.
On profile, Command FLAP 15 Confirm speed at or above VFRI,
FLAP 0 Select FLAP 15, then on profile FLAP 0
Command SET HDG, ALT..........ft, and Set ALT SET preselector.

ALT SEL. Set F/D panel -- HDG, ALT SEL.
Accelerate to Vclimb ( V2 + 10 )
Command CLIMB POWER Set CLIMB POWER and respond.
Climb to at least 1000 ft AGL or safe

Altitude
Accelerate to Vclimb. Push IAS on F/D panel, and respond IAS
Command Push IAS on F/D Set
Command AFTER TAKE-OFF checklist. Execute checklist and respond
AFTER TAKE-OFF checklist COMPLETE
.
During a missed approach proceed as cleared, once established in the climb, continue as per
normal operations.
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2.8 ELEVATOR CONTROL JAMMED.
Announce PITCH JAM, HELP

Disconnect Autopilot
Attempt to dislodge control jam. Assist to dislodge control jam.

Maintain Airspeed.
If unable to dislodge control jam :

Relax force on control wheel
Command PITCH DISCONNECT - PULL Pull and Rotate PITCH DISC. T handle.
BOTH PILOTS WILL NOW ATTEMPT TO CONTROL THE AIRCRAFT.
PILOT WITH FREE CONTROL WHEEL PILOT NON FLYING
Announce I HAVE CONTROL Respond YOU HAVE CONTROL
Command :
ELEVATOR CONTROL JAMMED checklist Execute checklist and respond :
ELEV. CONTR. JAM checklist COMPLETE.
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2.9 ROLL CONTROL JAM.
Announce ROLL JAM

Disconnect Autopilot
Command ROLL DISCONNECT - PULL Pull and Rotate ROLL DISC. T handle.
BOTH PILOTS WILL NOW ATTEMPT TO CONTROL THE AIRCRAFT.
PILOT WITH CONTROL WHEEL PILOT NON FLYING
Announce I HAVE CONTROL Respond YOU HAVE CONTROL
Command ROLL CONTROL JAM checklist Execute checklist and respond :

ROLL CONTROL JAM checklist
COMPLETE.
Following completion of the appropriate Non-Normal checklist, the Normal checklist shall be
used as modified by the Non-Normal checklist for the remainder of the flight.
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2.10 FLAPLESS LANDING.

There is no change to the normal landing SOP, after the checklist has been executed.
An ILS approach is recommended, in the event of a Flapless configuration, due to

the increased body angle, which, on final approach, will be approximately 4 deg. nose
up.
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2.11 SMOKE / DEPRESSURIZATION / EMERGENCY DESCENT.
Engage Autopilot (at initial condition)

Don Oxygen Mask and Goggles. Don Oxygen Mask and Goggles
Establish Communication Establish Communication.
Select Both AUDIO panel MIC switch to

MASK.
Announce EMERGENCY DESCENT Contact ATC and inform CABIN CREW

Disengage Autopilot. Select DOME light ( if required )
Commence Descent. Select SYNCHROPHASE .........OFF
( 8 deg. nose down, Approx. 3500 fpm) Select IGNITION MASTER......MANUAL
Speed Vmo - 5 kts ( No structural damage) SEATBELT and SMOKING SIGN.......ON
POWER LEVERS ..................FLT. IDLE Select EMERGENCY LIGHT ...ON
COND. LEVERS .....................MAXIMUM
Set ALT SET preselector
Set F/D panel -- ALT SEL.
Set F/D -- VS Set Transponder 7700
if fire :
Command EXTINGUISH FIRE Extinguish Fire
if smoke :
Command OPEN OUTFLOW VALVE Open Outflow Valve / Evacuate Smoke.
Command : SMOKE / Execute checklist and respond : SMOKE /

DEPRESSURIZATION / DEPRESSURIZATION / ENERGENCY
EMERGENCY DESCENT checklist. DESCENT checklist COMPLETE.
Following completion of the appropriate Non-Normal checklist , the Normal checklist shall be
used as modified by Non-Normal checklist for the remainder of the flight.
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2.12 THREE ENGINE OPERATION.
Three engine operation of the Dash-7 differs very little from the normal four engine
operation. However some consideration must be given to performance limitations due
to reduced and asymmetric thrust conditions.
2.13 ONE ENGINE INOPERATIVE CLIMB.
Flight crew should review the chart contained within the Dash-7 Flight manual and the
operating data handbook for the performance to be expected under various conditions
and weight. The take-off or landing data cards, normally used in the cockpit
environment, provide a quick reference for the speed to be flown for various
configurations.
If engine failure occurs after V2, Airspeed may be reduced if necessary, but not lower
than V2, until after completing the second segment (minimum 400 ft AGL), or passing
the obstacle clearance height.
While climbing at less than normal climb speed, limit bank angle to 15 deg. to prevent
loss climb performance.
2.14 ONE ENGINE INOPERATIVE APPROACH, LANDING & GO AROUND.
WAT limits for landing are based on overshoot climb performance at approach Flap
position. If the aircraft is not WAT limited, an overshoot climb gradient of 2.7 % is
guaranteed to obstacle clearance height, or a minimum of 400 ft AGL.
At this time, acceleration to VFRI (Flap retraction speed) occurs, after which flap
retraction may be commenced. Landing at specified flap position is predicated on
approaching at the corresponding approach flap position. Since landing flap is not
selected until landing is assured, degradation of overshoot climb performance due to
exceeding WAT limits should not be encountered.
Approach at flap 25 deg. and landing at flap 25 is also acceptable, as long as the
aircraft is not WAT limited for flap 25 overshoot. The flap 45 landing WAT limits
guarantee overshoot climb performance at approach at flap 25, because of the
automatic Flap Dump Valve, which operate when the Power levers are advanced
during the Go Around.
Maximum take-off Torque is defined as 4860 ft / lbs. This figures is reduced with
increases in altitude and temperature, as shown in the Maximum Take-off Power
tables in the flight manual. At this power rating, the engine is also time limited to 5
minutes. Gear and Flap operation is as per normal.
To obtain the required climb gradient, the placarded VGA ( go around speed ) must be
maintained to the end of the second segment.
Consult the performance charts for any possible increases in the landing distance
required, for a flap 25 or flap 45 landing.
Note
Three engine Take-off only for Flight instructors.
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2.15 STALL RECOVERY PROCEDURE.
AT STICK SHAKER, simultaneously ;

Relax Back Pressure on the control column.
Advance Power levers FORWARD, and
press G/A button.
command : GO AROUND, MAX. POWER Advance POWER levers to TAKE-OFF
FLAP 25. select FLAP 25, if Flap 45 set.
Caution : If Flap is already set at 25 or less,

leave as selected.
Command GEAR UP. Observe and Announce POSITIVE RATE.

Select Landing Gear UP.
On Profile, Command FLAP 15 Confirm VFRI, select Flap 15, then

FLAP 0 on profile Flap 0.
Command :
Set HDG, ALT............ft, ALT SEL. Set ALT SET preselector.
Set F/D panel - HDG, ALT SEL.
Accelerate to Vclimb ( V2 + 10 )
Command CLIMB POWER Set CLIMB POWER ( Np 1070 rpm )
Respond CLIMB POWER set.
Accelerate to not more than 150 kias.
Command AFTER TAKE-OFF checklist. Execute checklist and respond
AFTER TAKE-OFF checklist COMPLETE.
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AIRCRAFT OPERATING MANUAL NORMAL
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3.1. PREFLIGHT.
Before each flight, an external inspection of the airplane shall be performed by the
flight crew and maintenance personnel to verify its acceptability for flight. For
originating flight, the crew shall complete the cockpit preparation, and preflight
checklist. On through (transit) flights, only the preflight checklist items need to be
accomplished. These items include those system which require switch repositioning
and items vital to the flight safety. The first crewmember entering the aircraft shall
establish electrical power on the aircraft, using the checklist appropriate to the
power source available.
3.1.1 COCKPIT PREPARATION. (Originating flight only )
The crew shall confirm the aircraft’s operational readiness, in that all required
maintenance action has been completed and that all required documentations are
on board. Cockpit preparation shall be accomplished as a geographic flow, ensuring
the required items are executed. Once the aircraft is ready for flight the Captain
shall request the PREFLIGHT CHECKLIST.
3.1.2 TAKE-OFF BRIEFING ( PF ).
The take-off briefing is a plan of action for take-off and departure, with emphasis
placed on the anticipated departure flight path and altitude restrictions. Because it
assumes standard procedures, normal take-off procedures shall not be reviewed.
The Take-off Briefing shall be executed at any convenient time during preflight
check after receiving ATIS.
Pilot’s Flying take-off briefing :
- THIS WILL BE A LEFT / RIGHT HAND SEAT TAKE-OFF WITH ............FLAP

TORQUE setting = .................FT. LBS
- CALL FOR : - POWER SET
- AIRSPEED ALIVE
- V1, ROTATE
- SERIOUS MALFUNCTION BEFORE V1, CALL “STOP”. STATE THE REASON.
- AFTER V1, I WILL COMPLETE THE TAKE-OFF.
YOU WILL : - IDENTIFY WHICH ENGINE
- CONFIRM AUTO FEATHERED, NO FIRE
- ACTION ON MY COMMAND.
- ACCELERATION HEIGHT : 400 ft.
- SID, MORA, Sector Safe Altitude..................???
Further briefing should cover acceleration height, emergency turn procedure, safety
altitude and subsequent actions.
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Multiple take-off Flap settings are provided to meet take-off requirements for all conditions
i.e. Temperature, pressure, runway available, obstacle clearance and noise abatement.
Note
1. No Action after Take-off until 400 ft, except NO AUTO FEATHER.
2. ONLY PILOT IN THE LEFT HAND SEAT WILL ABANDON THE TAKE-OFF.
3.1.3 EMERGENCY BRIEFING ( First flight of the day ) :
The effectiveness of a high level of a crew co-ordination and task sharing in the
early recognition and resolution of an emergency can not be overemphasized. A
thorough TAKE-OFF EMERGENCY BRIEFING can help to eliminate any
subsequent confusion in the flight compartment, should such an eventuality occur.
On the first flight of the day, one or more (at Captain’s discretion) emergency
procedures shall be reviewed.
3.2. BEFORE START.
When ready for engine start, the Captain shall request the “BEFORE START”
checklist.
3.3. ENGINE START.
Ensure that the NORMAL and ABNORMAL procedures are closely adhere to crew
coordination is important, and the procedures should be accomplished as follows :
The Captain co-ordinates with the ground crew, and advise them of the engine start
sequence (normally 3, 4, 2, 1.)
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3.3.1 Engine start procedure :
PF PNF
Select START switch to # 3

Select load meter switch to GEN. 3 Confirm ZERO DC load ( Amp )
And announce CLEAR # 3 Confirm and announce CLEAR # 3
Press START button and announce

STARTING # 3
- Starter Light............................. On
- Voltage ....................................Drop
- Hydraulic Lt............................. Out
- Hydraulic Press.........................Rising
At 12 - 20 % NG, select Condition lever to :

START and FEATHER.
Monitor and Call for : Stabilized starting sequence :

Fuel flow............................................Rising Monitor engine gauges, follow this flow :
T5 .....................................................Rising Oil Press, NG, F/F, T5, TRQ.
After NG has stabilized at 69-71%, check

that all applicable caution lights have
extinguished.
Repeat the above procedure to start the remaining three engines.
Note
Silent Cockpit protocol requires that only Non Normal situations be announced.
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3.4. AFTER START.
Once all engines have been started, each pilot shall conduct his / her respective
flow as follows :
LH Seat RH Seat
DC. External power - OFF, and

disconnected. Bleeds - LOW or HIGH.
DC. Volt / load meter - CHECK
Battery Temperature - CHECK
Prop. Auto feather - SELECT (green) Flaps - SET for take-off as briefed.
Engine intake deflectors - CHECK light and Rudder travel - CHECK / FULL
visually. Autopilot / Yaw damper - TESTED / ON
Radar - CHECK / STAND BY.
Flight director - GA / HDG / ALT. SEL Flight director - GA / HDG / ALT. SEL
PFCS switches - Check Confirm ground crew / Tow bar - CLEAR
Condition levers - 1 & 4 MAX.
Nose wheel steering - ON Call ATC for taxi clearance.
The PF shall request the AFTER START checklist, when the after start procedure is
complete.
Note
The 24 HOUR SYSTEM checks shall be accomplished once daily by either the flight
crew or maintenance people.
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3.4.1 PUSH BACK.
A. Without Power :
- Select Parking Brake OFF prior to push back.
- Select Nose wheel Steering OFF.
- Keep all engine condition levers at “FEATHER” position.
- Use Intercom system or Hand Signaling to coordinate with ground crew.
B. Power Back :
Power back is subject to the following recommendations :
1. Both outer engines must be used for power back.
2. Ramp slope in the direction of power back should not exceed 0.5 per cent
up.
NOTES
1. Do not power back if the ramp is contaminated with ice, slush, snow, sand
or other debris which can be ingested by the engines.
2. Do not power back in heavy rain or other conditions which could result in
loss of visual contact with the ground crew.
3. It may be necessary first to roll slightly forward to clear stand over flat spots
on tires.
4. Power back maneuvers lasting more than two minutes should be avoided.
3.4.2 When cleared to power back :

- Establish contact with ground crew and verify nose wheel steering is available.
- Verify ramp area clear.
- Hold brakes and select idle reverse.
- Release brakes and place feet on floor to preclude brake use while moving
backwards.
- Slowly apply reverse thrust while monitoring engine instruments. Do not exceed
the NORMAL MAX. detent position.
- Use nose steering for maneuvering.
- Do not apply brakes but use forward thrust to stop aircraft.
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3.5. TAXI.
The Captain shall check the normal and emergency brake during taxiing, and
“TAXI” check should not be done in congested area and the first officer should
monitor the flight and engine instruments for any abnormalities. The Captain should
ask for the “TAXI” check when the area is cleared.
Directional control is achieved by steering the nose wheel via the tiller or via the
rudder pedals. Turn should be made at low speed with as large as possible in order
to minimize side loads on gear and tires. Center the nose wheels before coming to
a stop.
In order to avert Hydraulic fluid temperature during extended ground run operation,
Deploy Flaps and periodically exercise Rudder and Spoilers to promote fluid
circulation and dissipation of system heat.
Maneuvering Clearance :
Wing tip clearance does not ensure lateral tail clearance.
After having been cleared to Position and Hold on the active runway, the Captain
shall request the “BEFORE TAKE-OFF” checklist.
Note
THE STROBE LIGHT SHOULD ON DURING ENTERING THE RUNWAY,

AND OFF WHEN LEAVING THE ACTIVE RUNWAY.
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3.6. TAKE-OFF.
After having taxied into position, and having aligned on the runway centerline, the
Captain shall confirm that BEFORE TAKE-OFF CHECKLIST is complete. The PNF
shall move his hand to and hold light forward pressure on the control column.
(During excessive crosswind condition, requiring tiller input, the Captain may
request the first officer to apply the aileron into the wind). The Captain shall place
one hand on the power levers during the take-off roll, should it become necessary
to abort the take-off prior to V1. The PF should release his hand from the Power
Levers at V1 called by the PNF, thereafter, both his / her hand shall placed on the
control wheel. During the take-off roll, rudder pedals steering is adequate for
directional control.
Rolling Take-off procedure :

- Line up at the beginning of the runway.
- Advance Power Lever positively to required Torque.
Take-off on the Brake procedure :

- Line up at the beginning of the runway.
- Bring aircraft to a stop.
- Advance Power Lever until the Auto feather ARMING.
- Release Brakes if Required Take-off Torque is obtained.
Note
- Flap 15 and 25 are available for take-off.

- F/D should be used for Take-off.
- The Autopilot may be engaged at a minimum of 1000 ft.
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3.6.1 Take-off procedure and Crew Coordination :
PHASE PILOT FLYING PILOT NON FLYING
Commencing Advance POW. LEVERS to Req. Torq. Observe SPOILERS retracted.

Take-off Command “SET POWER” Set Req. take-off Power and
Roll observe
Auto feather ARMING.
Respond POWER SET.
At 50 kts. Verify and respond “CHECKED” Monitor Engine Instruments.

Maintain directional by rudder Call “AIRSPEED ALIVE”
At V1 / Vr Move hand from POWER Levers to Monitor airspeed at V1 / Vr

control column Call “V1 - ROTATE”
Rotate to : - 10 deg. nose up for flap 15
- 8 deg. nose up for flap 25
Positive Call “POSITIVE RATE”

Climb Command “GEAR UP” Select Landing Gear UP
Accelerate to V2 + 10
At 400 ft. On profile, command - FLAP 15 Call 400 feet

AGL - FLAP UP Confirm VFR1, Select Flap 15,
then on profile Flap UP
Accelerate Command “CLIMB POWER” Reduce

to Vclimb - TORQUE to 3500 ft / lbs
- NP to 1070 RPM, then adjust
Climb Power setting
Respond CLIMB POWER SET
At 1000 ft Command “AFTER TAKE-OFF “ Execute checklist and response

or Above checklist. “AFTER TAKE-OFF” checklist
COMPLETE.
Note
1. Set to 3500 ft / lbs Torque first in order to avoid exceeding of Max. Torque when
reducing Condition Levers to 1070 RPM.
2. In case of the Take-off to be rejected, the Captain takes the control of the Aircraft and
follow the RTO Proc.
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3.7. CLIMB AND CRUISE.
During climb both pilots should monitor the power, however it is the PNF‘s
responsibility to consult the climb power charts, and to set power accordingly,
updating the power setting until reaching cruise altitude.
Climb and cruise profiles :

AIRSPEED MAX. TORQUE NP
CLIMB Type I 175 KIAS to 5000 ft as per chart 1070 rpm

(High Speed) then -2.5 KIAS / 1000 ft
Type II 150 KIAS to 15.000 ft as per chart 1070 rpm

(Int’mediate) then -2.5 KIAS / 1000 ft
Type III 125 KIAS as per chart 1070 rpm

(Slow Speed)
CRUISE --- as per chart 1070 rpm
3.7.1 Climb and cruise procedure :
At altitude 5000 ft :
Select and announce LANDING LIGHT -
OFF
Check and announce PRESSURIZATION
check.
At transition altitude,
Respond SET and CROSSCHECK Announce ALTIMETER SET 29.92 / 1013
Set Altimeter to 29.92 inch Hg / 1013 mb
After reaching cruise altitude, on profile Set Cruise Power, and execute ;
Command CRUISE checklist CRUISE checklist.
Respond CRUISE checklist
......COMPLETE.
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3.8. DESCENT.
Prior to commencing the descent, it is recommended procedure to obtain the

landing information (ATIS, etc.) and complete the approach briefing. The remainder
of the descent checklist is normally completed after having commenced the
descent.
3.8.1 Descent procedure :
Command DESCENT checklist Execute checklist and respond DESCENT

checklist complete
At transition level,
Announce ALTIMETER SET..........
Respond SET and CROSS CHECKED INDICATING .............FT
Set the Altimeter to the current Altimeter
setting.
At 5000 ft, call 5000 ft

Select and announce LANDING LIGHT - ON
Check and announce PRESSURIZATION

CHECKED.
3.8.2 Descent profiles :
AIRSPEED MAX. T5 NP
Descent Type I Vmo - 15 KIAS to 10.000 ft 770 900 - 1070 rpm

(High Speed) then 215 KIAS
Type II Vmo - 45 KIAS to FL.180 770 900 - 1070 rpm

(Int’mdiate) then 185 KIAS
Type III 150 KIAS 770 900 - 1070 rpm

(Slow Speed)
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3.9. APPROACH.
The approach briefing normally completed prior to commencing descent, is a plan

of actions for the approach landing and the possible missed approach, which
presumes standard procedure. The PNF will sets up the instruments and identifies
the frequencies, while the PF should verify them.
The approach checklist should be completed when approximately 15 nm out or at
5000 feet.
The approach briefing normally given by the PF, consist of :
1. ATC instructions ( STAR, etc . )

2. Approach in use :
a. Airport name and type of approach
b. Chart date and page number
c. Minimum sector altitude and airport elevation
d. Inbound course and Nav. frequency
e. Procedure turn altitude
f. Minimums : DH or MDA
g. Time for FAF to MAP (based on constant groundspeed)
3. Missed approach procedure -- The PF must specify exactly what is to done as
the GA is commenced, e.g. switch to Romeo NDB and select heading on F/D,
or switch to YYZ, select the 330 radial and set NAV on the F/D.
4. Flap setting, Vref and VGA, according to the TOLD card, after considering the
runway length, aircraft weight, airport elevation and outside air temperature.
Note
Add 50 % of the gust factor, up to a maximum of 5 Kias.
3.9.1 HOLDING
Holding will normally be carried out in clean configuration.

Recommended Holding Speed is 140 kts, Flap UP.
To avoid cycling the outboard roll spoilers, do not Hold at Speed at 125 - 130 kts.
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3.9.2 Precision approach procedure :
Clear for Select NAV + GS - ARM (amber) Select NAV + GS - ARM (amber)
Approach Command : - Cond. Levers MAX Select : - Cond. Levers MAX
- FLAP 15 (slowly)
Confirm - FLAP 15, observe Indicator
Localizer + Call : “LOCALIZER ALIVE”

Glide Slope
Alive Call : “GLIDE SLOPE ALIVE”
At 1 Dot Call : “1 DOT BELOW”

below G / S Command LANDING GEAR - Select Landing Gear - DOWN,
DOWN and
observe GEAR DOWN lights,
Confirm announce DOWN 3 GREEN
On Profile (On Glide Slope) Select FLAP 25 and observe

Command FLAP 25, Indicator,
and LANDING checklist. respond FLAP 25 selected.
Check CABIN PRESS. less than
0.5 psi
Execute checklist and respond

LANDING checklist complete
At 1000 ft Respond NO FLAGS Announce 1000 ft above

above
minimums
At 100 ft Respond CONTINUING Announce 100 ft above

above
minimums
At D/ H Respond CONTINUING / GO Announce MINIMUMS, and what

AROUND Seen
e.g. APP. LIGHTS / RUNWAY /
NO CONTACT.
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3.9.3 Non precision approach procedure :
Clear for Command : - Cond. Levers MAX Select : - Cond. Levers MAX
Approach - FLAP 15 (slowly)
Confirm - FLAP 15, observe Indicator
Entry Final Command LANDING GEAR - Select LANDING GEAR - DOWN

Inbound DOWN observe GEAR DOWN lights, and
track Confirm announce DOWN 3 GREEN
Final track On Profile : Select FLAP 25 and observe

(on slope) Command FLAP 25, Indicator,
and LANDING checklist. respond FLAP 25 selected.
Check CABIN PRESS. less than
0.5 psi
Start timer (at F.A.F.)
Execute checklist and respond

LANDING checklist complete
At 1000 ft Respond NO FLAGS Announce 1000 ft above

above
minimums
At 100 ft Respond CONTINUING Announce 100 ft above

above
minimums
At Minimum Respond CONTINUING / GO Announce MINIMUMS........sec. to

AROUND go and what Seen e.g. APP.
LIGHTS / RUNWAY / NO
CONTACT.
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3.10. LANDING.
On final approach, the PF at his discretion shall request the landing memory items.
3.10.1 Landing procedure :
Command : - Cond. lever - MAX Select : - Cond. lever - MAX (slowly)

- FLAP 15 - FLAP 15, observe indicator and
Confirm. respond FLAP 15.
At abeam :
Command LANDING GEAR - DOWN Confirm VLO, Select LANDING GEAR -
Confirm. DOWN, observe GEAR DOWN lights.
Announce DOWN 3 GREEN
On profile, (on slope) Confirm VFE, Select FLAP 25, observe

Command FLAP 25, indicator and respond FLAP 25 selected.
and LANDING checklist Check CABIN Press. less than 0.5 PSI.
Execute checklist and respond ;

Respond to checklist items. LANDING CHECKLIST COMPLETE.
If landing with Flap 45 :

On profile, runway insight ; Confirm VFE.
Command FLAP 45 Select FLAP 45, observe indicator and
respond FLAP 45 selected.
Note
1. Final checklist should be completed at altitude 1000 ft or above.
2. Land at the airport with the runway width less than 23 m. without turning point is
not recommended.
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3.10.2 CROSSWIND LANDING.
When the aircraft landed in crosswind conditions, it is recommended to start

banking very gently into the wind when commencing the flare. At the same time
apply rudder to decrab and align the aircraft with the runway heading. Aim for a
positive touch down on the upwind wheels. Counter the tendency for the upwind
wing to lift by decisive use of ailerons.
3.11. CIRCLING.
Circling maneuvering is carried out when the other direction of runway is used
followed by an instrument approach where straight in landing is not possible or is
not desirable, and visual reference to the airport has been established.
At the Circling Altitude start joining downwind of active runway, and follow the
Landing procedure above accordingly.
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3.12. MISSED APPROACH.
On final approach, the crew must always be prepared to initiate a missed approach.
3.12.1 Missed approach procedure :
SIMULTANEOUSLY :
Advance power levers FORWARD Adjust Power NOT to Exceed MAX. TQ
Press. GA button Select FLAP 25, if flap 45 set.
Command GO AROUND, MAX. POWER
FLAP 25
Rotate to : - 10 deg. nose up for flap 15 Caution : If Flap is already set at 25 or

- 8 deg. nose up for flap 25 less, leave as selected.
Command - GEAR UP Observe and call POSITIVE RATE

CLIMB at minimum V2 Select LANDING GEAR UP.
At or above 400 ft AGL : Announce 400 ft.

On profile, Command FLAP 15 Confirm VFR1, Select FLAP 15,
FLAP UP then on profile, FLAP UP.
Command ; SET HDG, ALT................, Set ALT SEL. preselector.

ALTITUDE SELECT. Set F/D panel -- HDG, ALT SEL.
Accelerate to Vclimb (V2 + 10 flap 0)

Command - CLIMB POWER Announce - CLIMB POWER SET.
- AFTER T/O checklist - AFTER T/O checklist
Complete
During a missed approach proceed as cleared ; once established in the climb, continue as
per normal operations.
Note
The PNF should check SPEED before selecting Flaps.
Revision :0 AOM :3
3
DHC - 7 PROCEDURES
3.13. AFTER LANDING.
On rollout, the PF shall command to control locks at approximately Taxi Speed, If

the first officer was the PF, this call also indicates that the Captain shall now
assume control of the aircraft.
3.13.1 After landing procedure :
At taxi speed ;
Command CONTROL LOCKS Engage CONTROL LOCKS
Command : I HAVE CONTROL Respond : YOU HAVE CONTROL
Once clear of the runway :

Command AFTER LANDING checklist. Execute checklist and respond ,
AFTER LANDING checklist COMPLETE.
Note
Switch the strobe light to RED if clear of active runway.
Revision :0 AOM :3
3
DHC - 7 PROCEDURES
3.14. SHUTDOWN.
As the aircraft approaches the gate, the Pilot on the left hand seat shall command
Taxi light OFF, and command BLEEDS OFF.
3.14.1 Shutdown procedure :
Once the aircraft is stopped, the Captain shall :

1. Set the EMERGENCY / PARK BRAKE to PARK.
2. Command all condition levers to START & FEATHER.
(idle for 30 sec. before shutdown).
3. Command all condition levers to FUEL SHUT OFF.
4. Command to switch the SEAT BELT sign OFF.
5. Command the SHUTDOWN checklist.
In certain circumstances, Engine NO. 4 may be kept running provided :

1. Smoking sign is ON.
2. Ground personnel must be in vicinity.
3. At least one cockpit crew should be in the cockpit.
4. Passengers disembarkation must be monitored by the Cabin crew down stair.
NOTE
When the EXT. PWR not available at night, the dome light (which is connected to Battery
Bus), may be switched ON before removing all electrical power from the aircraft, otherwise
the cockpit will be in total darkness. Upon leaving the cockpit, switch OFF the dome light.
Revision :0 AOM :3
4 CHECKLIST
DHC - 7
COCKPIT SAFETY CHECK

(>>) (Challenge / Response - PNF)
01. PRE FLIGHT INSPECTION COMPLETED

02. LOGBOOK / DOCUMENTS ON - BOARD
03. CIRCUIT BREAKERS CHECKED
04. SAFETY EQUIP / PUMP HDL CHECKED
05. LANDING - GEAR EMERG PANELS CLOSED
06. OXYGEN QTY / MASKS CHECKED / 100%
07. COCKPIT SAFETY CHECK COMPLETE.
PRE FLIGHT ORIGINATING CHECKLIST

01. MASTER BATTERY / AC / DC ON

02. LEFT & RIGHT BATTERIES ON / VOLTS CHECKED
03. DC EXT POWER ON / VOLTS CHECKED
04. BUS TIE CLOSED / LIGHT OUT
05. DC GENERATORS OFF
06. FDR / ELT / CVR NORMAL/AUTO/TEST
07. PANEL LIGHTING AS REQUIRED
08. FUEL “ T ” handles PULLED/CHECK/PUSH IN NORMAL
09. FIRE / SMOKE WARNING TESTED
10. WINDSHIELD WIPER / HEAT OFF
11. ICE CONT / PITOT & STATIC HEAT OFF
12. BATTERY TEMP TESTED
13. ANTI- COLLISION / POSN lights OFF/AS REQ
14. IGNITION 5 NORMAL
15. FUEL QUANTITY TESTED/VERIFIED
16. AUX PUMPS / FUEL TRANSFER OFF / OFF&CLOSED
17. ENGINE START OFF
18. CABIN PRESS CONTROL AUTO/AUTO/SET
19. AC EXTERNAL POWER OFF
20. INVERTER selector LEFT BUS
21. AC GENERATOR OFF
22. ENGINE BLEED OFF
23. TEMP controls AUTO/SET
24. FASTEN BELT / NO SMOKING ON/ON
25. EMERGENCY Light CHECKED/OFF
26. SLOW / FAST indicator CHECKED
27. CLOCKS ZEROED / SET
28. FLIGHT / TAXI switch TAXI
29. GPWS/EGPWS TESTED/CHECK
30. YAW DAMPER GUARDED/NORMAL
31. FLIGHT DIRECTOR TESTED/STBY
Revision :3 AOM : 4.1

Date : Aug 2011 PT. PELITA AIR SERVICE Page : 1 of 8
4 CHECKLIST
DHC - 7
32. LDG / TAXI lights OFF

33. PFCS switch lights FLUSH/NORMAL
34. AUTOPILOT SYS CPLG SELECTED
35. STEERING OFF
36. STALL / OVERSPEED WARNING TESTED
37. FLIGHT INSTR / DME SET/CHECKED
38. STBY A/H UNCAGED
39. COMPASSES SLAVE
40. HYD QUANTITY CHECKED
41. STATIC SOURCE (selector) NORMAL
42. ALT SET preselector SET
43. PROP AUTOFEATHER OFF
44. ENG INTAKE DEFLECTORS RETRACTED
45. ENGINE INSTRUMENTS CHECKED
46. PITCH & ROLL DISC handles IN/LOCKED
47. RADAR & TRANSPONDER CHECKED/STBY
48. GPS / NAV / COMM freq ON/SET
49. CONTROL LOCK CHECKED
50. TRIMS CHECKED/SET
51. FLT IDLE GATE OUT/LIGHT ON
52. AUTO PILOT / YAW DAMPER OFF
53. FLAP selector MATCHED
54. LANDING GEAR HORN TESTED
55. CAUTION / ADVISORY light TESTED
56. SYNCHROPHASE OFF
57. ANTI SKID ON/LIGHT OUT
58. ROLL SPOILER PRESS switch GUARDED/NORMAL
59. AVIONIC COOLING AUTO
60. CREW BRIEFING COMPLETED
61. ORIGINATING CHECKLIST COMPLETE

4 CHECKLIST
DHC - 7
BEFORE-START CHECKLIST/ENROUTE
01. PRE FLIGHT INSPECTION COMPLETED

02. LOGBOOK / DOCUMENTS ON-BOARD
03. CIRCUIT BREAKERS CHECKED
04. MASTER BATTERY / AC / DC ON
05. LEFT & RIGHT BATTERIES ON/VOLTS CHECKED
06. DC EXT POWER ON/VOLTS CHECKED
07. BUS TIE CLOSED/LIGHT OUT
08. DC GENERATORS OFF
09. FIRE WARNING / FUEL HANDLE TESTED PUSH IN
10. FUEL QUANTITY CHECKED
11. CABIN PRESS CONTROL AUTO/AUTO/SET
13. FASTEN BELT / NO SMOKING ON/ON
15. CLOCKS ZEROED/SET
16. AUTOPILOT SYS CPLG SELECTED
17. FLIGHT INSTR / DME SET/X--CHECKED
18. STBY A/H UNCAGED
19. ALT SET PRESELECTOR SET
20. GPS / NAV / COMM freq ON/SET
21. TRIMS SET
22. CREW BRIEFING COMPLETED
23. BEFORE START CHECKLIST COMPLETE
STARTING ENGINE CHECKLIST

01. SEATS / RUDDER / HARNESSES ADJUSTED

02. START Clearance RECEIVED
03. TAKE—OFF DATA BUGS SET
04. ANTI COLLISION RED
05. WINDOW & DOORS CLOSED/LIGHT OUT
06. EMERG BRAKE PARK/PRESS CHECK
07. POWER levers FLIGHT IDLE
08. CONDITION levers FUEL SHUT OFF
09. STARTING ENGINE CHECKLIST COMPLETE

4 CHECKLIST
DHC - 7
PUSH BACK CHECKLIST

(>>) (Challenge / Response - RH)
01. GROUND EQUIP & CHOCK CLEAR & REMOVED

02. STEERING OFF
03. EMERG BRAKE OFF
AFTER PUSH BACK COMPLETE

04. EMERG BRAKE ON
AFTER START CHECKLIST

(>>) (Challenge / Response – PNF)
01. START SELECT OFF/LIGHT OUT

02. DC EXT POWER OFF/LIGHT OUT
03. DC VOLTS / LOAD meters CHECKED
04. BATTERY TEMP CHECKED
05. ENGINE BLEED AS REQUIRED
06. EMERGENCY light ARM
07. FLIGHT DIRECTORS GO-AROUND/HDG/ALT SET
08* P.F.C.S light TEST & NORMAL
09. PROP AUTOFEATHER SELECTED
10. ENGINE INSTRUMENT CHECKED
11. HYD QTY / PRESS CHECKED
12. RADAR / TCAS STBY / AUTO
13. FLAPS 15*/25* INDICATED
14. RUDDER CONTROL CHECKED
15. AUTO PILOT CHECKED
16. YAW DAMPER ENGAGED
17. DEICE PRESSURE CHECKED
18. GROUND EQUIP & CHOCKS CLEAR & REMOVED
19. CONDITION levers 1 & 4 MAX RPM
20. STEERING ON
21. AFTER START CHECKLIST COMPLETE
* FIRST FLIGHT OF THE DAY ONLY

4 CHECKLIST
DHC - 7
TAXI CHECKLIST
(>>) (Challenge / Response - RH)
01. TAXI light ON

02. BRAKES CHECKED
03. FLAP CHECKED
04. FLIGHT instrument CHECKED/X-CHECKED
05. TAKE OFF briefing / clearance COMPLETED
06. TAXI CHECKLIST COMPLETE
LINE UP CHECKLIST
(>>) (Read Aloud & DO RH )
01. CONDITION levers 4 MAX RPM

02. PITOT / STATIC / W. SHIELD HEAT ON / WARM UP
03. ANTI – COLLISION WHITE
04. AC GENERATORS 4 ON
05. ENGINE BLEED LOW
06. PROF GROUND RANGE CHECKED
07. CONT LOCK / FLIGHT CONT OFF / PFCS CHECKED
08. FLIGHT / TAXI switch FLIGHT
09. TRANSPONDER ON
10* AUTOFEATHER CHECKED
11. LANDING light ON
12. IGNITION AS REQUIRED
13. CAUTION light CHECKED
14. CABIN READY & WARN
15. LINE UP CHECKLIST COMPLETE
* FIRST FLIGHT OF THE DAY ONLY

4 CHECKLIST
DHC - 7
AFTER TAKE – OFF CHECKLIST

(>) (Read Aloud & Do PNF)
01. LANDING GEAR UP

02. FLAPS 0* / INDICATED
03. PROF AUTOFEATHER OFF
04. CLIMB POWER SET
05. SYNCHROPHASE ON
06. FLIGHT IDLE GATE IN / light out
07. TAXI light OFF
08. IGNITION NORMAL
09. CABIN PRESS CONTROL CHECKED
10. RADIO altimeter SET 2500
11. FASTEN BELTS AS REQUIRED
12. AFTER TAKE - OFF CHECKLIST COMPLETE
CRUISE CHECKLIST
01. DC VOLTS / LOAD meters CHECKED

02. CABIN PRESS CONTROL CHECKED
03. ALTIMETER SET/X-CHECKED
04. LANDING light OFF
05. CRUISE power SET
06. ENGINE Temp & Press CHECKED
07. CRUISE CHECKLIST COMPLETE
DESCENT CHECKLIST
01. CABIN PRESS CONTROL SET FOR LANDING

02. FUEL QTY / TRANSFER CHECKED/OFF & CLOSED
03. ALTIMETER SET/X-CHECKED
04. FLIGHT IDLE GATE CHECKED
05. HYDRAULIC QTY & PRESS CHECKED
06. LDG Data & APP Briefing BUG SET/COMPLETED
07. DESCENT CHECKLIST COMPLETE

4 CHECKLIST
DHC - 7
APPROACH CHECKLIST 5000 ft

01. CABIN DIFF CONTROL CHECKED

02. ENGINE BLEED LOW
03. FASTEN BELTS ON
04. LANDING Light ON
05. RADIO Altimeter SET
06. APPROACH CHECKLIST COMPLETE
LANDING CHECKLIST
01. SYNCHROPHASE OFF

02. TAXI Light ON
03. LANDING GEAR DOWN/ 3 GREEN
04. FLAPS 25*/45* INDICATED
05. CONDITION Levers MAX RPM
06. CABIN WARN
07. LANDING CHECKLIST COMPLETE
AFTER LANDING CHECKLIST

(>) (Read Aloud & Do RH)
01. CONTROL LOCK ON

02. CONDITION levers 2 & 3 FEATHER
03. FLAPS AS REQUIRED
04. ANTI COLLISION RED
05. AC GENERATORS OFF
06. IGNITION NORMAL
07. PITOT / STATIC / W.SHIELD HEAT OFF
09. YAW DAMPER OFF
10. LANDING light OFF
11. RADAR / TRANSPONDER / TCAS STBY/OFF/OFF
12. AFTER LANDING CHECKLIST COMPLETE

4 CHECKLIST
DHC - 7
SHUTDOWN CHECKLIST
(>>) (Challenge / Response – RH)
01. EMERG BRAKE PARK

02. TAXI light OFF
03. POWER levers FLIGHT IDLE
04. CONDITION levers (30 second) FEATHER
06. FASTEN BELT / EMERG light OFF
07. RADAR / DME / G.P.S OFF
08. STBY A/H CAGED
09. STEERING OFF
10. CONDITION levers FUEL SHUT OFF
11. ANTI COLLISION / POSN light OFF
12. PANEL lighting OFF
13. DC EXT POWER ON/CONNECTED
14. LEFT & RIGHT BATTERIES OFF
15. MASTER BATTERY / AC / DC OFF
16* ANTI SKID OFF
17. MAINTENANCE LOGBOOK COMPLETED
18. SHUTDOWN CHECKLIST COMPLETE
* LAST FLIGHT OF THE DAY

4 CHECKLIST
DHC - 7
PREFLIGHT & BEFORE START
CHALLENGE ACTION RESPONSE
1. AIRCRAFT DOCUMENTS L&R CHECKED
Check maintenance release for current date and proper signature. Review
maintenance log for recent mechanical history and carry over discrepancies. Check
aircraft has a current domestic and international flight approval.
2. HYDRAULIC PUMP HANDLE /L STOWED SAFETY EQUIPMENTS
Check for all cockpit and emergency equipment and pump handle stowed properly
in its Rack.
3. OXYGEN MASK & QUANTITY L&R CHECKED 100 %
a. Check Oxygen quantity indicator for adequate supply.

b. Check Mask hoses are connected to couplings on side consoles.
c. With emergency control knob at NORMAL, Don Mask and check respiration
through regulator several times with air knob at DILUTE and 100 % position,
return knob to 100 %.
d. Remove Mask and turn emergency control knob to EMERGENCY. Check for
audible flow of Oxygen. Return knob to NORMAL.
e. Stow Mask
f Smoke Goggles onboard and stowed
4. CIRCUIT BREAKERS. L&R CHECKED
Each Pilot checks the opposite overhead circuit breaker panels, and then check his
own side circuit breaker panels.
5. DC. EXTERNAL POWER. L ON/CHECKED
With external DC power source connected to aircraft and switch at ON position,

right main DC bus is energized by external power only (BUS TIE switch OPEN).
With BUS TIE switch CLOSE, both left and right main, DC Bus are energized.
In both cases DC EXT. PWR ON caution light is on. During engine start,
generators remain inhibited until EXTERNAL POWER switch is selected OFF
Check Volts at 28.5 minimum. Volts in excess of 30 will cause external power
to trip off
Note : A ground power unit capable of 28 plus / minus 1 Volt, 1100 - 1300 amp is
required for external start.

4 CHECKLIST
DHC - 7
6. MASTER BATTERY - AC - DC R ON
a. MASTER BATTERY SWITCH

At ON position (and with L and R Battery switch ON) energizes battery
relays
to connect battery to DC control Buses and there upon to the Main DC Bus.
b. MASTER AC GENERATOR SWITCH

At ON position, connect 28 volts DC from Left and Right DC control buses to
all AC generators for generator field excitation and to control circuits.
(DC buses must be energized).
c. MASTER DC GENERATOR SWITCH

At ON position, removes trip signal to all generator control units to allow
each
generator (with its switch at ON) to supply its appropriate main bus.
At OFF position, connects trip signal from each generator to its GCU to
shutdown generating system
.
7. LEFT and RIGHT BATTERIES L ON / VOLTS CHECKED
Place Left and Right Battery switches to ON, if no external power, this will connect
the Left and Right Batteries to their respective buses. Minimum of 20 Volts required
for internal start.
8. BUS TIE L CLOSED / LIGHT OUT
Check the DC caution light is out. With switch at OPEN position Left and Right
main, DC buses are disconnected from each other (DC BUS caution light is on). At
CLOSE position Left and right main DC buses are connected (DC BUS caution
light is out). At power shutdown bus tie relay opens. When power is reinstated BUS
TIE switch must be recycled to OPEN then CLOSE to close bus tie.
9. C. V. R. / E. L. T. L AUTO / TEST
Select ELT switch to the AUTO position. Test the cockpit voice recorder. Depress
the test button (not longer than 3 seconds), and the pointer on the indicator meter
monitor should deflect into the white scale, return, deflect again into the white scale
and return to the rest. If the meter pointer deflects only once, only one channel is
operative. No deflection indicates two channels of the monitoring circuits are
inoperative.

4 CHECKLIST
DHC - 7
10. FUEL T HANDLES L PULLED / CHECKED / NORMAL

(First Flight of the day only)
All FUEL OFF handles - PULL each in turn and check that two associated
extinguisher armed lights come on bright. Return each handle to fully in position
and check lights go out.
11. FIRE WARNING L&R TESTED
a. SHORT TEST / FIRE WARN switch - Hold at SHORT TEST and check:
1. MASTER CAUTION light flashes, CHECK FIRE DET caution light

and all LOOP A and LOOP B light illuminate.
2. Release SHORT TEST / FIRE WARN switch and check all lights go
out
b. SHORT TEST / FIRE WARN switch - Hold at FIRE TEST and check:
1. ENGINE FIRE warning, MASTER CAUTION light and BELL rings

(if any) flash, together with the illumination of all FUEL OFF handles,
CHECK FIRE DET caution light and all LOOP A and LOOP B lights.
2. Press ENGINE FIRE warning light and check Bell stops ringing and
lights goes out.
3. Release SHORT TEST / FIRE WARN switch and the re-elect FIRE
WARN and check all lights as in action 1.
4. Release SHORT TEST / FIRE WARN switch and check all lights out.

4 CHECKLIST
DHC - 7
12. SMOKE WARNING L&R TESTED
1. Smoke detectors rotary test switch in all cargo configuration (three

Cargo smoke detectors installed and connected), CARGO SMOKE
caution Lights comes on when switch is selected to CARGO 1,2 and
3.
2. In cargo / Passenger configuration, No. 2 smoke detector is not

connected and caution light does not come on at CARGO 3 switch
position.
3. AFT BAG. SMOKE caution light comes on when switch is selected to

BAG 4 and 5. For positive test, dwell at switch position for 5 seconds.
13. DC. GENERATORS L ON
Connects operating DC generators to respective main DC BUS TIE.
14. DE- ICE and ANTI-ICE L CHECKED
Ensure Pitot Heaters 1 and 2 and ACC switches are OFF, Note Pitot Heat caution
light is ON.
15. FUEL C CHECKED
Check that the Fuel Quantity agrees with dispatch requirements, and fuel has been
loaded within asymmetrical loading limitations.
Depress QTY TEST button for zero check of two fuel quantity indicators on each
panel. The indicators should return to their original indication when the tested
buttons are released.
Ensure that any fuel transfer between tanks is deselected. Aux. Pump are de-
energized and fuel can not be routed between tanks
16. IGNITION L CHECKED/NORMAL
Check that all individual ignition switches set to normal.

Check Manual ignition switch is set to Normal.

4 CHECKLIST
DHC - 7
17. PRESSURIZATION L AUTO/AUTO/SET
1. Set current QNH altimeter and required cabin altitude for flight level on cabin
pressure controller.
2. Set rate knob to half setting.
3. Ensure dump switch is set to auto.
4. Manual pressurization is set to full increase.
18. AC EXTERNAL POWER C OFF
Normally only connected by maintenance in order to perform AC equipment

check
19. INVERTER SELECTOR R LEFT BUS
The INVERTER SELECTOR switch normally remains at L BUS to connect the

auxiliary inverter (powered from the right essential DC bus) to the Left 115 volt AC
fixed frequency bus as a back up for the primary invert22er.
20. AC GENERATORS R OFF
The AC variable frequency system operates the prop de-icing, aux fuel pump; stall
warning transducers heaters, windshield heaters and elevator horn heaters.
Electrical power is generated by the prop through a gear box. The props must be
out of feather in order to provide sufficient RPM or an AC GEN caution light will
illuminate.
21. BLEED AIR R OFF
Ensure all bleed air switches are selected OFF. All engine bleed switches must be
off for engine start.
22. TEMPERATURE CONTROL R AUTO/SET
Both automatic temperature control selector to auto (9 o’clock) position. Do not

leave selector in full cool position because pack by-pass valves will freeze and
stick in full open position.

4 CHECKLIST
DHC - 7
Note: 1. If an internal start is to be carried out, place both manual / auto switches
to Manual. This prevent the auto temperature control sensing a temperature
and causing the regulator valves to cycle
2. Select Manual for Battery starts.
23. SEATBELTS / NO SMOKING R ON
Seatbelt and no smoking signs must be ON before starting engines.
24. EMERGENCY LIGHT R ARM
a. Aircraft Emergency Lights.

Place EMER LTS switch to ARM. Verify EMER LTS DISARMED
annunciator
light is OFF. In this position a failure of DC essential power will automatically
turn the emergency lights ON.
b. Portable Emergency Light.

1. With both EMER LTS switches select to ARM, two charging indicator
light become visible through emergency light reflection.
3. Depress TEST button. Airplane power failure is simulated and portable
emergency light comes on.
25. AVIONIC COOLING SWITCH R AUTO
Operates the four compartment fans in automatic mode governed by three thermal
switches. Manual mode operates the four compartment fans directly and
simultaneously.
26. ANTISKID R ON / LIGHT OUT
Switch on and check main INBD and OUTBD caution light out.
Control electrical power to antiskid system. Caution light illuminate when selected
OFF or system malfunction.
27. SYNCHROPHASE R OFF
ONLY selected ON after prop. rpm set to climb or cruise setting speeds within 2
RPM of reference prop (No. 3) following manual synchronization with condition
lever to within 1.5% (16 Np approx. at max. cruise power).

4 CHECKLIST
DHC - 7
28. CAUTIONS and ADVISORY LIGHT L & R TEST

a. Hold CAUTION LIGHTS TEST switch at upper TEST position. Check
MASTER CAUTION light flashes and all caution lights illuminate. Check
bright / dim operation with CAUTION LIGHT BRT/DIM switch. Press
MASTER CAUTION light and check light goes out.
b. Hold CAUTION LIGHT TEST switch at lower TEST position. Check all
advisory lights listed below come on. Check bright // dim operation with
CAUTION LIGHT BRT/DIM switch.
1. Fire detection loops.

2. Fuel auxiliary pumps.
3. Ice control panel.
4. Standby compass lighting.
5. Engine fail.
6. Propeller ground range.
7. SPOILERS ROLL INBD, ROLL OUTBD, and GROUND.
8. G.N.S. annunciators (optional).
9. Powered flight control shut-off switches.
10. Propeller synchrophase.
11. Nose wheel steering.
12. Compass warning.
13. Decision height light.
14. Propeller auto feather SEL and ARM.
15. Engine intake deflectors.
16. Torque indicator over-torque.
17. T5 indicator over temperature.
18. Landing Gear LEFT, NOSE, RIGHT, Selector handle and TAIL BUMPER.
19. ATTENDANT CALL
20. GATE OPEN
22. Flap 45º light.
23. Yaw Damper.
29. FLIGHT and TAXY SWITCH L TAXY
Closes roll and ground spoilers during ground operation. Switch is lever locked to
“Flight” position and magnetically held at “ Taxi “ position.

4 CHECKLIST
DHC - 7
30. AIRSPEED, STALL, GEAR WARNING L TESTED
a. TEST button energizes the airspeed over speed switch, which is present to
operate a flight compartment warning horn, which sounds at the airplane
maximum operating speed (Vmo).
b. Check that both stick shakers operate and both speed control indicator
pointer
move to SLOW range.
c. TEST switch sounds warning horn, illuminates tail bumper light and landing
gear lever handle light.
31. FLIGHT and ENGINE INSTRUMENT L & R CHECKED

All warning flags should be out of view.
a. Airspeed indicators – check for logical readings.
b. Flight Director indicators

1. Pitch and roll attitude information should reflect the aircraft attitude on
the ramp, approximately zero degrees in both axises.
2. Flight Director attitude test switch press. When press the sphere will
show approximately a 20 degree right bank and a 10 degree pitch up
attitude. The attitude warning flags should be out of view.
c. Horizontal Situation Indicator (HSI,).
Check compass synchronization annunciator oscillates between the ٠ and +

(Indicating that the rotating heading dial is synchronized with the compass).
All warning flags should be out of view.
d. Altimeters
Set to field barometric pressure and crosscheck.

Radio Altimeter:
Test button press, when depressed pointer will indicate 100 plus / minus 20
feet and the OFF flag appears. Releasing the button will send the pointer to
2500 feet and back to approx. 5 feet. DH amber lights on both ADI’s and on
radio altimeter will illuminate when the pointer is returning to 0 feet ,and the
0FF flag disappears.

4 CHECKLIST
DHC - 7
e. IVSI’s.
Check that both are at or near zero.
f Turn and Slip indicator.

Check BAT upright and BALL is centered
g. DME switches ON.
II. Check all engine instruments for normal indications and all flags out of
view.
32. COMPASSES L&R CHECKED
1. Select both LEFT & RIGHT to SLAVE. Check COMP WARN lights out.
2. Observe that opposite course indicator is also indicating same heading.

Compare heading with stand by magnetic compass
.
33. INTAKE DEFLECTOR L RETRACTED
Intake deflectors should be retracted for normal operations.
34. CONTROL DISCONNECT L IN
When pulled handle disconnect part of roll and pitch controls Ensure handle is
flush with engine instrument panel and cable is taut.
35. NAV / COM / RADAR L CHECKED / SET
a. GNS (optional) - set

b. VOR
This check may be omitted here no VOR station is available to test the
equipment. A usable VOR signal must he received and the pilot should dial
000 with course indicator on HSI, place both ADF / VOR switches on RMI
to VOR position, press the test button and note .

4 CHECKLIST
DHC - 7
Deviation needle centered approx 1 deg. each dot represents 5 deg. on

VOR to FROM flag should read FROM, RMI needle should point 180 on the
compass and plus / minus 3 deg. flag out of view.
Select desired outbound track course indicator and select desired aid
c. Tune both receivers to a ILS frequency (A usable signal is not required).

Select aircraft heading on HSI with course indicators.
Select ILS test switch to UP - LT and note:

G/S flag out of view
Localizer needle indicates one dot left plus / minus needle width.
Glide slope needle will indicate one dot up plus / minus needle width.
Select ILS test switch to DN – RT and note:

GS flag out of view.
Localizer needle indicates one dot right plus / minus needle width.
Glide slope needle will indicate one dot down plus / minus needle width.
d. DME receivers - Test both receivers.
e. ADF receivers:
1. Test both receivers.
2. Tune both receivers to desired frequency
f. Marker Beacon Receiver - Set to desired position.
g Radar receiver - Test and Set to stand by
36. FLIGHT CONTROL/TRIM L CHECKED
1. Mechanically operate gust lock immobilize the ailerons and elevator, and
prevent advancement of the power levers beyond the 82 % Ng position.
2. Operate elevator trim through full range, checking for free movement and
indication and set for take-off
3. Operate rudder trim over full range at high amid low speeds checking trim
indicator. Check sense of rudder pedal movement in response to trim
changes. Return rudder trim to zero and checked zero.
4. Operate aileron trim and return to zero.

4 CHECKLIST
DHC - 7
37. ROLL SPOILER SWITCHES L NORMAL
Ensure both pressure switches are selected to NORMAL AND GUARDS DOWN.
Enable crew to isolate a particular part of the roll spoilers due to hydraulic pressure
failure. Indicated by applicable ROLL SPLR HYD caution light.
38. STATIC SELECTOR L&R NORMAL
LEFT & RIGHT at NORMAL, connect Captain‘s and Copilot‘s instruments and air
data computer to respective static ports.
At ALTERNATE LEFT & RIGHT, connect the selected instruments and air data
computer to accessory and alternate (no 3) static port.
39. HYDRAULIC SYSTEM L CHECKED
Gear down, Flap zero, Spoilers down should indicate approximately 3 qts
.
40. PARKING BRAKE L SET
Check emergency / park brake lever full aft, into park position and 1500 psi min. on
brake pressure gauge.
41. LDG. GEAR EMERG. PANEL L&R NORMAL
Nose gear emergency panel closed and flush with floor, and main gear emergency
panel is closed and flush with overhead panel. “D” handle retracted and stowed.
42. MAIN & NOSE GEAR LOCK R UNLOCKED
Ensure that Main, gear pins removed, nose gear unlocked.
43. SHIP PAPERS L&R ON BOARD
Check that the aircraft has a valid flight approval (domestic and international) C of
A, C of R, insurance liability, engine’s hours recording, passenger manifest and a/c
loadshet.

4 CHECKLIST
DHC - 7
44. T/ 0 DATA & BRIEFING PF COMPLETED
Pre take-off and emergency briefing shall be conducted to all flights. All briefings
should include but not be limited to the following points.
Pilots are encouraged to develop their own briefing styles.
- Flap set at 15º / 25º.
- Take-off power required
- Monitor engines.
- Malfunction before / after V1.
- Abort procedure.
- Engine fire / fail procedure after V1.
- Acceleration height.
- Flaps retraction speed and VFC.
- Any special requirements / attention during the take-off phase.
45. SEATBELT & HARNESSES L&R SECURED
BEFFORE START I THROUGH FLIGHT.
1. CIRCUIT BREAKERS L&R

CHECKED
Each pilot checks the opposite overhead circuit breaker panels, then check his own
side circuit breaker panel.
2. DC EXTERNAL POWER L ON / CHECKED
With external DC power source connected to aircraft and switch at ON position,

right main DC bus is energized by external power only (BUS TIE switch OPEN).
With BUS TIE switch CLOSE, both left and right main buses are energized.
3. BUSTlE L CLOSED / LIGHT OUT
Check the DC bus caution light is out. With switch at OPEN position Left and Right
main DC buses are disconnected from each other (DC BUS caution light is on). At
CLOSE position Left and right main DC buses are connected (DC BUS caution
light is out). At power shutdown bustie relay opens. When power is reinstated
BUSTlE switch must be recycled to OPEN then CLOSED to close bustie.

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4. MASTER BATTERY AC - DC R ON
a. MASTER DC BATTERY SWITCH

At ON position (and with L and R battery switches ON) energizes battery
relays to connect batteries to DC control buses and thereupon to main DC
buses.
b. MASTER AC GENERATOR SWITCH

At ON position, switch connect 28 volts DC from left and right DC control
buses to all AC generators for generator field excitation and to control
circuits. (DC bus must be energized).
c. MASTER DC GENERATOR SWITCH

At ON position, removes trip signal to all generator control units to allow
each generator (with its switch at ON) to supply it appropriate main bus.
At OFF position, connects trip signal from each generator to its GCU to
shutdown generating system.
5. L and R BATTERIES L ON / VOLTS CHECKED
Switch Left and Right battery switch to ON if no external power, this will connects
Left and Right batteries to respective Left and Right main DC buses.
6. FIRE I SMOKE WARNING L&R TESTED
SHORT TEST/ FIRE WARN switch - hold at Fire test and check.
I. BELL rings (if any), ENGINE FIRE warning and Master caution light flash,
together with the illumination of FUEL OFF handles. CHECK FIRE DET
caution light and all LOOP A and LOOP B lights.
2. Press ENGINE FIRE warning light and check Bell stops ringing and light
goes out.
3. Release SHORT TEST FIRE WARN switch and then re-select FIRE
WARN all light as in action.1
4. Release SHORT TEST/ FIRE WARN switch and check all lights out.

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7. FUEL QUANTITY L&R CHECKED
Check that Fuel quantities agrees with dispatch requirements and Fuel has been
loaded within asymmetrical loading limitations.
8. PRESSURIZATION L AUTO/AUTO/SET
1. Set current QNH altimeter and required cabin altitude for flight level on cabin
pressure controller.
2. Set rate knob as required.
3. Ensure Dump switch is set to Auto.
4. Manual pressurization is set to full increase.
9. BLEED AIR R OFF
Ensure all Bleed air switches are selected OFF. All engine bleed switches must be
off for engine start.
10. FASTEN BELT I NO SMOKING R ON

Both Seat belt and No Smoking signs must be ON before starting engine.
11. EMERGENCY LIGHT R ARM
Place EMER LTS switch to ARM Verify EMER LTS DISARMED annunciator light is
OFF. In this position a failure of DC essential power will automatically turn the
emergency light on.
12. PARKING / EMERG BRAKE L SET
Check emergency: parking brake lever full aft into park position and 1500 psi
minimum on brake pressure gauge.
13. LDG. GEAR EMERG. PANEL L&R NORMAL
Nose gear emergency panel closed and flush with floor, and main gear emergency
panel is closed and flush with overhead panel. “D” handle retracted and stowed

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14. MAIN & NOSE GEAR LOCK R UNLOCKED
Ensure that Main gear pins removed, nose gear unlocked
15. SHIP PAPERS L&R ONBOARD
Check that the aircraft has a valid flight approval (domestic and international), C of
A, C of R, insurance liability, engine‘s hours recording, passenger manifest and a/c
load sheet.
16. T/O DATA & BRIEFING PF COMPLETED
Pre take-off and emergency briefing shall be conducted to all flights.

All briefings should include but not be limited to the following points.
Pilot are encouraged to developed their own briefing styles.
- Flap set at 15º / 25º.

- Take-off power required
- Monitor engines.
- Malfunction before / after V1
- Abort procedure.
- Engine fire / fail procedure after V1.
- Acceleration height.
- Flaps retraction speed and VFC.
- Any special requirements / attention during the take-off phase.

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STARTING
1. ANTI COLLISION PF RED
To indicate to ground crews on this or their other airplanes in close proximity that
the engines are about to be started or are operating.
2. DOORS & WINDOWS L&R CLOSED/LIGHTOUT
Verify that windows close and the “Air stair Door” and “Emergency Bag Doors”
caution light are extinguished
3. POWER LEVERS PF FLIGHT IDLE
Power levers must be at flight idle for engine start and shutdown.
4. CONDITION LEVERS PF SHUT OFF
Ensure all condition levers area at “SHUT OFF” position in preparation for start.

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AFTER START
1. START BUTTON & LIGHT PF OFF I LIGHT OUT
Check that the Start selector is placed in the OFF position. The start button has
popped out and the “Start Mode ON” caution light extinguished: it indicates that
starter rotation has ceased and igniters have been de-energized
2. DC EXTERNAL POWER PF OFF
DC External power switch “OFF” and the “DC EXT PWR ON” caution light goes
out.
NOTE: For PK-PSX and PK-PSZ Hold flight/ taxi switch to “TAXI” to prevent
spoiler extension during changeover.
3. GROUND POWER UNIT PF DISCONNECTED
Give visual or verbal indications to the ground personnel to disconnect the DC

power line. Power is supplied by internal aircraft generators.
4. DC VOLT & TEMP PF CHECKED
a. Check DC VOLTS indicator to all DC bus position.

b. Check DC LOAD indicator at all generators and batteries position and
ensure battery charge current drops to 0.1 or less. Leave on the highest
position.
5. BATTERY TEMP PF CHECKED
Visually check that Left and Right battery temperature indicators are within, the
normal operating range (green arc) 15º to 50º C.
6. BLEED AIR PNF AS REQUIRED
Select all engine bleed switches on LOW or HIGH as required.

High position on each ENGINE BLEED may be selected. During ground
operation, when higher than normal bleed air flows are necessary, the noise gear
weight switch relay actuates a by-pass valve in each engine nacelle, which
directs a greater flow of high pressure bleed air into the main air conditioning
duct.

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7. GASPER FAN PNF OFF
Turn “OFF” gasper fan switch as the ram airflow is not any longer effective when
the engine bleed air have been selected
8. SPOILERS PF TESTEDI FLUSHI NORMAL
Press ROLL SPLR push off switch and check for the ROLL SPLR INBD HYD And
ROLL SPLR OUTBD HYD caution light illuminate. Press again and check lights out.
* First flight of the day only.
9. AUTO FEATHER PF SELECT I GREEN
a. When Auto feather switch / light is depressed momentarily, SEL (green lens)
illuminate to indicate system is powered
b. When Torque of all engines exceeds 2355 ft.lbs and the no 1 and 4 power
levers are advanced above 88% Ng, ARM (yellow lens) illuminates also to
indicate auto feather system is armed Any reduction in power below arming
level disarms system and ARM light goes out.
10. HYDRAULIC SYSTEM PF CHECKED
Check quantity and pressure gauge to normal indications.
11. ENGINE TEMP & PRESS PF NORMAL
12. RUDDER TRAVEL L RESTRICTED
Check rudder movement to the Left and Right is restricted as the Flaps lever still
in the UP position.
13. FLAPS R 15º OR 25º
Check Flaps gauge and Flap lever for correct setting.
14. RUDDER TRAVEL FREE
Check rudder movement to the Left and Right is free.

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15. NOSE WHEEL STEERING L ON
Nose wheel steering advisory light should be on to indicate that the system is
selected ON, nose gear down and locked and steering angle is less than 65 deg.
from center
.
16. TRIMS PF CHECKED
Check that the Elevator trim is set for Take-off the Aileron and Rudder trim
indicator in the neutral position.
17. AUTO PILOT PF CHECKED
Engage the Autopilot and Yaw damper as follows.
Check turn knob in the center detent, and Yaw damper switch - Normal.
a. Press the “TEST” push button on the autopilot controller.

1. The autopilot should disengage and the “AP ENGAGE” switch light
goes out.
2. The “AUTOPILOT DISENGAGED” caution light illuminates.
b. Monitor the PFCS indicator for rudder deflection 4 deg. left and after 4
second delay, deflects 4 deg. right, remaining as long as the “TEST”
button is depressed the rudder return to the center after a brief delay.
CAUTION: If the autopilot does not disengage when the “TEST” button
is depressed, it indicates that the autopilot torque monitors
are not functioning properly. DO NOT engage the autopilot in
flight until the corrective action has been completed
18. YAW DAMPER PF

ENGAGE
Ensure that the Yaw damper switch at NORMAL position and guarded, also
check the Yaw damper advisory light is on (green).
19. CONDITION LEVERS R 1 & 4 /

MAX
Move Prop / Condition lever 1 and 4 full forward to Max. position (1210 RPM ).

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20. DE-ICE PRESSURE R CHECKED
Check the DE-ICE PRESSURE indicators indicates 18 psi minimum.
21. AC GENERATORS R 1 & 4 /

ON
Turn the AC generators 1 and 4 ON and check the 1 and 4 AC GEN caution
lights out.
TAXI
1. TAXI LIGHT R ON
2. BRAKES L&R CHECKED
Each pilot checks their respective brakes.
3. FLAPS PF 15º / 25º INDICATED
Check Flap gauge and flap lever for correct setting and check rudder travel.
4. FLIGHT INSTRUMENT L&R CHECKED I X. CHECKED
Check all flight instruments panels and crosscheck between left and right.
5. FLIGHT DIRECTORS L&R GO AROUND / HDG / ALT
6. CREW BRIEFING PF COMPLETED

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LINE UP
1. CONDITION LEVERS R MAX RPM
All condition levers to max rpm.
2. ANTI COLLISION R WHITE
3. ICE CONT / PITOT / WS HEAT R ON / WARM UP
4. ALL AC GENERATORS R ALL 4 ON
All AC GEN cautions light out.
5. BLEED AIR R LOW
All bleeds to low or OFF if required
6. GROUND RANGE LIGHTS L CHECKED
Check blue ground range light 1, 2, 3, 4 on in beta range.
7. CONTROL LOCK R OFF / PFCS CHECKED
Control lock when released should spring to the OFF position. Exercise L & R
ailerons and check PFCS for spoilers movement.
8. FLIGHT TAXI SWITCH L FLIGHT
9. TRANSPONDER R ON
Check proper code and turn on.

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10. AUTO FEATHER L CHECKED
Check the auto feather system. If the system is not function normally, see AFM for
Max. take-off weight.
11. LANDING LIGHT R ON
Switch landing light ON either OUTER or INNER landing lights.
12. CABIN CREW R WARN / READY
Cabin crew will advise cockpit crew by phone or verbally when the cabin is ready.
Two rings on the cabin interphone will be given to alert the cabin crew that the
take-off is imminent and they should take their seats
.
AFTER TAKE-OFF
1. LANDING GEAR PNF UP / LIGHT OUT

Check that Landing position, Tail Bumper and Landing gear lever lights are all out.
2. FLAPS PNF 0º / INDICATED
Check that Flap Selector lever is in zero position, and Flap position indicator
indicates Flap zero.
3. AUTO FEATHER PNF OFF
Depress Auto Feather Switch / light. Check SEL and ARM lights go out to indicate
system has been de-activated
Note: If power is reduced before the auto feather system is selected OFF both
ENGINE fail warning lights may he illuminate. If this occurs the auto
feather system should be selected off.
4. CLIMB POWER PNF SET
Refer to climb / cruise power for maximum climb power.

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5. TAXI & LANDING LIGHTS PNF OFF
6. SEAT BELT & NO SMOKING PNF AS REQ.
7. PRESSURIZATION PNF CHECKED
Check that cabin gauge indicated climb and cabin differential is increasing.
CRUISE
1. ANTI COLLISION PNF RED
2. PRESSURIZATION PNF CHECKED
Check for maximum differential and cabin altitude.
3. CRUISE POWER PNF SET
DESCENT
1. MIN. SECTOR ALT. L&R CHECKED
Both pilots should check minimum Sector Altitude at every airport of entry.
2. ANTI COLLISION PNF WHITE
3. PRESSURIZATION PNF SET FOR LANDING
A. Set CABIN ALT control to destination altitude plus minus 500 ft.
B. Adjust RATE control knob to prevent aircraft altitude from overtaking cabin
altitude during descent.
C. Adjust BAR CORR control to destination altimeter setting.

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Check Hydraulic and Brake Pressure and Quantity are in range.
5. FLIGHT IDLE GATE PNF CHECKED
Check movement of gate.
Note : On Touch Down, if FLIGHT IDLE GATE fails to open, withdrawn manually
and select POWER levers to DISC on towards MAX REVERSE ensuring
torque limit is not exceeded in reverse. Return POWER lever to DISC
before airplane stops to prevent roll back.
6. LDG DATA / BRIEFING PF BUG SET / COMPLETED
Pilot flying will ensure that a thorough briefing of approach and landing procedures
has been given. Ensure assigned altitude and airspeed bugs are set.
APPROACH
1. SEAT BELT PNF ON
2. BLEED AIR PNF LOW
3. LANDING LIGHTS PNF ON
4. CONDITION LEVERS PNF AS REQ.
When max Rpm is needed, smoothly advance prop condition levers full forward to
max position (1210) RPM.

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FINAL
1. CONDITION LEVERS L&R MAX
Make sure that the Condition levers has been selected to Max.
2. LANDING GEARS L&R DOWN /3 GREEN
Landing gear operating speed (VLO) is 147 kts. Check three green Landing Gear
Position light on. Check Landing Gear Lever and Tail Bumper lights out.
Note: If Flap fails to extend following selection to 15º or 25º, return FLAP selector
lever to 0º to limit rudder travel appropriate to the zero flap position.
3. FLAPS PNF 25º / 45º INDICATED
Check to see that flaps are set and indicating required number of degrees.
4. SEATBELT & NO SMOKING PNF ON
AFTER LANDING
1. FLAPS R UP
2. CONDITION LEVERS R 2 & 3 FEATHER
3. TRANSPONDER R OFF
4. CONTROL LOCK R ON
Move Flight Control Lock lever full aft to lock ailerons and elevator at Captain ‘s
command.
5. LANDING LIGHT R OFF
6. SPOILERS R TAXY
Check that the spoilers Fully down on the indicator and the lights go out.

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7. ICE CONT / PITOT / WS HEAT R OFF
Switch all lice control and windshield to OFF
8. ANTI COLLISION LIGHT R RED
Switch anti collision light to RED position.
9. ALL AC GENERATORS R OFF
Switch 1, 2, 3, 4 AC GEN.switch to OFF.
AFTER PARKING (Through Flight)
1. PARKING BRAKE L SET
Pull Emergency / Park Brake Lever full aft to Park position.
2. TAXY LIGHT L OFF
3. POWER LEVERS L FLT IDLE
Power levers must be at flight idle for engine shutdown.
4. CONDITION LEVERS R FEATHER
All to feather.
5. BLEED AIR R OFF
6. RADIOS / RADAR L&R OFF
All radio / radar and DME switch to OFF
7. NOSEWHEEL STEERING L OFF
Steering system should be off and green indicator light out.

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8. CONDITION LEVERS L FUEL SHUTOFF
Temperature (T5 ‘s) should be stabilized for 30 seconds prior to shut down. Shut
fuel off to engines.
9. SEATBELT R OFF
Turn the seatbelt sign OFF. This notifies the passengers that may now prepare to
disembark
10. EMERGENCY LIGHT R OFF
Switch OFF the emergency light.
11. L & R BATTERIES L OFF
Disconnect both batteries from DC Buses.
12. MASTER BATTERY AC - DC R OFF
Disconnects buses from system.
13. ANTI COLL / NAV LIGHT L OFF
All lights off
14. CHOCKS L ON
Make sure that the chocks has been installed before releasing the Parking Brake.
15. PARKING BRAKE L OFF

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LAST FLIGHT
1. E.L.T. R OFF
E. L. T. is disarmed
2. ANTI SKID R OFF
Anti skid is turned off and anti skid caution light are on.
3. CLOCK L&R RESET / ZERO
TRAFFIC PATTERN CHECKLIST.

Ldg. Gear UP
Flaps UP
Auto Feather OFF
Climb Power SET
Synchrophase ON
Taxi Light OFF
Altimeters SET
Nose Steering ON
Hydraulic System CHECK
Ldg Data & Briefing COMPLETE.

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TRAFFIC PATTERN CHECKLIST.
This checklist is used for ferry flight only (because of limited time, pilots are allowed
to use this simplified checklist to reduce workload in the cockpit)
1. Landing GEAR PNF UP / LIGHT OUT
Check the landing gear position, tail bumper and landing gear lever lights are all
out.
2. FLAPS PNF 0º / INDICATED
Check that flap selector lever is in zero position, and flap position indicator
indicates flap zero.
3. PROP AUTO FEATHER PNF OFF
Depress auto feather switch / light. Check SEL and ARM lights go cut to indicate
system has been de-activated
4. CLIMB LOWER PNF SET
Refer to climb cruise power for max climb power.
5. SYNCHROPHASE PNF ON
6. TAXI LIGHT PNF OFF
7. ALTIMETERS L&R SET / X – CHECKED
Set required barometric pressure on and cross check all altimeters. At same time,
set the radio altimeter.
8. NOSEWHEEL STEERING L ON
Check all HYD PRESS GAUGES read 3000 psi / 2850 psi min, Quantity Normal.
10. LDG DATA / BRIEFING PF BUG SET / COMPLETE

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AIRCRAFT OPERATING MANUAL 5 PERFORMANCES
DHC - 7
01. STALLING SPEEDS.
Series 100 / 150 Weight 40.000 lbs
FLAP SETTING CAS
0 96
15 77
25 70
45 64
0 ( 60 deg. Bank ) 136

0 ( 45 deg. Bank ) 115
15 ( 20 deg. Bank ) 80
25 ( 20 deg. Bank ) 73
02. MAXIMUM CONTINUOUS POWER.
For deflectors EXTENDED, Subtract 0.25 (Prop Np : 1210)
Press. Alt. -30 -20 -10 -05 0 +05 +10 +15 +20 +25 +30
SL - - - - 4.22 - - - - - -
2000 - - - - 4.22 - - - - - 4.1
4000 - - - - 4.22 - - - 4.1 4.0 3.8
6000 - - - - 4.22 - 4.1 4.0 3.9 3.7 3.5
10000 4.1 4.0 3.9 3.8 3.7 3.6 3.5 3.4 3.3
15000 3.5 3.4 3.2 3.2 3.1 3.0 2.9 2.8
20000 2.9 2.8 2.7 2.6 2.5 2.4 2.3
25000 2.4 2.2 2.1 2.1
Revision :0 AOM :5
DHC - 7
03. THREE ENGINES DRIFT DOWN ALTITUDE. (Feet x 100)
(Deflectors RETRACTED) (Deflectors EXTENDED)

ISA. deviation ( C ) ISA. deviation ( C )
Aircraft
-20 -10 ISA +10 +20 Weight / lbs -20 -10 ISA +10 +20
170 165 150 135 120 44.000 155 145 130 120 100
185 175 165 150 135 42.000 170 160 145 135 115
200 190 180 165 150 40.000 185 170 160 150 130
215 205 195 180 165 38.000 195 185 175 165 145
230 220 210 195 180 36.000 210 200 190 180 165
245 235 225 210 200 34.000 225 215 205 195 180
04. TWO ENGINES DRIFT DOWN ALTITUDE. (feet x 100)
(Deflectors RETRACTED) (Deflectors EXTENDED)

ISA deviation ( C ) ISA deviation ( C )
Aircraft
-20 -10 ISA +10 +20 Weight / lbs -20 -10 ISA +10 +20
44.000
055 045 030 020 42.000 055 045 030
090 080 065 040 010 40.000 075 065 050 025
105 095 080 080 075 38.000 090 080 065 045 025
120 110 100 080 075 36.000 105 095 080 060 035
140 125 115 095 075 34.000 120 110 100 080 055
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05. CROSS WIND TABLES. (FLAP 15).
Rel. Runway Width / Dry Runway Width / Wet Runway Width

Wind >90 ft <90 ft >90 ft <90 ft (Slippery)
Angle >90 ft <90 ft
90 deg. 30 23 28 21 10 8
80 31 24 29 21 10 8
70 32 25 30 22 11 9
60 34 26 31 23 12 10
50 37 28 34 25 13 11
40 43 32 39 28 16 13
Note : For FLAP 25 Take-off and Landing, cross wind limit may be increased by 5 knots.
06. LANDING DISTANCE TABLES (Flap 25).
Airport Elev. 500 ft / Zero slope / App. speed : Vref. (1.3 Vs)
Aircraft
Weight / -5 kt 0 kt +5 kt +10 kt +15 kt +20 kt
Lbs
44.000 3450 3150 3050 2900 2800 2700

43.000 3400 3100 3000 2850 2750 2650
42.000 3350 3050 2950 2800 2700 2600
41.000 3300 3000 2900 2750 2650 2550
40.000 3250 2950 2850 2700 2600 2500
39.000 3200 2900 2800 2650 2550 2450
38.000 3150 2850 2750 2600 2500 2400
37.000 3100 2800 2700 2550 2450 2350
36.000 3050 2750 2650 2500 2400 2300
35.000 3000 2700 2600 2450 2350 2250
34.000 2950 2650 2550 2400 2300 2200
33.000 2900 2600 2500 2350 2250 2150
32.000 2850 2550 2450 2300 2200 2100
For every 1% Down slope - Add 200 ft to distance required.

For every 1% Up slope - Subtract 150 ft from distance required.
Pitch control jam : Increase distance required by 33%
Roll control jam : Increase distance required by 50%
Ground Spoiler Inop. : Increase distance required by 4.5%
Antiskid Inop. : Increase distance required by 32% (T/O) and 36%(LDG)
Flight Idle Gate Inop. : Increase Roll required by 300 feet
: Increase Distance required by 500 feet
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07. CLIMB.
Speed 125 kts, ISA + 15.

P.A.
1000 ft 44.000 lbs 42.000 lbs 40.000 lbs 38.000 lbs 36.000 lbs
Time in min. / Dist. in nm. / TAS in Kts. / FF. in Lbs.
5 6 / 14 / 140 / 188 5 / 122 / 144 / 160 5 / 11 / 132 / 150 4 / 09 / 135 / 138 4 / 09 / 135 / 125
6 7 / 16 / 142 / 238 6 / 15 / 146 / 201 6 / 14 / 136 / 185 5 / 11 / 136 / 168 5 / 11 / 136 / 152
7 8 / 19 / 144 / 281 8 / 18 / 148 / 240 7 / 16 / 140 / 220 6 / 14 / 137 / 198 6 / 14 / 138 / 179
8 10 / 24 / 146 / 323 9 / 21 / 150 / 280 8 / 19 / 143 / 254 7 / 16 / 138 / 228 7 / 16 / 140 / 206
9 11 / 27 / 148 / 366 10 / 24 / 150 / 318 9 / 22 / 147 / 289 8 / 19 / 139 / 258 8 / 19 / 142 / 233
10 12 / 30 / 150 / 413 11 / 28 / 150 / 358 10 / 25 / 150 / 323 9 / 21 / 140 / 288 9 / 21 / 143 / 260
11 16 / 40 / 150 / 474 13 / 35 / 150 / 408 12 / 30 / 150 / 365 10 / 24 / 142 / 326 10 / 24 / 144 / 292
12 19 / 48 / 150 / 537 15 / 38 / 150 / 458 14 / 35 / 150 / 407 12 / 29 / 144 / 364 11 / 26 / 145 / 326
13 22 / 55 / 150 / 600 18 / 45 / 150 / 508 16 / 40 / 150 / 451 14 / 34 / 146 / 402 12 / 29 / 147 / 358
14 24 / 60 / 150 / 663 21 / 53 / 150 / 559 18 / 45 / 150 / 493 15 / 37 / 148 / 440 13 / 32 / 149 / 390
15 26 / 65 / 150 / 725 23 / 58 / 150 / 610 19 / 48 / 150 / 537 16 / 40 / 150 / 478 14 / 35 / 150 / 423
16 31 / 78 / 150 / 844 27 / 68 / 150 / 710 24 / 60 / 150 / 615 19 / 48 / 150 / 520 17 / 43 / 150 / 423
17 36 / 90 / 150 / 962 31 / 78 / 150 / 810 28 / 70 / 150 / 693 22 / 55 / 150 / 661 19 / 47 / 150 / 534
18 --- 35 / 88 / 150 / 910 32 / 80 / 150 / 771 25 / 62 / 150 / 593 21 / 52 / 150 / 570
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08. INTERMEDIATE CRUISE.
ISA + 15.
P.A.
1000 ft 44.000 lb 42.000 lbs 40.000 lbs 38.000 lbs 36.000 lbs
TAS in Kts. / F.F in Lbs.
5 220 / 1968 220 / 1964 222 / 1969 222 / 1968 224 / 1972
6 220 / 1923 221 / 1917 223 / 1921 222 / 1922 224 / 1924
7 220 / 1877 221 / 1870 223 / 1874 223 / 1875 224 / 1876
8 220 / 1821 222 / 1823 224 / 1826 225 / 1825 225 / 1828
9 220 / 1782 221 / 1776 223 / 1780 225 / 1783 225 / 1783
10 219 / 1733 221 / 1730 223 / 1734 225 / 1737 225 / 1739
11 218 / 1684 220 / 1684 222 / 1686 224 / 1692 225 / 1693
12 218 / 1634 219 / 1638 222 / 1642 224 / 1646 225 / 1650
13 217 / 1589 218 / 1593 221 / 1598 222 / 1602 224 / 1605
14 215 / 1544 217 / 1548 220 / 1552 221 / 1556 224 / 1561
15 213 / 1499 216 / 1503 219 / 1507 220 / 1511 224 / 1517
16 211 / 1453 215 / 1458 218 / 1462 220 / 1467 224 / 1472
17 --- 213 / 1411 216 / 1417 219 / 1423 223 / 1429
18 --- 211 / 1364 214 / 1371 217 / 1378 221 / 1385
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09. LONG RANGE CRUISE.
ISA + 15.
P.A.
1000 ft 44.000 lbs 42.000 lbs 40.000 lbs 38.000 lbs 36.000 lbs
TAS in Kts / F.F in Lbs.
5 195 / 1680 195 / 1640 195 / 1600 192 / 1560 189 / 1520
6 197 / 1650 196 / 1610 196 / 1570 193 / 1530 190 / 1490
7 199 / 1620 197 / 1580 196 / 1540 194 / 1500 191 / 1460
8 201 / 1590 199 / 1550 197 / 1510 195 / 1470 193 / 1430
9 203 / 1568 201 / 1528 199 / 1488 197 / 1448 195 / 1408
10 205 / 1545 203 / 1505 201 / 1465 199 / 1425 197 / 1385
11 207 / 1523 205 / 1483 203 / 1443 201 / 1403 199 / 1363
12 209 / 1500 207 / 1460 205 / 1420 203 / 1380 201 / 1340
13 211 / 1485 209 / 1445 207 / 1405 205 / 1365 203 / 1325
14 213 / 1470 211 / 1430 209 / 1390 207 / 1350 205 / 1310
15 215 / 1455 213 / 1415 211 / 1375 209 / 1335 207 / 1295
16 217 / 1440 215 / 1400 213 / 1360 211 / 1320 209 / 1280
17 --- 212 / 1370 211 / 1330 211 / 1290 210 / 1250
18 --- 200 / 1340 209 / 1300 211 / 1260 211 / 1220
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10. DESCENT.
Intermediate (IAS 185 kts), ISA + 15.
Flt. Time / Distance TAS / Fuel / REMARKS

Level minutes / kts. lbs.
nm.
100 07 24 206 120 * Taxy : 200 lbs
105 08 25 188 130 * Approach : 200 lbs
110 08 27 203 140 * Holding : 1250 lbs
115 09 28 187 150
120 09 30 200 160
125 10 32 192 170
130 10 33 198 180
135 11 38 207 205
140 12 42 210 230
145 14 46 197 255
150 15 50 200 280
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AIRCRAFT OPERATING MANUAL 6 FLIGHT PLANNING
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6.1 INTRODUCTION
This section presents the flight planning data which may be used to optimize the
enroute sector performance. Three catagories of optimum performance have beer
considered:
a. Minimum Block Time

b. Minimum Block Fuel
c. Minimum Cost
For each of the above catagories, the specific type of climb, cruise and descent are
suggested and optimum cruise altitudes are given for a series of sector dis tances,
take—off weights and outside air temperatures. Unless otherwise stated, all data is
given with the intake deflectors in the retracted position and at zero wind conditions.
6.2 ENROUTE PERFORMANCE DATA (CLIMB, CRUISE and DESCENT)
The optimization process is based on the following enroute performance data:
a. Climb
(1) TYPE I (High Speed)
(ii) TYPE II (Intermediate Speed)
(iii) TYPE III (Low Speed)
b. Cruise
(i) Maximum Cruise
(ii) Long Range Cruise
c. Descent
(i) TYPE I (High Speed)
(ii) TYPE II (Intermediate Speed)
(iii) TYPE III (Low Speed)
6.3 RESULTS
By use of a computer program, the sector block time, fuel and cost were calculated
using the various climb, cruise and descent techniques mentioned in paragraph 6.2
above. The optimized data are presented in tables on subsequent pages. It should
be noted that there is no single technique which will achieve all of the three
optimization goals, namely the minimum block time, minimum block fuel and
minimum cost, In order to achieve the minimum block time, fuel or cost, not only is a
proper selection of climb/cruise/descent techniques re quired, but the selection of
the appropriate optimum cruise altitude is essential
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Note
The cost data used in arriving at the minimum cost technique is representative of
North America practice. It may not, therefore, be appli cable to some operators
whose depreciation, maintenance facilities and fuel and crew costs differ
significantly from their North American counterparts.
6.4 EXAMPLES
EXAMPLE 1: Sector Distance = 400 nm

Take-off Weight = 44,000 lb
Temperature = ISA
Determine the block time and fuel data and optimum cruise altitudes with three
techniques (minimum block time, minimum block fuel and minimum cost technique).
MIN. BLOCK TIME MIN. BLOCK FUEL MIN. COST

TECHNIQUE TECHNIQUE TECHNIQUE
Block Time 113.2 min. 126.4 min. 116.8 min. Block Fuel 3638 lb 2875 lb 3141 lb
Technique: Climb Type I Type II Type I
Cruise Max. Cruise Long Range Max. Cruise
Descent Type I Type III Type I
Optimum Cruise Altitude 8000 ft20,000 ft 16,000 ft
tude
EXAMPLE 2:
If a choice of cruise altitudes is restricted (such as by ATC clearance) the block time
and fuel may be determined from the data presented .
Cruise Altitude = 12,000 ft (ATC clearance)
Sector Distance = 400 nm
Take—off Weight = 44,000 lb.
temperature = ISA
At Optimum Cruise At Fixed Altitude Increase
Altitude (Example 1) of 12,000 ft
Minimum Block Time 113.2 min @ 8000 ft 115 min. 1.6%
Minimum Block Fuel 2875 lb @ 20,000 ft 3100 lb 7.8%
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6.5 MINIMUM BLOCK TIME TEHNIQUE (Take Off Weight 44.000lbs )
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AIRCRAFT OPERATING MANUAL 7 WEIGHT & BALANCE
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GENERAL WEIGHT AND BALANCE DATA
7.1. WEIGHT AND BALANCE LIMITATIONS
In the interests of airworthiness it is essential that the weight and balance limits for
the airplane be observed in accordance with recommendations and information
given in the following paragraphs, tables and diagrams.
7.1.1. DESIGN WEIGHT LIMITATIONS.
a. OPERATIONAL :
Maximum Ramp/Taxi Weight = 44, 100 lb
Maximum Take-off Weight = 44, 000 lb
Maximum Landing Weight = 42, 000 lb
Maximum Zero Fuel Weight = 39, 000 lb
b. JACKING :
All jacking points are designed for lifting an airplane at maximum ramp weight when
loaded within the approved Center of Gravity range.
7.1.2. CENTER OF GRAVITY LIMITATIONS.
The Center of Gravity (C. a.) limits at all weights with landing gear extended are as
follows:
a. Forward limit = 447. 54 inches aft of reference datum (refer to paragraph

1.2.8) (25% M. A. C.) at all weights up to 42,000 lb.
TO
= 449.90 inches aft of reference datum (27% M. A. C.) at

44,000 lb and 44, 100 lb.
b. Alt limit = 468.75 inches aft of reference datum (43% M. A. C.) at all
weights.
If these C. G. limits are met with the landing gear extended, safe limits in flight are
automatically achieved. (See figure 1-2).
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7.2. WEIGHT DEFINITIONS
7.2.1 BASIC WEIGHT.
The Basic Weight of the airplane is that weight which includes all fixed operating
equipment, both standard and optional, for the mission or role envisaged, trapped
and unusable fuel, and full oil. Thus it is only necessary to add the operational load
to obtain the Gross Weight.
7.2.2 OPERATIONAL WEIGHT EMPTY.
The Operational Weight Empty is the Basic Weight plus crew, crew baggage,
passenger service items, and water/methanol (if applicable).
7.2.3 PAYLOAD.
Payload consists of passengers, baggage and cargo. The airplane payload

capabilities obviously vary with flight range requirements and role require -ments. At
no time must the Operational Weight Empty plus Payload and water/ methanol (if
applicable), exceed the Maximum Zero Fuel Weight.
7.2.4 MAXIMUM ZERO FUEL WEIGHT.
Maximum Zero Fuel Weight is the maximum weight authorized for the airplane
excluding any fuel load. The Zero Fuel Weight for a particular flight is the sum of the
Operational Weight Empty plus the Payload for that flight.
7.2.5 RAMP/TAXI WEIGHT.
The Ramp or Taxi Weight is the Maximum Take-off Weight plus the weight of fuel to
be consumed during engine warm-up and taxiing.
7.2.6 MAXIMUM TAKE-OFF WEIGHT (GROSS WEIGHT).
The Maximum Take-off Weight (Gross Weight) is the sum of the Operational Weight
Empty plus Payload and fuel, and is the maximum allowable weight at the start of
the take-off run.
Take-off Weight for a particular flight may be limited to a lesser value by

altitude/temperature limiting climb requirements, available take-off distances,
obstacle clearance requirements, and brake energy limits. (Refer to Flight Manual,
PSM l-71A-lA).
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7.2.7 MAXIMUM LANDING WEIGHT.
The Maximum Landing Weight is the maximum allowable weight (42,000 lb

structural limit) for normal landing operations.
Landing Weight may be limited to a lesser value by altitude/temperature limiting

climb requirements, available landing field length, and brake energy limits. (Refer to
Flight Manual, PSM 1-7 lA- lA).
7.2.8 HORIZONTAL ARM AND REFERENCE DATUM.
The term Horizontal Arm for the DHC-7 is synonymous with airplane station.
The Reference Datum (=Horizontal Arm 0 = Airplane Station 0), is located 248.
0 inches forward of fuselage jig point Station 248. 0 in. The jig point (datum point) is
marked by a plate attached to the underside of the fuselage on the airplane
centerline. (See figure 1-3).
The datum point is used as a reference point from which the reaction points are
measured during the weighing procedure.
7.2.9 MEAN AERODYNAMIC CHORD.
The leading edge of the Mean Aerodynamic Chord (M. A. C.) is located 418.08
inches aft of the Reference Datum. The length of the Mean Aerodynamic Chord is
117. 84 inches.
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7.3. AIRPLANE ACTUAL WEIGHT AND BALANCE DATA
This data consists of:
a. Equipment Check List.

b. Actual Weighing Record.
c. Basic Weight Change Record.
The Equipment Check List indicates (by check marks in the appropriate columns)
the equipment that is installed in the airplane in the Basic Weight condition at the
date of actual weighing.
If the equipment is changed, then the Basic Weight changes also. All equipment
changes to the airplane should be recorded in the Basic Weight Change Record so
that an accurate current record of the weight and C. G. is available at all times.
The obligation that all changes must be recorded in the Basic Weight Change
Record applies also to modifications of all types, e.g., repairs to damage sustained
in service. In such cases, all parts removed from or added to the airplane must be
weighed separately and their locations measured so that the record can be correctly
updated.
The leveling and measuring diagrams may be used to determine the Horizontal Arm
of any equipment or change not listed in the Equipment Check List.
When de Havilland modifications are incorporated, the weight and balance change
will be found on the appropriate Modification Bulletin.
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7.4. PREPARATION FOR FLIGHT
The airplane Gross Weight and C. G. should be computed for the beginning and the
end of each stage of the flight operation using the current Basic Weight and C. G.
data from the Basic Weight Change Record and from the loading tables.
The weight and balance can be checked by either of the following methods:
a. Weight and Balance Loading Manifest
b. Weight and Balance Trim Sheet.
Suggested samples of both of these documents have been developed by de

Havilland,. Any similar type document may be developed by the operator to suit his
particular requirements.
7.4.1 PRIOR TO CALCULATING
Prior to calculating the weight and balance for a particular flight, the actual condition
of the aircraft should always be checked for conformity with the Basic Weight and
C. G. condition shown on the Basic Weight Change Record form at the end of
Section 2 of this manual.
The cargo/passenger configuration is changed then the Basic Weight and Moment
Change Record form must always be amended to suit.
example of such a conversion, using weights and moments of items to be changed,

from the aircraft check list,
7.4.2 EXAMPLE OF BASIC WEIGHT CHANGE RECORD AMENDMENT WHEN

CHANGING AIRCRAFT OPERATIONAL ROLE
Typical Basic Weight and C. G. calculation is illustrated a 50-passenger

configuration with a basic weight of 27,674 lb and C.G. at arm 459. 2 converted to a
cargo/26 passenger configuration with a basic weight of 27, 321 lb and C. G. at Arm
461 .2.
This conversion, floor panels with cargo transfer aids, divider bulk head, cargo door
sill protective panel, and wall protection panels are installed and plain ceiling panels
forward of the front spar replace the stowage compartment panels.
7.4.3 WEIGHT AND BALANCE LOADING MANIFEST
The Basic Weight and Moment/l000 will.be found on the current Basic Weight
Change Record form. To these values are added the weights and moments/1000
for all operational load, payload and fuel to be carried. Resultant weight and
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moment/l 000 must fall within the limitations shown in the Center of Gravity -
Limiting Moments Table .
The Weight and C. G. at landing should also be checked by subtracting the weight
and rnoment/1000 of fuel (and water/methanol, if applicable) used, from the weight
and moment/l000 at take-off.
A sample Loading Manifest is shown .
Alternatively, the airplane loading may be checked using the Trim Sheet.
7.4.4 AIRPLANE WEIGHT AND BALANCE TRIM SHEET
For operational use, the Loading Manifest, although accurate may be considered
tedious; the Weight and Balance Trim Sheet has therefore been devised as a more
expeditious method of calculating loadings. A sample Trim Sheet is shown .
7.5. USE OF FUSELAGE TAIL STEADY STRUT
During certain loading and unloading procedures the aircraft may have a tendency
to tip tail down. To prevent this the fuselage steady strut should be installed. When
in use the strut is attached to the tail bumper fitting at Sta. 895 in. approximately.
The strut is most likely to be required when the flight compartment is unoccupied,
fuel load is low, the baggage compartment is heavily loaded and passengers are
assembled in the rear exit area. If there is any doubt about stability during
loading/unloading then the steady strut should be installed.
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7.6. WEIGHNG INSTRUCTIONS
If alterations have resulted in an estimated 2% change to the Basic Weight or if five

years have elapsed since the last weighing, then it is a requirement that the
airplane be reweighed. Local or military regulations may vary from the se.
The actual method of weighing is at the discretion of the operator or his agent.
Platform scales may be used beneath the wheels or electronic sensing devices at
the jacking points (for locations see figure 1-3 sheet 3). It is recommended that
landing gear jacking points be used in preference to wing and fuselage.
Note
It may be necessary to replace the nose gear jacking point fitting with special
adaptor Pt.No. 71300167-101 when weighing the aircraft on electronic load cells to
prevent the nose load cell from fouling the nose gear leg.
Irrespective of the weighing method chosen, the following should be noted:
a. The Basic Weight condition is established as follows:

a. Landing gear extended Hydraulic and toilet fluid full
b. Flaps up No consumable supplies in buffet
c. Flight controls in neutral and locked AU water drained
d. All doors and exits in position Airplane in level position
e. Undrainable fuel and full oil in airplane
b. The airplane should be clean and dry internally and externally.
c. An equipment inventory must be compiled either immediately before or after
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WEIGHT LIMITATIONS
Maximum Ramp/Taxi Weight 44,100 lb
Maximum Take-off Weight 44,000 lb
Maximum Landing Weight 42,000 lb
Maximum Zero Fuel Weight 39,000 lb
GENERAL DATA
Mean Aerodynamic Chord (M.A.C.) = 117.84 inches
Distance from Fuselage Structural Datum to Leading Edge of Wing at Mean

Aerodynamic Chord 418.08 inches
To convert CG arm in inches to CG% M.A.C.: % M.A.C. = (ARM—418.O$)

x 100%
117.84
To convert CG% M.A.C. to CG arm in inches: ARM (INCHES) = 117.84 x %

M.A.C. + 418.08 100
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AIRCRAFT OPERATING MANUAL 8 SYSTEM DESCRIPTION
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AIRCRAFT GENERAL
GENERAL
The Dash 7 was manufactured by Boeing Canada, de Havilland division. It is a

predominantly metal, pressurized, high-wing monoplane, powered by four Pratt and
Whitney of Canada PT6A-50 turboprop engines driving
Hamilton Standard four-blade, constant-speed, variable and reversible pitch propellers.
The airplane is type-certificated by the FAA, CAA, and Canadian Department of Transport
to the requirements of United States FAR 25, up to and
including Amendment 31, as a two-pilot, transport category airplane approved for all-
weather operation to a maximum altitude of 25,000 feet. It is certificated for flights up to
20,400 feet with passengers. Maximum gross takeoff weight is 44,000 pounds (19,958 kg).
The Dash 7 is designed for short- and medium-range passenger and cargo transportation
and maritime reconnaissance. It seats up to 54 passengers and one or two flight
attendants in addition to the two pilots and flight observer. In cargo configuration, the
airplane has the capability of carrying up to 11,700 pounds (5,307 kg) of freight.
STRUCTURES
The airplane structure consists of the fuselage, wing, and empennage. The discussion of
the fuselage includes all doors and windows. The wing includes four integral fuel tanks,
each supplying a single engine. The empennage includes the unitized fuselage tail and
horizontal and vertical stabilizers and the flight controls.
FUSELAGE
The fuselage is constructed in three main sections. The forward section contains the
forward pressure bulkhead and extends from the nose to the bulkhead dividing the cockpit
from the cabin. The center section includes the cabin seating and galley. The aft section
consists of the baggage compartment, the rear pressure bulkhead, and the supporting
structure for the empennage.
Nose Section
It contains the nose wheel well, avionics compartment, and weather radar covered by the
randome.

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Doors
On the cargo version of the Dash 7, the main passenger/crew entrance airstair door is
located on the fuselage left side at the rear of the passenger compartment. A large cargo
door is located on the left-forward side of the fuselage immediately aft of the cockpit. Four
emergency exits are provided, one across from the cargo door, two at mid-fuselage under
the wings, and one on the right side of the fuselage opposite the main entrance door. The
cargo door is monitored by the door warning system in both the cockpit and the freight
area in addition to the Standard door warning system for the main entrance, baggage
compartment, and rear emergency exit doors. An inflatable dam is installed in the two
under wing emergency exits.
Baggage Compartment Door
The baggage compartment door is installed on the right side of the fuselage aft of the rear
emergency exit door.
Door Warning System
The standard door warning system consists of two circuits: one for the main entrance door
and one for the baggage door and rear emergency exit on unmodified airplanes.
Baggage Compartment
The pressurized baggage compartment is in the upswept aft section of the fuselage. It is
located aft of the cabin bulkhead and immediately forward of the aft pressure bulkhead.
The crew can access the compartment in flight via a door on the aft cabin bulkhead.
WING
The wing is a single, high-aspect ratio , cantilevered, aluminum alloy unit, joined in the
center-to-upper midsection of the fuselage. It includes integral fuel tanks, nacelle and main
gear mounting structure, ailerons, flaps, and spoilers. Conventional leading edges are pro-
vided, with pneumatic deicer boots installed outboard of the inboard nacelles.
Conventional ailerons each have a geared tab. The right-wing aileron has a trim tab. The
outboard end of each aileron has a horn balance, the leading edge of which is detachable
to provide access to mass balance weights on the horn front spar.
Two roll spoilers and two ground spoilers are installed in each wing upper surface.
Vortex generators are bonded to the upper surface of the wings and to the lower surface of
the fore flaps adjacent to the inboard nacelles.
EMPENNAGE
The empennage consists of the horizontal stabilizer with separate left and right elevators
and a vertical stabilizer with fore and trailing rudders. The empennage is structurally
integral with the aft fuselage section.

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AIRPLANE SYSTEMS
ELECTRICAL POWER SYSTEMS
Primary electrical power is 28 VDC. It is produced by four engine-driven starter-
generators. Two 24-volt, 40-ampere-hour nicad batteries are standard equipment. External
power receptacles are provided for DC power and AC variable-frequency power from a
ground source.
DC power distribution is from two main DC buses. The left main DC bus is powered by the
No. 1 and No. 2 starter-generators and the left battery. The right main DC bus is powered
by the No. 3 and No. 4 starter-generators and the right battery. Output from each pair of
generators to their respective main DC bus is paralleled, and through a bus tie, the left and
right main buses are connected. This provides the capability for any two generators to
sustain all DC power requirements of the airplane.
Four propeller gearbox-driven AC generators provide 115/200-volt, three-phase, variable-
frequency AC power for operation of the propeller deicing system, auxiliary fuel pumps,
stall warning transducer heaters, windshield heaters, elevator horn heaters, and the water-
methanol system pump when installed.
Fixed-frequency AC power, required for avionics and some instrumentation, is supplied by
three solid-state, single-phase static inverters. The inverters operate in parallel and are
powered from separate 28-VDC buses. Electrical output is 115 VAC, 400 Hz and 26 VAC,
400 Hz.
LIGHTING
The lighting package used on the Dash 7 includes lighting for interior and exterior areas.
Interior lighting is used to illuminate the cockpit area, all flight instruments, and the
passenger cabin. General illumination is provided by either incandescent or fluorescent
floodlights. Standard warning lights are available for the cabin area, and provisions are
made for illuminating escape routes in the event of an emergency egress. Most lighting
controls are located in the cockpit, but some light control switches are located near the
individual lighting devices. Exterior lighting consists of landing, taxi, position, anticollision,
wing inspection, and emergency threshold lights. Logo and strobe lights are optional.
MASTER WARNING SYSTEM

Visual indications of emergencies, malfunctions, and normal and abnormal operation of
systems are provided to the crew by the master fire warning, MASTER CAUTION, and
advisory light systems. The master fire system (fire detection system) includes an ENGINE
FIRE switchlight and four location lights. The crew is alerted to a fire condition by the
flashing ENGINE FIRE switchlight, which can be pressed to reset and rearm the system
for further warnings. In siniilar fashion, the MASTER CAUTION switch-light flashes to alert
the crew to an illuminated caution light indicating an abnormal condition. The MASTER
CAUTION switchlight can be pressed and reset while the caution light remains illuminated
until the abnormal condition is corrected. Information regarding normal and abnormal
operation of systems is also provided by a system of advisory lights.

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FUEL SYSTEM
The fuel system includes the fuel indicating, fuel storage, tank venting, fuel feed and
scavenge, refueling/defueling, and transfer systems. The Dash 7 fuel system is divided
into four independent feed systems. Fuel is supplied from four integral tanks (two in each
wing) to the four engines by an ejector (jet) pump in each tank. Each jet pump uses
motive-flow fuel supplied by the respective engine-driven high-pressure fuel pump.
Normally, one tank feeds only its associated engine, but tank-to-tank fuel transfer is
possible through a manifold which is also used for pressure refueling/defueling. An electric
motor-driven auxiliary pump has a standby function and can be switched on if a fuel
pressure decrease or failure occurs.
POWERPLANT
The Dash 7 is powered by four wing-mounted PT6A-50 turboprop engines manufactured
by Pratt and Whitney Aircraft of Canada, Ltd., a division of United Technologies. The
engines drive four-blade, constant-speed propellers with reversing and full-feathering
capabilities in addition to Beta mode control for ground operation. The engine is of a free-
turbine type, which allows the propeller to be feathered during ground operation. Normally,
the engine is feathered before shutdown and unfeathered after the engine is restarted.
Each powerplant includes ice protection and fire detection and extinguishing systems. The
engine is rated at 1,120 shaft horsepower.
The PT6A-series engines are lightweight gas turbine engines which use two independent
turbines mounted in tandem. These two turbines are aerodynamically coupled (there is no
mechanical coupling), hence the designation “free turbine.” The first (single-stage) turbine
drives the gas generator section (compressor), and the second (two-stage) power turbine
drives the propeller shaft through a reduction gearbox.
One of the distinctive features of the PT6A engine is its reverse-flow concept: air enters at
the rear of the engine and exhausts at the front. Between the inlet and the exhaust, the
airflow undergoes three 180° directional changes. This design allows for maximum
efficiency using a minimum physical size.
FIRE PROTECTION
Each engine has an independent fire detection subsystem within the nacelle. Each nacelle
is divided into zones in which two heat-sensing elements are routed in two parallel loops.
The loops are monitored by a sensing unit which triggers the alarm (red flashing ENGINE
FIRE light) in the event that an overtemperature condition is detected.
Fire-extinguishing agent is contained in four fire bottles, one for each engine. Two bottles
are installed in the No. 1 nacelle for the No. 1 and No. 2 engines, and two bottles are
installed in the No. 4 nacelle for the No. 3 and No. 4 engines. Both bottles on one side can
be used on one engine, or one bottle can be used per engine, as appropriate.
Smoke detection systems are installed in the baggage compartment, lavatory, and cargo-
carrying portions of the cabin (optional).

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PNEUMATICS
Engine bleed air is used for air conditioning, pressurization, and pneumatic deicing. Each
engine has a low- and high-pressure bleed-air source, selection of either being made with
a switch for each engine. Operation is automatic in the high-pressure mode; pressure and
temperature sensors govern the pressure modulation to compensate for low power
settings and high altitude. This provides airfiows at the correct pressures for selected
systems operation. A low-pressure mode selection provides continuous low-pressure flow
from the engine (supplemented by high-temperature and high-pressure bleed air) for
economical cruising above 12,000 feet. Low-pressure operation is used for most
operations below 12,000 feet. Normal rated takeoff performance is based on no bleed-air
extraction.
NOTE
Takeoffs may be made with the bleed air selected off or low.
A BLEED AIR caution light illuminates whenever a bleed-air selection is made and the
landing gear is down. A BLEED HOT annunciator warns of an overtemperature in the
system.
AIR CONDITIONING AND PRESSURIZATION

The air-conditioning system provides an inflow of temperature-controlled air to the cockpit
and cabin for heating, cooling, ventilation, and pressurization. The air required for system
operation is supplied by the engine bleed-air system. Pressurization is accomplished by
limiting the escape of the conditioned air from the cabin by means of outflow valves which
are controlled by a regulating system. Two air-conditioning packs are used: one using air
from the No. 1 and No. 2 engines and one using air from the No. 3 and No. 4 engines.
Each pack supplies conditioned air to a common mixing box mounted under the cabin
floor. From there, air is distributed to the cockpit and cabin. The left-side system supplies
the cabin, and the right-side system supplies the cockpit and cabin. A ground air-
conditioning connection is available to allow a supply of conditioned air from a ground
source.
HYDRAULIC POWER SYSTEMS

Hydraulic power on the Dash 7 is produced by two completely independent hydraulic
systems. h~ addition, a separate hydraulic system provides pressure for emergency nose
landing gear extension. The No. 1 and No. 2 main hydraulic systems derive power from
four engine-driven pumps, one on each engine. Each system operates at 3,000 psi and is
supplied by a separate reservoir. An auxiliary hydraulic system, powered by a hand pump,
is provided for emergency extension of the nose landing gear. A ground servicing panel in
each outboard engine nacelle features quick-disconnects for ground hydraulic power (test
stand) connection and reservoir servicing. All hydraulic systems on the airplane use
synthetic phosphate ester-based fluids. Electrically operated indicating systems provide
pressure, quantity, and low-pressure indications.

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LANDING GEAR AND BRAKES

The tricycle landing gear is a conventional retractable dual-wheel installation with the main
gears retracting forward into the inboard nacelles and a nose gear retracting aft into the
nose fuselage section. A retractable tail bumper provides rear fuselage protection. Doors
completely enclose the landing gear when the gear is retracted. After extension, the main
gear doors remain open; the nose gear doors are closed.
The Dash 7 landing gear is electrically controlled and hydraulically actuated. Gear position
and warning are provided by advisory lights and a warning horn. Hydraulically actuated
nosewheel steering is provided for taxiing and may be used for directional control during
takeoff and landing. Brake assemblies, powered by hydraulic pressure through an antiskid
system, are mounted in each main gear wheel.
FLIGHT CONTROLS
The Dash 7 primary flight controls consist of ailerons and roll spoilers, rudder, and
elevators. Secondary flight controls include flaps and ground spoilers. A stall warning
system is also provided.
Roll control is provided by ailerons that are manually actuated by cables from the pilot’s
control wheel. Hydraulically powered roll spoilers, manually controlled by cables from the
copilot’s control wheel, augment aileron action. Both control wheels are normally
interconnected but can be separated to maintain roll control if a mechanical jam occurs in
the control linkage in either the aileron or roll spoiler system. Aerodynamic assistance to
aileron movement is provided by a geared tab on each aileron. A trim tab, located on the
right aileron, also provides roll trim.
Directional control is maintained by a twosection, hydraulically actuated rudder. Cables
from the rudder pedals control two independently powered hydraulic actuators for
deflection of the fore rudder. The trailing rudder is mechanically linked to the fore rudder to
provide additional deflection. Artificial feel is incorporated, and yaw damping is provided by
the autopilot.
Pitch control is provided by two independently mounted elevators, cable-operated from the
control columns. Normally, the columns are mechanically connected, and either column,
when moved, actuates both elevators. Provision is made for disconnecting the control
colunms, a!lowing individual control of the elevators in the event of control jamming. Spring
tabs on each elevator provide aerodynamic assistance to elevator movement. Trim of the
surfaces is provided by trim tabs.
Rudder and roll spoiler positions are shown on the powered flight control (PFCS) indicator
in the cockpit. Indication is not provided for elevator or aileron position.
A manually engaged gust lock system locks the ailerons in neutral and the elevators fully
down when the airplane is parked or being taxied. A damper protects the rudder when the
hydraulic system is not pressurized.
There are three trailing flap segments and one fore flap on each wing. Flaps are
electrically controlled and hydraulically actuated. Asymmetric flap protection is not
provided; however, the airplane remains controllable if asymmetry occurs. The fore flaps
are actuated from 0 to 25° with the trailing flaps extended 25 to 45°. The trailing flaps
automatically retract on touchdown with wheel spin-up.

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Two hydraulically actuated ground spoilers on each wing automatically extend at

touchdown to reduce wing lift. In addition, the roll spoilers deploy symmetrically to
augment the ground spoilers. All spoilers can be retracted for taxiing.
Left and right independent stall warning systems warn of an impending stall by shaking the
control columns. The system is activated by signals from either the left or the right stall
warning system.
PITOT-STATIC SYSTEM
Three pitot tubes and two static vent plates supply pitot and Static pressures to the
airspeed and vertical speed indicators, two air data computers (ADC), the airspeed
overspeed switch, and the cabin altitude differential pressure indicator. The pitot tubes on
the left and right forward fuselage supply the pilot’s airspeed indicator and No. 1 ADC and
the copilot’s airspeed indicator and No. 2 ADC, respectively. A second pitot tube on the left
side supplies the airspeed overspeed switch.
Two static vent plates (one on each side of the fuselage) each incorporate four ports. They
supply dual inputs to the pilot’s and copilot’s instruments and static source selectors, the
airspeed overspeed switch, and the cabin altitude differential pressure indicator. The static
source selectors provide for the selection of an alternate static source to the flight
instruments and ADCs.
AVIONICS
Dual VHF COMMs are provided for air-to-ground communication. A PA cabin interphone
system allows communication among the pilot, copilot, flight observer, and flight attendant.
The service interphone allows communication with a ground crew interphone Station.
The Sperry SPZ-700 automatic flight control system includes the combined operation of
the flight director computer, autopilot computer, air data computer, gyrosyn compass,
vertical gyro, and flight instruments. Operation of these systems is integrated and can
provide fully automatic flight path control during most phases of flight.
Primary flight instruments include the airspeed indicator, altimeter, inertial vertical speed
indicator, and needle-and-ball slip indicator. Flight instruments associated with the display
of flight guidance information include the ADI, HSI, and RMI. A standby magnetic compass
is installed.
Dual VOR/ILS NAV receivers are installed. Other standard navigation equipment includes
marker-beacon, DME, and ADF receivers. Selfcontained systems that do not require
ground transmitters for operation include the weather radar and radio altimeter.
A cockpit voice recorder and flight data recorder record and measure the crew
conversation and parameters of flight, respectively, for analysis and investigation of
incidents.

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OXYGEN SYSTEM
diluter-demand crew oxygen system is installed. It consists of one high-pressure steel cyl-
inder located in the avionics compartment, pilot’s and copilot’s cockpit outlets, a pressure
indicator in the copilot’s side console, an overboard discharge indicator on the left side of
the nose, and the necessary piping and pressure regulators. Crew masks must be plugged
into quick-disconnects in the cockpit aft bulkhead for use. A portable oxygen cylinder is
installed in a quick-release bracket on the bulkhead behind the copilot.
A portable passenger oxygen system is installed for emergency use. This system consists
of dual-outlet portable cylinders and continuous-flow masks in foam blocks stowed in bins
under the wing in the cabin. Each foam block contains three portable cylinders and six
masks.
LIMITATIONS
These limitations are not complete; refer to the approved AFM for a complete limitations
listing for all operating conditions. The operating limitations in the AFM must be observed
in the operation of the airplane. The following limitations are for illustrative purposes only
and are extracted from the Series 102/103 AFM; they were current at the time of writing.
Consult the current AFM for the most up-to-date information.
CERTIFICATION
The de Havilland DHC-7 is approved in the transport category in compliance with FAR
Part 25 up to and including Amendment 31.
Kinds of Operation
The DHC-7 is eligible for the following kinds of operation:
• Day and night VFR
• IFR
• Icing conditions
Minimum Crew
The minimum flight crew is one pilot and one copilot.

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WEIGHT AND LOADING (SERIES 102/103)

Maximum Structural Weight Limits
Ramp weight 44,100 lb
Takeoff weight 44,000 lb
Landing weight 42,000 lb
Zero fuel weight 39,000 lb
Empty weight Refer to PSM 1-71-8
(Weight and Balance Manual)
Center-of-Gravity Limits (Landing Gear Down)

Forward limit:
Up to 42,000 lb 25% MAC
From 42,000 to
44,000 lb Varies linearly from
25 to 27% MAC
From 44,000 to 44,100 lb 27% MAC
Aft limit for all weights 43% MAC
Loading Limits
Loading limits in the aft cargo compartment: 2,200 lb
NOTE
Maximum floor loading in compartment is 75 lb/ft2.
MANEUVERING LIMIT LOAD FACTORS

The following maneuvering limit load factors limit the permissible angle of bank in turns to
60° and limit the severity of pull-up and pushover maneuvers:
Flaps retracted +2.54 g, -1.50 g
Flaps extended +2.00 g, 0.00 g
OPERATIONAL LIMITS FOR VARIABLE FACTORS

Maximum operating altitude 25,000 ft
Maximum operating altitude with passengers 20,400 ft

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LIST OF CARGO/PASSENGER INTERIOR ARRANGEMENTS

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LIST OF CARGO/PASSENGER INTERIOR ARRANGEMENTS

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A

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ELECTRICAL POWER SYSTEM

GENERAL
The electrical system is primarily a 28-VDC. DC power is produced by four engine-driven
starter-generators and supported by two 24-volt nicad batteries. A DC external power
receptacle is provided on the aft side of the No.3 nacelle.
The DC system is used to power three solid-state inverters. Inverter out put is 115 VAC at
400 Hz. Some of the 115 VAC output is reduced to 26 VAC through two step-down
transformers.
Four propeller gear box-driven AC generators provide 115-volt, three phases, variable
frequency AC power. An AC external power receptacle, also located on the aft side of
No.3 nacelle. Control and monitoring of the electrical system is done from the MASTER
CONTROL, AC CONTROL, and DC CONTROL panels. A
DC SYSTEM
The left main DC bus, located in the No. 2 nacelle, is powered by the No. 1 and No. 2
starter-generators (operated by the No. 1 and No. 2 engines). The right main DC bus,
located in the No. 3 nacelle, is powered by the No. 3 and No. 4 starter-generators
(operated by the No. 3 and No. 4 engines). Each main bus is also connected to an
associated 40-AH battery. A bus tie connects the left and right main buses.
The contactors are controlled by a bus bar protection unit (BBPU). The output and bus
connection of each generator are regulated and controlled by a generator control unit
(GCU).
DC electrical services are supplied from four distribution buses.
There are two control buses; Each control bus receives power from the related forward
main bus and battery. Battery power is received from the related battery bus.
A control circuit is incorporated to isolate sources of DC power and ensure that external
DC has priority.
BATTERIES
Two 24-volt, 40-AH nicad batteries are installed in the airplane. Two temperature sensors,
one connected to a temperature monitor and the other to a battery temperature caution
light, are connected to each battery.
EXT POWER Switch
When external power is connected and applied, the external power switch controls con-
nection of power to the DC system. In the ON position a control circuit provides isolation of
the batteries and generators from their buses, over voltage protection, and illumination of a
DC EXT PWR ON caution light.
CAUTION
On airplanes without Mod 7/1563, over voltage protection is not available when on external
power.
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BUS TIE Switch
Its function is to allow a manual means of opening the bus tie connecting the left and right
main DC buses and to provide the ability to reset and close the tie following an automatic
opening by the bus bar protection unit. The unit opens the bus tie automatically when a
bus fault or under voltage condition is sensed. Illumination of a DC BUS caution light in-
dicates that a main bus tie has opened
STARTER-GENERATORS
The starter-generators are used to motor during engine start and clearing and to function
as DC generators during engine operation. There are four generator overheat caution
lights (#1, #2, #3, and #4 DC GEN HOT).
GENERATOR CONTROL UNIT

The GCU meets the requirements for voltage control, load sharing, over voltage, reverse
current, differential protection, and bus contactor control. Four generator caution lights (#1,
#2, #3, and #4 DC GEN), if any of them illuminates, indicate that the associated generator
is not connected to its associated buses.
DC METER
A DC voltmeter and load meter are located to monitor system performance. The load
meter can be selected to monitor any generator or either battery.
BATTERY TEMPERATURE MONITOR
Battery temperature is monitored by a system that uses two temperature sensors on each
battery, and a temperature monitor that connected to the output of a temperature sensor. A
test circuit is incorporated to simulate an overheat.
AC FIXED-FREQUENCY
The primary and auxiliary inverters receive 28-VDC input from the left and right essential
DC buses, respectively. The secondary inverter is supplied from the right main DC bus.
The output of the primary inverter is used to supply a left main AC bus, and the secondary
supplies a right main AC bus. Indication of inverter failure is provided by PRI INV, SEC
INV, and AUX INV caution lights.
Two 26-VAC transformers are installed, each receiving power from the left or right 115-
VAC bus and supplying the left or right 26-VAC bus. The L 26 AC and R 26 AC caution
lights illuminate if the related bus is not powered.

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INVERTER SELECTOR SWITCH

The INV SEL switch is located on the AC CONTROL panel and has L BUS and RIGHT
BUS positions. Normal switch is in L BUS and indicates that the auxiliary inverter output is
applied to the left AC bus.
AC VARIABLE-FREQUENCY SYSTEM
Variable-frequency 115/200-volt three-phase electrical power is supplied to the auxiliary
fuel pumps and ice protection equipment. The system consists of four propeller gearbox-
driven AC generators, four generator control units, a left and right bus system, caution
lights, and switches and indicators for control and monitoring. The system is designed so
that only two generators are connected to the bus system at one time. Switching ar-
rangements allow a standby generator to replace a failed one automatically.
A generator control unit (GCU) which governs the functions of voltage regulation, over
voltage, under voltage, under frequency, differential current, and generator switching logic
controls each generator. Control circuits for the system are powered by the left and right
DC control buses.
GCU SWITCHING LOGIC

The GCUs incorporate a switching logic that ensures that each bus system is powered by
only one generator at a time. The system switching logic is such that should a generator
fail, the GCU puts it off line and connects the generator from the opposite side. Should that
generator subsequently fail, the remaining unused generator is connected. The system is
designed so that a functioning generator cannot be selected to power both bus systems
CIRCUIT PROTECTION
Circuit protection is provided for electrical system power sources, component control
circuits, and bus distribution. Six cockpit circuit-breaker panels organize the circuit
breakers in-groups according to their distribution buses

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LANDING LIGHTS
There are four landing lights, one located on the nose fairing of flap track No. 4 and one
further outboard in each wing leading edge. When Mod 7/1335 is incorporated, both inner
landing lights are paired together under the control of a LDG INNER switch, and both outer
lights are paired together under the control of a LDG OUTER switch.
TAXI LIGHT
The taxi light is a 250-watt, quartz-halogen, sealed- beam light, located on the nose
landing gear.
POSITION LIGHTS
The position lights are a standard installation with a red light on the left wingtip, a green
light on the right wingtip, and a white light at the tip of the lower tail cone.
The lights are switched on simultaneously by positioning the POSN ON—OFF lights
switch, located on the anticollision lights panel, to ON.
When SOO 7035 or SOO 7060 is incorporated, a strobe light is installed in each wingtip
together with the position lights.
WINGTIP STROBE LIGHTS

A strobe light is located in each wingtip in the same housing as the red and green position
lights. The strobe lights are synchronized to flash simultaneously at a flash rate of50 ±10
flashes per minute. The supply is controlled by a switch on the anticollision lights panel.
ANTICOLLISION LIGHTS
There are two anticollision beacon lights installed, one on the fairing at the top of the
vertical stabilizer and one on the centerline on the underside of the fuselage. The switch
has three positions: RED, OFF, and WHITE. The upper and lower light is a red flash tube
strobe light with a flash rate of 50 ± 10 flashes per minute. The red light is for use on the
ground with engines running.
NOTE
The power supply to the digital flight data recorder (DFDR) system is also controlled by the
ANTI-COLLISION lights switch.
WING INSPECTION LIGHTS
There are four wing inspection lights, one on each side of the airplane below each direct-
vision window and one on the outboard side of the No. 1 and No. 4 engine nacelles. The
wing and engine inspection lights are controlled from the “TAXI—OFF-WING INSP” switch.

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EMERGENCY LIGHTING
The emergency lights system provides interior and exterior lighting for use in emergency
evacuation of the airplane or illumination in the event of a DC power failure.
The emergency lights are controlled with the pilot’s EMER LTS switch located on the
overhead console and the flight attendant’s EMER LIGHTS switch located on the flight
attendant’s panel.
On airplanes with Mod 7/1697 the flight attendant’s switch is replaced with a guarded two-
position switch. In the NORMAL (guarded) position the system can be armed using the
cockpit switch as described above.
CAUTION
Set the emergency lights switches to OFF to disarm all the power supply units and
portable light assemblies before switching off airplane electrical power. This prevents
power failure circuits in the units from energizing and illuminating the lights. Light
illumination causes battery discharge.

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MASTER WARNING SYSTEMS
GENERAL
A master fire warning light and four PULL FUEL OFF individual warning lights are provided
to alert the crew to the location of an engine or nacelle fire or overheat.
The caution light system consists of a flashing amber MASTER CAUTION light, individual
Caution annunciator lights, a control box, dimming switches, and test switches.
The advisory light system consists of individual annunciator lights or switch lights that are
used to display system operation.
Aural warnings are provided for airplane over-speed and landing gear systems. Optional
equipment also provides a fire bell and/or verbal warnings associated with the ground
proximity warning system.
CAUTION LIGHTS
The caution system consists of an annunciator panel, a master indicator/reset switch, a
test switch, and a dimming switch. The system is used to alert the flight crew to a fault in a
system by flashing the master indicator and by causing the applicable system caution
panel light to illuminate.
The caution lights are triggered by a fault in the system being monitored or by actuating
the TEST switch. Amber caution lights indicate situations that require action appropriate to
the associated system’s problem.
OPERATION
A signal from a faulty system causes the MASTER CAUTION light to flash and the as-
sociated system caution light to illuminate. Pressing the face of the MASTER CAUTION
light extinguishes it and rearms the system for additional faults. The associated system
caution light remains illuminated until the causative problem is corrected. The TEST
switch, when positioned to CAUTION LIGHTS, energizes all caution lights (including
spares) and the flashing MASTER CAUTION light. When the switch is positioned to
ADVISORY LIGHTS SYSTEM, the advisory lights are tested. When the TEST switch is re-
leased, the caution light system reverts to conditions existing prior to testing.
ADVISORY LIGHTS
The advisory lights illuminate to provide indication of performance limits, selections, or sys-
tem functions that are pertinent to the operation of the airplane’s systems. The lights are
located in prominent positions on the flight compartment panels and controls, usually near
the controls of the systems to which they pertain.
NOTE
The RUD 1, RUD 2, and ROLL SPLR jammed warning lights on the glare shield do not
dim.

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AURAL WARNING SYSTEM

The aural warning system produces various sounds associated with airplane conditions
that warrant the pilot’s attention.

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FUEL SYSTEM
GENERAL
A fuel quantity indicating system provides for the independent display of fuel quantity. Fuel
quantity may also be checked on the ground by magnetic dipsticks.
Each fuel tank includes a fuel-feed and collector box pumping system to provide an
independent fuel supply to its engine.
A single-point refueling/defueling system shares selected common components with the
fuel transfer system. Over wing refueling through conventional filler caps can also be
accomplished.
Tank-to-tank transfer permits transfer for lateral balancing either on the ground or in flight.
FUEL QUANTITY INDICATION

An independent fuel quantity indicating system is provided for each wing tank in pounds.
Repeater indicators on the refuel/defuel control panel on the right aft fuselage display
identical quantity readings. TANK FUEL LOW caution lights illuminate when fuel level in
each collector boxes reach less than 70 pounds in tank No. 1 or 4, or 80 pounds in tank
No. 2 or 3.
FUEL STORAGE
Fuel is stored in four separate integral tanks, two in each wing. The outboard tanks have a
greater capacity than the inboard tanks.
The inboard end of each tank is partitioned off to form a collector box, within which are the
intake points for engine fuel feed, fuel transfer, and pressure refueling/defueling.
COLLECTOR
The collector box pumping system, powered by motive flow fuel from the engine feed fuel
system, maintains the collector box fuel level at a high state at all airplane attitudes.
The low-pressure fuel ejector is the pumping device in this system. The fuel/no air valves
are open only when submerged in fuel.
ENGINE FUEL FEED SYSTEM

The high-pressure ejector is located in the collector box and supplies fuel under low
pressure to the engine-driven, high-pressure fuel pump in the FCU. The delivery rate of
the high-pressure ejector is always greater than the engine-driven pump demand; this
ensures a sustained positive pressure to the engine-driven pump. If the FCU inlet pressure
drops below a predetermined value, a pressure switch near the FCU illuminates the
respective ENG FUEL PRESS caution light.
A submerged, centrifugal, electrically operated AC auxiliary fuel pump is located in the
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sustained using the auxiliary fuel pump, the pump must be activated manually by selection
of the appropriate AUX PUMP switch on the fuel control panel.
NOTE
The auxiliary pumps are also activated automatically for fuel transfer and for pressure
defueling (if a variable-frequency AC power source is available on the ground).
The engine-driven, high-pressure fuel pump is integral with the FCU and operates
whenever the engine is running. It is constantly supplied with a low-pressure supply of fuel
from the high-pressure ejector in the respective collector box. A fuel emergency shutoff
valve is located in the fuel feed line of each fuel feed system. Each valve is closed by
pulling the associated PULL FUEL OFF handle on the overhead fire protection panel.
REFUELING/DEFUELING SYSTEM
The refueling/defueling system provides for the pressure refueling or defueling of the four
wing fuel tanks through a single adapter coupling to which a fuel tender is connected. For
refueling, the fuel, supplied under pressure, is piped to each tank through the
refuel/defuel/transfer manifold.
FUEL TRANSFER SYSTEM

The fuel transfer system is designed for fuel transfer between selected tanks. The system
uses the components and protection circuits of the refueling/defueling system and is
controlled by the FROM TANK rotary selector and the TO TANKS toggle switches on the
FUEL TRANSFER panel.
The FROM TANK selector has 1, 2, 3, and 4 positions, designating tanks from which fuel
is to be taken. The TO TANKS switch has CLOSED and OPEN positions relating to the
tank or tanks into which fuel is to be transferred.

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POWERPLANT
GENERAL
The Dash 7 is powered by four wing-mounted turboprop engines manufactured by Pratt

and Whitney Aircraft of Canada, Ltd., a division of United Technologies. The engines drive
four-blade, constant-speed propellers. The propellers incorporate Beta mode control for
ground handling, a selective auto feathering system, and full feathering and reversing
capabilities. Normal rated power at takeoff is 1,120 shaft horsepower (shp) at 1,210
propeller rpm. Each power plant includes ice protection and fire detection and ex-
tinguishing systems.
ENGINE
The PT6A-50 is a lightweight gas turbine engine which uses two independent turbines
mounted in tandem. These two turbines are aerodynamically coupled (there is no
mechanical coupling) hence the designation “free turbine.” The first (single-stage) turbine
drives the gas generator section, and the second (two-stage) power turbine drives the
propeller shaft through a reduction gearbox.
This engine differs from previous models by incorporating the dual-stage, low-pressure
(power) turbine.
Major Section
For descriptive purposes, the PT6A engine (core) is divided into seven major sections, as
follows:
• Air inlet
• Compressor
• Combustor
• Turbine
• Exhaust
• Reduction gear
• Accessory gear

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Air Inlet
Air is ducted to the engine compressor air inlet by the nacelle air scoop on the lower
side of the nacelle. The air inlet is located at the rear of the engine. It allows air to
be inducted into the engine and introduced into the compressor. The inlet is
annular (circular) and is screened to prevent entry of large foreign objects.
Compressor
The compressor is located in the midsection of the engine forward of the intake. It receives
air at ambient pressure and progressively increases the pressure prior to the air being
mixed with fuel and ignited in the power section. The compressor consists of three axial
stages and one centrifugal stage. Air is supplied from the compressor for combustion,
bearing seal pressurization, engine cooling, compressor bleed-valve operation, and
airframe pneumatic services.
Combustor
The combustor is formed by the front end of the gas generator case and the aft end of
the exhaust duct. It receives high-pressure air from the compressor and provides
an area to ignite the mixture of air and fuel.
Turbine
The compressor and compressor turbine, together, are termed the gas generator and
supply expanding gases that are used for power extraction.
The power turbine is coupled to the propeller gearbox and delivers engine power. There is
no direct mechanical coupling between the compressor and power turbines; the
aerodynamic coupling between turbine sections is termed “free turbine
Gas generator rpm is given as NG. The power turbine, through the propeller reduction
gearbox, drives the propeller and certain accessories. Propeller rpm is directly
proportional to power turbine rpm and is given as NF.
Exhaust
The exhaust section is located immediately aft of the reduction gear section. It
consists of an annular exit plenum, a heat-resistant cone, and two exhaust ducts
located 40° either side of centerline at the top of the engine.
Reduction Gear
The reduction gear at the front of the engine consists of two complete planetary gear
systems to provide a two-stage reduction. The function of the reduction gear
assembly is to convert the high rpm, low torque input from the power turbine to low
rpm, high torque output for the propeller. In addition, the reduction gear also oper-
ates the torque meter system and drives the following propeller accessories:
• Constant-speed unit (CSU)
• Overspeed governor
• AC generator

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The direction of rotation is clockwise as viewed from the rear.

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Accessory Gear
The accessory gear is housed in a case at the aft end of the engine. An oil-tight
diaphragm at the forward side of the accessory case forms a cavity between the
forward side of the case and the aft wall of the compressor inlet case. This cavity
forms the engine oil tank.
The gas generator turbine shaft extends through the void to drive the accessory gear,
which provides the driving ratios for the following accessories:
• Oil pressure pump

• Oil scavenge pumps
• Fuel pump and fuel control unit
• DC starter-generator
• Gas generator tach generator (NG)
• Centrifugal breather impeller

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ENGINE SYSTEMS
ENGINE NACELLES
The air inlet to the engine is located on the lower side of the nacelle and is designed to
produce a ram effect for positive flow to the engine intake. The nacelle includes an inertial
separator system (engine intake deflector system). The deflectors can also be lowered to
provide steady airflow during turbulent conditions. The vanes are mechanically connected
and electrically actuated from an ENGINE INTAKE DEFLECTORS control panel in the
center instrument panel.
When in the extended position, airflow to the engine inlet is reduced, and engine torque
can be expected to decrease by approximately 250 foot-pounds per engine.
COMPRESSOR BLEED VALVES
Since axial compressors have an inherent tendency to stall and surge at low power
settings and during acceleration and deceleration, an automatic compressor bleed system
is incorporated in the form of a low-pressure bleed valve and a high-pressure bleed valve
located on the left and right sides of the engine, respectively. The function of the surge-
bleed valves is to dump interstage compressor air overboard to prevent compressor stall.
Valve operation is automatic, using compressor and control air pressure differential
FUEL SYSTEM
Description
The engine fuel system is a pneumatic-mechanical system designed to provide metered

fuel to the combustion chamber to meet all operating conditions of rpm, altitude,
temperature, acceleration, and deceleration. The engine fuel system consists of an oil-to-
fuel heater, fuel pump, fuel control unit (FCU), cutoff valve, flow divider and dump valve,
and dual fuel manifold with 14 simplex fuel nozzles. For purposes of description and
operation, the system also includes the power turbine governor section of the propeller
governor.
Fuel Heater
An oil-to-fuel heat exchanger has a fuel-temperature-sensing oil bypass valve, which

regulates the fuel temperature by allowing the oil to either flow through or bypass the fuel
heater.
Fuel Pump
The high-pressure fuel pump is driven by the accessory gear. The pump receives fuel
under low pressure from the jet pump and increases outlet pressure to provide efficient
operation of the FCU.

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Fuel Control Unit (FCU)
The FCU is mounted on the fuel pump and schedules fuel to the spray nozzles in
response to power lever position under varying conditions of atmospheric pressure. The
FCU is divided into three sections: computing, governing, and metering.
The computing section has a pneumatic bellows, which varies the fuel schedule in
response to varying atmospheric conditions and power lever positions.
The governing section controls gas generator rpm (N0). Power lever positions are
transmitted as mechanical inputs to vary a speeder spring force. Opposing force is
generated by flyweights responding to gas generator rpm.
The NF governor is integral with the propeller constant-speed unit. It is also known as a
fuel-topping governor and maintains the power turbine at a selected rpm during reverse
operation.
The metering section receives fuel from the integral high-pressure fuel pump and meters
the fuel through a valve scheduled by mechanical link with the computing section.

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Fuel Cutoff Valve

Fuel leaving the metering section is directed through a minimum pressurizing valve and
into the flow divider and spray nozzles. A fuel cutoff valve vents fuel pressure and returns
it to the tank. The cutoff is affected by the closing of the minimum pressurizing valve.
Flow Divider/Dump Valve
This unit is pressure-operated by metered fuel. Initially, fuel is supplied to the primary
manifold only. Then, as the engine accelerates and fuel pressure in the manifold builds,
fuel is also supplied to the secondary manifold. All nozzles are operative at idle and above.
Fuel Manifold and Spray Nozzles

Fourteen simplex spray nozzles are installed in the combustion chamber and are fed by
two manifolds in the -50 engine. The two manifolds are designated primary and secondary,
and each has seven nozzles installed.
Fuel to the nozzles is controlled by a flow divider.
Indication
An ENG FUEL PRESS Caution light for each engine provides warning of a critical
decrease in fuel pressure and the necessity of switching on the appropriate auxiliary
pump.
A fuel flow indicator shows the actual fuel flow at the engine fuel control unit
IGNITION SYSTEM
The ignition system for each of the four engines consists of an ignition exciter unit and two
spark igniters joined by electrical cables. Each exciter is controlled and powered by aircraft
electrical circuits to provide ignition during the starting cycle or continues ignition, as
required. Continuous ignition is also initiated when the aircraft deicing system is selected
on.
Ignition circuit control is exercised by four individual shutoff switches a manual ignition
switch, and the ENGINE START selector switch. Interconnection between the mode
selector on the ICE CONTROL panel and the manual ignition switch allows automatic
selection of continuous ignition when the airframe deice system is activated.
OIL SYSTEM
The engine oil system is a self-contained, fully automatic, dry-sump system that provides
for cooling and lubrication of the engine bearings and the gears of the reduction and
accessory gear sections. In addition, the engine oil system is used for propeller control,
torque meter, and fuel heating through an oil-to-fuel heat exchanger.

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A regulator valve directs the oil flow to bypass the cooler during cold starts or if a cooler
blockage occurs. An oil-to-fuel heat exchanger heats the fuel to prevent ice from forming
on the fuel control unit filter.
The oil pressure pump develops pressure, which is limited by a relief valve. The pressure
oil is directed through a bypass filter to the engine bearings, reduction gearbox, propeller
control system, and torque-indicating and torque-limiting systems.
TORQUEMETER
The torque meter provides an accurate indication of engine power output. It is a hydro
mechanical system, which uses engine oil pressure for operation. Torque is sensed as a
fore and aft flexing of a helical ring gear balanced against oil pressure. The movement
modulates an oil pressure valve and the resultant oil pressure is sent from a transducer to
an indicator. Torque meter values are also used by the auto feather system.
Indication
Torque meter oil pressure is sent to each of four-engine torque indicators mounted on the
engine instrument panel. Each indicator displays torque in foot-pounds.
PROPELLER
The airplane is equipped with Hamilton Standard, 24PF-305, four-blade, single acting,
variable-pitch (blade angle) propellers with reversing, feathering, and constant-speed
capabilities. Engine oil (propeller governor) pressure is used to turn the blades toward low
angle against the action of counterweights and dome spring washers. In the event of loss
of engine oil pressure, the propellers automatically feather.
The propeller blades are deiced using electrically heated deicing boots mounted on the
blade leading edges.

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Constant-Speed Propellers
Constant-speed propellers operate in three ranges: under speed, overspeed, and on

speed.
Under speed is the range of operation in which the actual rpm is less than the selected
rpm.
Overspeed is the range of operation in which actual rpm is greater than selected rpm.
On speed is the rpm range of operation in which actual rpm and selected rpm are equal or
very nearly equal.

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PROPELLER GOVERNOR
The propeller constant-speed unit (CSU) incorporates a propeller hydraulic governor, a

pneumatic fuel topping (NF) governor, and a high-pressure oil pump which boosts engine
oil pressure for propeller operation. The unit is mounted on the propeller gearbox and is
driven proportionally to propeller rpm, controlled by the respective condition lever in the
cockpit. Each condition lever selects the desired propeller rpm settings or feathering. In the
propeller-feathered position and in the Beta range, maximum propeller rpm is controlled by
the fuel-topping (NF) governor incorporated in the CSU
Governor oil pressure is used to turn the blades toward low angle (high rpm);
counterweight and dome spring washer force is used to turn the blades toward high angle
(toward feather or low rpm).
Governor oil pressure is varied to increase or decrease propeller rpm. It varies
automatically to maintain selected rpm. Governor oil pressure is a function of centrifugal
force on flyweights counterbalanced by a speeder spring. Propeller rpm is selected by the
condition lever, which is mechanically linked to the speeder spring and adjusts the speeder
spring position. RPM is thus selected by the force exerted by the spring.
OVERSPEED GOVERNOR
Propeller overspeed protection is supplied by an independent, preset, overspeed governor

on each engine and is driven by the reduction gear. A test circuit is controlled by a
propeller overspeed test switch to permit testing of the overspeed governor.
The overspeed governor provides automatic control of a propeller overspeed condition
should failure of the propeller governor occur. This is accomplished by the dumping of
propeller governor oil pressure, which allows the propeller blade angle to increase. The
blade angle increases until propeller rpm is reduced to a preadjusted maximum of 1,283
rpm.
Overspeed Governor Test
The overspeed governor includes a solenoid valve that is controlled by a TEST switch to
permit testing of the overspeed governors of two propellers at a time. During propeller
overspeed testing, the test switch should not be released until the power levers are back at
FLT IDLE. Releasing the test switch may result in damage to the overspeed governor.
BETA MODE CONTROL
The power levers control the Beta range of the propellers. By definition, the Beta range is
the range of blade angle movement controlled by power lever travel and extends from the
low-angle stop of 20.2 to —13.5° (full reverse). Op eration of the power levers into the Beta
range is not normally possible unless the weight is on the landing gear or the FLT IDLE
gate has been manually opened.

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PROPELLER AUTOFEATHER SYSTEM
A propeller auto feather system is provided to automatically feather the propeller of a failed
engine during takeoff. When switched on for takeoff, the system will sense any decrease in
engine torque to 2,120 pounds or an engine oil pressure drop. Either event causes the
system to bleed off engine oil pressure at the affected propeller governor and allows the
counterweights and dome spring washers to feather the propeller. An interlock feature
prevents auto feathering of the remaining propellers once the system has feathered one
propeller.
AUTOFEATHER SWITCHLIGHT
sel—when switchlight is depressed momentarily, sel (green lens) illuminates to indicate

system is powered.
arm—when torque of all engines exceeds 2,355 ft-lb and no. i and no. 4 power levers are
advanced above 88%ng arm (yellow lens) illuminates also to indicate autofeather system
is armed.
any reduction in power below arming levels disarms system, and arm lightgoes out.
if switchlight is depressed when systemis armed, sel and arm lights go out toindicate
system is switched off.

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Auto feather Test Procedure

The auto feather test procedure should be completed once every 24 hours (flying day).
1. PROP AUTO FEATHER switch light - Press

Check that the SEL light is on.
2. Propeller/condition levers - Normal flow
3. Check the autofeathering of each propeller in turn:
a. PROP AUTO FEATHER TEST switch - Hold at TEST
b. Advance the power levers above 2,400 foot-pounds of torque, and check that
The ARM light comes on.
c. Retard one power lever to FLT IDLE, and check that the propeller of the
Idling engine begins to feather and the left and right ENGINE FAIL warning
lights illuminate.
d. Retard the advanced power levers to FLT IDLE, and check that the propeller
does not unfetter and the ENGINE FAIL warning lights do not go out
e. Release the PROP AUTO FEATHER TEST switch, and check that the
propeller unfetter and the ENGINE FAIL warning lights go out.
f. Repeat the procedure for the remaining engines.

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PROPELLER
SYNCHROPHASING
A synchrophasing system provides propeller rpm and blade phase synchronization of the
propellers at all speeds and blade angles required within the designed cruise range. The
No. 3 engine is the master, and the other engines are slaved to it. The system is switched
off for takeoff, for landing, and during any engine shutdown.
POWERPLANT
INSTRUMENTS
Power plant (engine and propeller) instruments are mounted in the center instrument
panel. Instruments include indicators for torque, propeller rpm, T5 temperature, gas gen-
erator rpm, oil temperature and pressure, and fuel flow. Text on oil temperature and
pressure is covered in this chapter under Oil System. The fuel flow indicator is found in this
chapter under Fuel System and in Chapter 5, “Fuel System.” Refer to Chapter 1, “Aircraft
General,” for colored pictures of all aircraft instrument markings and the limit values for the
markings.
TORQUE PRESSURE
Engine torque pressure is the primary thrust indicator for the airplane. Torque is sensed by
the hydro mechanical torque-meter in the first-stage reduction gear. The torque meter
pressure signals are converted to electrical signals by the torque meter transducer and are
displayed in foot-pounds on the gage labeled “TRQ.”
PROPELLER RPM
Propeller rpm is obtained from a tach generator, which senses reduction gear rpm. The
tach generator output is sent to a gage on the instrument panel marked “PROP,” which is
calibrated directly in propeller revolutions per minute. These gages do not require aircraft
electrical power.
ENGINE TEMPERATURE (T5)

Engine temperature (T5) is measured by eight thermocouples extending into the gas
stream between the gas generator turbine and the power turbine. T5 is transmitted to a
gage labeled “T5.” The T5 gage is calibrated in degrees Celsius times 100 and does not
require power from the airplane electrical system.
GAS GENERATOR RPM (NG)
Gas generator rpm (NG) is sensed by a tach generator driven by the accessory gear. The
output signals are transmitted to a gage labeled “NG.” The gage is calibrated in
percentage of design maximum rpm.
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POWERPLANT
CONTROL
Each power plant (engine and propeller) is controlled by two levers located on the throttle
quadrant: the power lever and the condition lever. One additional control for all four
engines which is normally operated automatically is the power lever flight idle gate.
POWER LEVERS
Each of the four power levers controls its respective engine speed in the forward and
reverse power ranges and propeller blade angle in the Beta range. Each is mechanically
interconnected through a cam box to its respective FCU, Beta valve and follow-up
mechanism, and power turbine (NF) governor

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FIRE PROTECTION
GENERAL
Nacelle fire or overheat is detected by dual continuous-loop detectors routed in parallel

around vital areas of the engines. Nacelle fire extinguishing is provided by four
extinguisher bottles. The bottles are located in pairs, two in the No. 1 nacelle and two in
the No. 4 nacelle. Each pair of bottles is arranged so that either or both bottles can be
discharged into either nacelle on that wing.
Warning of smoke in the baggage compartment is provided by two smoke detectors.
Smoke detected by either unit will illuminate a caution light on the caution lights panel.
An optional system mounts as many as three additional smoke detectors in the cabin area
when part or all of the cabin is configured to carry cargo.
FIRE DETECTION SYSTEMS
ENGINE FIRE DETECTION

Controls and indicators for the engine fire detection system are shown in Figure 8-1; refer
to it as necessary.
Components Description and Operation
Fire Detection Loops

Each engine and nacelle is equipped with two parallel fire detection loops, designated loop
A and loop B. The loops are sensing elements that show a change in resistance with a
change in temperature. The resistance of each element of the loop decreases
proportionally with an increase in temperature. Element resistance is between the core
and outer casing. The loops are routed within the nacelle so as to provide good coverage
to areas that might be susceptible to fire or overheat.
Fire Detection Units
One fire detection unit is provided for each engine. They monitor the fire detection loops
and activate the cockpit fire warnings in response to loop resistance falling to a preset
value. The monitoring circuitry for either loop A or B is independent within the detection
unit and is powered from different buses. LOOP lights for each loop are provided on the
fire protection panel. They illuminate whenever the monitor Circuit for that loop is activated
by a fire, overheat, malfunction, or electrical power failure.
On airplanes with Mod 7/1302, additional circuitry is provided to discriminate between nor-
mal fire warnings and short circuits in the detection loops. The circuits monitoring the loops
are able to sense the speed as well as the value of decreasing resistance. Thus, a sudden
change in resistance will be interpreted as a short circuit, and a fault indication will be

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displayed. The more gradual change associated with a rise in temperature results in fire
warnings.
DETECTOR LOOPS Switches
Four DETECTOR LOOPS switches are provided, one for each engine, on the fire protec-
tion panel. They control the monitoring circuits of the fire detection Units. Each switch has
three positions labeled “A,” “BOTH,” and “B.” Normally, the switches are in the BOTH posi-
tion, and the fire detection units must sense a drop in resistance from both loops to initiate
a fire warning. A change sensed in only one loop with BOTH selected is interpreted as a
fault, resulting in a CHECK FIRE DET caution light and illumination of the applicable
LOOP light.
The A or B positions can be used to select single-loop operation following confirmation of a

malfunctioning loop.
NOTE
During single-loop operation, the monitoring circuit of the active loop will not warn of an
electrical power failure.
Master Fire Warning

A flashing red ENGINE FIRE switch light is located on the center glare shield. When illumi-
nated, it provides a warning to the crew that a fire detection unit has sensed a fire or
overheat in an engine or nacelle. It does not illuminate on signals sensed as shorts or
malfunctions. When pressed to reset, it extinguishes and rearms for activation if a fire is
sensed in another engine or nacelle.
Engine Fire Warning Lights
Four lights labeled “PULL FUEL OFF” are positioned in T-handles located on the fire
protection panel. They provide the primary means of identifying a fire/overheat condition in
a particular engine when illuminated by a signal from the associated fire detection unit.
The lights remain illuminated as long as the over temperature condition exists.
FIRE BELL
An optional fire bell can be installed (SOO 7121). It sounds concurrently with illumination
of the PULL FUEL OFF warning and is silenced when that fire warning is reset.

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Operation
Control of the fire detection system is primarily by the position of the four LOOPS switches.
In normal operation, with the LOOPS switches in the BOTH position, the fire detection
unit(s) must sense a fire/overheat in both loops to initiate a fire warning. The crew is
alerted to a fire condition by the flashing red ENGINE FIRE master warning and
illumination of a red PULL FUEL OFF light in the appropriate fire control T-handle.
Concurrent with the fire warning lights, both LOOP lights and a CHECK FIRE DET caution
light illuminate, and the MASTER CAUTION light flashes. The LOOP lights are illuminated
when the associated fire detection circuits are activated for any reason. The CHECK FIRE
DET caution light illuminates in response to any LOOP light illumination.
With BOTH selected, activation of only one fire detection circuit is sensed as a fault and
results in illumination of the appropriate LOOP light, the CHECK FIRE DET caution light,
and a flashing MASTER CAUTION light. The LOOPS switch can be used to select the no
illuminated loop and the appropriate test procedure performed to confirm a malfunctioning
loop. With A or B selected, engine fire warning and fault monitoring is available; however,
the system will not warn of electrical power failure.
Fire Detection System Test

On early airplanes, the detection system is tested by a switch on the fire protection panel.
When held in the TEST position, the ENGINE FIRE and MASTER CAUTION lights flash.
In addition, the CHECK FIRE DET, all PULL FUEL OFF, and all LOOP lights illuminate.
On airplanes with the short circuit discriminators fitted, the test switch is labeled “SHORT
TEST -FIRE WARN.” When held in the FIRE WARN position, the indications are the same
as above. When held in the SHORT TEST position, the MASTER CAUTION light flashes
and the CHECK FIRE DET and LOOP lights illuminate.
Resetting and rearming of the master fire warning and master caution systems can be
confirmed by pressing the ENGINE FIRE and MASTER CAUTION switch lights during
testing and retesting. Confirmation of reset is indicated by the lights extinguishing when
Pressed. System arming is confirmed when the switch lights flash again on the second test
selection.
A malfunctioning loop is indicated during the fire-warning test by no illumination of that

LOOP light and the associated PULL FUEL OFF light. Selection of the illuminated (func-
tioning) loop with the LOOPS switch and retest should confirm normal fire warnings. The
dual-loop system provides both improved fault detection and dispatch reliability. Fire
detection is available with only one operative loop (for an engine); however, the
malfunction should be located and rectified, when possible.
No illumination of a LOOP light during SHORT TEST selection indicates an open-circuited

loop. Selection of the illuminated LOOP and retest should confirm normal system
operation.

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BAGGAGE COMPARTMENT, LAVATORY, AND CABIN

SMOKE DETECTION
General
Passenger versions of the airplane feature a baggage compartment smoke detection

system; those with Mod 7/2497 also incorporate a lavatory smoke detection system. A
visual warning is provided when smoke concentration exceeds a predetermined level.
The cargo version of the airplane provides smoke detection for the rear baggage compart-
ment and the cabin; those with Mod 7/2497 also have a lavatory smoke detection system.
Warning is provided by warning lights on the flight attendant’s panel and the public
address inter-phone panel.
Baggage Compartment Smoke Detection System

Warning of a smoldering or active fire in the baggage compartment is provided by an AFT
BAG SMOKE caution light.
The presence of smoke, detected by either of two smoke detectors in the compartment,
illuminates the light for as long as smoke is present.
The system is tested with the REAR BAG SMOKE WARNING test switch. Holding the
switch in the TEST 1 or TEST 2 position illuminates the AFT BAG SMOKE light to indicate
serviceability of each detector Circuit.
Lavatory Smoke Detection System

The lavatory smoke detection system provides audible warning of smoke concentrations of
a predetermined density by sounding a single ping on the public address system. In
addition, the LAV SMOKE section of the LAV SMOKE/ DET OFF switch lights, one on the
flight attendant’s panel and one on the public address system panel, is illuminated. The
DET OFF portion of the switch lights, when illuminated, indicates that the system is not
armed.
The system is tested by depressing the LAY SMOKE switch light and rotating the keyed
test button on the smoke detector 300 counterclockwise. This simulates an alarm
condition, providing the audible and visual warnings.
Cabin Smoke Detection System

Airplanes configured to carry cargo have as many as three smoke detectors in the cargo
compartment.
The system is tested by placing the SMOKE DETECTORS TEST rotary switch to the
CARGO 1, 2, or 3 position, illuminating the CARGO SMOKE and MASTER CAUTION
lights. Selection of BAG 4 or 5 simulates smoke conditions in the baggage compartment,
illuminating the AFT BAG SMOKE and the MASTER CAUTION lights.
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FIRE-EXTINGUISHINGSYSTEMS
ENGINE FIRE EXTINGUISHING
General
Fire extinguishing for the engines and nacelles is provided by two pairs of fire extinguisher
bottles, one pair mounted in each outboard nacelle. A distribution system connects each
bottle to discharge nozzles in both nacelles on that wing. Either or both bottles can be
discharged into either nacelle but cannot be discharged into a nacelle on the opposite
wing.
Discharge indicating discs for each pair of bottles are located on the left side of each
outboard nacelle.
The yellow (forward) disc is ejected if either bottle in the nacelle is intentionally discharged.
The
Red (aft) disc is ejected if thermal expansion ruptures it, and the bottle’s contents are
discharged into the atmosphere. The discharge indicating discs provide the primary means
before flight to determine whether the fire bottles are charged.
Operation
An engine fire is indicated by the illumination of the PULL FUEL OFF light in the fire con-
trol T-handle. Pulling the handle accomplishes the following actions for that engine:
• Fuel supply shutoff
• Hydraulic fluid supply shutoff
• Extinguisher system armed
Arming of the extinguisher system is confirmed by the illumination of two amber lights
adjacent to the AFT BTL-FWD BTL labels on the EXTG switch.
Four extinguisher switches are provided, one for each engine. Each switch can be held in
either the AFT BTL or the FWD BTL position. Placing the switch in one of these positions
detonates the appropriate squib, releasing the bottle’s contents into the selected nacelle.
On airplanes without Mod 7/1735, confirmation of bottle discharge is provided by dimming

of the appropriate armed light. The bright/dim action of the armed lights is a function of
switch logic only. Should the PULL FUEL OFF handle be pushed in and pulled out again,
the arm circuits will be reset and the light will illuminate bright. The lights should not be
relied upon for confirmation of a charged bottle.
On airplanes with Mod 7/1735, the armed lights are connected to pressure switches on the
fire bottles. When the PULL FUEL OFF handle is
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Pulled, power is supplied to illuminate the lights as well as to arm the extinguisher circuit.
When the bottle is discharged, the pressure switches extinguish the armed lights and
prevent further illumination of the armed lights for that bottle until it is recharged.
Normally, the forward bottle is discharged first. If the fire persists, as indicated by
continued illumination of the PULL FUEL OFF light, then the aft bottle should be
discharged into the nacelle.
NOTE
On airplanes with Mod 7/2015, the power source for the fire bottles and fuel and hydraulic
shutoff valves was moved from the essential to the control buses. Therefore, only battery
power is required.

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PORTABLE FIRE EXTINGUISHERS

Three hand-operated fire extinguishers are provided for use in the event of fire within the
accessible areas of the airplane interior. One extinguisher is located behind the pilot’s
seat, and two are located in the cabin.
The Halon 1211 extinguishant is suitable for use on electrical, fuel, or oil fires. Halon 1211
is nontoxic and no corrosive, does not cause cold burns, harm fabrics or metals, or leave
residue. The extinguishers are retained in quick-release brackets.
Extinguisher operation consists of sliding a red safety latch down and pointing the nozzle
toward the base of the fire. Squeezing the lever dispenses the agent in a wide, flat pattern.
A red indicator disc appearing at the rear of the head of the extinguisher indicates partial
or complete discharge of the bottle. Releasing the lever stops bottle discharge. A green
band on the pressure indicator shows that some extinguishant remains in the bottle.
One pair of smoke goggles is provided in each side console. A fire ax is located on the
flight compartment bulkhead, behind the pilot’s seat

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PNEUMATICS
INTRODUCTION
This chapter describes the pneumatic power system installed in the de Havilland Dash 7
series airplanes. Values expressed throughout this chapter, such as for pressure, flow
rates, and temperature, are used only for their illustrative meanings. Actual values must be
obtained from the manuals and publications supplied with the airplane. Any pertinent
limitations appear at the end of the chapter.
GENERAL
Pneumatic power for Dash 7 airplanes is derived from the bleed-air system. Engine bleed
air is supplied from the low (LP) pressure compressors of all engines and is automatically
supplemented as required by the high pressure (HP) compressors. Bleed air is used for
cabin pressurization, air conditioning, and wing, tail, and engine intake deicer boot
operation.
BLEED-AIR SYSTEM
GENERAL
The bleed-air system consists of a low-pressure check valve, precooler bypass valve,
precooler, high-bleed pressure switch, high-pressure shutoff valve, temperature control
valve, precooler temperature sensor, flow control valve (connected through the
left landing gear proximity switch to a BLEED AIR caution light), overtemperature switch
(connected to a BLEED HOT caution light), nacelle temperature-sensing bulb, and an
OFF-LOW-HIGH switch for each engine.
The bleed air from the No. 1 and No. 2 engines is fed to the left air-conditioning pack, and
the bleed air from the No. 3 and No. 4 engines is fed to the right air-conditioning pack.

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COMPONENTS
AIR CONDITIONING Panel

All control and temperature monitoring of the bleed-air system is conducted from the AIR
CONDITIONING panel located on the overhead console.
Venturi Bypass Valve

This valve is actuated during ground operations when engine pressures are low. The valve
is actuated when the landing gear weight switch closes and causes a greater flow of high-
pressure bleed air into the main ducting system.
Precooler
The precooler uses ram air to reduce the temperature of the normal flow of high-pressure
bleed air.
High-Pressure Bleed Shutoff Valve

If bleed-air pressure through the venturi exceeds a preset level, the high-bleed pressure
switch opens and closes the high-pressure bleed shutoff valve
Temperature Control Valve

The temperature control valve is electrically tied to the associated ENGINE BLEED switch
and the precooler temperature sensor. If the sensor detects excessive bleed-air
temperature, it acts
to modulate the temperature control valve and decrease the amount of hot bleed air
bypassing the precooler.
Flow Control Valve

The flow control valve is used to regulate the flow of bleed air from the associated engine.
It is connected to the associated ENGINE BLEED switch and, through a time delay, to the
associated BLEED HOT caution light. On airplanes incorporating Mod 7/1842 it is also
connected through the landing gear proximity switch to the BLEED AIR caution light.
Nacelle Temperature-Sensing Bulb

The nacelle temperature-sensing bulb is used to send a temperature signal to the nacelle
temperature indicator on the AIR CONDITIONING panel.

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OPERATION
From each engine nacelle, pressure- and temperature-controlled air is fed into common
ducts for distribution to the dependent systems. Air for the deicing systems is provided
from the high-pressure lines of engines 1, 2, and 3 only. System design provides for both
high-pressure and low-pressure operation in accordance with operational requirements,
selection of either being made with a switch for each engine. Operation is automatic in the
high-pressure mode as pressure and temperature sensors govern the modulation of the
various valves to provide air-flows at correct pressures and temperatures. A HIGH
selection uses both high- and low-pressure sources from the engine with automatic regula-
tion occurring to compensate for low power settings and high altitudes. Low-pressure
operation occurs for most conditions below 12,000 feet. A LOW selection provides
continuous low-pressure flow from the engine (supplemented by high-temperature/high-
pressure bleed air) for economical cruising at altitudes above 12,000 feet.
During ground operations, when engine bleed pressures are low, the nose gear weight
switch relay actuates a venturi bypass valve in each engine nacelle, which directs a
greater flow of high-pressure bleed air into the main duct. This occurs only when the
ENGINE BLEED switches are positioned to HIGH.
The normal rated takeoff performance is based on no-bleed power extraction. Because of
this a BLEED AIR caution light, powered through a landing gear uplock switch and a left
main gear weight switch, illuminates whenever bleed air is turned on with the landing gear
extended. When Mod 7/1842 is incorporated, the BLEED AIR caution light is powered
through the left main gear uplock proximity switch. When alternate takeoff procedures of
supplements 16 and 17 of the AFM are elected, this caution light remains illuminated.
OVERHEAT
Overheat protection of the system is provided by an over temperature switch, which, upon
sensing an over temperature, illuminates a BLEED HOT caution light, shuts off high-
pressure bleed air from the affected system, and initiates a timing cycle. If the over
temperature condition dissipates within 20 seconds (caution light extinguished), the
system reverts to normal operation. If normal operation does not resume (caution light
remains illuminated), the affected system shuts down automatically. Normal operation can
be restored only when the system has cooled (caution light extinguished) and the relevant
ENGINE BLEED switch is cycled to OFF and back to HIGH or LOW.
LIMITATIONS
All limitations in Section 1 of the approved AFM pertaining to the pneumatic system must
be complied with regardless of the type of operation

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ICE AND RAIN PROTECTION
AIRFRAME DEICING
Pneumatically operated deicer boots installed on the wing, tail, and engine intake leading
edges break up and shed formations of ice by inflation and deflation pulsations. The
system can be selected for continuous operation or for a single cycle. The deicer boots are
operated by regulated air pressure from the Nos. 1, 2 and 3 engine bleed air systems
through a system of interconnecting I pipelines, distributor valves and ejectors, and
controlled by either of two electromechanical timers from a control panel in the flight
compartment. The distributor valves, each of which serves two deicer boots, supply air
pressure and ejector venturi—induced suction alternately to each boot in a sequence and
at a speed governed by the selected timer. The air intake boots operate concurrently with,
the inner wing boots, each of which is connected to its adjacent air intake boot. Each timer
has two operating speeds of slow (240 second cycle) and fast (60 second cycle) during
which all deicer boots are operated once. No. 1 timer is designated as the primary of the
two with No. 2 timer reserved as a standby.
When Mod 7/1652 is incorporated, thermostatically controlled electric heating blankets are
installed around temperature control valves and deicer regulating valves. Each thermostat
closes at a decreasing temperature of 10 ± 2°C (50 ±5°F).
When Mod 7/1879 is incorporated each of the six distributor valve control circuits is
individually protected by a circuit breaker located on the left rear side of the cabin/flight
compartment bulkhead.
The sequence of operation of the deicer boots commences with the left and right wing
outboard pair and progresses inboard to the innermost pair. This is followed by the
horizontal stabilizer outboard pair, and then the Inboard pair. Each pair are inflated for 6
seconds. The cycle concludes with a dwell period during which all boots remain deflated
for 204—seconds (slow cycle) or 24—seconds (fast cycle). Cycling continues until the
system is switched off, whereupon the current cycle Is completed (rapidly through the
dwell period) before shutting down. Twelve advisory lights on the control panel, arranged
in plan form and each representative of a deicer boot, come on and go out in phase with
boot inflation pressure as sensed at the distributor valves .
Deicing pressure supply (normal 18 psi) is indicated on an indicator on the first officer’s
side console panel. During deicer boot operation the indicator pointer fluctuates in phase
with the advisory lights. The deicing system also charges an air reservoir which supplies
the passenger door and rear emergency door inflatable seals. ‘

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PROPELLER DEICING
Electrically heated deicer boots on the leading edges of all propeller blades prohibit the
formation of ice during flight in Icing conditions. Power is supp lied to the heater elements
through slip rings, in a sequence which provides 20 seconds on and 60 seconds off for
each propeller in turn, it recurring cycles. The timing sequence is controlled by either of
two timers (No. 1 and No. 2, of which No. 1 is the primary timer) which energize and
deenergize each propeller power contactor relay in turn. Four advisory lights on the control
panel illuminate in phase with the timer to provide Indication of propeller timer operation
When Mod 7/2281 is incorporated, a dual cycle deice timer replaces the standard single
cycle No. 1 deice timer. The dual cycle timer has a 20 seconds on and 60 seconds off
cycle for use when outside air temperature is below —10°C and a10 seconds on and 60
seconds off cycle for use when outside air temperature is above —10°C. A three—position
propeller timer switch, marked TIMERS, is provided for selection of the timer 1 above 10°C
cycle, timer 1 below —10°C cycle or the backup No. 2 timer .
When Mod 7/2339 is incorporated, both NO. 1 and NO. 2 timers have dual cycle capability.
Each dual cycle timer has a 20 seconds on and 60 seconds off cycle for use when outside
air temperature is below —10°C and a 10 seconds on and 60 seconds off cycle when
outside air temperature is above —l0 0 C. A two— position propeller timer switch, marked
TIMER, is provided for selection of either the NO. 1 or NO. 2 timer. A three position
master/timer rate selector switch marked ABV —10°C, OFF and BLW —10°C replaces the
pre—mod two position master switch to provide a combined on/off, and rate selection
function.
Due to insufficient cooling with the airplane on the ground or a shut—down engine in flight,
electrical circuit design precludes the operation of deicing on all propellers with landing
gear weight switches deactivated, and deicing of any propeller if its engine is shutdown in
flight, when an oil pressure switch senses low pressure. A test switch is provided to
facilitate ground checks of propeller deicing; when operated, the switch by—passes the
landing gear weight relays and the oil pressure switches.

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MISCELLANEOUS DEICING SYSTEM HEATERS
To prevent ice formation on the elevator horns, pitot heads, static ports, stall warning lift
transducers, and engine fuel control sensor tubes, heater elements are installed. When
Mod 7/1391 is incorporated, heater blankets are installed on the cabin pressurization
system water separator and ejector and on the check valve in the air supply line to the
door seal air reservoir.
ELEVATOR HORN HEATERS
Electrically heated boots are installed on the leading edges of the left and right elevator
horns. The heater elements, embedded in the boots, are energized by 115—volts ac
through a control thermostat in each boot. A fairly constant temperature of the boots is
maintained by on—off cycling of electrical power. A single switch on the ice control panel
controls operation of the system. System performance is monitored by a caution light
which is connected to a second (indicator) thermostat in each boot. Failure of electrical
power to either boot heater element will illuminate the caution light. When first switched on
(in ambient temperatures lower than 4°C (40°F) appr ox) the caution light will also come on
un till both indicator thermostats reach operating temperature. The indicator thermostats
operate within a lower temperature range than the control thermostats so that normal
cycling of the boot heaters is not accompanied by the caution light coming on and going
out continuously.
PITOT—STATIC HEATERS
Integral heaters in the pitot head and static port assemblies supplied by 28—volts dc,
prevent ice blockage of the air intake orifices. Separate switches on the ice control panel
control the left (No. 1) pitot head and static ports, the right (No. 2) pitot head and static
ports, and the accessory pitot head (on the left side).
PITOT HEAT INDICATION

When S.O.O. 7084, 7112 or Mod 7/2045 is incorporated, the left, right and acc essory pitot
heaters are connected through current sensing relays to the caution light system. The
PITOT HEAT caution light illuminates whenever one or more pitot heaters are selected
OFF or if a failure of one or more of the heaters occurs.
STALL WARNING LIFT TRANSDUCER HEATERS

Internal heaters in the left and right wing stall warning lift transducers prevent the formation
of ice and moisture accumulation. In flight, the heaters are energized by separate sources
of 115—volts ac, and on the ground by separate sources of 28—volts dc. Landing gear
weight control relays effect the automatic transfer of ac and dc power sources. A single
switch on the Ice control panel, controls the operation of both heaters.

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ENGINE FUEL CONTROL SENSOR TUBE HEATERS

Jacket type electrical heaters prevent ice formation in all engine fuel control sensor tubes
PX, PY and PZ. The heaters are supplied by 28—volts dc and are continuously energized
when left and right dc buses are powered.
WINDSHIELD HEATING
The left and right windshield1s are heated electrically to ensure clear vision under cold
weather conditions. A single selector on the WINDSHIELD control panel controls both
windshields simultaneously. In order to minimize thermal shock when initially switching on
the system, a WARM UP mode is selected which supplies 115-volts to both windshields,
series connected, accordingly with reduced heat dissipation. In the NORMAL operating
mode, each windshield circuit functions independently with full power applied to each. Two
controllers, a normal and overheat controller for each windshield, respectively regulate the
operating temperature of each windshield and provide overheat protection if a failure
occurs. A caution light for each windshield illuminates if an overheat condition is detected .
WINDSHIELD WIPERS
Two separate, motor driven windshield wiper assemblies, clear the left and right
windshields of precipitation. They are controlled by a single selector on the WINDSHIELD
panel and can be operated at two speeds. When not in use, the wipers can be retained at
a parked position at the bottom of the windshields .

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AIR CONDITIONING
AIR CONDITIONING SYSTEM
The air conditioning system provides temperature controlled air for heating, cooling,
ventilation and pressurization of the cabin and flight compartment. Bleed air discharged
from each of the four engines supplies the system. Two separate sub-systems (left wing
and right wing) each comprised of an air cycle refrigeration pack fed by bleed air from its
adjacent two engines, supply conditioned air through ducts to a mixing box below the
cabin floor. Ducts from the mixing box distribute the mixed air forward and aft to cabin and
flight compartment. The left system supplies the cabin and the right system both the flight
compartment and cabin. A ground connection is provided on the right side of the airplane
to feed an external air source, via the mixing box, to the cabin and flight compartment.
Bleed air leaving the engines is sufficiently hot to heat the airplane interior under the
coldest ambient conditions. On hot days bleed air is cycled through the refrigeration packs
(which are driven by the air’s velocity) where it is cooled to the required temperature. A
water separator extracts any condensate held by the air. Air temperature is independently
controlled for the cabin and flight compartment by switches on the air conditioning panel in
the flight compartment. Automatic mode or manual mode can be selected. In automatic
mode, the Preselected temperature is maintained by the automatic modulation of turbine
bypass valves and pack bypass valves in response to signals from temperature sensors in
the ducts, cabin or flight compartment. In manual mode, the bypass valves are positioned
as desired by direct switch operation.
Overheat protection of the air conditioning system is similar in operation to the bleed air
system. A CABIN DUCT HOT caution light for the left system and a FLT COMPT DUCT
HOT caution light for the right system illuminate if an over temperature condition is sensed
in their respective systems. If this occurs, the turbine bypass valve and pack bypass valve
in the refrigeration pack of the affected side is closed to admit cold air to the overheated
duct. Simultaneously, a timing cycle of 20 seconds is initiated which reinstates the system
to normal operation if the temperature normalizes (caution light out) within the time lapse.
If the condition persists after 20 seconds (caution light still on), the flow control valves of
the two bleed air systems supplying the affected side are closed and shut down the supply
of bleed air. Operation can only be resumed where the overheated duct has cooled
(caution light out) and the appropriate ENGINE BLEED switches are cycled to OFF and
back to HIGH or LOW.
Conditioned air enters the cabin from the distribution ducts through low velocity grilles in
the cabin walls below the overhead stowage bins and is exhausted through continuous
slots along each edge of the cabin floor. The exhaust air spills into the under floor area
from which it is induced overboard by the pressurization system outflow valves. Optional
cabin heat grille outlets may be installed on either side of the cabin lower side panels to
give improved heating along the cabin floor .

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Air distribution to the flight compartment is provided by side window demist outlets, direct
vision window defrost outlets, footwarmer8, and adjustable air outlets on the side panels.
Control of the air is provided by individual control levers located on the sills below the side
windows.
An optional controlled diverter valve may be installed to permit additional heat to the flight
compartment. The valve is installed in the supply duct from the right pack air conditioning
system just ahead of the mixing box. It is controlled through a cable assembly, from a
handle situated on the floor on the right side of the first officer’s seat. Closing the valve
(handle fully up) diverts all warm air from the right pack system to the flight compartment,
opening the valve (handle fully down) diverts warm air to the cabin and flight compartment.

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FLIGHT COMPARTMENT COOLING FANS
Two fans may be installed as an option for flight compartment cooling, one located on
each side of the overhead console. The fans are supplied with electrical power from the
115-volt ac 400 Hz left bus via a FLIGHT COMP FANS circuit breaker on the right
overhead circuit breaker panel.
PASSENGER AIR OUTLETS (GASPERS)
Dual adjustable air outlets are provided in passenger airplanes. The outlets are located
adjacent to the reading lights in the overhead passenger service panels. An air outlet is
also provided in the lavatory compartment.
EMERGENCY RAM-AIR VENTILATION

When Mod 7/1493 is incorporated, an emergency ram air ventilation system is installed to
provides ventilating air should failure occur to the remaining refrigeration pack. The system
is associated with the right pack only and consists primarily of a duct with a check valve
which connects the ram air plenum directly to the conditioned air outlet duct from the pack,
by—passing the air cycle machine.
OPERATION
During normal operation on the ground with engines running and ENGINE BLEED
switches selected to HIGH or LOW, bleed air pressure from the right system maintains the
check valve in the emergency ram air duct closed, while supplying the cabin/flight
compartment with conditioned air. During take—off (all ENGINE BLEED switches OFF)
ram air flow proportional to airspeed enters the right system through the emergency ram
air duct to ventilate the cabin/flight compartment. When ENGINE BLEED switches are
selected during climb (and also during pressurized flight) the ram air check valve is closed
by the greater pressure imposed upon it by bleed air and/or cabin pressure.
GASPER FANS
When SOO 7080 is incorporated gasper fans are available for operation when engines are
inoperative or at ground idle to provide positive cabin ventilation. The fans are with a
GASPER FANS switch. In airplanes with Mod 7/2193, a weight switch in the gasper fans
electrical circuit prevents operation of the gasper fans when the airplane is off the ground.

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AVIONICS COMPARTMENT COOLING

Four fans in the nose compartment of the airplane provide air circulation for cooling the
avionics equipment. A switch on the first officer’s side panel provides for automatic or
manual control of the fans, and a caution light indicates an avionics compartment overheat
condition. In manual mode all four fans are operated simultaneously. Three thermal
switches in the compartment control the operation of the fans when operating in automatic
mode.

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PRESSURIZATION
The cabin is pressurized by a constant flow of conditioned air from the four engine bleed
systems .controlled automatically or manually from a cabin altitude panel overhead in the
flight compartment through outflow valves in the rear pres sure dome and in the airplane
nose . Pressure is normally maintained automatically through a rear (normal) outflow valve
which opens and closes to discharge air in response to pressure and suction signals
originating at the cabin pressure control unit, which is preset to the required cabin altitude
and rate of climb or descent. The normal cabin pres sure differential is 4. 26 ± . 15 psi
which is maintained by the normal outflow valve on the rear pressure dome. A pressure
differential exceeding 4.55+ .15 psi causes a standby outflow valve (also in the rear
pressure dome) to open also until the normal pressure differential is restored.
Manual control of pressurization is effected through an emergency outflow valve in the

airplane nose which is controlled by a needle valve incorporated in a manual control knob
on the cabin altitude panel. Cabin pressure can be regulated by rotating the knob in either
direction in accordance with a required increase or decrease in cabin pressure. Smoke
removal is improved by slight adjustment of the valve in the decrease direction, which
increases cabin altitude above the preset value sufficiently to cause a greater air discharge
through the emergency outflow valve, and a consequent purging of the air forward through
the cabin and flight compartment. Such disruption, of normal airflow over the cabin
temperature —sensors causes the automatic control of cabin temperature to become
erratic. Manual control of cabin temperature should therefore be selected whenever cabin
pressurization is under manual control.
Operation of the airplane unpressurized is achieved by continuous venting of the cabin

through the three outflow valves (two outflow valves only with modification 7 /1446). A
dump switch on the cabin altitude panel controls this function, and when selected, dump
valves and a vent valve are energized open which cause suction to be applied to the
outflow valves to hold them in the open position. Pressurization during ground operation
cannot occur due to the main landing gear weight relays automatically performing the
same pressure dumping operation.
OPERATION DURING TAKE-OFF AND CLIMB.

To reduce power ex traction losses during take-off, all ENGINE BLEED switches remain
OFF and full pressurization control is not available. At lift-off the main landing gear weight
relays deenergize the ground mode solenoid vent valve and solenoid dump valves closed,
allowing the cabin pressure control unit to commence output of pneumatic signals. During
the climb ENGINE BLEED switches are selected to HIGH (at intervals to regulate the initial
inflow of bleed air) which allows the normal and standby inflow valves to modulate in
response to the signals from the cabin pressure control unit and the cabin is pressurized to
the altitude selected at the cabin rate of climb selected.

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OPERATION DURING CRUISE.

The selected cabin altitude is maintain ed automatically with ENGINE BLEED switches at
HIGH or LOW position in accordance with the power settings required and the airplane
altitude.
OPERATION DURING DESCENT AND LANDING.

During descent cabin altitude decreases at the rate determined by the rate of change
selected towards a cabin altitude selected for the destination. On approach ENGINE
BLEED switches are selected OFF (to ensure optimum engine performance in the event of
a balked landing) and with no further bleed air inflow, depressurization is complete by
touchdown. Complete depressurization is assured at touchdown by the automatic pressure
dumping function of the main landing gear weight relays.

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HYDRAULIC POWER SYSTEM

GENERAL
Two independent hydraulic power systems supply pressure to operate various systems as
shown in figure 1-9-1. No. 1 (left) system is pressurized by hydraulic pumps driven by No.
1 and No. 2 engines and No. 2 (right) system is pressurized by pumps driven by No. 3 and
No. 4 engines. The No. 1 system has a total capacity including reservoir of 16.4 U.s.
quarts (15.5 liters). No. 2 system has a total capacity including reservoir of 22.5 U.S.
quarts (21.3 liters). The nominal operating pressure for both systems is 3000 psi. Either
system can be sustained by one pump if a failure of the other pump or an engine
shutdown occurs, Each system has its own ground connections for ground servicing
purposes. Firewall shutoff valves in the engine nacelles, operated by their associated
emergency fuel shutoff controls, provide for hydraulic fluid supply closure to their
respective engine driven pumps in the event of fire.
A pressure indicator and fluid quantity indicator for each system are located on the
captain’s instrument panel. Low pressure warning is provided by an ENG HYD PUMP
caution light which is illuminated on a decreasing pressure of 2000 ± 100 psi.
An Independent, hand pump operated system, located in the nose gear well, is provided
for emergency lowering of the nose gear. The capacity of the auxiliary reservoir is 1.25
U.S. quarts (1.2 liters).
ENGINE-DRIVEN PUMP LOW PRESSURE

A pressure switch in each main system pump pressure line closes at 2,000 ±50 psi
decreasing pressure to illuminate the #1, #2, #3, or #4 ENG HYD PUMP caution lights on
the caution lights panel. These lights will be illuminated prior to engine start.
RESERVOIR QUANTITY
A separate reservoir quantity indicating system is provided for the No. 1 and No. 2 system
hydraulic reservoirs. A transmitter attached to each reservoir provides fluid quantity
indications on the HYD QTY indicators located on the pilot’s instrument panel .
NOTE
Blue radials on the indicators represent full and refill levels only when fluid temperature is
70° F.
The fluid is near ambient temperature several hours after engine shutdown. Prior to that
time, the hot fluid will be at a higher level in the reservoir, and judgment must be exercised
when determining minimum dispatch quantity.

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If power is not available, reservoir quantity can be visually determined. A conical scupper
attached to the reservoir differential piston aligns with an adjacent scale graduated in U.S
quarts. FULL and REFILL marks
.
Chevron Hyjet III fluid. Any Type IV fluid approved by the Maintenance Manual can be
used.
Engine-Driven Pump
A variable-displacement hydraulic pump mounted on the rear face of the accessory

gearbox at the rear of each engine provides pressure at a nominal 3,000 psi. Each pump
is self-regulating, producing pressurized flow only as required.
Emergency Shutoff Valve

An electric motor-operated emergency shutoff valve is installed in the suction line to each
engine-driven pump. Operation of the valve is controlled by the associated PULL FUEL
OFF handle on the fire protection panel located on the overhead panel. The handle is
pulled to close the valve in the event of engine fire or for maintenance purposes.
AUXILIARY HYDRAULIC SYSTEM
GENERAL
The auxiliary hydraulic system is provided for emergency nose gear extension only. The
system includes a hand pump supplied by its own reservoir, an emergency selector valve,
and a relief valve. The hand pump handle is stowed in a clip on the bulkhead behind the
copilot.
OPERATION
Opening the access door on the step behind the pilot’s seat provides access to the
emergency selector valve and the hand pump. Rotating and lifting the selector valve
operating handle positions the valve for nose gear extension and allows the hand pump
handle to be inserted into the now-uncovered pump socket.
Stroking the hand pump provides pressure to the emergency actuator for extension of the
nose gear. A relief valve prevents system over pressurization if pumping is continued after
the gear locks down. When the system is not in use, both sides of the gear actuator are
connected to return. The emergency gear extension system is presented in its entirety in
chapter 13.

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HYDRAULICS SUBSYSTEMS
Hydraulically powered subsystems include landing gear, wheel brakes and antiskid, emer-
gency/parking brakes, nose wheel steering, roll spoilers, ground spoilers, wing flaps,
rudder boost, and tail bumper. Application of hydraulic power to these subsystems is
presented in
LIMITATION
The hydraulic fluids approved for use in all hydraulic systems are:
• Skydrol 500B, Type II

• Skydrol 500B4, Type IV
• Chevron Hyjet IV, Type IV

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LANDING GEAR & BRAKE SYSTEM

GENERAL
The landing gear is a conventional retractable, tricycle, dual-wheel installation, with main
gears retracting forward into the inner nacelles and nose gear rearward into the fuselage
nose section. A retractable tail bumper is also installed for rear fuselage protection.
Landing gear doors completely enclose each unit in the retracted position and remain
open with landing gear extended. When Mod 7/1343 is incorporated, the nose gear doors
close with the landing gear extended and hydraulic power on. The main gears are
equipped with disc brakes operated through anti-skid units, and on special order the nose
gear is similarly equipped. Optional snow excluder wheel discs may be installed on the
inner and outer faces of the nose wheel to prevent the entry of snow and slush. The nose
wheel is steer able from a flight compartment hand steering control and from the rudder
pedals.
The landing gear and tail bumper are retracted and extended by No. 2 hydraulic system
pressure, controlled by a landing gear selector lever on the landing gear panel. An
emergency mode of extension is provided which allows the main gears to free fall to the
extended position when the up locks are released, and for the nose gear to be hand
pumped to the extended position. Series connected landing gear weight switches prevent
retraction of the gear before the shock struts reach full extension on take-off. Landing gear
indicator lights denote locked up and down conditions and “in transit” conditions. A warning
horn, in circuit with power lever micro switches and speed switches in the air data com-
puter systems, provides aural warning of landing gear retracted under certain approach
speed and configuration conditions. The nose gear extended position can be verified by
means of an inspection window in the flight compartment floor. The main gear can be
verified by visual inspection from the cabin window.
UNPAVED RUNWAY PROVISIONS
For operation from unpaved runways, high flotation main wheel and nose wheel tires and
main gear and nose gear gravel guards may be installed as an option. The increased size
tires are inflated at a lower pressure and provide a greater area of contact with the ground.
The nose gear gravel guard is of fabric-reinforced neoprene sheet supported and attached
by a bracket to its gear, and profiled to seal the area between the wheels on the aft side of
the gear. Gravel, stones etc. thrown up between the wheels are deflected down by the
gravel guard. Each main gear gravel guard is a perforated disc attached to each brake unit
to prevent the entry of gravel, small stones etc. into the brake unit.
For further protection, the underside of the forward fuselage is painted with abrasive
resistant enamel, and the VHF and ADF sense antennae are shielded by stainless steel
leading edges. The lower anti-collision light is installed on the tailbone.

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NORMAL EXTENSION AND RETRACTION
Selection of the landing gear lever to UP or DN positions must be preceded by depression

of a LOCK RELEASE button adjacent, to the lever, to release and allow the lever to be
moved. Upon selection to UP and completion of retraction of all gears, the “up” solenoid
of the selector hydraulic valve is deenergized and hydraulic pressure relieved, as the up
locks retain the gears in the retracted position. On a DN selection and at completion of
extension of all gears, the “down” solenoid remains energized and hydraulic pressure is
maintained on the actuators to assist the mechanical down locks in maintaining a locked
down condition and provide hydraulic power for the nose wheel steering sys tem. The
main and nose landing gear doors are mechanically operated to their open and closed
positions during extension and retraction by gear operated mechanisms.
When Mod 7/1343 is incorporated, the nose landing gear operating mechanism is
augmented by a nose landing gear door actuator which closes the nose gear doors
following landing gear extension and opens them prior to landing gear retraction.
Normal opening and closing of the nose gear doors concurrent with landing gear operation
is effected through mechanical interlinkage with the nose gear; a hydraulic sub-circuit
closes and opens the doors with the gear extended. Two sequence valves in the sub-
circuit are actuated mechanically by the nose gear to direct hydraulic pressure in a
sequential manner to the actuator to retract and extend it consistent with the landing gear
operation.
With engines shut down and hydraulic pressure dissipated, the nose gear doors fall to the
open position. When No. 3 and No. 4 engines are started or if hydraulic pressure from a
ground servicing unit is applied to No. 2 hydraulic system, the nose gear doors close.
As a safety precaution, the L/G DOWN SEL circuit breaker (D-3 on left main dc bus circuit
breaker panel) should be pulled in addition to opening the DOWN LATCH SAFETY door
before entering the nose gear wheel well when nose gear doors are open on the ground.
Labels to this effect are attached to the inside and outside of the nose gear doors.
EMERGENCY EXTENSION
The landing gear may be extended in an emergency by operation of a LANDING GEAR

HYDRAULIC PRESSURE DUMP door and ‘D’ handle, and/or the NOSE LANDING
EMERGENCY DOWN hand pump. When the LANDING GEAR HYDRAULIC PRESSURE
DUMP door is opened, the emergency down selector valve is operated to connect the
landing gear hydraulic lines to return. When the ‘D’ handle is pulled, the unlock struts are
forced open and the main landing gear is released from the locked up position and
extends under its own weight to the locked down position. The NOSE GEAR
EMERGENCY DOWN hand pump is provided to assist hydraulic pressure in lowering the
nose gear, or, in the case of hydraulic failure, to provide pressure to lower the nose gear.

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INDICATION AND WARNING
Landing gear position is indicated by lights labeled LEFT, RIGHT and NOSE, located on
the landing gear panel. A green and a red light are provided for each landing gear unit.
The green lights Indicate a down and locked condition, and the red lights indicate an
unlocked condition. An amber light in the landing gear lever is illuminated when the landing
gear is in transit.
Indication of tail bumper position is provided by a TAIL BUMPER light located below the
landing gear panel. The light is controlled by a tail bumper limit switch and the nose gear
downlock switch and is illuminated when both the nose gear and tail bumper are in transit.
If the tail bumper has not retracted, the light will remain illuminated after the nose gear has
retracted. If the tail bumper has not extended, the light will not be illuminated until after the
nose gear has extended.
A warning horn is provided and sounds when either of the Following conditions exist:
a. Airspeed below 145 knots lAS (if Mod 7/2395 is Incorporated, airspeed below 130
knots lAS), power levers No. 1 and/or No. 4 retarded below 80% Ng and any landing gear
unit not locked down. In this configuration the horn may be muted by selection of a HORN
MUTE/TEST switch on the landing gear panel to MUTE. If any of these conditions change,
the horn is automatically silenced.
b. Flaps selected to either 25 or 45 degrees, power levers No. 1 and/or No. 4 retarded
below 80% Ng and any landing gear unit not locked down. In this configuration, the horn
cannot be muted. If any of the conditions change, the horn is automatically silenced. When
Mod 7/2202 is incorporated, the horn also sounds in the same configuration but with flaps
at 15 degrees.
WARNING HORN TEST
Operation of the horn may be tested by selecting the HORN MUTE/TEST switch to TEST.
During the test, the amber in—transit light in the landing gear lever handle is Illuminated.
NOSE GEAR DOWNLOCK INSPECTION
The nose gear downlock can be checked for proper engagement by observation through
an inspection window at the base of the captain’s control column. An image of the
downlock mechanism is projected through the window via a mirror from a viewing port
beside the mechanism on the nose gear well sidewall. A hinged flap covers the inspection
window, which when opened, operates two lights which illuminate the downlock
mechanism. Two separate indications of correct downlock engagement are provided.
Primary indication is by the presence of a gap between the down lock latch and the down
lock micro switch actuating lever: A visible gap is positive indication of correct down lock
engagement, no gap visible is indication of insufficient downlock engagement and an
unlocked nose gear condition. Secondary indication is in the form of witness marks on the
nose gear drag strut and on the downlock latch. When the downlock Is fully engaged, the
witness marks appear as a continuous line. Appearance of the witness marks as a broken
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line separated by a small gap is indication of incomplete downlock engagement and an

unlocked nose gear condition. Shows the down lock mechanism indications as viewed
through the inspection window.
Note
If apparent conflict arises between the primary and secondary nose gear downlock
indications, the secondary indicator (witness marks) should be disregarded and the
primary indicator (mechanical gap) relied upon for correct indication. -
NOSEWHEEL STEERING SYSTEM
The nose wheel steering system provides directional control of the nose wheel by
operation of a hand steering control, located on the captain’s left console, or by rudder
pedal movement. The hand steering control is for use during low speed taxi and provides a
nose wheel turning radius through a maximum range of 650 each side of center position.
Rudder pedal steering control is for use during high speed taxi and provides a turning
radius through a maximum range of 7.50 each side of center position.
The nose wheel steering system is controlled by a STEERING ON/OFF switch, located on
the captain’s left console. When the switch is selected to ON, an adjacent green advisory
light illuminates to indicate that the system is operative, provided the airplane is on the
ground and the steering angle is below 65°. An auto matic centering facility is provided to
center the nose wheel after take—off prior to nose gear retraction.
A steering actuator on the nose gear converts electrical signals, generated from the hand
steering control or rudder pedal movement, into hydraulic operation to reposition the nose
wheel. The hydraulic supply Is from the No. 2 system.
When nose wheel steering is not operative, the nose wheel reverts to normal caster— in
with shimmy damping. In this condition, the airplane can be steered by using differential
engine thrust or braking through a maximum turning radius of 1100 each side of center
position. When towing, the turning angle is also 1100 each side of center.
A NOSE STEERING caution light illuminates to indicate a system failure due to hydraulic
failure or excessive differential of the Input signals between the hand steering control and
rudder pedals.

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BRAKE SYSTEM
The four main landing gear wheels are equipped with twin disc, self-adjusting anti-skid
brakes, operated hydraulically by No. 1. hydraulic system by application of the captain’s or
first officer’s brake pedals. The brake valve operating mechanism design is such that
application of the first officer’s brake pedals is followed by the captain’s brake pedals, but
the captain’s pedals do not apply the first officer’s pedals. The main wheel brakes can be
used with or without the anti-skid system. A standby brake system for emergency use and
for parking is operated by accumulator pressure supplied from No. 2 hydraulic system.
This brake is applied by operation of the brake lever on the center console .
When the brake lever handle is pulled rearward, equal pressure is metered to each brake
unit progressively increasing with handle movement. No differential braking is possible, but
brake “feel” is present. At the PARK position, the brake lever self-locks at a detent, and is
released by depression of a button on the left end of the handle. Pressure available in the
standby brake system is indicated on the PARK BRAKE indicator on the captain’s
instrument panel. Pressure in the system is automatically replenished by No. 2 hydraulic
system, but with engines shut down, the accumulator can be recharged by a hand pump in
No. 3 engine nacelle.
ANTI-SKID SYSTEM
The anti-skid system provides optimum braking for all surface conditions during ground
operation, except for speeds below a threshold speed of 5 - 15 knots, when full brake
pressure is available to the main wheels. Safety features of the system provide protection
from wheel lock, tire damage at touchdown, and automatic reversion to main wheel
braking without anti-skid, if anti-skid failure occurs. The system is comprised primarily of
an anti-skid controller, four wheel sensor transducers, two dual anti-skid valves, two
caution lights and a switch. Landing gear weight control relays are also included in the
circuit. With the system switched on, anti-skid is activated through the landing gear weight
relays and the wheel speed transducers when ground speed is in excess of the 5 to 15
knot threshold speed. At this time, any of the wheel transducers, sensing a rapid wheel
deceleration (as in an incipient skid) signals the appropriate anti-skid valve which reduces
brake pressure to the affected wheel, allowing it to regain its rotational speed.
The arrangement of the anti-skid system circuitry pairs together the two inboard wheel
transducers and weight control relays under the control of the inner segments of the dual
anti-skid valves. Similarly, the two outboard wheels are paired together. This ensures that
a failure occurring to one pair does not affect the other, and although anti-skid affectivity is
reduced, symmetrical anti-skid control is retained by the unaffected wheel pair.
While the airplane is airborne the landing gear weight relays are deenergized and cause
full release of any applied brake pressure in flight; this ensures wheel rotation at
touchdown. The weight control relays are energized on landing and re-engage normal anti-
skid braking. Any weight control relay failure on landing is overridden by the wheel spin-up
circuitry to provide anti-skid braking down to 40 knots airplane speed.

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Pilot control of the anti-skid system is from an ANTI-SKID switch on the glare shield panel.
Caution lights provide indication of failure of inboard and outboard main wheel anti-skid
control.

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FLIGHT CONTROLS
GENERAL
The primary flight controls are operable from the captain’s or first officer’s position by
means of dual control columns and rudder pedals. Secondary flight controls and the gust
lock are also operable from the captain’s or first officer’s position. Ailerons and elevators
are mechanically operated through control cable systems and the rudder through a cable
system-operated hydraulic actuator. An electrically-operated aileron trim tab on the right
aileron and mechanically-operated elevator trim tab on each elevator provide lateral and
longitudinal trim control. Directional trim is provided by biasing the rudder through the
rudder actuator. A geared tab on each aileron and a spring tab on each elevator gives
aerodynamic assistance to the primary controls. The wing flaps are mechanically
controlled and hydraulically operated by No. 1 hydraulic system. The roll spoilers are
mechanically and electrically controlled and hydraulically operated by both No. 1 and No. 2
hydraulic systems to augment aileron roll control.
ROLL CONTROL
In conjunction with hydraulically powered roll spoilers, conventional cable and pulley
operated ailerons effect airplane roll control. Aileron control input is from the left control
wheel while roll spoiler input is from the right control wheel. A clutch mechanism
interconnects the controls so that movement of either control wheel operates both ailerons
and roll spoilers. The roll spoilers extend only on the side of the up moving aileron. If a roll
control jam occurs the controls can be separated by operation of a disconnect handle,
which, dependent on the cause of the jam, leaves the captain in control with ailerons or the
first officer in control with roll spoilers. Roll control is substantially reduced with ailerons
only, while with spoilers only, control is only slightly reduced but with a pronounced
tendency for over-control in the absence of force feedback.
Aileron movement is aerodynamically assisted by a geared tab hinged to the trailing edge
of each aileron. A trim tab hinged to the trailing edge of the right aileron is electrically
operated and is controlled from a switch on the trim panel on the center console. A trim tab
position indicator is located adjacent to the switch.

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ROLL SPOILERS
No. 1 hydraulic system powers the inboard pair of roll spoilers and No. 2 hydraulic system
powers the outboard pair. In flight mode of operation (FLIGHT/TAXI switch at FLIGHT
position) the inboard and outboard roll spoilers on the down going wing extend
simultaneously and proportionately
with the up going aileron at speeds up to approximately 130 knots LAS. At speeds above
130 knots, the outboard roll spoilers are disabled and remain retracted to preclude any
pilot induced roll oscillation. At such speeds, air data computer system speed switches
automatically depressurize the outboard spoiler hydraulic circuit. Under these conditions
the ROLL SPLR OUTBD HYD caution light circuit is also disabled so that a spurious failure
warning is not displayed. If the inboard roll spoilers fail at speeds above 130 knots, as
indicated by illumination of the ROLL SPLR INED HYD caution light, the outboard roll
spoilers are automatically reactivated for all speeds.
Due to a mechanical interlinking feature of the roll spoiler actuators, a failure of the No. 1
hydraulic system powering the inboard spoilers results in the outboard spoiler actuators
driving the inboard spoilers to the commanded position. A failure of the No. 2 hydraulic
system powering the outboard spoilers results in inboard spoiler control only, and the
outboard spoilers are each held down by an internal piston using No. 1 hydraulic system
pressure. These functions are also applicable at all speeds. In all cases when a ROLL
SPLR INBD HYD or ROLL1 SPLR. OUTBD HYD caution light illuminates, the appropriate
ROLL SPOILER. PRESSURE switch should be selected to OFF.
Illumination in flight of a ROLL SPLIR. INBD GND or ROLL. SPLIR. OUTBD GND caution
light is indicative of a loss of failure redundancy of the roll spoiler ground function. The
nature of the malfunction will not affect continued normal operation in flight mode.
A malfunction or obstruction in the roll spoiler control system which causes the roll spoilers
to jam may be indicated by illumination of a ROLL SPLR switch! light on the glare shield
panel, be encountered by control wheel resistance to movement or by the occurrence of a
spontaneous roll. Actuation of either of two switches in the roll spoiler clutch assembly aft
of the wing rear spar, illuminates the ROLL SPLR switch/light, and is a positive indication
of a jam occurring to a cable, servo valve or follow-up linkage. In this event, the ROLL
SPLR switch! light should be pressed immediately, to depressurize inboard and outboard
roll spoiler hydraulic circuits. The ROLL. DISC handle may be pulled to separate aileron
controls from roll spoiler controls to remove the clutch load from the circuit.
A roll control jam, as evidenced by an unyielding or restricted control wheel may be

caused by a malfunction elsewhere in the roll spoiler system or in the aileron system. If
this occurs, the ROLL DISC handle should be pulled immediately and the malfunctioning
system identified. If, as a consequence the captain remains in control with ailerons only,
lateral correction and subsequent control may be possible with little or no effect from a roll
spoiler or spoilers in an immobilized and extended position. If, however, a large control
wheel deflection (550 or more) is required to correct the effect of an extended roll
spoiler(s) a proximity switch at the roll disconnect mechanism is actuated which illuminates

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the ROLL SPLR switch/light. The switch/light must then be pressed to depressurize the roll
spoiler hydraulic circuits, and allow the extended spoiler(s) to retract.
A roil spoiler jam observed as an uncontrolled roll maneuver should be countered I

immediately by opposite roll control to hold wings level. If the ROLL SPLR switch/light
illuminates, it should be pressed to depressurize the roll spoiler hydraulic circuits and allow
the extended spoiler(s) to retract.
In landing mode, with No. 2 and No. 3 power levers retarded to less than 80% Ng and both
main and nose landing gear weight control relays energized, the inboard and outboard roll
spoilers on each wing fully extend to supplement the ground spoilers, indicated by
illumination of the SPOILERS ROLL OUTBD and ROLL INBD advisory lights. With initial
weight down contact on landing, the weight control relays are shunted by a latching relay
which retains weight down signals and nullifies any further control relay actuation (and
consequent spoiler retraction extension) caused by landing bounces.
In normal operation during landing, all roll spoilers extend symmetrically. Asymmetric
deployment of inboard roll spoilers or outboard roll spoilers in the event of a single failure
to a roll spoiler lift dump valve, is prevented by the series connected arrangement of each
pair of lift dump valves which requires operation of both valves to allow hydraulic pressure
to extend the appropriate inboard or outboard pair of spoilers. Failure affecting an inboard
roll spoiler results in the outboard spoiler actuators driving both inboard spoilers to their
extended positions, while failure affecting an outboard spoiler results in both outboard
spoilers being held down and the inboard spoilers only extending. Following a 5-second
delay, the affected ROLL SPLR INBD GND or ROLL SPLR OUTBD GND caution light is
illuminated.
If during the landing run a go-around is necessitated, either of two switches, operated by
No. 2 and No. 3 power levers, when all power levers are advanced, causes all roll and
ground spoilers to retract immediately and the roll spoilers to revert to their flight mode.
Following a normal landing run, all roll and ground spoilers are retracted by selection of the
FLIGHT/TAXI switch to TAXI, the position being held magnetically through the same
switches operated by No. 2 and No. 3 power levers at their retarded positions. If take-off
power is applied with the FLIGHT/TAXI switch at TAXI, automatic operation of the switch
to FLIGHT position occurs by actuation of either of the two power lever operated switches.
In all cases the SPOILERS ROLL OUTBD, ROLL INBD and GROUND advisory lights
illuminate to indicate spoiler extension and go out to indicate retraction.
In both flight and ground modes operation of roll spoilers is indicated by four pointers, each
labeled appropriately on the PFCS (powered flight control surfaces) indicator on the
captain’s flight instrument panel.
Operation of the roll spoilers in flight and ground modes is summarized in figure 1-6-3.

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RUDDER CONTROL SYSTEM
Directional control is effected by a two-section, fore and trailing rudder operated by dual
hydraulic actuators in the vertical stabilizer which are controlled conventionally through
control cables from dual rudder pedals. (See figure 1-6-4 for rudder control system
schematic.) The fore rudder is hinged to the vertical stabilizer while the trailing rudder is
hinged to the fore rudder. Through direct push-rod linkage between the trailing rudder and
the vertical stabilizer, and due to the geometric arrangement of the linkage, control input to
the fore rudder results in a trailing rudder deflection twice that of the fore rudder..
Rudder pedal movement is summed with the output signals from a yaw damper actuator
(also in the vertical stabilizer) and the resultant is applied to the rudder actuators which
drive the fore rudder. The rudder actuators, arranged one above the other, are
independently powered by the two hydraulic systems, the upper actuator by the No. 2
system and the lower by the No. 1 system. The actuators are powered through solenoid
operated valves which are controllable by push-button. switches in the flight compartment,
and facilitate manual deactivation of either actuator if a failure occurs.
Rudder pedal “feel” is provided by tension springs connected between the control quadrant
and the trim unit in the vertical stabilizer. A hydraulic damper, effective only when the
rudder actuators are unpressurized, restrains the rudder when the airplane is parked.
Operation of the fore rudder is restricted to 11.50 left or right of center, with flaps at 0°, by
an interconnect mechanism between flap selector lever and rudder pedals. At speeds in
excess of 130 knots yaw damper affectivity is reduced by the automatic shutoff of
hydraulic pressure to the yaw damper actuator, in response to speed switch signals from
the air data computer systems.
A dual pressure regulator valve supplies the rudder actuators with a constant 1500 psi
hydraulic pressure, and automatically compensates for a pressure failure to one actuator
by increasing pressure to 3000 psi to the remaining actuator, thereby maintaining full
rudder operation. Hydraulic operating pressure is monitored by No. 1 and No. 2 RUD HYD
caution lights. A micro-switch in each of the actuators is connected to a switch/light in the
flight compartment and illuminate to indicate a valve jam in the related actuator. Upon
depression of the lighted switch, the malfunctioning actuator is depressurized, indicated by
its RUD HYD caution light, and the unaffected actuator continues to operate the rudder at
increased (3000 psi) pressure. (For rudder controls and indicators, see figure 1-6-5.)
Rudder position is indicated on a powered flight control surfaces (PFCS) indicator (on the
captain’s flight instrument panel) as translated from signals from a synchro transmitter at
the rudder center hinge.
Rudder trim is achieved by an electrically-operated linear trim actuator in the vertical

stabilizer controlled from a selector switch on the center console. To trim the rudder, the
actuator repositions the neutral position of the rudder quadrant thereby displacing the
rudder to one side. In conjunction with the feel springs the new position is sensed as the
neutral position at the rudder pedals. The rudder trim switch provides for optional rapid or

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slow rates of trim adjustment in either direction, which is indicated on an adjacent trim
position indicator.
A rudder pedal adjustment mechanism for leg reach is cable operated by a spring-loaded
lever between each pair of pedals. Pulling the lever withdraws a latch which allows the
pedals to be repositioned under spring pressure to any one of five positions. To increase
leg reach, the pedals must be pushed forward against spring pressure with the handle
disengaged.
YAW DAMPER SYSTEM
The yaw damper system primarily controls directional oscillations of the airplane by
automatic compensating deflections of the rudder in response to signals from an
accelerometer in the airplane nose. Rudder pedal input in executing turns is summed with
that of the yaw damping system in producing the correct rudder displacement for the turn.
In conjunction with the autopilot the yaw damper system is coupled to the autopilot
computer in maintaining directional stability and turn coordination. Deflections of the
rudder are effected by a rudder servo linear actuator acting upon the rudder quadrant in
the vertical stabilizer. The affectivity of the yaw damper system is reduced at higher
airspeeds to preclude excessive air loads on the vertical fin. Through a restricting
mechanism at the rudder quadrant, speed signals from the air data computer systems
restrict the yaw damper authority to 1.5° rudder di splacement to left and right at speeds
exceeding 130 knots. Below 130 knots, the yaw damper maximum capability is to move
the rudder to 4° to left and right.
Control of the yaw damper system is from the autopilot controller on the center console,
which incorporates autopilot and yaw damper pushbutton switches each with an
annunciator that illuminates to indicate ENGAGE when their respective autopilot and yaw
damper systems are engaged. Also provided is a TES T button used for checking the
autopilot /yaw damper system while the aircraft is on the ground with weight on the gear.
Electrical power to the system is controlled by a guarded YAW DAMPER switch on the left
glareshield panel. Press button switches on the captain’s and first officer’s control wheels
provide for prompt disengagement of yaw damping. (Yaw damper controls and indicators
are shown in figure 1-6-6.
PITCH CONTROL
Independently mounted left and right elevators are controlled by independent left and right
cable systems, the left system from the left control column and the right system from the
right control column. An interconnect linkage between the control columns provides for the
normal operation of both systems by either control column, and also facilitates
disconnection if a jam occurs in one system, so that the unaffected system can maintain
control. Under these conditions, pitch control is substantially reduced. Disconnection is
effected by operation of a PITCH DISC handle below the engine instrument panel .

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Elevator deflection is assisted by spring tabs hinged to the elevator inboard trailing edges,
and operated through a spring mechanism which is integrated with the elevator controls. A
trim tab hinged to each elevator outboard trailing edge provides pitch trim. They are
mechanically controlled from a trim wheel on each side of the center console in
conjunction with a trim tab position indicator on the captain’s side of the console.
WING FLAPS
Wing flaps are comprised of a single span wise fore flap on each wing extending from the
fuselage to the inboard end of the aileron, with three trailing flap segments hinged to the
rear of each fore flap. The wing flap system (figure 1-6-8) is operated by No. 1 hydraulic
system and controlled by a flap selector lever on the center console. Each fore flap is
operated by three ball screw actuators, driven by rotating torque shafts from a hydraulically
powered control unit. A duplicate drive shaft arrangement provides for continued fore flap
operation should failure occur to the primary transmission. In operating from the 00
(retracted) position to 25° position, the fore and trailing flaps are deflected as one unit,
driven by the fore flap mechanism. From the 250 position to 45° (fully extended) position,
the trailing flaps only are deflected, each segment being driven by its own hydraulic
actuator. Operational sequencing pre vents independent deflection of the trailing flaps until
fore flaps have reached approximately 80% of their travel during extension. During
retraction, fore flap movement does not occur until trailing flaps have retracted to 250.
To arrest an uncontrolled flap retraction and consequent runaway condition at large flap
angles, caused by separation of the primary transmission within the power control unit, a
flap over speed brake is automatically operated to stop flap movement. Further flap
operation is prevented until the fault is rectified on the ground. A FORE FLAP caution light
illuminate s to indicate the malfunction.
A fore flap bus cable circuit interconnecting the left and right fore flap drive mechanisms
provides a load sharing function in the event of a ball screw actuator failure, and precludes
any excessive chord wise bending of the fore flap on the affected side.
Rapid trailing flap retraction occurs automatically in an aborted landing situation when all
power levers are advanced to take-off settings. Two dump valves in the flap hydraulic
system are energized and the trailing flap selector valve deenergized by signals from No. 1
and No. 4 engine torque indicator electronic units, to permit immediate retraction to the 25°
position. During normal landing, the trailing flaps also retract to the 250 position using the
same dump valves. The dump valves are energized in this case by actuation of speed
switches in the main wheel anti-skid system and cause automatic retraction when the
speed of the left and right main wheels averages greater than 30 knots.
Failure of any trailing flap segment to extend from 250 to 450, or retract from 450 to 25°
within 12 to 15 seconds is sensed by a proximity switch resulting in illumination of a TRAIL
FLAP caution light. In the event that any trailing flap segment fails to complete its travel,
fore flap operation is inhibited, due to interruption of the normal electrical sequence which
requires full travel of all trailing flap segments. It may be possible, however, if flap

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extension to 45° is attempted, to retract trailing flaps to 25° and thereby regain the 0 0
position. If retraction from 450 to 250 is selected and a failure occurs, only a return to 450
may be possible. However, in whatever configuration a trailing flap failure occurs, the
airplane remains fully controllable.
When Mod 7/1548 is incorporated, a friction brake is installed on the power control unit
selector quadrant to prevent a fore flap runaway to the 25° position if a flaps “up” cable
break occurs when the flaps are fully retracted. The brake is continuously applied to the
selector quadrant and its friction restrains the quadrant from movement if cable breakage
occurs.
FLAP SELECTOR LEVER
The FLAP selector lever on the right end of the center console, moves in a slot with
marked 0, 15 and 25 degree positions. The 45 degree position is obtained by pulling the
lever upward at the 25 degree position and then moving it into a detent. An indicator light,
marked 45, and located at the lower end of the quadrant, illuminates to denote 45 degrees
is selected. The lever incorporates a stop mechanism to prevent inadvertent lever
operation, and a trigger below the lever knob must be lifted to disengage the stop when
flap selections are made. An interconnect mechanism between the flap selector lever and
the rudder pedals restricts rudder range of movement to approximately 12. 50 with the
flaps at 0 degrees.
FLAP POSITION INDICATOR
The flap position indicator is located on the right side of the engine instrument panel,
above the flap selector lever. Through potentiometers driven by the fore flap power control
unit and the left and right inboard trailing flap segments, the flap position indicator denotes
primary and trailing flap positions.

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GROUND SPOILERS
Four ground spoilers on the wing upper surface extend upward to reduce wing lift after
landing. The roll spoilers also extend symmetrically after landing to augment the ground
spoilers. The ground spoilers are deployed by No. 1 hydraulic system through an electrical
sequence comprised of the FLIGHT! TAXI switch at FLIGHT position, actuation of micro
switches by No. 2 and No. 3 power levers when all power levers are retarded to less than
80% Ng, and left and right main gear weight relays energized by the weight switches upon
landing. Extension of the ground spoilers is indicated by illumination of the SPOILERS
GROUND advisory light. A latching relay in the landing gear weight switch circuit retains
the weight down signal to ensure continued spoiler extension through any landing
bounces. Following landing, selection of the FLIGHT /TAXI switch to TAXI retracts the
ground and roll spoilers, the roll spoilers reverting to their flight mode.
If a go-around is necessitated after spoilers have extended on landing, advancement of

the power levers above 80% Ng causes the ground and roll spoilers to retract immediately
and revert to flight mode, indicated by the three SPOILERS advisory lights going out.
The FLIGHT /TAXI switch TAXI position is held magnetically through the micro switches
operated by No. 2 and No. 3 power levers in their retarded position. Advancement of either
power lever above 80% Ng automatically returns the switch to FLIGHT position, as is
necessary for take-off. The switch can be manually selected to FLIGHT.
FLIGHT CONTROLS GUST LOCK
Mechanically operated gust locks immobilize the aileron and elevator control systems by
means of dual levers and an interconnecting handle which spans the forward range of the
power lever quadrant .The handle has two positions, ON (aft) and OFF (forward). In its
locked (ON) position the control lock lever prevents advancement of the power levers to
the takeoff power position. A latching mechanism, with a release trigger embodied in the
handle, retains the lever in the locks engaged position. Tension springs incorporated in the
aileron and elevator lock mechanisms ensure disengagement of the locks should an
operating cable failure occur. A hydraulic damper, which is effective only when the
hydraulic system is depressurized, restrains rudder movement.
The aileron controls are locked at their neutral position while the elevators are locked in
their trailing edge down position (control columns fully forward). Both locks automatically
engage if their respective control surfaces are moved to their locked positions after control
lock application.

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STALL WARNING SYSTEM

GENERAL
The stall warning system provides tactile warning of an impending stall and visual
indication of speed relative to stall speed during low speed maneuvers. Identical left and
right, electrically independent sub-systems, with certain components common to both,
affords protection against complete system failure. Each sub-system operates a control
column shaker and a speed indicator, is monitored by a speed indicator warning flag and a
caution light and is tested by a single test switch. An interconnecting function of both sub-
systems provides for each system to operate both control shakers. In addition to the above
components, each sub-system also incorporates a lift transducer and a lift computer. A
pendulous accelerometer and a flap transmitter supply signals to both. Landing gear
weight relays disable the control shaker circuitry on the ground to prevent possible shaker
operation during taxiing. Landing gear down lock relays interrupt pendulous accelerometer
signals during flight with landing gear retracted. The lift transducers are electrically heated
to prevent the formation of ice or accumulation of moisture.
OPERATION
For each sub-system during low speed maneuvers, the lift transducer vane in the wing
leading edge in moving forward or aft in response to changes in wing angle of attack,
transmits signals to the lift computer. This information is summed with three flap setting
reference signals from the flap transmitter, together with input signals from the pendulous
accelerometer in respect of pitch attitude and acceleration. Signal values from the lift
computer are displayed on the speed indicator in terms of fast or slow deviations from an
optimum speed for the prevailing configuration. If airplane speed decreases to stall
imminence, control shakers on both control columns vibrate. The pendulous accelerometer
also provides power compensation signals to the speed indicators during landing
approaches at other than the normal steep approach of 7 5°. Signals from the lift
computers are also supplied to left and right flight director indicators.

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AVIONICS
The DHC-7 standard avionics systems covered in this chapter include pitot-static and air
data, flight instrument, attitude reference, heading reference, automatic flight control,
navigation, and communications. The chapter is not inclusive of all the optional avionics
available for installation. The user should consult applicable supplements in the AFM and
vendor manuals for additional information and information on specific systems not included
in this chapter.
GENERAL
Avionics and instrument systems requiring electrical power are powered from avionics
buses located right and aft of the copilot. No master switch is provided, and the buses are
powered as soon as DC electrical power is established. The buses are split left and right
and carry 26 VAC, 400 Hz; 115 VAC, 400 Hz; and 28 VDC.
The pitot-static system includes three pitot tubes and four static vents. The system is
integral with the dual air data system. The air data system uses air mass parameters to
compute data for the navigation and flight control systems.
Standard flight instruments include the airspeed indicator, altimeter, inertial vertical speed
indicator, outside air temperature indicator, and standby altimeter.
The attitude reference system provides pitch and roll signals to user systems. It includes
the vertical gyros, ADIs, and turn-and-slip indicators. A standby artificial horizon is
optional.
The heading reference system provides heading signals to user systems. It includes the
compass system, HSIs, RMIs, and standby magnetic compass.
The automatic flight control system is an integrated autopilot/flight director/air data system,
which can provide fully automatic flight-path control during most phases of flight.
The Dash 7 avionics includes standard VHF communications radios and VHF navigation
receivers. Miscellaneous equipment also is covered.

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PITOT-STATIC AND AIR DATA SYSTEMS

GENERAL
The pitot-static and air data systems together provide, either directly or indirectly, all air
mass parameters (altitude, airspeed, vertical speed, and temperature) required for the
flight instruments, automatic flight control system, and navigation systems.
PITOT-STATIC SYSTEM
Three pitot tubes and four static vents provide dynamic and ambient air pressures to the
pilot’s and copilot’s pneumatic flight instruments, the overspeed warning switch, the air
data computers (ADC), and the cabin differential pressure indicator.
The pilot’s airspeed indicator and No. 1 ADC receive dynamic air pressure from a pitot
tube located on the left-forward fuselage. A similar pitot tube on the right side supplies the
copilot’s airspeed indicator and No. 2 ADC. The accessory pitot tube is located on the left
side aft of the pilot’s pitot tube and supplies the overspeed switch.
A static vent plate is mounted on each side of the forward fuselage. Each plate has four
static ports; corresponding left- and right-side static ports are interconnected. The four
static ports supply ambient air pressures to the pilot’s instruments, copilot’s instruments,
accessory and alternate static systems, and pressurization system. The pilot’s and
copilot’s static pressures are supplied to the No. 1 and No. 2 ADCs, respectively.
The accessory and alternate static vent supplies the overspeed switch. The fourth static
pressure vent supplies ambient air pressures to the cabin differential pressure indicator.
The pilot and copilot each have a STATIC SOURCE SELECTOR valve located in the
instrument panel. Each selector valve allows the accessory and alternate static system to
provide ambient air pressures to the flight instruments and ADC on the selected side in the
event that the normal system becomes blocked or malfunctions.
Anti-icing is provided by heater elements in the pitot tubes and static vent plates. A PITOT
HEAT caution light indicates failure of one or more pitot heater elements or that the system
is not switched on.

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AIR DATA SYSTEM
The air data system processes inputs of pitotstatic pressures and total air temperature to
produce electrical signal outputs proportional to:
• Barometrically corrected altitude
• Pressure altitude
• Encoded altitude
• Airspeed
Two air data computers (ADC) provide basic altitude, airspeed, and vertical speed
reference and hold functions to the autopilot, flight directors, transponder(s), and flight data
recorder. The yaw damper authority limiter is activated by a signal from the ADCs at 130
knots.
The No. 1 ADC supplies the signals for the pilot’s altimeter and flight director computer,
No. 1 ATC transponder, autopilot, yaw damper, and flight data recorder.
The No. 2 ADC supplies the signals for the copilot’s altimeter and flight director computer,
No. 2 ATC transponder (if installed), autopilot, yaw damper, and flight data recorder.
FLIGHT INSTRUMENTS
GENERAL
The pilot’s and copilot’s primary flight instruments are operated by either direct pneumatic
pressure(s) from the pitot-static system or indirect pneumatic pressure(s) through electrical
inputs from the respective ADC. Those operated by direct pneumatic pressures include:
• Pilot’s and copilot’s airspeed indicators
• Pilot’s and copilot’s inertial vertical speed indicators
• Standby barometric altimeter (Mod 7/1522)
Those flight instruments operated indirectly from pitot-static pressures using electrical
signals from the ADCs include:
• Pilot’s and copilot’s altimeters
The AFCS and outside air temperature indicator receive temperature inputs from the
ADCs, which receive raw data from a sensor.
Where applicable, display functions are biased out of view when not in use. A warning flag
covers a display in the event of a malfunction.

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ALTITUDE ALERT CONTROLLER
The altitude alert controller is used to preselect an altitude from 0 to 60,000 feet for
reference
by the altitude alert system and for the altitude-preselect function of the flight director. The
preselected altitude is compared to an actual altitude from either ADC (as selected by the
system coupling switch), and visual and aural (optional) alerts are generated.
The alert envelope is within ±1,000 feet of selected altitude but excludes ±250 feet of
selected altitude.
The airspeed indicators (ASI) display indicated airspeed and VMO (maximum permissible-
at-any-altitude airspeed). The airspeed scale ranges from 50 to 350 knots in 10-knot
increments. The ASI has a single-pointer primary display and an enlarged drum scale
which ranges from 0 to 100 knots in two-knot increments. The VMO pointer has black and
yellow stripes and operates on the same speed scale as the white primary display pointer.
ALTIMETER
The pilot’s and copilot’s altimeters are operated electrically by the No. 1 and No. 2 ADCs,
respectively, and display barometrically corrected altitude using a servoed counter drum
and pointer display. The indicator provides the following displays:
• Altitude alert annunciator-An altitude alert light is located in the upper-right corner of
the instrument bezel. It illuminates when the airplane is within 1,000 feet of the preselected
altitude and extinguishes when the airplane is within 250 feet of the preselected altitude.
The light comes on any time the airplane departs more than 250 feet from the selected
altitude and remains on until the airplane returns to within 250 feet of the selected altitude
or deviates more than 1,000 feet.
• Failure warning flag-The flag is displayed when the error between the displayed
altitude and the altitude signal received is too great, the ADC goes invalid, or the
barometric altimeter power is lost.
• Altitude counter-The four-drum counter displays altitude from 0 to 60,000 feet. A

negative (NEG) altitude shutter obscures the 10,000 and 1,000 digits of the counter to
annunciate altitudes below sea level. The zero position on the ten-thousands drum is
black-and-white crosshatch to alert the pilot to altitudes of less than 10,000 feet.
• BARO set knob and barometric counters-The BARO set knob is used to set
barometric pressure, which is displayed in inches of mercury and millibars. This correction
is also sent to the ADC, which in turn updates the altimeter information.
• Pointer-The pointer displays altitudes between 1,000-foot levels on a scale with

major indicates every 100 feet and minor indices every 20 feet.
Primary power for the altimeter is 26 VAC, 400 Hz. The alert light requires 28-VDC power,
and the instrument lighting is 5 VAC.

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INERTIAL VERTICAL SPEED

INDICATOR
The inertial vertical speed indicators (IVSI) display vertical speed up to 4,000 feet per
minute. Each IVSI is connected to the associated static air system. No other input is
required for operation.
The instruments are of the “inertial lead” type which use integral accelerometers to sense
inertial vertical movement. This is used to increase the responsiveness of the instrument
and to overcome pointer lag, thereby displaying instantaneous vertical speed.
OUTSIDE AIR TEMPERATURE

INDICATOR
The outside air temperature (OAT) gage displays the temperature sensed in degrees
centigrade at a dual free-air temperature bulb installed on the right wing lower aileron
shroud. The second bulb of the sensor provides an input for the flight data recorder.
STANDBY ALTIMETER
An optional standby altimeter is located on the copilot’s instrument panel. Altitude is

displayed in the range of — 1,000 to 50,000 feet by a digital counter and a pointer read
against a dial. The pointer makes one revolution of the dial per 1 ,000 feet. Gradations in
20-foot increments are numbered at 100-foot intervals. The counter shows ten-thousands
and thousands of feet. A knob is provided to set the barascale counter, which
simultaneously corrects the setting of the pointer and digital counter. The barascale
counter is usually read in inches of mercury, but instruments reading in millibars are
available. The instrument is connected to the copilot’s static airports. A vibrator requiring
28-VDC power is installed; a failure flag indicates that the vibrator is unpowered. The
vibrator is used to overcome internal friction and improve instrument response time.
ATTITUDE REFERENCE SYSTEM
GENERAL
The attitude reference system is the primary source of pitch and roll information. The sys-
tem consists of two vertical gyros (VG), two attitude director indicators (AD!), and two
GYRO CONT panels. Standby attitude information is provided by two turn-and-slip
indicators and by an optional independent standby attitude indicator. In addition to being
displayed on the ADI5,pitch and roll is supplied to the autopilot computer, flight director
computers, and weather radar stabilization.

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VERTICAL GYRO
The two vertical gyros are independent and electrically driven from separate AC buses.
This ensures continued operation of one AD! in the event of partial power interruption or
failure. Note the specific systems which receive information from the gyros. The vertical
gyros have a pitch limitation of ± 800 and are unlimited in roll.
Each vertical gyro produces a validity signal. If the signal is lost, a red ATT flag comes into
view on the associated AD!. The flag also appears if an excessive error between displayed
attitude and the attitude received from the VG develops or if primary power is lost.
The vertical gyros operate continuously when power is supplied to the buses. Each gyro
motor requires approximately three minutes at normal temperatures to fast-erect and
produce a valid output. This is indicated by retraction of the ATT flag in the associated
AD!.
The gyros have fast and slow erection rates. The fast rate is used while the gyros are in
initial alignment (running up to speed) when power is applied and when manually selected
by the pilot. The fast erection mode may be used when it is suspected that a gyro has
drifted or tumbled. When the VG FAST ERECT switch on the left or right GYRO CONT
panel is pressed and held in the on position, the respective gyro erects at approximately
200 per minute. On the ground, the airplane should be stationary for gyro erection. In
flight, the airplane must be stabilized in airspeed and altitude and in straight-and-level
flight for proper gyro recycling (fast erection). The slow erection rate operates auto-
matically, as required, to maintain gyro alignment after fast erection.
Radio Altitude Bar
The radio altitude bar displays radio altitude from 200 feet to touchdown. The pointer is
biased out of view when not in use. The bar is not provided with an indicating scale and
cannot be used to display actual altitude in feet; it is provided only to indicate rate of
closure to touchdown.
STANDBY ATTITUDE INDICATOR
An optional standby attitude indicator is available for installation in the pilot’s instrument
panel. It provides a third (or backup) attitude reference in the event of a discrepancy
between the two ADIs or failure of either AD!. The instrument has an electrically driven
gyro which is normally powered from the left essential DC bus. An OFF flag comes into
view when the instrument is unpowered. A caging knob is located in the lower-right corner
of the bezel.

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TURN-AND-SLIP INDICATOR
A turn-and-slip indicator is mounted in each pilot’s instrument panel. The left and right
units are powered from the left and right essential DC buses, respectively. A red failure
flag comes into view when power falls below a minimum-required preset level. The in-
dicators are marked for standard two-minute turns and have a built-in inclinometer. If four-
minute-turn instruments are installed, they will be marked as such (military designation).

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HEADING REFERENCE SYSTEM
GENERAL
The heading reference system provides information to the HSIs, RMIs, flight director com-
puters, and autopilot computer. A standby magnetic compass is provided in the event of
multiple failures.
AUTOMATIC FLIGHT CONTROL SYSTEM

(AFCS)
GENERAL
The following text gives a general description and operation of the Sperry SPZ-700 AFCS.
The user should consult the AFM, the Flight Manual Supplement, and the vendor manual
for complete description and operation of the systems installed on specific airplanes and
optional equipment installed. To assist in clarifying how the system operates, a simplified
functional block diagram which shows how the system components are interconnected.
The Dash 7 is equipped with the Sperry SPZ700 AFCS. It is an integrated autopilot/flight
director/air data system providing three-axis reference which may be used for flight control
during climb, cruise, descent, and terminal area guidance. The AFCS may be used for:
• Fully automatic flight control—The autopilot responds to steering commands

generated by the flight director.
• Semiautomatic flight control—The autopilot maintains attitudes set by the pilot using
either the pitch control of the autopilot or touch control steering (TCS).
• Manual flight control—The pilot manually controls (hand flies) airplane attitudes by
responding to and following steering commands generated by the flight director.
The basic signals for the AFCS are derived from the following systems:
• No. 1 and No. 2 DGs (heading)
• No. 1 and No. 2 VGs (pitch and roll)
• No. 1 and No. 2 ADCs (altitude and airspeed)
AFCS enroute navigation is provided by VOR or localizer inputs from the VHF navigation
systern. The AFCS also receives distance information from the DME or computer
navigation inputs from the area navigation system in use.
Terminal area guidance is provided by VOR, localizer, and glide-slope inputs from the VHF
navigation system, in addition to DME and radio altitude information. If radio altitude infor-

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mation is not available, the marker beacon system is used. When installed, the microwave
landing system (MLS) may be used.
The autopilot system may be controlled from either the pilot’s or copilot’s flight director sys-
tem. Selection is made with an AUTOPILOT SYS CPLG switch on the glareshield, which
selects either No. 1 or No. 2 system inputs to the autopilot from the respective flight
director, ADC, VG, and DG. The switch has two positions: CAPT (No. 1 inputs) and FST
OFCR (No. 2 inputs).
The Sperry autopilot design is fail-operational for the first failure of any system component,
with the exception of the autopilot servoactuators; a single actuator is used in each axis
due to the high reliability of these units.
FLIGHT DIRECTOR
General
The flight director system provides flight path guidance by computing pitch and roll
steering commands. These are presented visually to the pilots on the ADI and are avail-
able for use by the autopilot. A full complement of horizontal, vertical, radio-aid-tracking,
and air-data-oriented modes are available.
The flight director system consists of two independent flight director computers. Each com-
puter receives and integrates signals from the associated ADC, VG, compass system, ac-
celerometer, and navigation receivers. Each computer, in turn, supplies steering cues to its
associated AD!. The No. 1 and No. 2 computers supply the pilot’s and copilot’s
instruments, respectively.from the selected altitude which is dependent upon the vertical
speed. The capture mode is annunciated by the green CAP annunciator on the mode
selector. When the airplane has flared onto the new altitude, the system transitions to
altitude-hold mode.
Glide Slope (APP)

This mode is enabled when a vertical or lateral navigation source has been selected, a
localizer frequency has been tuned on the NAV receiver, the APR pushbutton is
depressed, and beam deviation is within the capture envelope. Selection of APR
automatically selects the localizer mode. The glide-slope mode may be canceled by
depressing the NAy, APR, or SBY pushbuttons.

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Microwave Landing System (MLS)

The MLS provides precision navigation guidance for exact alignment and descent of
aircraft on approach to and landing on a runway. It provides azimuth and elevation angle
guidance and range information, all of which is interpreted by the airplane receiver to
determine the aircraft position. The MLS azimuth transmitter is located about 1,000 feet
beyond the stop-end of the runway, and the MLS elevation transmitter is located to the
side of the runway near the approach threshold. The precision DME is normally collocated
with the azimuth transmitter.
The system may be divided functionally into five parts:
• Approach azimuth angle guidance
• Back azimuth angle guidance
• Approach elevation angle guidance
• Range guidance
• Data communications
HSI and AD! from the navigation glide-slope receiver to the MLS receiver.
Both lateral and vertical MLS guidance may be displayed on conventional course deviation
indicators or incorporated into multipurpose cockpit displays. Range information can be
displayed by conventional DME indicators and also incorporated into multipurpose
displays. Actuation of the MLS button on the mode selector transfers the source of
displayed deviation signals on the
The MLS will initially supplement and eventually replace ILS as the standard landing
system in the United States for both civil and military use and also for international civil
aviation. The MLS transition plan assures duplicate ILS and MLS facilities where needed
to protect current users of ILS. At international airports, ILS service is protected to the year
1995.
Standby Mode (SBY)

SBY resets all the other flight director modes and biases the flight director command bars
from view. When the SBY button is depressed and held, lamp test is initiated, illuminating
the mode selector annunciator lights and the GA light on the AD!. The flight director
warning flag on the ADI also comes into view. When the button is released, all the mode
annunciator lights except SBY extinguish, and the flight director warning flag retracts from
view.
Go-Around Mode (GA)

The GA pushbuttons are used to select the go-around mode. Depressing either button
disengages the autopilot, illuminates the GA annunciator on the AD!, and displays a fixed-
pitch command of 80 noseup and wings level on both AD!s. The yaw damper remains
engaged. The heading select (HDG) mode may be selected while in go-around to replace

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the wings-level command. Go-around may be canceled by selecting another pitch mode,
depressing the SBY or TCS buttons, or engaging the autopilot.
AUTOPILOT
General
When engaged and coupled to the flight director, the autopilot controls the airplane using
commands generated by either the pilot’s or copilot’s flight director computer. In this
configuration, the ADI is used to monitor the performance of the autopilot, and, if desired,
touch control steering (TCS) can be used to manually maneuver the airplane to satisfy the
flight director commands.
When the autopilot is engaged without a flight director mode selected (hard autopilot),
manual pitch commands may be inserted using the pitch wheel, or TCS can be used to
manually insert pitch and roll commands.
Autopilot Modes
Following are the autopilot basic operating modes:
Heading hold—When the autopilot is engaged and no lateral mode is selected on the flight
director mode controller, the autopilot is in basic heading-hold mode. If the autopilot is
engaged while the airplane is in a bank, the system engages wings level; once the bank
angle is less than 3 0 for ten seconds, the heading-hold mode is engaged.
• Roll hold—The autopilot holds the desired roll attitude when the touch control steering
(TCS) button is released between 6 and 450 of roll attitude. If the button is released when
roll attitude is less than 60, the airplane rolls to and flies wings-level. If the button is
released when roll attitude is greater than 45 0 the airplane rolls back to 45 0 and holds that
banked attitude.
• Pitch hold—When the autopilot is engaged and no vertical mode is selected on the flight
director mode controller, the autopilot is in basic pitch-hold mode. If a lateral flight director
mode has been selected, but no vertical mode, the flight director engages the pitch-hold
mode, and a pitch command bar is displayed. Pitch angle limit using the pitch wheel is
±200.
Autopilot Controls
General
The autopilot is controlled from the autopilot controller. The controller includes AP
ENGAGE, YD ENGAGE, and SOFT RIDE alternate-action push-button switches, a PITCH
wheel, a TEST switch, and TRIM UP and DN annunciators. An autopilot and yaw damper
disconnect button and a TCS button are on the outboard horn of each control wheel.
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AP ENGAGE Switch
An alternate-action AP ENGAGE switch allows manual engagement or disengagement of

the autopilot system. An engage interlock ensures that the yaw damper engages
automatically with autopilot engagement.
YD ENGAGE Switch
An alternate-action YD ENGAGE switch allows operation of the yaw damper with the
autopilot engaged or disengaged.
PITCH Wheel
The PITCH wheel is normally used to provide pitch commands to the autopilot when it is
engaged, but not coupled, to the flight director. Pitch angle is proportional to PITCH wheel
displacement. Movement of the PITCH wheel from detent when the autopilot and flight
director are coupled results in deselection of the flight director pitch mode, and the pitch
command bar is biased from view if no roll mode is selected; the system switches to the
pitch-hold mode if a roll mode is selected. Moving the PITCH wheel synchronizes the flight
director pitch command bar to the new airplane pitch attitude.
SOFT RIDE Switch
The SOFT RIDE function provides lowered autopilot gains for operation in turbulence.
TRIM Annunciators
The TRIM UP and DN annunciators indicate an autopilot out-of-trim condition. The

annunciators illuminate after a servo torque above a preset threshold and a time delay is
achieved. The
When the TCS button is released, the autopilot holds the current pitch and roll attitude of
the airplane. When an air data mode (lAS, VS, or ALT hold) is engaged, the TCS button
can be used to synchronize the AFCS command to a new selected reference.
Releasing the TCS button with the airplane above a 60 bank puts the autopilot into the roll-
hold mode, maintaining indefinitely the bank angle existing when TCS was released.
Releasing the TCS button below 60 of bank puts the autopilot into the heading-hold mode
if HDG has not been selected on the flight director mode selector.
TCS can be used any time the autopilot is engaged. When coupled, the pilot can manually
fly the flight director commands if desired, and when uncoupled (no flight director mode
Selected), the pilot can manually insert pitch and roll commands.

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Autopilot Engagement and Disengagement

Activation of the AP ENGAGE switch engages the autopilot and yaw damper functions
simultaneously. A repeated activation of the switch disengages the autopilot function.
The normal means for disengaging the autopilot is to momentarily press the A/P&Y/D DIS
pushbutton to the first stage (autopilot only disconnected). The following actions will also
disengage the autopilot:
• Actuation of the AP ENGAGE switch
• Actuation of the VG FAST ERECT switch
• Actuation of the compass SET HDG (+ —) switch
• Pressing the autopilot TEST EACH FLT pushbutton on the autopilot controller when
below 130 KIAS
• Selection of go-around mode
• Pulling the AP DC circuit breaker
• Pulling the YD AC circuit breaker
• Transferring AFCS flight guidance control with the AUTOPILOT SYS CPLG switch
• The following malfunctions cause the autopilot to automatically disengage:
• Vertical gyro failure
• Directional gyro failure
• Autopilot power or circuit failure
• Torque limiter failure
Disengagement under any of the above four conditions illuminates the AUTOPILOT DIS-
ENGAGED annunciator. Pressing the autopilot disengage pushbutton turns off the light.
The MASTER CAUTION light flashes at disengagement.
Yaw Damper Engagement and Disengagement

Activation of the YD ENGAGE pushbutton engages the yaw damper; a second push
disengages it. The yaw damper system is independent of the autopilot, but an electrical

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interlock ensures that the autopilot cannot be engaged without also engaging the yaw
damper. Disengagement of the yaw damper also disengages the autopilot, if engaged.
The normal means of disengaging the yaw damper is by actuating the second stage of the
two-stage A/P&Y/D DIS switch on either control wheel. However, after yaw damper disen-
gagement in this manner, reengagement of the yaw damper requires recycling of the YAW
DAMPER OFF-NORMAL switch on the glare-shield. The yaw damper may also be
disengaged by pulling the YD DC circuit breaker.
NAVIGATION EQUIPMENT
GENERAL
Standard-equipment navigation receivers installed in the Dash 7 include dual ADF and
VHF NAV (VOR/ILS) receivers and a single DME receiver. The No. 1 VHF NAV system
includes the marker-beacon receiver. One or two (optional) transponders may be installed,
and anarea navigation capability (RNAV) is also optional. The marker beacon, ADF, VOR,
and RNAV are controlled by individual controls on the center pedestal and glareshield. The
DME(s) are selected simultaneously by respective VOR receiver selection. An optional
microwave landing system (MLS) is available and is covered briefly in this chapter under
Flight Director, Vertical Modes (of operation).
VOR/DME 1 deviation and distance are displayed on the pilot’s HSI and instrument panel,
and information from the No. 2 systems (when installed) is displayed on the copilot’s
instruments. VOR and ADF bearing information is displayed on the HSIs and RMIs.
Marker-beacon receiver reception is annunciated by the marker-beacon light near each
ADI and an aural tone.
A number of optional navigational systems are available for Dash 7 installation. This text
covers only those items of equipment which are considered standard installation; this
includes:
• Dual VHF NAV (VOR/ILS)
• Dual ADF
• Single DME
• Single marker beacon (combined with the No. 1 VHF NAV)
• Single transponder
The above receivers/transmitters are dependent upon ground-operated

receivers/transmitters. Navigation aids installed which are independent of the ground-
operated systems are the weather radar, radio altimeter, and gyro compass system,
covered earlier in this chapter.

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RADIO ALTIMETER
The radio altimeter provides absolute altitude from 2,500 to 0 feet, decision height
selection, failure annunciation, and manual test capability. The instrument has an ex-
panded linear scale under 500 feet. Included on the bezel is a TEST button. When
depressed, the pointer should move to 100 ±20 feet, and the OFF flag appears. When the
button is released, the pointer should go to 2,500 ±5 feet, the DH lights on both ADIs and
the radio altimeter illuminate, and the OFF flag is removed from view.
VHF NAVIGATION
General
The VHF navigation system is a dual receiving system and operates in two modes: VHF
ommrange (VOR) for enroute and terminal navigational guidance and instrument landing
system (ILS) for terminal guidance. The ILS consists of a localizer (LOC) receiver and a
glide-slope (GS) receiver. A marker-beacon receiver is provided for distance-to-runway
threshold information.
The VOR mode is operational when a VOR frequency is set on either NAV control unit.
When a VOR frequency is set in NAV 1, a DME frequency is paired and automatically
tuned to it. When a LOC frequency is set in either NAV unit, the paired GS frequency is set
and automatically tuned. The marker-beacon receiver is operational in both modes on the
NAV 1 receiver.
Each NAV receiver operates in the frequency range 108.00 through 117.95 MHz,
selectable bearing to that station. The station selected may be a nondirectional beacon or
a standard AM broadcast station in the frequency range of 200 to 1799 kHz.
The ADF control head has controls for two frequency selections: one active and one
standby. Transfer between the active and standby frequencies is by means of a transfer
switch located between the two frequency windows. The nonactive frequency is shown
with a horizontal line running through the frequency digits. A second control panel and
ADF system may be installed as an option.
The ADF aural signal can be heard through the audio system by pressing the appropriate
ADF 1 or 2 receiver pushbutton. ADF relative bearing is displayed on the pilot’s and
copilot’s
RMI5: ADF 1 on pointer 1 when selected to ADF., and ADF 2 on pointer 2 when selected
to ADF.

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NAVIGATION RADIO RECEPTION
For navigation radio reception, the desired VHF NAV receiver output is selected by
pressing in the appropriate on/off/volume push-button
switch on the audio control panel (see Communications Systems, this chapter). When the
switch is in the depressed-on (light on) position, the volume may be adjusted with the
knob. Pressing the knob a second time disconnects the audio circuit.
The filter improves the quality of the received audio by removing unwanted frequencies
and noise. Filtering of the audio is controlled by the filter switch. The filter has settings of V
(voice), B (both), and R (range).
WEATHER RADAR
Description
The Primus 400 weather radar system includes the receiver-transmitter, the digital
indicator, and the antenna unit.
The Dash 7 weather radar is an X-band radar designed for weather detection and
analysis. The indicator displays storm intensity levels in bright colors contrasted against a
black background. Areas of heaviest rainfall appear in red, medium intensity appears in
yellow, and weakest intensity returns are green.
Ground mapping is possible with the radar. In MAP mode, prominent landmarks are
displayed which may allow identification of land-water contrast, mountainous areas, and
large population centers. Video levels of increasing reflectivity are displayed as black,
cyan, yellow, and magenta. TILT, GAIN, and INT (intensity) must be carefully adjusted and
balanced for different terrain types to get the optimum picture.
Radar range is 10 to 300 nautical miles, but consistent, optimum weather returns are
painted best at shorter ranges.
Operation
Before turning on the weather radar, set the controls and switches as follows:
• OFF pushbutton - Depressed
• GAIN control - PRE SET detent

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• INT (intensity) control - Midpoint
• TILT control-iS° up
• STAB control-ON
WARNING
If the radar is to be operated on the ground in any mode other than STBY, direct the nose
of the airplane away from any metallic objects such as hangars or other aircraft for
distances of 100 yards and tilt the antenna upward 150.
Do not operate the radar during refueling operations or during any nearby refueling
operations.
Heating and radiation effects of weather radar can cause damage to the eyes and tender
organs of the body; therefore, personnel should remain at a distance greater than six feet
from the radiating antenna.
For radar operation, the No. 2 vertical gyro must be erect to provide stabilization for the
radar antenna. The radar is put into operation by depressing the WX pushbutton. Then
observe a three-color scale, a red target alert, and a 10-nautical-mile-wide RF noise band
at 85 to 95 nautical miles. Appearance of the test band, without breaking up or skipping,
denotes receiver integrity. Place the radar back in standby mode after the test, and leave it
there until after airborne. Optimum picture resolution in WX or MAP modes can only be
attained with fine adjustment of the radar controls, and experience. Tilt, gain, and intensity
must be readjusted for each range selected.

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COMMUNICATIONS SYSTEMS
GENERAL
The airplane is equipped with an audio integrating system which provides the crew with
the means to control the airplane communications systems radios for transmission and
reception and to monitor the airplane navigation receivers. In addition, interphone allows
intercommunication among the cockpit crew and cabin crew in flight. When on the ground,
interphone is available with the ground crew through an interphone jack in the nose
avionics compartment. Passenger address can be used from the cockpit or the flight
attendant’s station.
The communications systems covered in this chapter are the:
• Audio integrating system
• VHF communication system
• Interphone system
• Public address system
• Attendant call system
AUDIO INTEGRATING SYSTEM
Description
The audio integrating system provides the pilot, copilot, and observer with the means of
monitoring all the airplane communications and navigation receivers. The system allows
transmission on the communications radios from the three cockpit stations. Provision is
made for walk-around intercom outside the airplane.
The pilot and copilot each have an audio control panel located on the center console, a
jack box, a speaker with volume control, headphones and a boom microphone, a hand-
held microphone, an oxygen mask with microphone, and a press-to-transmit/interphone
(PTT—INPH) toggle switch.
When the PTT—INPH switch on either control wheel is selected to PTT, the switch must
be held in position because it is spring-loaded from the PTT position to the center off
position. When the switch is selected to INPH, it will remain there until manually switched
to the off or PTT position. There is also a PTT push-button switch on the nosewheel
steering control handle.
The observer’s audio control panel is the same as the pilots’. It is located in the cockpit left
dooijamb along with a jack box, headphones and a boom microphone, and an INPH—
XMIT toggle switch.

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VHF COMMUNICATIONS
Description
The dual Collins VHF communications system provides AM voice communication in the
118.0 to 135.97 MHz frequency range on two COMM control heads. The audio control
panel switches for the two COMMs are labeled “VHF 1” and “VHF 2.” COMM 1 uses the
antenna mounted on top of the fuselage; COMM 2 uses the lower antenna.
Each control head has two windows into which a VHF frequency can be set using the
frequency selector switches. The frequency in use is the one selected with the TFR
(transfer) switch. The frequency which is not active has a thin white horizontal bar through
the frequency display window.
The COMM TEST pushbutton allows the receiver section of the radio to be monitored in
the absence of two-way communication. The pushbutton is pressed to disable squelch,
resulting in an increased noise output if the receiver circuits are operating. The presence
of a side-tone enables transmitter operation to be monitored in the absence of two-way
radio communication.
The desired transmitter (top pushbuttons) is selected by pressing the appropriate
pushbutton and canceled by pushing any other transmitter pushbutton. The desired
receiver is selected by pushing the receiver pushbutton. The receiver pushbuttons can be
rotated to adjust audio volume.
Operation
To transmit on a communication radio, the MASK-BOOM switch must be selected appro-

priately, the frequency set in the COMM panel to be used, the appropriate transmitter
pushbutton pushed, and the transmit switch activated (control wheel PTT, nosewheel
steering PTT, or hand-held microphone). For radio reception, the desired frequency must
be set and the appropriate receiver pushbutton pushed. Set the audio volume and the filter
switch as desired.
INTERPHONE
Cockpit Interphone
For normal operations, the SERV/INT transmitter pushbutton is depressed on (light on) on
the crew audio control panels. To operate, the MIC switch must be selected to the desired
microphone position, MASK or BOOM (the handset mike is used in the BOOM position).
Interphone transmission is then accomplished by pressing the control wheel PTT—INPH
switch to the INPH position (normal position). Provided that no VHF COMM radio
transmitter pushbuttons are depressed on the pilot’s audio control panel, the nosewheel
steering handle transmit pushbutton may also be used by the pilot for cockpit interphone.

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When the airplane is on the ground, interphone communication between the flight crew
and the ground crew is accomplished using the ground crew jack in the avionics
compartment. Access to the jack box is gained through a hinged access door on the left
side of the nose. When the ground crew headset and mike are plugged into the jack box,
the advisory light (Appendix B) adjacent to the nosewheel steering handle illuminates.
If either the pilot’s or copilot’s audio control panel fails, the affected crewmember can
monitor the audio integrating system by plugging the headset into the TEL AUX socket on
the associated jack box.
If complete cockpit interphone system failure is experienced, the emergency interphone

circuit can be used by selecting the INTERPHONE NORMAL-EMERGENCY switch to
EMERGENCY. Interphone communication will be retained, but at a reduced level and
quality.
Service Interphone
Description
The service interphone system provides intercommunication between the flight crew and
the flight attendant in the normal or emergency mode of operation. The flight crew
passenger address and service interphone control panel is located on the aft face of the
center console. An ATTENDANT call light (Appendix B) is located just forward of the
weather radar panel. The flight attendant’s service interphone panel is located on the
inboard edge of the bulkhead forward of the airstair door. A handset is also located adja-
cent to the flight attendant’s folding seat on the lavatory forward wall.
Operation
When the flight crew handset is lifted from the holder to operate the service interphone, a
chime sounds in the passenger address speakers, and the CAPT lights on the flight
attendant’s panels illuminate. When one of the flight attendant’s handsets is lifted in
response, and the buttons on both handsets are pressed, conversation between the flight
crew and the flight attendant is private. The handsets must be replaced in the holders
when the conversation is completed.
NOTE
If the flight crew handset is replaced incorrectly, the service interphone will not reset.
If the flight crew lever-locked EMERO CALL switch is held in the aft position (the switch is
spring-loaded to the center off position), the CAPT lights on the flight attendant panels illu-
minate. If the switch is selected to the lever-locked EMERG CALL position, the chime
sounds and the CAPT lights on the flight attendant’s panels flash. This switch position is
used to get the urgent attention of the flight attendant. The CAPT lights remain on or flash,
as applicable, until the flight crew handset is returned to the holder or the PA ON switch on
the flight crew panel is pressed to activate the passenger address system. If the PA
CANCEL switch on the flight crew panel is then pressed and the handset has not been
replaced in the holder, the CAPT lights automatically illuminate or start flashing again.

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A routine call to the flight crew from the flight attendant is initiated by holding the
EMERG— CAPT CALL switch to the CAPT CALL position (the switch is spring-loaded to
the center off position) and lifting the handset from the holder. This sounds a chime in the
flight crew headphones and speakers and turns on the ATTENDANT light. When the flight
crew handset is lifted in response, and the buttons on both handsets are pressed,
conversation between the flight crew and flight attendant is private. If the flight attendant
panel EMERG-CAPT CALL switch is placed in the lever-locked EMERG position, the
chime sounds in the flight crew headphones and speakers, and the ATT’ENDANT light
flashes for the urgent attention of the flight crew.
GROUND PROXIMITY WARNING SYSTEM
General
The ground proximity warning system (GPWS) provides visual, aural, and synthesized
voice annunciation to warn of an impending hazardous situation with regard to terrain
avoidance. It is powered any time there is power on the airplane.
The GPWS computer receives inputs from the radio altimeter, No. 1 ADC, No. 1 glide-
slope receiver, and landing gear and flap position switches. The inputs are continuously
processed to provide airplane flight path surveillance when between 50 and 2,450 feet
AGL. With the exception of glide-slope mode 5 violations, all warnings can be canceled
only by taking corrective action such as adding climb power and executing a positive pull-
up. Mode 5 is canceled by pressing the G/S INHIBIT switchlight or by the stall warning
stick shaker, which inhibits all GPWS modes. Warning of system failure is provided by a
GPWS caution light.
The GPWS can be deactivated for planned abnormal and emergency conditions by pulling
the GPW circuit breakers on the right aft circuit-breaker panel.
The GPWS FLAP 0/RIDE switch on the right aft circuit-breaker panel can be selected to
on to inhibit the zero-flap input during no-flap landings.
Warning Modes
General
The pilots’ red PULL UP switchlights come on to provide visual warnings of modes 1,2, 3,
and 4 violations. All audible warning annunciations are provided through the cockpit
speakers and the flight crew headphones.
The various GPWS warnings are activated upon violation of any of six distinct flight profile
conditions. Each of the six warning modes is defined by a different set of flight conditions
which indicate impending terrain hazard. The warning modes are listed below.

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Mode 1—Excessive Sink Rate

Penetration of the outer warning envelope results in both PULL UP lights coming on and a
repeating aural “sink rate.” These advisories warn that the rate of descent for a given
altitude is excessive. If the rate of descent is not corrected, and the second envelope is
penetrated, a second aural message, “whoop whoop pull up,” is given.
Mode 2—Excessive Closure Rate

Penetration of the outer warning envelope results in both PULL UP lights coming on. If the
rate of closure is not corrected, and the second envelope is penetrated, an aural message,
“whoop whoop pull up,” is given repeatedly.
The upper range of both mode 2 envelopes is expanded as a function of airspeed to

provide extended warning time for increasing closure rates above 1,500 feet AGL.
After the closure condition ceases and the airplane pulls out of the inner envelope, an
aural “terrain” repeats until an additional 300 feet of barometric altitude is attained.
In an approach configuration with either the gear or the flaps extended, the altitude gain
function is inhibited and the “whoop whoop pull up” aural is replaced by an aural “terrain”
message. In addition, flap extension inhibits the airspeed expansion function.
Mode 3—Altitude Loss after Takeoff

Penetration of the altitude-loss warning threshold results in both PULL UP lights coming on
and a repeating aural “don’t sink.” The warning envelope is active from 65 to 700 feet AGL
during takeoff or when either the flaps or the landing gear is raised during a missed-
approach from below 200 feet and is defined in terms of an approximate 10% loss of the
initial descent altitude. A positive rate of climb inhibits all cockpit warnings but allows the
computer to continue surveillance referenced to the original descent altitude.
Mode 4A—Proximity to Terrain (Gear Up)
The terrain clearance mode with the gear up is activated upon clearing 700 feet AGL after
takeoff. Penetration of the warning envelope below 202 KIAS with the landing gear up
results in the PULL UP lights coming on and a repeating aural “too low—gear.” The
warning envelope provides extended coverage for indicated airspeeds over 202 knots.
Penetration of the envelope at increased airspeeds results in the PULL UP lights coming
on and a repeating aural “too low—terrain.” In either case the warning is repeated until the
condition is corrected.
Mode 4B—Proximity to Terrain (Flaps Up)
This mode provides protection when the gear is down and the flaps are not in a landing
configuration. Penetration of the envelope at airspeeds under 130 KIAS results in the
PULL UP lights coming on and a repeating aural “too low— flap.” Expansion of the
warning envelope occurs at indicated airspeeds higher than 130 knots and results in the
PULL UP lights coming on and a repeating aural “too low—terrain.”

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Mode 5—Descent below
Glide Slope
When the airplane descends below the ILS glide slope, the amber BELOW GIS
switchlights illuminate, and the voice annunciation “glide slope” is repeated at a rate which
varies as a function of radio altitude and glide-slope deviation. The aural is given at
approximately one-half the volume of other GPWS aural warnings. This alert may be
canceled at any time by pressing either of the G/S INHIBIT switchlights. Mode 5 is
rearmed by pressing either of the G/S INHIBIT switchlights a second time, extinguishing
the lights.
Mode 6—Descent below Radio Altitude DH
An aural, “minimums minimums,” is given once when the airplane passes through the se-
lected radio altimeter decision-height bug setting between the altitudes of 1,000 and 50
feet. The mode will not function again until 1,000 feet
or 50 feet have been transitioned. No visual warnings are associated with mode 6. The
mode 6 voice alert can be inhibited during VFR approaches by setting the DH bug to zero
feet.
Manual Test
The GPWS can be tested either on the ground or while airborne with the gear up at
altitudes exceeding 1,000 feet AGL. The test sequence assumes that the ground proximity
warning system is powered and that the GROUND PROXIMITY caution light is
extinguished. The test is performed as follows:
1. Press and hold the pilot’s GPWS TEST switchlight (combined with the PULL UP
switchlight).
2. Check for immediate illumination of the ground proximity caution light.
3. Check for immediate illumination of both of the BELOW G/S switchlights.
4. The “glide slope” aural should sound once.
5. Both PULL UP switchlights should start flashing after a short delay.
6. The “whoop whoop pull up” aural should sound repeatedly.
7. Release the pilot’s GPWS TEST switch.
8. All system annunciations cease.

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9. Repeat the test using the copilot’s GPWS TEST switchlight.
FLIGHT DATA RECORDER
The digital flight data recorder (FDR) assesses, measures, and records parameters of
flight for subsequent analysis or investigation of incidents or accidents. The recorder is in a
crash-survivable case in the tail. The system is powered on the ground through the
nosewheel weight switch when there is power on the airplane and the anticollision lights
are on; after the airplane is airborne, anticollision light operation is not required for
recorder operation. Controls for operation are located on the overhead panel.
The FDR records 25 hours of information in a Continuous loop; playback is accomplished

by maintenance personnel only. The FDR has an underwater locator beacon which emits
a sonar “ping” when immersed in water.
The system can be checked for serviceability without the anticollision lights on by momen-
tarily pressing the GND TEST switch on the FLIGHT DATA RCDR panel on the overhead
panel. During the test, the DFDR RECORDER
caution light goes out, indicating that the system is operational.
COCKPIT VOICE RECORDER
The cockpit voice recorder (CVR) microphone and controls are located on the overhead
console. The recorder unit is located in the tail in a crash-survivable case adjacent to the
flight data recorder.
The system operates any time the airplane has power on it and records a continuous loop
30 minutes in length on crash-survivable metal tape. Playback is not possible unless the
recorder is removed from the airplane. Recording is automatically stopped by the inertia
switch in the event the switch is actuated.
The system can be tested any time it is operating by pressing the TEST button while the
headphones are plugged into the recorder headphones jack. When the button is pressed,
two 400-Hz test tones are heard in the headphones. At the same time, the meter pointer
deflects to full-scale twice. This means the completion of a successful test. If only one tone
is heard, and the meter deflects only once, at least one channel in the system is
inoperative. If the meter does not move, at least two channels are inoperative or the
monitoring circuits are inoperative.
The tape can be erased at the end of a flight by pressing the ERASE button for at least 14
seconds after the airplane is on the ground and the airstair door is open.

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EMERGENCY LOCATOR TRANSMITTER
The emergency locator transmitter (ELT) is a self-contained unit capable of manual or

automatic operation. Automatic operation is caused by an inertia switch. Manual operation
is from the E.L.T. control panel on the overhead panel. If necessary, the ELT can be
removed from the dorsal fin and operated with a switch on the set.
During the prestart check, the ELT switch should be selected to AUTO and 121.5 MHz
(guard) monitored to ensure that there is no ELT signal. During engine shutdown after
flight, the ELT should be selected to OFF and 121.5 MHz again monitored to ensure that
the ELT is secure.
For portable operation after the set has been removed from the airplane, the portable
antenna must be attached to the transmitter and the switch on the unit turned on. An
indicator light on the unit comes on to indicate that the ELT is transmitting. Maximum
range is assured if the antenna is held vertically; never point the antenna toward search
aircraft because transmission will be degraded.
Voice transmissions can be made on 121.5 MHz by plugging a standard microphone into
the jack on the transmitter unit. Keying the microphone interrupts the ELT tone modulation.
To conserve batteries, voice transmission should be used only to direct search aircraft
already in the area.
ELECTRICAL POWER
SOURCES
Fixed-frequency AC power is required for the avionics and some instrumentation. It is
provided by three solid-state static inverters that are powered by the 28-VDC system.
Inverter output is 115 VAC,400Hzand26 VAC,400Hz. Table
16-4 lists the typical Dash 7 equipment power sources. This table is an example only and
may not be accurate for all Dash 7 airplanes. For additional information, refer to sub
chapter 2, “Electrical Power Systems,” and the de Havilland Dash 7 Operating Data
avionics supplement for a specific airplane configuration.
LIMITATIONS
Table 16-5 lists the SPZ-700 system operating limits and interface data.

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OXYGEN SYSTEM
CREW FIXED OXYGEN SYSTEM
The crew fixed oxygen system is a diluter-demand system installed for use by the pilot and
copilot with a source of either 100% oxygen or oxygen diluted with ambient air. The
system consists of a fixed oxygen cylinder located in the nose compartment,
interconnecting tubing to two outlets and oxygen masks, a pressure indicator on the
copilot’s side console, and an overboard discharge indicator on the left side of the nose
section.
Maximum capacity of the oxygen cylinder is 39.4 cubic feet (1,100 liters) at 1,800 psi. A
pressure regulator assembly attached to the oxygen cylinder reduces the line pressure to
the masks. The regulator assembly also incorporates an integral pressure indicator
ranging from 0 to 2,500 psi, a high-pressure safety discharge indicator for overboard
discharge, and a charging valve.
Crew outlets with quick-disconnect couplings are located on the bulkhead behind the crew
seats.
The green overboard discharge indicator is on the left forward nose section. In the event of
a discharge due to overpressure, the indicator disc is ejected.
Each quick-donning oxygen mask is suspended from a quick-release hanger on the

bulkhead behind the pilot and copilot’s seats.
Each crewmember’s mask incorporates a dynamic microphone, a diluter demand

regulator, a diluter demand valve, and a flexible oxygen line.
The diluter demand regulator on each mask provides a means of selecting 100% pure
oxygen or oxygen diluted with ambient air, both on a demand basis (oxygen flowing only
on inhalation). Oxygen dilution is controlled by a diluter ring on the regulator. The diluter
ring is spring-loaded to the 100% oxygen flow position. Oxygen diluted with ambient air is
selected by rotating the diluter ring in the direction indicated by an arrow and the word
DILUTE. In this position the diluter ring is locked in position by the latch labeled “100%.”
Depressing the latch releases the diluter ring, allowing it to spring back to the 100%
oxygen flow position.
The diluter override valve on each mask provides a means of overriding normal diluter-
Demand regulator operation as selected on the diluter demand ring. This provides an
emergency continuous flow of 100% oxygen. A diluter pull-and-turn knob at the end of the
valve has a NORMAL detent for normal demand regulator operation. Pulling the knob out
and rotating it to the EMERGENCY detent as indicated by the arrow initiates continuous
flow of 100% oxygen.
In the event cabin pressure is lost, an automatic control function supplies the proper
oxygen and ambient air mixture on demand.
A loss of oxygen pressure activates a low-pressure warning valve in the mask regulator,

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closing the inlet port to restrict and prevent normal breathing. Corrective action must then
be taken by the crewmember.
CREW PORTABLE OXYGEN SYSTEM
An 11-cubic-foot oxygen cylinder charged to 1,800 psi is installed in a quick-release

bracket behind the copilot’s seat. The cylinder has two supply outlets with quick-
disconnect couplings and a carrying strap. The crew oxygen masks are used with the
portable oxygen cylinder.
PASSENGER OXYGEN SYSTEM
This system consists of dual-outlet portable cylinders and constant-flow masks in foam
blocks stowed in bins under the wing in the cabin. Each foam block contains three portable
cylinders and six masks
Each cylinder has a continuous-flow regulator incorporating an on-off selector. The
regulator body also includes a pressure gage, safety discharge indicator with a frangible
disc, and two outlets with quick-disconnects. A carrying strap is attached to each cylinder.
The masks are continuous-flow with rebreather bag.
The regulator continuously provides oxygen to the two outlets at an acceptable pressure,
dependent on altitude, up to 35,000 feet.
FLIGHT ATTENDANT’S
OXYGEN SYSTEM
(SOO 7128)
An optional flight attendant’s oxygen system Consists of a portable oxygen cylinder and
constant flow mask, both stowed in a cradle in the stowage bin over the rear emergency
exit door. The 4.25-cubic-foot cylinder, charged to 1,800 psi, incorporates an on-off
continuous-flow regulator. With the regulator in the on position, oxygen flow at the rate of 3
liters per minute is provided for a maximum of 30 minutes from 2,500 to 14,000 feet.
LIMITATIONS
Oxygen cylinder minimum dispatch pressures:
• Crew fixed-system cylinder 1,143 psig

• Crew portable cylinder 1,800 psig
• Passenger portable cylinders 11 psig

AIRCRAFT OPERATING MANUAL 9 SUPLEMEN
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TCAS II
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
SECTION 1 GENERAL - DESCRIPTION
A. MODE S TRANSPONDER SYSTEM DESCRIPTION TPANSPONDER SYSTEM

EQUIPMENT
The Collins Mode S Transponder System consists of the following equipment:
Qty Description
2 Mode S Transponders
1 ATC Transponder Control
3 L-Band Omnidirectional Antennas (one top, two bottom)
The ATCIMODE S Transponder is a solid-state, airborne, air traffic control (ATC)

transponder that responds to ATCRBS (Air Traffic Control Radar Beacon System)
MODE A, MODE C and MODE SELECT (MODE S) interrogations. The MODE S
function is capable of being discretely addressed (so that interrogation can be
directed to a specific aircraft as required by TCAS II) and for receiving and sending
data link messages. It is also capable of receiving and transmitting from two
antennas (for use in diversity operations for improving air-to-air surveillance and
communications).
See Figure 1 on page 19 for ATC Control.
B. TCAS II SYSTEM DESCRIPTION
1. TCAS II SYSTEM EQUIPMENT
The Collins TCAS II System consists of the following:

Qty Description
1 TCAS II Transmitter-Receiver (Version 7.0)
2 TA/RA/VSI Indicators
1 TCAS Control
1 Directional Antenna (one top)
1 L-Band Omnidirectional Antenna (one bottom)
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2. TCAS II SYSTEM - GENERAL
The Collins TCAS II Version 7.0 System is an on-board collision avoidance and
traffic situation system which monitors a radius of at least 14 nautical miles
about the aircraft anc, by interrogating any “intruding” aircraft’s transponder,
determines if a potential airspace conflict exists. This is done by computing the
range, altitude, bearing, and closure rate of other transponder-equipped aircraft
with respect to the TCAS-equipped aircraft.
The TCAS requires the following equipment to be functional and operating:
Mode S Transponder
Two Air Data Computers
Two TCAS II TA/RA/VSI Indicators
Radio Altimeter
The TCAS II System provides two levels of threat advisories:
If the traffic gets within approximately 40 seconds of projected Closest Point

of Approach (CPA), it is then considered an intruder, and an aural and visual
traffic advisory is issued. This level calls attention to a developing collision
threat using the traffic advisory (TA) indicator and the voice message,
TRAFFIC TRAFFIC.” It permits mental and physical preparation for a
possible maneuver to follow, and emphasizes the importance for the pilot to
respond promptly by scanning for the intruder.
If the intruder gets within approximately 25 seconds of CPA, it is considered

a threat and an aural and visual resolution advisory (RA) is issued. This level
provides a recommended vertical maneuver using the TCAS II TA/RA/VSI
Indicators and voice messages to provide adequate vertical separation from
the threat aircraft or prevents initiation of a maneuver that would place the
TCAS II aircraft in jeopardy. The pilot should respond immediately to an RA
even if the intruder is not in visual contact.
The TCAS II System will resolve multiple aircraft encounters. The TCAS II is
considered a backup system to the “SEE-AND-AVOID” concept and the ATC
radar environment.
See Figure 2 on page 20 for TCAS Control.

See Figure 3 on page 21 for TA/RA/VSI Indicators.
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SECTION 2 - LIMITATIONS AND CONDITIONS
A. MODE S TRANSPONDER SYSTEM
1. No change.
B. TCAS II SYSTEM
1. Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS II resolution advisory (RA).
3. If the flight crew is advised by ATC to disable transponder altitude reporting,

TCAS will be turned off by returning MODE selector switch on the MODE S
control to ON and TOAS OFF’ will be displayed on TAIRNVSI indicator.
SECTION 3 EMERGENCY PROCEDURES
The operating procedures contained in this manual have been developed and
recommended by the manufacturer and approved by the FAA for use in the operation
of this aircraft.
TCAS II SYSTEM
1. In the event of an engine failure and when time permits, turn the TCAS control
mode switch to “TA ONLY” position.
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SECTION 4 - NORMAL PROCEDURES
The operating procedures contained in this manual have been developed and
recommended by the manufacturer and approved by the FAA for use in the operation of
this aircraft.
A. MODE S TRANSPONDER SYSTEM
See Figure 1 on page 19 for ATC control functions.
1. 1/2 Transponder Select Switch located on the ATC control must be in the "1" or 2”
position when using the MODE S or TCAS system.
2. The Mode Switch located on the ATC control should be in “STBY” position before
changing ATC code.
B. TCAS II SYSTEM
See Figure 2 on page 20 for TCAS control functions.
1. Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot
considers it unsafe to do so, or unless the pilot has better information about the
cause of the PA and can maintain safe separation from a nearby aircraft, obvious
TOAS II system failure, etc.
CAUTION: Once a RA has been issued, safe separation could be compromised if

current vertical speed is changed, except as necessary to comply with
the RA. This is because TCAS Il-to-TOAS II coordination may be in
progress with the intruder airplane, and any change in vertical speed
that does not comply with the RA may negate the effectiveness of the
other aircraft’s compliance with the RA.
NOTE: The consequences of not following an RA may result in additional RAs

in which aural alert and visual annunciations may not agree with each
other.
2. The pilot should not initiate evasive maneuvers using information from the traffic
display only or on a traffic advisory (TA) without visually sighting the traffic. These
displays and advisories are intended only for assistance in visually locating the
traffic and lack the flight path trends necessary for use in evasive maneuvering.
However, while climbing or descending, modest changes in vertical speed based on
traffic display information is not considered evasive maneuvering.
3. Following a TCAS II “CLEAR OF CONFLICT” advisory, the pilot should

expeditiously return to the applicable ATC clearance unless otherwise directed by
ATC.
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4. The 1/2 Transponder Select Switch located on the ATC control may be in either "1"
or 2” position when using the MODE S and TCAS system.
See Figure 2 on page 20 for TCAS control functions.
a. Self-Test
(1) The TCAS II system should be tested prior to flight. Set both barometric
altimeters to 29.92. Put Mode S control switch to ALT” and TCAS control
switch to ‘AUTO” and momentarily press the Test” button on either the
Mode S control panel or the TCAS control panel.
(2) The altitude displayed during test should be the same as the altimeter.
(3) The TA/RA/VSI indicators should present a test pattern display like Figure 3
on page 21.
(4) After completion of self-test, “TOAS SYSTEM TEST OK" audio annunciation
will be heard. Reset altimeter to correct setting.
(5) Use of self-test function in flight will inhibit TCAS II and Mode S transponder
operation for up to 20 seconds, depending upon the number of aircraft being
tracked.
Note: Some aircraft may have the self-test function inhibited when airborne.
(6) If “TCAS SYSTEM TEST FAlL” is heard or a TCAS flag appears, the TCAS
system should be turned off.
5. Refer to TCAS-94 (TCAS II) Pilot’s Guide, Collins No. 523-0776369 dated 2/19/93
or later applicable revision, for normal system operating procedures.
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6. TCAS II SYSTEM ANNUNCIATION (TA/RA/VSI)
a. "TCAS FAIL” may be annunciated or the display may be blank if a TCAS system
failure has occurred or if "TCAS SYSTEM TEST FAIL” audio annunciation
occurs during self test.
b. ‘ONLY TA” will be annunciated if the TCAS/ATC control panel TCAS mode
switch is turned to “TA ONLY” or ‘AUTO” (if aircraft is below approximately 1,000
feet AOL or on ground).
NOTE: While it is extremely rare, GPWS or windshear may issue an alert

while a TA or RA is in progress. If this condition occurs, the TCAS II
system will automatically go into the TA ONLY mode, the TCAS audio
alerts will be inhibited, and any displayed RA’s will become TA’s.
7. TRAFFIC ADVISORY (TA) ONLY SELECTION
a. All resolution advisories (RA) are inhibited when TA mode is selected.
b. The TA position should only be used to prevent unnecessary resolution

advisories (RA) when operating near closely spaced parallel runways (less than
2500 feet horizontal distance between runways).
8. TCAS II SYSTEM NORMAL OPERATING CHARACTERISTICS
TCAS Resolution Advisories (RA) are inhibited by certain aircraft configurations.

These inhibits are initiated because the airplane’s performance is not sufficient to
meet the climb rates required to perform the RA. The chart below illustrates the
inhibit conditions and the RA status.
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TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
chart below gives the TCAS inhibits created by the radio altimeter and the
associated RA status.
a. When a CLIMB or INCREASE CLIMB RA occurs with the airplane in the landing
configuration, a normal go-around should be initiated including the appropriate
power increase and configuration changes.
CAUTION : It is possible in some cases to have insufficient airplane performance

to follow the TCAS command without flying into stall warning or buffet.
Conditions where this may occur include but are not limited to:
• Bank angle in excess of 15 degrees.

• Operation at airports outside 0-5300 feet MSL or temperatures
outside ISA ± 50 F
• Speeds below normal operating speeds.
• Buffet margin less than .3 0.
• Failure to configure the airplane for go-around following a climb RA
in landing configuration.
• Failure to advance thrust to full rating following reduced thrust
takeoff.
• Engine inoperative.
• Abnormal configurations which reduce performance (e.g., gear not
retractable).
• TCAS command reversal to a “CLIMB - CLIMB NOW”.
• Icing conditions which may affect airplane performance.
NOTE: Flight director pitch commands may be followed only if they result in a
vertical speed which satisfies the RA command.
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NOTE: TCAS will continue to provide the RA commands during stick shaker
activation.
NOTE: If high-speed buffet is encountered when initially responding to an RA,

relax pitch force as necessary to reduce buffet, but continue the
maneuver.
NOTE: Select “TA ONLY” mode following inflight engine shutdown.
a. When a TCAS RA Occurs:
If a maneuver is required:
AUTOPILOT DISCONNECT.
PITCH AS REQUIRED TO COMPLY WITH RA.
POWER AS REQUIRED.
If a stick shaker occurs during an PA maneuver, immediately abandon the PA

maneuver and execute the stall recovery procedure.
b. If TCAS CLIMB” RA Occurs When Configured For Landing:
AUTOPILOT DISCONNECT
POWER GO-AROUND THRUST.
FLAPS RETRACT TO GO-AROUND POSITION.
PITCH AS REQUIRED TO COMPLY WITH RA.
GEAR UP WITH POSITIVE RATE OF CLIMB.
If a stick shaker occurs during an RA maneuver, immediately abandon the RA

maneuver and execute the stall recovery procedure.
c. If GPWS Warning Occurs
If a GPWS warning occurs, TCAS will automatically switch to TA ONLY mode

and TCAS aural messages will be inhibited. Normal TCAS operation will resume
when GPWS warning ends.
If a GPWS warning occurs during an RA maneuver, immediately abandon the

RA maneuver and execute the appropriate GPWS recovery procedure.
d. Immediate, smooth response to an RA is required to obtain maximum

separation. While TCAS II RA algorithms are based upon the pilot initiating the
initial maneuver within 5 seconds of the RA, and withim 2 1/2 seconds for
additional corrective RAs (increase or reversal) that may be issued, any delay in
responding to RAs will reduce the separation provided.
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e. If ATC requires that transponder altitude reporting be disabled, selecting MODE

switch to ON on the ATC/MODE S control panel will automatically cause TCAS
to be in standby (TCAS OFF on TA/RA/VSI indicators).
9. TCAS II SYSTEM TRAFFIC ADVISORY (TA) ANNUNCIATIONS
Traffic advisory (TA) threat aircraft are shown on the TA/RA/VSI indicator (Figure 3
on page 21) as YELLOW filled circles representing an intruder.
Traffic advisories (TA) will be annunciated as appropriate:
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10. TCAS II SYSTEM RESOLUTION ADVISORY (RA) ANNUNCIATIONS
Resolution advisories (RA) threat aircraft are shown on the TAIRNVSI indicator (Figure 3
on page 21) as RED filled squares representing the intruder.
Resolution advisories (RA) will be annunciated aurally and on the TAIRAIVSI indicator as
appropriate:
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11. TCAS II SYSTEM ENHANCED RESOLUTION ADVISORY (RA) ANNUNCIATIONS
Enhanced resolution advisories (RA) will be annunciated aurally and on the

TA/RA/VSI indicator when the initial resolution advisory (RA) does not provide
sufficient vertical separation. These annunciations shall denote increased urgency:
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B. TCAS II SYSTEM
ABNORMAL OPERATIONS
1. MODE S TRANSPONDER SYSTEM
a. If the “ACT” light flashes continuously on the ATC control panel when the switch
is in position 1, select position 2 or conversely.
2. TCAS II SYSTEM
a. If "TCAS FAIL” is annunciated on the TNRA/VSI indicator or if "TCAS SYSTEM

TEST FAIL” audio annunciation occurs, turn TCAS off. Rotate TCAS control
mode selector switch to "STBY" position. TCAS will no longer be operable.
b. If ADC No. 1 or No. 2 or RAD ALT No. 1 is no longer available, turn TCAS to
“STBY” or "OFF" TCAS will no longer be operable.
c. If the “ACT” light flashes continuously on the ATC control panel when 1/2 switch
is in either position, select "STBY" or “OFF” on the TCAS control mode selector
switch. TCAS will no longer be operable.
d. If “RA OFF” flag appears on the TNRANSI indicator, verify TCAS control mode
switch is selected to “AUTO”. If “AUTO” is selected and RA OFF” flag is still in
view, then the pilot with the operable VSI (with no RA OFF flag) should be
briefed to conduct any subsequent maneuvers required by an RA advisory.
e. If "V/S" flag appears on the TNRANSI indicator, then the pilot with the operable
VSI (with no “V/S’ flag) should conduct any subsequent maneuvers required by
an RA advisory.
SECTION 5 - PERFORMANCE
No change.
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SECTION 6 - SYSTEMS DESCRIPTION
A. TCAS II SYSTEM DESCRIPTION
1. STANDARD TCAS I! DEFINITIONS
a. TCAS II - A TCAS (Traffic Alert and Collision Avoidance system) that utilizes
interrogation of, and replies from airborne radar beacon transponders and
provides traffic advisories (TA) and resolution advisories (RA) in the vertical
plane.
b. Other Traffic - Any other traffic within the range of the display and within 2700
feet vertically.
c. Proximate Traffic - Any traffic not generating an RA or TA but which is within six
nautical miles (nm) slant range and within 1200 feet vertically.
d. Traffic Advisory (TA) - Information given to the pilot pertaining to the position of
intruding aircraft in the immediate vicinity. The information contains no
suggested maneuver.
e. Threat - Traffic that has satisfied the threat detection logic and requires a
Resolution Advisory (RA).
f. Resolution Advisory (RA) - A display indication given to the pilot recommending

a maneuver to increase vertical separation relative to an intruding (threat)
aircraft.
(1) Corrective Advisory — A Resolution Advisory that instructs the pilot to

deviate from current vertical rate.
(2) Preventive Advisory — A Resolution Advisory that instructs the pilot to

avoid certain deviations from current vertical rate.
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2. ATC CONTROL FUNCTIONS
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3. TCAS CONTROL FUNCTIONS
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TCAS II TA’RAA/SI RESOLUTION ADVISORY F OR FUNCTIONS
TCAS II TA/RA/VSI
Traffic and Resolution Advisory (TA/RAIVSI) Indicator
Figure 3
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4. RESOLUTION ADVISORY (RA) DISPLAYS AND ANNUNCIATIONS
VISUAL RAs - VERTICAL SPEED SCALE
The color-coded visual advisory areas just inside, and adjacent to, the Vertical
Speed Indicator’s scale instruct the pilot to what vertical speed region is TO BE
AVOIDED (RED). If a change in vertical speed is necessary, the specific region of
vertical speed the pilot is to “fly-to” is illuminated in GREEN. For example, if the
corrective advisory message “CLIMB, CLIMB” is annunciated, the prohibited RED
vertical speed region may extend from the extreme -6000 FPM to +1 500 FPM as
shown in Figure 4, page 23. The GREEN “fly-to” area appears from +1500 FPM to
+2000 FPM.
A Preventive Resolution Advisory is issued when the TCAS aircraft’s present

vertical speed is already outside the prohibited region. Those vertical speeds
deemed unsafe are illuminated in RED. Preventive Resolution Advisory visual
indications range from restricting rate of climb or descent, to prohibiting changes in
vertical speed altogether. The aural message “MONITOR VERTICAL SPEED”
accompanies the initial preventive RA. The aural message “MAINTAIN VERTICAL
SPEED. . MAINTAIN” accompanies a non-crossing corrective RA. The aural
message “MAINTAIN VERTICAL SPEED. CROSSING MAINTAIN” accompanies
altitude crossing, maintain rate corrective RA. The aural message “ADJUST
VERTICAL SPEED . . ADJUST” accompanies weakening of corrective RA.
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AIRCRAFT OPERATING MANUAL

CONTROL PAGE CP-1 6

LIST OF EFFECTIVE PAGE 1 of 5 6 February 21, 2012

LIST OF EFFECTIVE PAGE 2 of 5 6 February 21, 2012

LIST OF EFFECTIVE PAGE 3 of 5 6 February 21, 2012

LIST OF EFFECTIVE PAGE 4 of 5 6 February 21, 2012

LIST OF EFFECTIVE PAGE 5 of 5 6 February 21, 2012

CAPT. WIN WARSONO

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COM OTM FDM FAM AOM MEL SMS SOP

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SECTION CONTROL PAGES

SECTION LIST OF CONTENTS

SECTION LIST OF EFFECTIVE PAGES

SECTION LIST OF REVISION

SECTION FORE WORD

SECTION 2 EMERGENCY ABNORMAL

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2.8 ELEVATOR CONTROL JAMMED

SECTION 3 NORMAL PROCEDURES

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SECTION 6 FLIGHT PLANNING

SECTION 7 WEIGHTS AND BALANCE

SECTION 8 SYSTEM DESCRIPTIONS

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This manual consists of following pages:

Section Page Date Rev Section Page Date Rev

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Section Page Date Rev Section Page Date Rev

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Section Page Date Rev Section Page Date Rev

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Section Page Date Rev Section Page Date Rev

Section Page Date Rev Section Page Date Rev

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REV SECTION PAGE REVISION REV SECTION PAGE REVISION

1 LEP 1 June, 23 2007

2 LEP 1 April, 08 2010

3 LEP 2 June 23, 2010

4 LEP 1-5 Mar, 01 2011

5 LEP 1-5 June, 20 2011

6 LEP 1-5 Feb 21, 2012

Revision :6 AOM : ROR

This manual is used for Pelita DH – 7 Pilots Operating handling.

It is compiled and distributed by the FLIGHT OPERATION DEPARTMENT of PT. Pelita

The manual is issued to attendants of Pelita DH – 7 Pilot Ground Course.

The information in this manual basically covers the DE HAVILLAND DH – 7 FLIGHT

The DH – 7 Aircraft Operating Manual is devided in the following chapters :

EACH CHAPTER IS DEVIDED IN A NUMBER OF SECTIONS.

THE SECTIONS CARRY IDENTIFICATION NUMBERS.

AIRCRAFT OPERATING MANUAL 1. INTRODUCTION

AIRCRAFT TYPE CHAPTER CHAPTER

USE OF ITS CONTENTS BY OR FOR THIRD PARTIES WITHOUT WRITTEN

SUB PART - G - MANUAL REQUIREMENTS

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