Carenado Saab 340B

X-Plane 11

Systems Manual

Manual Content: Joseph Noe

Manual Layout: Ela Klaue
 Carenado Saab 340B

1. X-Plane Setup p.2

2. Instruments & Navigation p.3

3. Autopilot p.5

4. Gust Lock p.7

5. Fuel System p.8

6. Electrical Syste p.10

7. Hydraulic Syste p.15

8. Pneumatic (Bleed Air) Syste p.16

9. De-Ice & Anti-Ice System p.19

10. Wipers p.22

11. Autocoarsen p.23

12. CTOT/APR p.24

13. Audio/Com Panel p.25

Not intended for real flight 1

X-Plane Setup:
The Power levers in the Saab 340B correspond to X-Plane's "throttles", and the Condition
levers (or Engine Speed levers) correspond to X-Plane's propeller controls.

By default the F3 and F4 keys will adjust the prop lever, or you can left-click and drag on the
Condition levers to move them. They can be dragged individually, or dragged together by
clicking in the middle between the two levers.

You should also have a key or joystick button assigned to "Toggle Beta Prop" and "Toggle
thrust reversers". This will allow you to use the beta and reverse modes, which are
necessary to control taxi speed due to the large idle-thrust of the Saab's engines. Reverse is
also used during landing to slow down after the wheels are on the ground.

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Instruments and Navigation:
The Saab is equipped with Collins electronic flight displays, consisting of the Electronic
Attitude Indicator (EADI), and the Electronic Horizontal Situation Indicator (EHSI).

EADI:

This is the Saab's primary attitude display, and

is powered by the L Avionics switch (which
requires DC Generator or External power).

Autopilot modes are annunciated along the

top of the EADI, in green for active, and white
for armed.

The Fast/Slow indicator is along the left, and

displays deviation from the IAS bug on the
airspeed indicator. Each dot represents 5
knots fast (up) or slow (down).

Radar altitude is shown in the lower right corner, just above the selected Decision Height.
DH is set via the "DH" knob on the DCP, and is only visible while below 2,500 feet radar
altitude.

The localizer and glideslope indications appear when a valid ILS/GPS signal is received.
Deviation is indicated by the cyan markers.

EHSI:

The Electronic Horizontal Situation Indicator

gives navigation information.

True airspeed is shown above groundspeed in

the upper left corner.

The upper right corner displays the timer.

This is controlled by the "ET" button ("Elapsed
Time") on the DCP. Press once to start the
timer. The next press stops it, and a third
press resets to zero.
The DME time-to-go is indicated just below.

The magenta heading bug is controlled by the HDG knob on the autopilot panel in the center
console between the pilots. This can be hard to manipulate in the simulator while watching

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the EHSI, so it is also available on the 2D autopilot pop-up window, activated by the on-
screen "A" menu.

The lower left and right corners display the Nav 1 and Nav 2 information, respectively. The
top number is selected course on the EHSI, next is the type of navigation signal ("VOR",
"LOC" or "GPS"), and beneath that is the DME distance.

The EHSI can also be changed to an arc format by rotating the "Sector" knob on the DCP.

The course arrow and course deviation indicator are colored according to which nav source
has been selected: green for Nav 1, cyan for Nav 2 or GPS.

Nav Source: The navigation source can be selected via the "Select" knob on the DCP, or by
clicking either of the "NAV S" buttons beneath the glareshield. In this simulation, pressing the
"NAV S L" button selects Nav 1 as the EHSI and autopilot nav source, and pressing "NAV S
R" selects Nav 2.

The Select knob on the DCP can be rotated to select Nav 1, Nav 2, and additionally GPS
(FMS).

The EHSI nav course arrows are rotated by clicking or scrolling the mouse wheel on the
"CRS1" or "CRS2" knobs, on either side of the HDG knob on the center console autopilot
panel, or in the 2D autopilot pop-up window.

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Autopilot:
The Saab is equipped with a 2-axis flight director and autopilot. Clicking on the on-screen "A"
menu will bring up a 2D pop-up window that combines the separate autopilot panels into a
single screen.

The flight director provides magenta bars on the EADI to direct the pilot, but won't control the
aircraft itself. To engage the autopilot servos, first engage an autopilot mode, then turn on the
Autopilot switches.

The autopilot has multiple modes:

HDG: The autopilot will follow the magenta heading bug on the EHSI. The heading bug is
controlled by the "HDG" knob in the center console.

1/2 BANK: This limits the maximum bank angle of the aircraft during turns. This is most
often used at high speeds while in cruise, to prevent passenger discomfort and avoid airflow
buffeting from high angles of bank.

NAV: The autopilot will follow the navigation source that is currently selected in the EHSI.

APPR: Approach mode functions the same as NAV mode, but is tuned for more sensitive
signals from an ILS, and additionally will capture and follow a glideslope.

VS: The current vertical speed will be captured and maintained when this button is pressed.
The vertical speed selection can be adjusted by scrolling with the mouse scroll wheel on the
autopilot pitch wheel:

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IAS: The current indicated airspeed will be captured and maintained (by pitching the aircraft
up or down). Engine power is still controlled manually by the pilot. The selected airspeed
can be adjusted by rotating the ASI bug knob on the airspeed indicator. The selected speed
is indicated by the yellow triangle:

CLIMB: The first press engages the autopilot in an IAS-mode climb at 140 knots.
Subsequent presses will cycle through 160 knots, 180 knots, then 180 knots in IAS mode.

VNAV: Vertical Navigation mode will follow the FMS altitudes, as long as the autopilot altitude
selector doesn't restrict the plane to a different altitude. Additionally this mode automatically
sets the yellow airspeed bug. These speeds can be adjusted in the FMS, in the "CLB",
"CRZ" and "DES" pages.

ALT: Pressing this will hold the current

altitude. Additionally, if a different
mode was used to climb or descend to
a pre-selected altitude, the autopilot
will automatically switch to this mode
once the selected altitude has been
reached.

Not intended for real flight 6

Gust Lock:
This prevents movement
of the control column and
engine power levers while
parked on the ground.
With the gust lock
engaged the power levers
can use full reverse and
beta, but cannot be
advanced past Flight Idle.

To disable the gust lock,

first press the gust lock
release button. Then click
and drag the gust lock
itself to slide it forward.

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Fuel System:
Total capacity: 5,606 lbs (2,543 kg) usable Jet A.

The Saab 340B's fuel system is divided into a left and right half; one for each engine. Each
half can hold 2,803 lbs of fuel in a series of interconnected tanks.

Normally the two halves remain separate and supply their respective engine, but they can be
interconnected via a cross-feed valve. This valve is controlled by the "XFEED" switch on the
overhead panel, and allows either tank to supply both engines.

The system is also equipped with an interconnect valve, controlled by the "CONN VALVE"
switch. This connects the two sides of the fuel system, and allows the left and right sides to
equalize their fuel quantities via gravity.

Each engine is equipped with an automatic high-pressure fuel pump. A low fuel-pressure
situation is indicated by the amber "MAIN PUMP" annunciators on the fuel panel.

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A pair of electric standby pumps are installed, and are controlled by the "L STBY PUMP" and
"R STBY PUMP" switches. Each switch has 3 positions:
OVRD: the pump runs continuously.
AUTO: this is the normal position, and allows the pump to turn on and off as needed, as long
as the Condition lever is forward of the Fuel Off position.
OFF: this forces the standby pump to remain off.

Activation of the standby pump is indicated by the green "STBY PRESS" annunciators lights
on the fuel panel.

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Electrical System:
The electrical system is divided into two halves, Left and Right. Each side has a battery and
an engine-driven DC generator that powers the various electrical buses, as well as an AC
Generator to power auxiliary de-ice systems.

There are also two Inverters installed, which

power the Ground Proximity Warning System
(GPWS), and other minor systems. Only one
inverter is used at a time, and this is controlled
by the "Inverter" switch on the overhead panel.
The #1 and #2 inverters are powered by the L
Main and R Main buses, respectively, and
therefore require either DC Generator or
External power.

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The Voltmeter allows the pilot to check the voltage on each of the electrical buses. The
selector knob can be rotated to choose the bus that will be displayed. The "AMP" needle will
only display amperage when one of the generators ("GEN") is selected.

The two halves of the DC electrical system are connected by a Bus Tie switch, which allows
one side to power the other. During normal operation the two sides are isolated. But if only
one generator is providing power the Bus Tie connector closes, allowing that generator to
power both sides of the electrical system.

Bus Tie Connector switch:

CONN: The two halves are connected together.

AUTO: The two halves are automatically connected when
only one generator is supplying power, or when the
External Power is turned on. Otherwise the two halves are
separated.
SPLIT: The two halves are separated.

External Power:

There is a "GPU Available" option in the on-

screen "O" menu, along the left edge of the
screen. This will make the GPU cart appear
beneath the plane and will trigger the blue
"EXT PWR AVAIL" light in the overhead
panel.

Not intended for real flight 11

Power can be provided to the
aircraft's Left Battery bus by placing
the "EXT PWR" switch to the On
position, located in the overhead
electrical panel. The Bus Tie will
close (if in Auto), and power the
Battery/Gen/Ess and Main buses on
both sides.

DC Generators:

The DC Generators are the main

power source for the aircraft, and
are driven by the engines. To turn
on the DC Generators you must
momentarily move the switch to the
Reset position and release to the
ON position. The generator will
connect and come online after a
delay of a few seconds.

When one generator is online it will

provide power to both sides of the
electrical system as long as the Bus
Tie Connector Switch is in the
"CONN" or "AUTO" positions.

As a note, engaging the starters

automatically cuts power to the
Main bus as well as the avionics.
The exception is the Com1 radio,
which is powered as long as the
ESS Avionics switch is on, along
with at least one of the battery
switches.

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115V AC Generators:

The AC Generators provide power for the electrical de-icing equipment. These are driven off
the propeller gearboxes, and therefore require the props to be spinning above about 700
RPM (which means un-feathered). If one AC Generator is offline, the other automatically
provides power for the systems.

Turning off the "AC GEN" switch on the left side of the overhead panel will turn off the
respective AC Generator. The "L AC GEN" and "R AC GEN" annunciators above the AC
Generator switches illuminate to indicate the respective AC Generator is offline.
Loss of both AC Generators will result in loss of the pitot and stall warning anti-ice heaters, as
well as the propeller and windshield de-ice heaters.

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Most of the main electrical systems are on the L and R Bat/Gen/Ess buses. The main
exceptions are:

L Main bus: (requires Generator or External power)

–Inverter #1
–L Avionics
–Hydraulic Pump (AUTO mode); If hydraulic pressure is required before Generator or
External power are available, the OVRD position of the hydraulic pump switch is powered
by the L Battery.

R Main bus: (requires Generator or External power)

–Inverter #2
–R Avionics

AC Gen buses: (requires the propeller RPM to be above about 700)

–Propeller de-ice
–Pitot heat
–AoA probe heat
–Windshield heat

L Avionics bus: (requires L Main bus power)

–Pilot-side instruments and radios, except the Com 1 radio.

R Avionics bus: (requires R Main bus power)

–Copilot-side radios.

ESS Avionics bus:

Com 1 is powered when either of the Battery switches is on.

Additionally the flight instruments will automatically shut off when either of the engine starters
is running.

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Hydraulic System:
There are 4 accumulators, which provide pressure to these systems:
Main – Flaps, Nose Wheel Steering (NWS), Landing Gear
Emergency – Emergency only; Landing Gear uplock release
Brakes Outboard – outboard wheel brake calipers.
Brakes Inboard – inboard wheel brake calipers.

There is a single electric

hydraulic pump to pressurize all
4 accumulators.
Electric pump positions:

OVRD: Pump runs

continuously. Powered by Left
BAT bus.
AUTO: Pump runs automatically
when Main accumulator
pressure falls below 2100 psi.
Shuts off above 2900 psi. This
switch position is powered by
the Left Main bus, so it requires
either External Power or DC
Generator power. This is the
normal position for use.
OFF: Off.

If the pump is left in the Off

position pressure in each
accumulator will gradually
decrease. When the accumulator pressure decreases below 1,650 psi, the pressure will
quickly fall to 0.

A loss of pressure in the Main accumulator will cause the flaps, landing gear, and nose wheel
steering to become inoperative. A loss of pressure in the Inboard and Outboard brake
accumulator will cause the wheel brakes to become inoperative.

To prevent this, the hydraulic pump switch is normally left in the Auto position. In this position
you'll periodically hear the hydraulic pump turn on as it re-pressurizes the system
automatically.

If the aircraft is parked on a slope it may be necessary to turn on the L BAT switch and move
the hydraulic pump switch to the OVRD position to pressurize the hydraulic system prior to
removing the wheel chocks. This will allow the parking brake to function, and prevent the
plane from rolling downhill on its own.

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Pneumatic (Bleed Air) System:
The Pneumatic system
provides pressurized air for
use in the Air Conditioning,
Pressurization, and De-ice
boot systems.

Each engine provides high-

and low-pressure bleed air
from the compressor
section of the turbine. Low-
pressure bleed air is the
main air source that is
normally used, but high-
pressure is available
automatically in case the
low-pressure bleed air is not
sufficient to maintain
pressurization.

The "L BLD VALVE" and "R

BLD VALVE" switches have
3 positions:
Reset: The switch must be
momentarily moved to the
Reset position to open
them, to provide bleed air to
the pneumatic system.
Auto: This is the normal position for flight, and provides engine bleed air.
Closed: This shuts off the bleed air.

The switch must be moved to the Reset position to open it, after the bleed valve has been
closed.

The "L HP VALVE" and "R HP VALVE" control the high-pressure bleed, and function the same
way, except they are guarded to the Auto and Closed positions.

The "XVALVE" switch connects the left and right engine bleed systems. When this valve is
open it is indicated by the "XVALVE OPEN" annunciator. The valve can only be opened while
on the ground, and with one of the main bleed valves closed. It will automatically close if
both bleeds are open.

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Air Conditioning:

Pressurization and temperature

control are provided by the two
air conditioning packs, which are
supplied with bleed air from the
engines. One pack controls
cabin temperature, while the
other controls flight deck
(cockpit) temperature.

Each pack has a Recirculation

fan switch, Temp Select switch,
and a Temp Select knob.

RECIRC switch:
This controls whether the
recirculation fan is running or
not. These fans must be on for
the heated or cooled air to
circulate through the cabin.

TEMP SELECT switch:

AUTO: This is the normal
position, and allows the pilots to
select the desired temperature
using the Temp Select knob,
above.
COLD / HOT: If the switch is held
in either of these spring-loaded
positions, the temperature will
gradually decrease or increase. This manually operates the mixing valve, in case of a failure
of the automated system. When the switch is released it will spring back to the center (off)
position.

TEMP SELECT knob:

Lower values select colder temperatures, while higher values select hotter temperatures.
Setting the knob to "8" will result in a temperature of about 30-35 degrees C. A value of
between 5 and 6 should give a comfortable 20 degrees C.

TEMP IND switch:

This switch selects which temperature is shown on the indicator gauge. For this simulation
the "L DUCT" position will actually display the flight deck temperature. The "CABIN" position
displays the cabin temperature.

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Cabin Pressurization:

For passenger comfort the

cabin is pressurized, allowing it
to maintain a higher pressure
than the outside air at cruise
altitudes.

Current cabin altitude is

indicated in thousands of feet,
along with the differential
pressure in psi, and the cabin
rate of change in feet per
minute. Maximum differential
pressure is 7.5 psi.

Below those indicators is the

Landing Altitude gauge, which
includes the cabin altitude rate
selector knob at the top right.
The Landing Altitude can be
selected via the lower left knob,
and the lower right knob
controls the barometric
adjustment for the landing
altitude.

To the right is the "AUTO" /

"MANUAL" switch. For this simulation only the Automatic system is simulated; manual
adjustment of the pressurization system is not enabled.

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De-Ice and Anti-Ice Systems:
The Saab 340B is equipped with a very capable suite of de-icing equipment, to remove ice
build-up in flight. Most of the electrical de-ice systems are powered by the 115V AC
Generators, and are controlled by panels along the left side of the overhead panel.

Anti-ice equipment
prevents the formation of
ice, but can't necessarily
remove it once it has
accumulated. These
include:
Pitot and stall warning
heaters: These are
electrically powered by the
AC Generators. These
require the propellers to
be turning, but are
otherwise automatically
turned on whenever at
least one of the AC
Generators is online.

A Standby Pitot Heater is

also installed. It is
powered by the R ESS
Bus (a DC power bus,
powered by the batteries
or DC Generators) for
redundancy, in case of
failure of the AC
Generators.
The annunciators for
these heaters are located
at the aft left corner of the
overhead panel, and
illuminate to indicate when
the heaters are offline.

De-ice equipment (can remove ice that has accumulated on the aircraft):

Windshield De-ice:
The 4 windshield panels are electrically heated, and controlled by the "W SHIELD" switches
on the overhead panel. Illumination of the amber annunciators above the 4 switches
indicates a failure of that window's heater system.

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Propeller De-ice:

The propellers are electrically heated to provide ice removal in flight. Power for the heaters is
provided by the AC Generators, so the propellers must be turning in order to have power.
The "L PROP" and "R PROP" switches on the left side of the overhead panel control the
propeller de-ice heaters.

These switches have 3 positions:

MAX: On for 90 seconds, off for 90 seconds.

NORM: On for 11 seconds, off for 79 seconds.
OFF: The heaters are turned off.

Engine De-ice:

The "L ENGINE" and "R

ENGINE" switches control
the engine de-ice. These
provide heat to remove ice
from the engine inlet and
interior.

Activation of the Engine

de-ice switches will cause
a slight drop in indicated
torque, and a rise in ITT.
Care must be used to not
exceed engine limitations
while using engine de-ice
during takeoff, especially
at higher altitudes.

The guarded switches for

the AC Generators are
also located on this panel.

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Wing and Stabilizer de-ice boots:

These are pneumatically powered boots that inflate and deflate on a cycle to remove ice that
has built up on the wings and tail surfaces.
There are three green indicator lights on the "STAB & WING" panel, which illuminate to
indicate proper boot inflation for the stabilizer, inboard wing, and outboard wing. These will
sequence one at a time over a 30 second cycle.

The "AIR SUPPLY" switch controls whether air is made available for boot inflation. This is
normally left in the "ON" position. Turning it off will prevent the boots from functioning.

The "BOOT IND" switch controls whether the green indicator lights will illuminate. It may be
preferable to turn this switch off at night or in dark conditions to prevent distraction from the
lights. This affects only the illumination of the green lights, and doesn't affect the actual boot
inflation/deflation cycle.

The "AUTO CYCLING" switch controls the boots inflation/deflation cycle. If the switch is
placed in the "CONT" position, the boots will continuously sequence through their automatic
cycle every 30 seconds until the switch is returned to the OFF position.

If the switch is momentarily moved to the "ONE CYCLE" position the boots will complete a
single cycle, then remain off. This switch position is spring-loaded back to OFF, which allows
the pilot to easily command a single boot inflation cycle.

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Wipers:
The pilot and copilot have their own individual wipers and controls, located on the overhead
panel. Each wiper control has a Low and High speed setting. When the wipers are turned off
they will stop in place. Use the "Park" position of the knob to return the wiper to its retracted/
parked position.

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Autocoarsen:
This is an auto-feathering system, which is designed to detect an engine failure and
automatically feather that propeller to reduce drag during critical phases of flight, such as
takeoff and landing.
This system has two modes: Low and High, which are indicated on the Flight Status
Annunciator panel, to the left of the engine gauges.

Low: One or both Power Levers are below the yellow line, and both Ng are above 55%.

High: Both Power Levers are above the yellow line, and both torque indicators are above
50%.

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CTOT/APR:
This system automatically sets the desired torque value when the power levers are advanced
beyond the yellow indicator line on the throttle quadrant. CTOT only increases power above
the power lever position, so it is possible to manually increase the torque further by moving
the power lever further forward.

APR mode automatically adds an additional 7% to the selected torque value if the system
detects that the Autocoarsen system has feathered a propeller. This gives extra thrust on the
operating engine to help with aircraft performance during single-engine operation. The "APR"
lights on the Flight Status annunciator panel will illuminate when this mode is armed.

This system is controlled by a panel located at the aft end of the center console.
APR: Arms APR mode. Adds an additional 7% to the selected torque if one engine fails.
ON: The CTOT system is armed.
OFF: The CTOT system is disabled.

Selector knob: Allows the pilot to select torque, from 60% to 100%.

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Audio/Com Panel:
There are two audio/com panels, one to the outboard side of each pilot. In this simulation
both serve the same purpose, and control the same radios. This panel consists of a row of
"XMIT SELECT" buttons across the top, and two rows of volume sliders; the communication
radios are in the top row, while the various navigation radios are in the bottom row.

The white "XMIT SELECT" buttons across the top choose which radio will be used when the
pilot wishes to transmit. Only Com 1 and Com 2 radios are installed in this plane, so only
those buttons are functional. When selected, the white XMIT button will be slightly pressed in
to indicate which radio is active.

The volume sliders control which radios are audible to the pilot. To listen to Com 2
(regardless of which radio is selected for transmit), move the Com 2 slider up. To mute it
again, move the slider all the way down.

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