L-39 Aircraft Familiarization
Training Module
Prepared by Lijalem Gebrehiwet
2012
Contents
Part 1 Introduction about L-39 aircraft………………………………. 3
Part 2 Engine AI-25 TL………………………………………………… 12
Part-3 Engine AI-25 TL operating characteristics and parameters… 13
Part-4 Cockpit instruments……………………………………………. 14
Part-5 Cockpit instruments operation………………………………… 22
Part-6 Engine ground run-up………………………………………….. 28
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Part 1
Introduction about L-39 aircraft
I. General
The Aero L-39 is a single-engine two-seat jet training aircraft produced by the Czechoslovak /
Czech manufacturer AERO Vodochody a.s..The L-39was a low-wing aircraft with tandem seating,
powered by a Soviet-built Progress AI-25TL turbofan with 16.87 kN thrust. The engine air intakes were
set high behind the cockpit, reducing the chance of foreign-object ingestion and keeping them out of
airflow disruptions from the wings. The L-39 also had a French-made auxiliary power unit (APU) for
self-starting.
The L-39 was selected as the standard jet trainer. The L-39 is a single engine, tandem two seat,
all-metal, subsonic aircraft. The aircraft's primary mission is basic and advanced training. The
First model designated L-39C was the initial training version with two under wing stations. The
turbofan engine offers low fuel consumption and low sensitivity to foreign object damage
(FOD). Fixed fuel tanks were mounted on the wingtips. They were designed to improve flight
efficiency by reducing wingtip vortex drag, and incorporated landing and navigation lights. The
L-39 was simple to fly and maintain. For example, the rear fuselage was only held on by five
bolts, and could be quickly removed for access to the engine. The aircraft also featured a large
number of access panels, and most maintenance could be conducted without the use of ladders or
external platforms.
The cockpit had twin canopies, one for each seat, both canopies opening to the right. The two
seats were separated by an internal windscreen. The L-39 improved by giving the back seat a
reasonable step-up, improving the back-seater's view forward. The cockpit was pressurized and
climate-conditioned. Czech-designed VS-1 rocket ejection seats were fitted, which could be used
at zero altitude but required a minimum speed of about 150 KPH.
The L-39 has proved its qualities in the hardest climate and operational conditions. It's excellent
reliability and service life ensure trouble free operation and guarantee low maintenance and
operating costs. The Mean Time between failures in flight is higher than 300 flight hours. The
probability that a one hour sortie will be successfully completed is 99.6%. The safety record of
the L39, combined with its unique built in features make it the most highly cost-effective aircraft
in the world for its mission. Rapid servicing and low maintenance cost was one of the main
criteria in the development of the L39. The airframe is furnished with an extensive array of
access doors with quick release locks and easily operable from the ground with simple airfield
servicing equipment. The engine can be removed and fitted back in less than three hours. All
parts of the airframe are replaceable and interchangeable. Overhaul of the airframe is required
after 2,000 hrs and overhaul of the engine after 1,000 hrs. Proven airframe service life is 6,000
hrs.
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II. L-39 main parameters
1.
Crew 2
Propulsion 1 Turbofan Engine
Engine Model Walter AI-25 T2/T
Engine Power 14,7 kN
Speed 756 km/h
Service Ceiling 11.500 m
Rate of climb 1320 m/min
Range 1.000 km
Empty Weight 3.330 kg
Max. Takeoff 5.270 kg
Weight
Wing Span 9,46 m
Wing Area 18,8 m²
Length 12,32 m
Height 4,75 m
First Flight 04.11.1968 (OK-32)
Production out of production
Status
Production 1969-1999
Range
Total >2800
Production
ICAO Code L39
Data for Aero L-39 Albatros
(Version)
Variants L-39C, L-39CM, L-39V, L-39ZO, L-39ZA, L-39ZAM, L-
39ZA/ART, L-39MS / L-59 Super Albatros, L-59E, L-59T, L-
159
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2.
Max speed at 16,400 ft: 407 kts - 755 km/h
Max speed at Sea level: 378 kts - 700 km/h
Length: 39 ft 8 in - 12,13 m
Wing span: 31 ft 0 ln - 9,46 m
Height: 15 ft 6in- 4,77m
Wing area: 202 sq ft - 18.80m
Flaps: Double slotted, fowler-type
Flaps takeoff: 25 degrees
Flaps landing: 44 degrees
Empty weight approx: 7,625 Ibs - 3,458 kg
Max ramp: 10,406 Ibs - 4,720 kg
Max takeoff weight: 10,362 Ibs - 4,700 kg
Max landing weight: 10,1411bs - 4,600 kg
Normal takeoff weight: 9,976 Ibs - 4,525 kg
Center of gravity: range 20.7 to 26% m/s
Max crosswind
19.44 kts - 10 m/s
demonstrated:
Take off run: 1,575 ft - 485 m
Landing distance: 1,968 ft - 605 m
Initial rate of climb: 4,330 tt/min - 22m/s
Time to 16,400 ft: 5 minutes
Max vmo knots: 491 kts - 909 km/h
Max load factor: +8g - 4g
Max Mach n° 0,80 clean
Englne Ivchenko AI-25-TL
106,8% = 17,600 rpm - thrust 3,7921bs
Takeoff power:
20 mins max
103,2% = 17,000 rpm - thrust 3,306 Ibs
Climb power:
Unlimited
Cruise power: 99,6% = 16,400 rpm - thrust 2,811 Ibs
56% - thrust 297 Ibs, 30 minutes max on
Idle run:
grd
Range at 16,400 ft: 540 nm - 1 ,002 km
Fuel Total fuselage & tips: (332 gal. 1,014 kg, 2,241 Ibs, 1,257 lit)
Max endurance: Approx. 2.5 hours on internal fuel
Initial climb speed 220 knots - 407 km/h at SL
216 kias - 400 km/h to reaching a tas of
Best climb at VY:
270 kts
VLO: 180 knots - 333 km/h
VFO: 160 knots - 296 km/h
Crew: Two in tandem
Ejection seats: VS-1-BRI
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III. L39airframe parts and systems
1. FUSELAGE
The fuselage is a metal semi-monocoque construction, built in two portions. The front portion
consists of three sections, the first of which is a laminated fibreglass nose cone, housing avionics,
antenna, battery, compressed air and oxygen bottles and the nose landing gear. Then comes the
pressurized compartments for the crew. The third section incorporates the fuel tanks, air intakes
and engine bay. The rear fuselage, carrying the tail unit, is attached by five bolts which can be
removed quickly to provide access for engine installation and removal. The two air brakes are
side by side under fuselage, just forward of the wing leading edge and are actuated by single
hydraulic jack; these are lowered automatically as airspeed nears a maximum of mach 0,80.
1-Wing -tip tank 2-aileron 3-flap 4- ejection seat5-fuselage fuel tanks 6-tail unit 7-
engine 8- APU9- navigation light10-landing/taxi light 11-stand by pitot tube 12- main
pitot tube
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2. WINGS
The design is a cantilever low wing monoplane, with a 2 degrees 30 minutes dihedral from wing
roots. The wing section is NACA 64A012 mode 5. The wing incidence is 2 degrees, the
sweepback 6 degrees 26 minutes on leading edges, 1 degree 45 minutes at quarter chord. The
elevator, ailerons, and rudder are controlled through a direct mechanical system. Flaps and
airbrakes are actuated by an electro hydraulic system. In case of failure, functionality is ensured
by the emergency hydraulic system. The all metal double slotted trailing edge flaps are operated
by push/pull rods actuated by a single hydraulic jack.
The flaps retract automatically when airspeed reaches 167 knots (193 mph). Stall fences are
installed above and below the trailing edge between flap and aileron. The ailerons are mass
balanced. Each with electrically operated servo tabs; the port tab is used also for trim and [s
operated by electromechanical actuator. Flaps deflect 25 degrees for take-off, 44 degrees for
landing; the ailerons deflect 16 degrees up or down; air brakes deflect 55 degrees downward. The
wing tip fuel tanks are non-jettisonable and incorporate landing/taxi lights.
3. POWER PLANT and APU
The aircraft is powered by one 3792 Ibs(16.9KN) AI-25 TL twin shaft turbofan engine mounted
in the fuselage compartment behind the fuel tanks. The engine mounting consists of 2 + 2
suspensions located on each side of the engine and attached to the front fuselage structure. The
engine is slipped onto the fuselage in forward direction using the "U" profiles fitted on both sides
of the inner fuselage space. For engine mounting and dismantling it is necessary to detach the
fuselage rear part. Good access for engine and accessories servicing is ensured by doors in
fuselage. The Saphir-5 APU and SV-25 turbine are installed for engine starting. The engine is
automatically started on the ground by means of an air starter that is fed by compressed air from
the auxiliary power unit (APU) Saphir-5. In the air the engine can be restarted by both APU
and/or autorotation.
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4. CONTROLS
The aircraft has conventional flight control surfaces controlled by push/pull rods operated
manually by two control sticks located one in each cockpit. The aileron and elevator have twin
trim tabs actuated by coolie hat mounted on each control stick. The movement of the rudder is
controlled by two sets of adjustable pedals which are also used for differential braking. The wing
flaps are operated hydraulically and are controlled by three push buttons (0, 25, 44 degrees)
located on the left hand console in both cockpits. The speed brakes are operated hydraulically
and controlled by a selector located on both engine throttle levers.
5. COCKPIT
The Crew of two in tandem are installed, operable at 0 height and at speeds down to 81 kts. The
canopies individually hinge sideways to starboard and are jettisonable. The rear seat is slightly
elevated for improved visibility. The single-piece windscreen hinges forward to provide access
to front instrument panel. There is an internal transparency between front and rear cockpits. The
instrumentation of the L39 aircraft enables operation in all weather conditions by day or night.
The layout is similar in both front and rear cockpits.
6. LANDING GEAR
The tricycle retractable undercarriage is designed to withstand the hardest operational conditions
and is suited for concrete, grass or even unprepared runways. The main U/C wheels are equipped
with hydraulically operated double-disk brakes with antiskid system. The forward retractable
nose leg includes a shimmy damper. Retraction/extension is operated hydraulically, with
electrical actuation. All wheel doors close automatically after wheels are lowered to prevent
ingress of dirt and debris. Main wheels retract inward into wings (with automatic braking during
retraction). The nose wheel retracts into the forward fuselage.
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7. SYSTEMS
A. Hydraulic System
The main circuit of the hydraulic system provides power for flaps, airbrakes, landing gear, ram-
air-turbine, wheel brakes and the anti-skid device. Power is supplied by a variable delivery
constant pressure pump working at 15 Mpa (2000 psi). The emergency circuit incorporates 3
hydraulic accumulators for ail of the above except airbrakes. Wheel brakes are operated at 500
psi.
B. Pneumatic System
Pneumatic canopy seals are supplied by a 2 liter compressed air bottle in the nose compartment
at 2133 psi.
C. Electrical System
The main network is 28V DC powered by a 7.5 KVA engine driven generator. The auxiliary
network is three phase of 3x115/ 200V - 400Hz. Besides the main source, the aircraft is equipped
with both reserve and emergency sources. If primary generator fails a ram air turbine is extended
automatically into the airstream and generates up to 3 KVA of emergency power for essential
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services. A 12V 28 Ah SAM 28 lead acid battery for standby power and for APU starting is
installed. Two 800 VA static inverters (the first for radio equipment, ice warning lights, engine
vibration measurement and air conditioning, the second for nav, landing systems, and IFF)
provide 115 V single phase AC power at 400Hz. A second circuit incorporates a 500VA rotary
inverter and 40VA static inverter to provide 36 V three phase AC power, also at 400Hz.
D. Fuel System
Fuel is contained in five rubber main tanks in the fuselage aft of the cockpit, two fixed wing-tip
tanks, and two optional underwing drop tanks. Total fuel capacity is 1,995 litres. Gravity
refuelling points are on top of fuselage and on each tip tank. The fuel system permits up to 20
seconds of inverted flight.
E. Air-conditioning and Oxygen System
The pressurized cockpit is equipped with automatic pressure and temperature regulation. Oxygen
masks in both cockpits can be used for high altitude flights of a long duration. The cabin is
pressurized (standard pressure differential 3.29 psi, max overpressure 4.20 psi) and air system is
used and air conditioned using bleed air and a cooling unit. The air conditioning system provides
automatic temperature control from 10 to 25° C to +45° C. There is a six bottle oxygen system
for crew, pressure 2133 psi.
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F. Anti-G System
Anti-G system is installed as standard and offers automatic regulation.
G. De-Icing System
The air intakes and windscreen are anti-iced by engine bleeding air. Anti-icing is sensor
activated automatically but a standby system is also provided.
H. Escape system
The escape system is fully automatic and enables reliable ejection of pilots from heights 0 – 50
meters at aircraft speeds of 40 – 129 mps and from heights of 50 m up to the service ceiling at a
max speed of 206 mps. Ejection is effected after canopy jettisoning. Only in an emergency when
it is not possible to release the canopy is it allowed to go through the glass which is fractured by
the seat headrest. The simultaneous ejection of pilots is prevented by a blocking sequencing
system.
I. Ejection seat
The VS-1 ejection seat is a fully automatic, cartridge operated, rocket assisted seat. The
parachute system consists of main parachute located in seat back pack and of stabilizer parachute
placed in pilot’s headrest. The separation of the pilot from the seat and deployment of the main
parachute is effected automatically by means of barostatic units. An integral harness system is
used. A shoulder harness system allows pilot's forward movement. The correct pre-ejection
posture is secured by retraction of shoulder harness by means of pyromechanism and by
automatic fastening of pilot's legs. The height of the seat pan from the aircraft floor can be
adjusted in a range of 180 mm. The ejection including the canopy jettisoning is controlled by
double firing handles. The ejection seat is equipped with it's own oxygen system. The survival
pack, with contents according to customers request, is located in the seat pan.
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J. Lighting System
The exterior lighting system consists of nav lights, landing and taxi lights. Nav lights are located
on each wing tip and on the fin. Flashing and brightness control of the nav lights is provided by
means of a flasher unit. Taxi and landing Iights are installed in both wingtip tanks. The cockpits
illumination is provided by lights distributed on the instrument panels and above all consoles. ln
both cockpits it is possible to choose either red or white light and adjust the required brightness.
Part 2
Engine AI-25 TL
The engine is a twin spool, by-pass turbofan with a by-pass ratio of 2,0. The low pressure
compressor has three stages; the high pressure compressor has nine stages. The total compressor
ratio is 9,5. The combustion chamber is circular in section and has 12 single channel nozzles.
The axial turbine has two shafts, three stages. The first rotates the high pressure compressor and
the second and third stage rotates the low pressure compressor.
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Part-3
Engine AI-25 TL operating characteristics and parameters
Engine RPM
104% to 106.5%.................10 min (EGT dependent)
103% and below..........................................No Limit
Engine EGT
Max Takeoff....................................................645 °C
Max in Flight ............670 °C (690 °C w/de icing on)
Max above 25,000 ft(7.6km).......................................700 °C
Airspeed
Vne Clean.....................................910 km/h or 0.8M
Landing gear extend...................................340 km/h
Flap extend..................................................325 km/h
Weight
Max Takeoff paved...................................10,380 lbs-46KN
Max Takeoff unpaved..............................10,140 lbs-45KN
Max Landing.............................................10,140 lbs- 45KN
Other
Zero or Negative G..........................................20 sec
G Force Limits (w/ flaps + gear).....................-1 / +3
Max Crosswind Component..............................20 kt(10mps)
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Part-4
Cockpit instruments
The single-piece windscreen hinges forward to provide access to front instrument panel. There is
an internal transparency between front and rear cockpits. The instrumentation of the L39 aircraft
enables operation in all weather conditions by day or night. The layout is similar in both front
and rear cockpits.
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Part-5
L-39 cockpit instruments operation procedures
Cockpit Entrance
Canopy.............................................................OPEN
Main Switch Panel.....................................ALL OFF
BATTERY............................................................ON
Rear Cockpit – Network Switch.......................FWD
Rear Cockpit – LG selector…………………..neutral
Left Console
OXYGEN SUPPLY.........................................ON
FUEL SHUTOFF.............................................FWD
PITOT HEAT...................................................OFF
LIGHTS............................................................AS REQ
INST LIGHTS..................................................OFF
LNDG LIGHTS................................................OFF
Inst Panel/Center Pedestal
LNDG GEAR................................................DOWN
G-Meter..........................................................RESET
Altimeter.............................................................SET
Radar Altimeter............................................SET DH
Flare Master Arm................................................OFF
Right Console
Pressurization......................................................OFF
ANTI ICE...........................................................OFF
NAV LIGHTS.....................................................OFF
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4 Hydraulic Emergency Levers.........................FWD
Before Start Checks
HYD SYS FAIL light...........................................ON
GENERATOR light..............................................ON
DON’T START light............................................ON
EMERGENCY GENERATOR light....................ON
CANOPY UNLOCKED light..............................ON
INV 36 V FAIL light............................................ON
ENG MIN OIL PRESS light................................ON
AIRCONDIT OFF light.......................................ON
ENG INST............................................................ON
***DON’T START and INV 36 V FAIL lights out in 5 sec.
Fuel Indicator/Quantity................................CHECK
Throttle..............................................................IDLE
Voltmeter......................................................22V min
Aft canopy.....................................................CLOSE
Engine Start
BEACON.............................................................ON
TURBO start button.......................................PRESS
TURBINE STARTER light...................ON in 25 sec
ENGINE start button......................................PRESS
RPM, triple engine and EGT........................CHECK
TURBINE STARTER light...............................OUT
Oil pressure...................................................CHECK
HYD SYS FAIL light.........................................OUT
ENG MIN OIL PRESS light..............................OUT
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After Start Checks
Gen MAIN..........................................ON, light OFF
Gen emer............................................ON, light OFF
INVERTER I........................................................ON
INVERTER II.......................................................ON
Canopy..........................................................CLOSE
CANOPY UNLOCK light..................................OFF
Pressurization/ECS.........................................PRESS
AIRCONDIT light..............................................OFF
DE-ICE.................................................................ON
AVIONICS...........................................................ON
GNS 430...............................................................ON
RADAR ALT........................................................ON
TANKS.................................................................ON
PITOT HEAT......................................................OFF
GYROS................................................................ON
ANTI ICE....................................................AS REQ
Taxi Checks
Flight control operation................................CHECK
Flap operation...............................................CHECK
Speed brake operation..................................CHECK
Brakes...........................................................CHECK
Voltmeter.............................................................28V
Hydraulic pressure...........................135-150 kp/cm2 (147bar-490bar)
Radios/Nav/GPS.................................................SET
LNDG LIGHTS...................................................ON
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Nav lights.............................................................ON
Taxi clearance...............................................Request
Before Take Off Checks
Trim.....................................................................SET
Speed brakes..........................................................IN
Flaps.........................................................TAKEOFF
Fuel quantity.................................................CHECK
Flight and Engine instruments......................CHECK
Oxygen SUPPLY..................................................ON
Warning lights............................................ALL OFF
Pitot heat...............................................................ON
ENG MIN OIL PRESS light................................ON
Strobes.................................................................ON
Engine power modes application in cockpit
Take Off
Brakes...................................................................ON
Throttle.............................................................FULL
Brake release...........................................106% RPM
150 km/h.....................................................ROTATE
Positive climb and 220 km/h.....................GEAR UP
250 km/h..................................................FLAPS UP
Trim..............................................................AS REQ
Maintain 370 km/h (200 kts) inside airport airspace.
Maintain 460 km/h (250 kts) Below 10,000 ft
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Climb
Throttle.............................................................103%
Best angle of climb speed...........................300 km/h
Best rate of climb speed..............................390 km/h
10,000 ft Landing/taxi lights..............................OFF
18,000 ft set Altimeter.......................................29.92
Oxygen (6000 ft+)........................................CHECK
Cruise
Fuel Quantity................................................CHECK
Engine Instruments.......................................CHECK
Performance settings:
High Speed Cruise.................................Power 103%
Standard Cruise.....................................Power 96-99%
Max Endurance Cruise...........................Power 85%
Descent
Fuel Quantity................................................CHECK
Flight and Engine instruments......................CHECK
Standard Descent...................Power 85% / 450 km/h
Max Range Descent..............Power 56% / 185 km/h
Max Glide (engine out)...............................290 km/h
18,000 ft set Altimeter ................LOCAL SETTING
10,000 ft Landing/taxi lights................................ON
Maintain 460 km/h (250 kts) Below 10,000 ft
Maintain 370 km/h (200 kts) inside airport airspace.
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Approach and Landing
Warning Lights.............................................CHECK
Fuel Quantity................................................CHECK
Hydraulic pressure...........................135-150 kp/cm2
Airport ATIS.................................................CHECK
Pressurization/ECS.............................................OFF
Initial Approach
Speed ..........................................................450 km/h
Power.....................................................Approx 85%
Speed brakes......................................................OUT
After Landing Checks
LNDG LIGHTS...........................................AS REQ
Flaps......................................................................UP
Speed Brakes.........................................................IN
ANTI ICE...........................................................OFF
Pitot heat.............................................................OFF
Engine Shutdown
Parking brake.......................................................ON
Throttle Idle......................................................2 min
Pressurization/ECS.............................................OFF
Electrical switches.....................................ALL OFF
Except ENGINE INST and BATTERY
Fuel Lever...........................................................OFF
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ENG INST..........................................................OFF
Battery................................................................OFF
Canopy.............................................................OPEN
Oxygen SUPPLY................................................OFF
Ice Cold Stella Artois.......................................OPEN
Part-6
Engine ground run-up
AFTER STARTING ENGINE:
1. Sapphire start normal.
2. Engine start normal.
3. Maximum temp. during start was __________ºC.
4. Engine Idle - Remain at idle for 1-minute warm-up.
a. RPM 54.5 - 57.5%.
b. Oil pressure 2 - 4.5 kg/cm .
c. Temp. (Max 600ºC) actual _________ºC.
d. Hydraulic pressure 150 + 1/-15 kg/cm .
e. Emergency hydraulic pressure equal to hydraulic pressure in main system.
If not, move emergency lever from main position to
emergency position until pressure equalizes.
f. Brake pressure normal 33 +3/-3 kg/cm .
g. Brake pressure emergency 32 +8/-3 kg/cm .
CAUTION: Do not press brake lever if there is no pressure
in the system—damage to the brake system may result.
h. Generator voltage 27 – 29.
i. Ammeter shows charge.
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j. Set parking brake - Check brake pressure.
k. Close canopy and lock. “Canopy Unlocked” light will go off.
l. Move (air condition-pressurize) lever forward to stop-dog.
“Air Condition Off” light will go out.
m. Check pressurization by reduction in cockpit noise level.
Pressurization will read 0.021-0.04l kg/cm .
n. Check flight controls for freedom of movement and full travel.
o. Set elevator trim.
NOTE: Trim indicator follows trim setting.
5. Check operation of air bypass valve (Stage III).
Advance throttles slowly and monitor RPM.
RPM needle of N2 will jump to an increase of 3-4% when N1
is in the range of 74-77% as the air bypass valve closes.
6. Advance throttle to 85% and warm up for 1 min. minimum.
Check flap system:
a. Extend to takeoff position.
b. Extend to landing position.
c. Retract to takeoff position.
d. Retract to up position.
e. Indicator lights operational.
f. Time of extension and retraction:
(1) Flight - Takeoff 2-4 sec.
(2) Takeoff - Landing 2-3 sec.
(3) Flight - Landing 4-7 sec.
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7. Check engine oil temperature: 5 ºC minimum.
If not, increase the throttle to N1 RPM 93% and continue
warm-up until 5 ºC is attained.
8. Advance throttle to 103.2%.
a. Temperature max. 625 ºC.
b. Engine vibration meter 40 mm/sec.
c. Check fuel pump operation.
Turn boost pump off.
Note “Don’t Start” light comes on and engine parameters remain the same.
Turn fuel boost pump on.
9. Full power check.
Advance throttle to forward stop:
a. N1 = 106.8% +/-1%.
b. Engine vibration meter 40 mm/sec.
c. Note fuel pressure as this reading will be
used for the acceleration check.
10. Reduce throttle slowly.
a. Check that air bypass valve (Stage III) opens at 89-86%.
b. The RPM needle N7 will jump to a lower value 1-2% as the valve opens.
c. Reduce the throttle further and note the RPM of N2 jump lower at 77-74%,
indicating that the air bypass valve of Stage V has opened.
11. Engine acceleration check.
a. Note the fuel pressure after 30 sec. at idle.
b. Advance the throttle smoothly from idle to full throttle within 1-2 sec.
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Note at what time the fuel pressure equals the value noted during
the prior full power check. This should be within 9-12 sec.
c. After 15 sec. at full throttle, note the time and smoothly reduce
the throttle to idle within 1-2 sec.
d. RPM at idle should stabilize within 45 sec. after rapid deceleration.
NOTE: If the RPM drops below 54.5% during throttling
down, cut the engine off by displacing the throttle handle to
the “Stop” position.
12. Check deicing system.
a. Switch on deicing switch. Temp. will rise 20-30 degree max.
“Deicing On” light will start shining.
b. Switch deicing off. Temp. will decrease and deicing light will go off.
13. Check engine overheat protective system.
a. Turn generator off and close cockpit air conditioning.
The generator light and “Air Conditioner Off’ light will come on.
b. Set throttle to N1 70%.
c. Pt-12-9 switch to “Check I” position.
“700 ºC” light will turn on and RPM should start diminishing.
As soon as RPM diminishes by 2-3%, switch pt-12-9 to neutral position.
“700 ºC” light should go out and RPM should return to 70%.
d. Turn generator on.
14. Low speed taxi check.
a. Brake operation
b. Differential braking
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c. Emergency braking
15. Emergency fuel system check.
a. Turn cockpit air conditioning and deice system off.
b. Adjust RPM to 70%.
c. Emergency fuel switch on.
d. 150kg fuel lit.
NOTE: HPC RPM may change when emergency fuel is turned on.
e. Advance throttle smoothly and note the jump in N1 RPM by 3-4%.
Check the RPM chart on page 251, figure 41 of the Airframe and Engine Manual.
2% variation is allowed. The air bypass valves of Stage III and Stage V
operate simultaneously when the emergency fuel system is on.
This check should be done with the generator off and no load on
the hydraulic pump.
NOTE: Do not allow the RPM to decrease below 56% when
using the emergency fuel system.
CAUTION: Do not switch from emergency fuel system to
the main system when the engine is running.
16. Shut the engine down by closing the throttle to the stop position.
17. Note time of engine run-down.
Engine shut down
Although it was not a published emergency procedure, the engine could have been shut down by
either pilot to eliminate the residual forward thrust at idle. Had he been instructed to do so the
student pilot could have stopped the engine by retarding the throttle through the idle detent;
alternatively the instructor could have shut the engine down himself using the electrical
'ENGINE STOP' switch on the left console in the rear cockpit.
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Emergency braking procedure
There is an emergency brake lever located on the left console in each cockpit. Both Flight
Manuals contained essentially the same instructions for coping with a loss of normal braking
capability. The instructions were that in the event of a loss of normal braking, the required
action is for one of the pilots to pull one of the emergency brake levers in a gradual manner.
Braking is then applied equally and simultaneously to both wheels, by-passing the anti-skid
system.
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