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Thrust = 60% Fan & 40% Exhaust (reversed at altitude)
Surge valve – pneumatic allows Low pressure air to go to bypass duct
Compressor stall – High pressure compressor is eliminated by venting excess air through the
surge valve (makes a compressor stall almost impossible)
Power Levers – 3 clicks as you advance forward
1 – max cruise power
2 – max continuous power
3 – take off power
APR – Auxiliary Power Reserve (up to add 150 lbs of thrust) dependant on ITT and N2
Engine Synchronizer – controlled by engine synch switch / should be off during takeoff and
landings
Oil system – scavenge system – by heating fuel we cool oil
Chip detector also
Thrust reversers
Clamshell (buckets) – redirect exhaust gas forward to provide deceleration
Hydraulically activated – electrically controlled
Wait for click before increasing reverse thrust
Uncommanded unlatch detection will activate autostow and will automatically retard
thrust lever to idle
Inflight / takeoff – deployment demands fast reaction
Stow after using on landing by 40 KIAS.
6
Pneumatics
High pressure supplements Low pressure to give enough Bleed air to run the PACK at low
power settings (Idle)
Bleed air has to be on for anything else to work.
4 tail cone heat sensors – inside skin of fuselage monitors ducts for leaks of bleed air
4 pylon heat sensors – outside skin of fuselage monitors Low and High pressure lines for leaks
Bleed Air Duct Overheat detection consists of 2 bleed air overtemp switches and normally
detects HPSOV failure as power increases
Bleed Leek Detect Loop – senses leaks throughout the environmental ducts where L/R meet/mix
within a loop of sensors to detect leaks
APU
Controlled by the ECU and burns 150 lbs / hour out of right wing tank that will not show on fuel
burn in FMS
Located in the upper right corner of baggage compartment
Single stage gas turbine engine installed in fire proof case
Provides bleed air for ECS during ground ops
Air Conditioning
Bleed air through the PACK valve to the Environmental Control Unit (ECU)
A portion of our pneumatic air from the PACK valve bypasses the ECU and goes to the Air
Cycle Machine (PACK)
Pressurization
Automatic Mode – only requires landing altitude to be entered.
Ground Phase – remains active until power above cruise OR airspeed exceeds 90 KIAS OR
aircraft becomes airborne (WOW)
Takeoff function – pressurizes cabin to takeoff cabin altitude and holds this until the left T?R
retarded below MCR OR airspeed exceeds 150 KIAS
Limits (max 9.7 to min –0.5)
Cabin Alt limit – 13,700’ (EMER DEPRESS – dumps cabin but outflow valve over rides this at
13,700’)
7
Ice Protection
Electrically heated – turn ice protection on at least 2 minutes before takeoff
Ice Detection – in addition to visual detection
-electrical backup on lower left fuselage under nose vibrates at high frequency and
changes with addition of ice
-heats itself to shed ice so it can detect more ice (don’t touch during preflight – it’ll burn)
-won’t detect freezing rain
-black spot on wing should be viewable from cockpit
-ice light hold to illuminate light to see wing
TAT – only heated airborne (activates off right squat switch)
Pitot/Static/Stall Vanes – all probes heated by L/R Probe switch
Problems with static ports or pitot can be corrected by Reversion of ADC to the unaffected ADC.
Windshield Anti Ice / Defogger – controller monitors heat through a probe to maintain target
temperature. If it overheats or alternator fails you get NO indication except windshield heat
doesn’t work.
Bleed valve controls every valve EXCEPT NAC – degraded mode of operation leads to CAS
message – amber fail light when temp gets too low, amber OVHT light when temp gets too hot.
NAC valve fails to the open position.
Engine and Nacelle – uses bleed air to nacelle inlet
Green NAC when normal
Amber NAC when selected off but fails to closed
Amber LNAC HT means bleed air pressure is too low or electrically heated Pt2 Tt2
heater has failed.
Wing / Stabilizer Anti Ice System
– opens valves to allow high pressure bleed air to heat wing and tail
- maintains a constant temperature
- adjusts N2 for idle to higher level for flight idle
- turn on earlier so you use reduced bleed air during takeoff and flight
- valves fail closed
o WING/STAB will continue to operate with FAULT message
o OVHT and CWP – switch can be off and still get message if the valve is out
　
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