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data entry panel.
Flight data recorder fault or failure
detected.
FDAU fault indicator illuminated on flight
data acquisition unit.
Flight data acquisition unit fault or failure
detected.
DFDR fault indicator illuminated on flight
data acquisition unit.
Flight data recorder fault or failure
detected.
4. Operation:
Other than setting the appropriate flight number or leg number on the flight data
entry panel, operation of the flight data recorder system is automatic. On power
up, the flight crew should expect a blue FLIGHT REC FAIL advisory message to
be displayed on CAS and an amber DFDR annunciator illuminated on the flight
data entry panel. The CAS message will be cleared and the annunciator will
extinguish when oil pressure increases to 10 psi or greater in either engine.
Selection of the FDR MANUAL switch to ON will also clear the CAS message and
extinguish the annunciator.
5. Limitations:
There are no Flight Manual limitations established for the flight data recorder
system at the time of this revision.
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 7
January 31/02
Revision 6
Flight Data Acquisition Unit Indicators
Figure 2
OPERATING MANUAL
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS
Page 8
January 31/02
Revision 6
Flight Data Recorder With Underwater Locating Beacon
Figure 3
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 9
January 31/02
Revision 6
Flight Data Recorder Impact Switch
Figure 4
OPERATING MANUAL
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS
Page 10
January 31/02
Revision 6
Flight Data Recorder Maintenance Ground Override Switch
Figure 5
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 11
January 31/02
Revision 6
Flight Data Entry Panel
Figure 6
OPERATING MANUAL
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS
Page 12
January 31/02
Revision 6
Flight Data Recorder Switch Panel
Figure 7
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 13
January 31/02
Revision 6
2A-31-32: ’G’ Monitor System
1. General Description:
Airplanes SN 1034, 1156 and subsequent and airplanes SN 1000 through 1155
with ASC 118 incorporated have a gravity force (’G’) monitor system to record the
maximum vertical acceleration experienced by the airplane during landing. Data
collected by this system is used to assist in determining the requirement for either
overweight or hard landing inspections.
The monitoring system is activated during approach at 50 ft radio altitude with the
landing gear extended. The system is active until the nose gear nutcracker signals
weight-on-wheels. The maximum acceleration sensed, while the system is active,
is recorded by the computer. Once deactivated by nutcracker logic, the system
remains deactivated until the subsequent approach and landing, when activation
criteria are again satisfied.
The recorded acceleration will be affected by normal occurrences experienced
between main gear touchdown and nose gear nutcracker ground mode logic.
These occurrences include but are not limited to:
• Ground spoiler deployment
• Rough, bumpy runways
• Travel through runway intersections
• Travel across arresting cable hardware housing
The above items can add 0.2 to 0.3 ’G’ to the touchdown acceleration and are
considered valid loads on the airplane structure. Normal landing ’G’ readings may
vary from 1.3 to 1.6 ’G’.
The established limit to determine the requirement for the hard landing inspection
for airplane weights up to and including maximum landing weight is 2.0 ’G’ (2.3 ’G’
for airplanes SN 1214 and subsequent and airplanes SN 1000 thru 1213 with ASC
190). The limit to determine the requirement for an overweight landing inspection
for airplane weights exceeding maximum landing weight decreases on a linear
scale from 2.0 ’G’ to 1.6 ’G’ (2.3 ’G’ to 1.7 ’G’ for airplanes SN 1214 and
subsequent and airplanes SN 1000 thru 1213 with ASC 190). The limit depends
on actual airplane weight and assumes that extremely high side loads were not
encountered during landing touchdown. If the actual ’G’ recorded for the landing is
within limits and no extremely high side loads were encountered at touchdown, no
inspection is required. If extremely high side loads were encountered at
touchdown, or the ’G’ limit is exceeded, the flight crew shall log the event for
　
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