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manual pitch trim wheel.
CAUTION
DO NOT USE EXCESSIVE FORCE AS THE PITCH
TRIM SYSTEM IS PROTECTED BY A SHEAR PIN
DESIGNED TO BREAK IF EXCESSIVE FORCE IS
APPLIED. IFTHE PIN IS SHEARED, FUTURE USE OF
PITCH TRIM WILL NOT BE POSSIBLE.
IF PITCH TRIM CANNOT BE FREED AND DESCENT TO WARMER
ALTITUDE IS NOT FEASIBLE:
4. Airspeed ..MAINTAIN CURRENT TRIMMED AIRSPEED FOR CRUISE FLIGHT
If climbs or descents are necessary, disconnect autopilot and manually fly the
airplane to new altitude. Determine trim airspeed for new altitude and adjust
power as required. Engage autopilot if desired.
5. Descent To Warmer Altitude (If Possible).......................COMPLETE BEFORE
ATTEMPTING ANY CONFIGURATION CHANGES
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WHEN BELOW 20000 FT MSL:
6. Pitch Trim....ATTEMPT TO FREE USING ELECTRIC PITCH TRIM SWITCHES
Attempt to free pitch trim by cycling electric pitch trim switches. If unable, select
pitch trim OFF and reattempt to free pitch trim using firm pressure on manual pitch
trim wheel.
If trim cannot be freed, plan to approach and land with current trim setting. Normal
cruise trim is approximately zero (0) units while approach trim is typically 12 to 14
units nose up. Yoke pull force is not excessive with pitch trim at zero (0) units and
the airplane in the landing configuration. Speed and configuration should be
adjusted to give the best balance of approach speed and control forces for airport
and weather conditions.
CAUTION
CARE SHOULD BE TAKEN WHEN CHANGING
CONFIGURATION TO AVOID RAPID CONTROL
FORCE BUILDUP.
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FUEL SYSTEM
05-16-10: Fuel Leak In Flight
A suspected fuel leak will most likely manifest itself as an increasing difference in fuel
quantity that cannot be explained by normal differences in fuel ßows between engines. It
can also be identiÞed by fuel smell in the cabin, abnormally high fuel ßow or fuel ßow out
of range ″dashed″ indications on one of the engines, or lateral trim changes.
CAUTION
DO NOT PERFORM THIS PROCEDURE ON THE
BASIS OF ERRATIC FUEL GAUGE INDICATIONS
ONLY OR DURING ASYMMETRIC TRIM REQUIREMENTS
FELT DURINGACCELERATING PHASES OF
FLIGHT SUCHAS INITIAL CLIMB OR NOSE HIGH OR
NOSE LOW PITCH ATTITUDES.
1. Fuel Crossflow Valve..............................................................................CLOSED
2. Fuel Intertank Valve................................................................................CLOSED
3. FMS Single Engine Performance / Range..............................................CHECK
Monitor fuel tank quantities and lateral trim requirements. Identify leak by
observing one wing fuel tank quantity decreasing faster than the other, and or
slowly increasing lateral trim force.
IF FUEL LEAKAGE IS VISIBLE FROM WING TANK, PROCEED TO STEP 13.
IF FUEL LEAKAGE IS NOT VISIBLE FROM WING TANK, IT MUST BE
DETERMINED IF THE FUEL LEAK IS COMING FROM THE WING TANK OR FROM
THE ENGINE / ENGINE FEED SYSTEM. DESCEND TO 15,000 FEET AND
PROCEED AS FOLLOWS:
WARNING
THIS PROCEDURE MAY RESULT IN ENGINE
FAILURE. TERRAIN CLEARANCE AND AIRCRAFT
SINGLE ENGINE PERFORMANCE MUST BE
TAKEN INTO CONSIDERATION.
PREPARE AIRPLANE FOR POSSIBLE ENGINE FAILURE BUT DO
NOT SHUT DOWN THE ENGINE. SEE SECTION 05-10-10, ENGINE
FAILURE / SHUTDOWN IN FLIGHT.
4. Engine Failure / Shutdown In Flight Checklist, Steps 1 thru 3 ....COMPLETE
See Section 05-10-10, Engine Failure / Shutdown In Flight.
NOTE:
The APU is fed by the boost pump manifold on the left
wing tank only. If boost pumps on left side are turned
off, APU performance may be erratic, and/or not meet
maximum altitude starting performance.
5. MAIN and ALT Boost Pumps (Affected Side) ..............................................OFF
Wait two minutes. If the engine continues to run, the leak should be assumed to
be in the affected side wing fuel tank, thus proceed to step 13. If the engine fails,
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runs erratically or continues to run with extremely high fuel ßow or ″dashed″ fuel
ßow indications, the leak should be assumed to be in the fuel feed system
somewhere between the boost pumps and the engine, thus proceed to step 6.
　
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