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THE IGNITION WHEN USED IN A THIRTY (30) SECONDS ON, THIRTY
(30) SECONDS OFF CYCLE.
CAUTION: FOR AIRPLANES SN 1250 AND SUBSEQUENT, AND
SN 1000 THROUGH 1249 WITH ASC 304: THERE IS NO DUTY CYCLE
TIME LIMITATION FOR CONTINUOUS (AIRSTART) IGNITION WITH
ASC 304.
CAUTION: ENGINE DAMAGE MAY RESULT IF RPM IS NOT
ALLOWED TO STABILIZE AT IDLE BEFORE ADVANCING POWER
LEVERS.
If engine(s) DO NOT relight:
1. Descent To Airstart Envelope .......................................CONTINUE
(Sea Level to 25,000 ft and 200 KCAS to 324 KCAS)
2. Airplane ..... PROCEED TO NEAREST SUITABLE LANDING SITE
3. Dual Engine Flameout Procedure (Page EC-3)............. CONSULT
END
Lightning Strike AFM APP E
The theory that lightning strikes will be avoided if thunderstorms are
avoided, or radar-indicated precipitation is avoided by greater than
twenty (20) miles, is false. Research and experience has shown that
airplanes have been struck by lightning in clear air (especially at higher
altitudes), at distances of up to 50 miles from thunderstorms and radarindicated
precipitation – the proverbial “Bolt From The Blue”. Electrical
activity generated by thunderstorms may exist even after the
thunderstorm cell has decayed.
Research and experience has also shown that flight through
precipitation, volcanic ash or heavily polluted air can cause an airplane
to experience electrostatic discharge or “triggered” lightning.
The probability of a lightning strike to an airplane flying in or near a
thunderstorm increases from a minimum at the thunderstorm base to a
maximum at the 36,000 to 40,000 foot level.
Continued on next page →
Quick Reference Handbook
REVISION 8 SUPPLEMENTAL PROCEDURES / DATA
Oct 11/02 Page S - 11
Lightning Strike, ctd… AFM APP E
Lightning strikes at high altitude generally result in greater total charge
transfers, and damage is usually worse for large total current transfers.
The entire surface of the airplane may be susceptible to lightning
attachment. However, strikes are more probable to particular areas
such as the airplane’s extremities (nose, wingtips, tail) and composite
surfaces.
If both engines flame out, an immediate relight is recommended.
As engine RPM is decreasing, perform the following steps
IMMEDIATELY:
1. Power Levers............................................................................IDLE
2. Airstart Ignition (L / R AIR START IGN) .....................................ON
3. Altitude / Airspeed ....................................DESCEND AT VMO/MMO
TO 25,000 FT, THEN SLOW TO 210 KCAS
NOTE: Use of speed brakes is not recommended. Use of the Standby
Electrical Power System (ABEX) generator is not possible with a
windmilling engine.
CAUTION: MANEUVERS SHOULD BE LIMITED TO THE MINIMUM
NECESSARY BANK AND PITCH ANGLES, SINCE HYDRAULIC
BOOST WILL BE LOST AS RPM DECAYS.
CAUTION: FOR AIRPLANES SN 1000 THROUGH 1249 WITHOUT
ASC 304: THE DUTY CYCLE FOR CONTINUOUS (AIRSTART)
IGNITION WITHOUT ASC 304 IS FIVE (5) MINUTES ON AND THIRTY
(30) MINUTES OFF FOR COOLING. THERE IS NO LIMITATION ON
THE IGNITION WHEN USED IN A THIRTY (30) SECONDS ON, THIRTY
(30) SECONDS OFF CYCLE.
CAUTION: FOR AIRPLANES SN 1250 AND SUBSEQUENT, AND
SN 1000 THROUGH 1249 WITH ASC 304: THERE IS NO DUTY CYCLE
TIME LIMITATION FOR CONTINUOUS (AIRSTART) IGNITION WITH
ASC 304.
CAUTION: ENGINE DAMAGE MAY RESULT IF RPM IS NOT
ALLOWED TO STABILIZE AT IDLE BEFORE ADVANCING POWER
LEVERS.
If engine(s) DO NOT relight:
1. Descent To Airstart Envelope........................................CONTINUE
(Sea Level to 25,000 ft and 200 KCAS to 324 KCAS)
2. Airplane .....PROCEED TO NEAREST SUITABLE LANDING SITE
3. Dual Engine Flameout Procedure (Page EC-3) ............. CONSULT
END
Quick Reference Handbook
SUPPLEMENTAL PROCEDURES / DATA REVISION 8
Page S - 12 Oct 11/02
Notes
Quick Reference Handbook
REVISION 7 SUPPLEMENTAL PROCEDURES / DATA
May 30/02 Page S - 13
Essential DC Bus Circuit Breakers
Circuit Breaker Name Panel Loc. Control
PILOT 1 PDB
AC EXT PWR PO A-8 PILOT 1
AFT EMER BATT P I-13 PILOT 1
AIR INLET DOOR PO C-11 PILOT 1
APU FIRE EXT P I-10 PILOT 1
BATT AMMETER PO A-7 PILOT 1
BATT CHGR CONT PO A-6 PILOT 1
BOT A/C LT GND OPER P E-6* PILOT 1
BOT A/C LT GND OPER P F-9* PILOT 1
CABIN PRESS IND PO A-12 PILOT 1
CKPT TEMP CONT PO B-13 PILOT 1
CKPT/CABIN TEMP IND PO A-11 PILOT 1
ELWS #1 PO A-9 PILOT 1
ENGINE START P K-6 PILOT 1
EPMP SW PWR #1 PO A-5 PILOT 1
ESS DC VM P D-13 PILOT 1
　
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