Nord 1002 Pingouin II g- atbg messerschmitt me 108
|
|  Yüklə 2.29 Mb.
|
Chapter Four Nord 1002 Expanded Normal Checklists The following is an expansion of the Nord 1002 / Bf108 Taifun Normal Operations Checklists. BEFORE ENGINE START Ideally, for engine start and run-up, or at any other time when the aircraft is stationary, the wind should be on the nose. In any case, to maximise engine cooling and reduce high abnormal loads on the propeller shaft and the engine mounts, the crosswind component should be less than 10 knots. The propeller area should be visually checked clear of personnel, obstructions and vehicles. The area ahead should be clear in case of brake failure. The intended taxi path should also be clear. The area behind the aircraft should be clear to avoid damage to equipment or other aircraft and inconvenience to other personnel. If the engine has not run for several days, the airstart bottle is unlikely to have sufficient charge for a reliable start and may have no charge at all. It can be recharged using the correct connector via the access panel at the rear of starboard wing root trailing edge (on some aircraft this is located under the engine cowling close to the compressor at the front of the engine). The air bottle isolator valve in the cabin, on the port side rear passenger seat squab, opposite the centre section main spar must be selected ON to achieve accurate judgement of the correct pressure. Introduce compressed air carefully, noting the pressure reading on the airstart bottle reservoir gauge, which is coloured blue and located on the starboard main instrument panel above the fuel and oil condition gauges. It is calibrated in hpz (hectopièze). One hpz equals 1000 hPa or one bar (ata) or 14.7 psi. The bottle is fully charged when the pressure reading is 33 hpz, which is marked on the gauge with a red line. The pressure relief safety valve should not permit charging above that pressure. 33 hpz should give four (4) good start attempts on a cold engine. Care must be taken when charging the airstart bottle, as there is a delay in the instrument panel gauge reading the actual pressure stored in the bottle whilst charging. It is not recommended to leave the charging cylinder attached once full pressure has been achieved in the airstart bottle. Wheel Chocks Secure Ensure that the wheel chocks are secure, as the brakes cannot be locked on and do require some effort to hold the aircraft for prolonged periods. Magnetos Off Propeller Pull through 6 blades Double check that everything is OFF. I.e. fuel, mixture, magnetos and master switch are OFF. Then, hand pull the engine through six (6) blades helps to clear and/or prevent a hydraulic lock. If the engine has not run for several days wait 10 seconds between each blade. If any oil is discharged from the exhaust pipe or inlet manifold drain during or shortly after this, continue to hand pull the blades until no oil is discharged.
Select the flaps UP. Check for symmetrical operation and that the flap position indicator returns to “0” as the flaps return to the fully up (faired or trail) position. Brakes Checked Check the toe brakes by applying pressure and checking for small amount of travel and acceptable resistance when applied, to ensure there is fluid and effective seal in each circuit. Master Switch On (Flight) Select the master switch, located on aft face of the main spar on the right hand side of centre section in the rear cabin, to ON (“Flight”). Fuel Selector Both On / Main Turn the instrument panel fuel selector to BOTH ON. Check the Main / Reserve fuel tank selector on the central panel, between the front seats is set to MAIN (to rear). Check safety wiring. Battery On At the EDB switch the Battery ON. Generator On At the EDB switch the Generator ON. There appears to be a contradiction between the notes received. I am unsure whether the battery and generator should be selected on or off at this stage. I suspect off. However the electric fuel pump appears to need the battery for its operation. There is also contradiction between the notes as to whether the generator is selected on before or after the battery. I suspect it doesn’t matter. 5.1 CHECK: Master switch ON (“Flight”), Starter Air Bottle isolator ON, Fuel ON, Generator OFF (EDB), Battery OFF (EDB), Canopy closed but not locked with sliding windows open or “Generator, battery, propeller master circuit breakers to ON” Air Start Valve Open If the air start bottle isolator valve has not previously been turned on during replenishment, select it OPEN now. Air Pressure Checked ( >12 hpz) Check the air pressure. On a cold engine, 30 hpz should be sufficient for four (4) start attempts and 12 hpz sufficient for only one start attempt. Less than 15 hpz will require some familiarity with the engine if it is cold, to be confident of achieving a reliable start. Less than 10 hpz will not turn the engine over a compression at all. A full charged and serviceable air bottle, if it has been selected OFF, should hold sufficient pressure for a start for up to two days. If the air is left ON with engine shut down, the air will eventually leak away. Undercarriage Pump grip DOWN Pump grip rotated to DOWN. Check the visual indicator. Canopy Closed & Unlocked Close but do not lock the canopy. Leave the sliding windows open. Instruments Checked Cage the DI. Set QNH and check the aerodrome altitude on the altimeter, or set QFE and check that the altimeter indicates close to zero feet. Avionics Off Circuit Breakers Checked Beacon / Nav Lights On ENGINE START Fuel Pump On; Pressure to 2.0 - 2.2 hpz Turn on the electric fuel pump at the switch at the rear of the Electrical Distribution Board (EDB). If battery condition and charge are good, the fuel pressure should rise after 5 to 15 seconds to show between 2 and 2.2 hpz. If the battery charge is insufficient to operate the electric pump, switch the electric fuel pump OFF and use the hand pump, which is a yellow toggle handle at the bottom of the instrument panel. It is important to ensure that fuel pressure is maintained, electrically or manually, during the start operation until the engine has been running steadily for 10 to 15 seconds, after which the engine driven mechanical fuel pumps should take over. Prime As required With fuel pressure maintained, either electrically or manually, prime the engine using the throttle. For the first start of the day, pump the throttle over its entire range four (4) times. Hot starts require no priming, a warm engine may require one (1) priming stroke. On a particularly cold day, the engine should be given six (6) priming strokes. Pull the engine through one (1) blade after each two (2) primes. It has not been found necessary to use the choke in the UK climate. Ensuring the throttle is returned to its fully closed position prior to attempting the start. Magnetos On Throttle Fully Closed Ensuring the throttle is returned to its fully closed position prior to attempting the start. Propeller Area Clear A call of “CLEAR PROP” through the canopy sliding window, and a final look outside the aircraft should be made to ensure that it is all clear around the aircraft just prior to starting the engine. Starter Engage Apply full pressure on the toe brakes, hold the stick FULLY BACK, with the throttle FULLY CLOSED and maintaining fuel pressure, release the airstart hand valve safety catch and engage the starter by applying a firm pull on starter toggle. Maintain the pull for one (1) second and then release. This should turn the engine briskly through 3 to 5 compressions, after which it should fire and run, if a little unevenly and slowly. Pumping the throttle is not usually effective in encouraging a cold engine to start. There may be a significant amount of smoke generated on the first start of the day, which should clear as the engine warms up. Throttle Gently to 800 rpm Do NOT attempt to open the throttle until the engine has settled into a steady, albeit slow, idle. Once the engine is idling, open the throttle very cautiously until it is running at 800 rpm and wait until it settles down and runs evenly. If the engine does not pick up and the start stagnates, it is important to decide whether the engine is over or under primed and taking remedial action before attempting another start. If the engine does not fire at all on first attempt, the reason for this should be investigated before further start attempts. Oil Pressure 3.0 - 4.5 hpz As soon as the engine is running smoothly, the oil pressure should be checked. The oil pressure should rise and stabilise between 3 and 4.5 hpz within 30 seconds of a successful start. If the oil pressure does not rise to the specified value within 30 seconds the engine should be shut down immediately (by turning the magnetos OFF) to prevent engine damage. CAUTION Check the oil pressure immediately after starting the engine. If no pressure rise is evident after 30 seconds, shut the engine down immediately and investigate the cause prior to any further start attempts. A reading of the oil temperature should also be noted. The oil temperature is often slow to rise in cold weather, but normally if a steady reading is observed after engine start it is acceptable. Electric Fuel Pump Off The fuel pressure should become self-sustaining after 5 to 10 seconds and the electric fuel pump can be turned OFF, or operation of the hand pump can be discontinued. AFTER ENGINE START Throttle After 1 minute, set 1100 rpm Open the throttle very cautiously to set 1100 rpm. Opening the throttle too early after start or too quickly when cold may cause a rich cut. Propeller On At the EDB switch the Propeller Control Switch ON. Voltmeter Positive charge Check for a positive charge on the EDB voltmeter. Fuel Pressure Checked Select the electric fuel pump ON and check that the fuel pressure has increased to 2.2 hpz. Turn the electric fuel pump OFF and check that the fuel pressure drops by 0.2 hpz, but to not below 19.5 hpz. Ignition Checked (L – R – Off – Both) Check each magneto for appreciable rpm drop of no more than 150 rpm. This is a basic function test, the magneto performance test is completed during engine run-up checks. Check LEFT; RIGHT; OFF; BOTH. This is a double check, a 'dead cut' check to see if the ignition goes dead when it is selected to LEFT or RIGHT, and a 'live mag' check to see if the mag is live when it is selected to OFF. Therefore, the ignition is being checked for correct operation of the LEFT/RIGHT and OFF positions. To check the ignition system select the LEFT magneto for about one second, repeat for the RIGHT magneto, then briefly select to the OFF position without allowing the engine to stop, then back to both. When the ignition switch is moved from BOTH to LEFT, then RIGHT, the engine should continue running, albeit at reduced rpm. This confirms that both magnetos are operating correctly. Then move the switch briefly to OFF, then back to BOTH. The engine should cut out while the switch is in the OFF position. This confirms that there is no short circuit and that the ignition wiring is correct. If the engine dies when the LEFT or RIGHT magneto is selected then that magneto (and the aircraft) is unserviceable. If the engine runs when the ignition is selected to OFF, then there is a fault in the ignition system and the aircraft is unserviceable. CAUTION If the engine cuts out when the switch is on LEFT or RIGHT, or continues to run when the switch is OFF, shut the engine down and investigate the cause prior to any further start attempts. Exercise extreme caution around the aircraft in this condition, as the magnetos may be live.
PCS Propeller Control Exercise C Using the PCS Manual control, adjust the propeller to Coarse Pitch. Check the illumination of the red light on the PCS which indicates increasing propeller pitch. Also listen for the corresponding reduction in engine rpm until the propeller reaches the coarse pitch stop, then no further change in rpm should be noted. Using the PCS Manual control, adjust the propeller to Fine Pitch. Check the illumination of the green light on the PCS which indicates reducing propeller pitch. Also listen for the corresponding increase in engine rpm until the propeller reaches the fine pitch stop, then no further change in rpm should be noted and the engine should have returned to 1100 rpm.
When this exercise is completed, turn the lower (Manual / Automatic) switch on the PCS to OFF (central), disengage the Propeller Control CB, and turn the EDB Propeller Control Switch to OFF for the rest of the warm up and taxiing. The propeller controls will not be used again until the engine run-up, pre-takeoff checks and then in flight. Electronic Distrinution Board (EDB)
Avionics On; 121.5 checked; Set Altimeter Set Transponder Set Set Standby and check that the correct transponder code. ATC Request taxi The aircraft should not be taxied until the engine has warmed up. The Renault engine does not put much heat into the oil when idling on the ground and the oil temperature gauge is unlikely to register until in flight. The temperature of the oil can be judged for suitability to taxi by either: ~The oil temperature gauge coming off the lowest mark; or, ~The oil pressure having dropped by 0.5 hpz from the pressure noted at 800 rpm immediately after start (if the engine was cold); or, ~By feeling the temperature of the scavenge oil return pipe which runs laterally, just below the front of the pilot’s seat squab.
When in a clear area, apply the toe brakes sufficiently to feel their operation then continue. The brake test should be done gently, with even pressure on both brakes. If one brake is not working fully the aircraft will swing in the direction of the good brake. NOTE The brake test does not have to bring the aircraft to a complete stop.
ENGINE RUN - UP Park Into wind (if possible) Preferably park the aircraft within 20º of the wind if it is 15 knots or more. Ideally, for run-up or at any other time when the aircraft is stationary, the wind should be on the nose. To maximise engine cooling and reduce high abnormal loads on the propeller shaft and the engine mounts, the crosswind component should be less than 10 knots. Area Checked Check that the oil temperature is indicating a minimum of 40°C, and be sure that area behind aircraft is clear. There should be no aircraft or personnel close behind, and the run-up should be carried out in a situation where the slipstream will not cause damage or blow small objects around. Brakes Applied and held As the Nord has no parking brake, firm positive pressure must be held on the toe brakes to ensure the aircraft remains stationary during the run-up. Throttle 1400 rpm EDB Propeller Switch On Propeller Control CB Engaged PCS Propeller Switch Manual Throttle 1800 rpm Prior to increasing the engine power, re-assert full pressure on the toe brakes and position and hold the stick FULLY BACK. Temps and Pressures Checked Whilst at high power, the engine oil pressure and temperature gauges should be read again to ensure that both are giving steady indications within the green arcs. This is a more appropriate stage for this check, as any malfunction of the oil system will be more likely to manifest itself after a period of engine operation at high power. CC Propeller Control Exercise Using the Propeller Pitch Control Switch (PPCS) on the top of the control column, cycle the propeller through coarse by first moving the switch to the rear, then back to fine by moving the control column propeller pitch control switch forward. When the switch is moved to the rear check that the engine rpm reduces and that the red light on the PCS illuminates indicating increasing propeller pitch. When the switch is moved forward check that the engine rpm increases and that the green light on the PCS illuminates indicating reducing propeller pitch. The engine should recover to 1800 rpm. PCS Propeller Switch Automatic (Fine) Using the PPCS on the top of the control column, move the switch rearward to move the pitch to fully coarse. Then turn the Propeller Control Switch on the PCS to Automatic. The green light on the PCS should illuminate and the engine should recover to 1800 rpm. Leave the PCS Propeller Selector in Automatic (Fine) for takeoff. Ignition Checked (L – R – Both) Check LEFT; BOTH; RIGHT; BOTH. Move the ignition switch first to the LEFT magneto position and note the rpm drop (from 1800) Next move the switch back to BOTH to clear the other set of spark plugs. The rpm should return to 1800 rpm. Then move the switch to the RIGHT magneto, note the rpm drop and return to BOTH. Do not linger on only one magneto. The magneto drop should be between 50 and 175 RPM, with a maximum drop of 200 RPM, and a maximum of 100 rpm difference between each magneto. On occasions it is possible to experience rough running when magneto checks are carried out. This plug fouling may be due to accumulations of oil or lead on the plug electrodes. If this problem is encountered the following procedure should be applied: ✈ Check that the area behind and adjacent to the aircraft is clear and the brakes are firmly applied. ✈ Run the engine at 2000 rpm for up to 30 seconds then try a further magneto check. ✈ If rough running persists run the engine at full power for 5 to 10 seconds then throttle back to 2000 rpm and carry out a further magneto check. ✈ If the problem persists the aircraft is unserviceable and must be returned to engineering for rectification. ✈ Under no circumstances is the mixture to be leaned to clear the plugs. If the selection of a single magneto, either LEFT or RIGHT, causes the engine to stop, or if any other malfunctions are noted, the engine should be shutdown and the cause investigated prior to any further start attempts. CAUTION If the engine dies when either of the magnetos is selected DO NOT reselect the ignition back to BOTH to try to keep the engine running, as this may lead to a serious backfire and engine damage. Rather, leave the ignition in the position it is in when the engine died, close the throttle and allow the engine to stop rotating.
Carb Heat Checked Select the carb heat ON for 10 seconds by pulling yellow T handle and turning it through 90 degrees to lock it. There should be a small but noticeable drop of between 20 and 100 rpm when this happens, as a thin jet of hot air is directed onto the butterfly of each carburettor. The rpm should return to normal when the carb heat is selected OFF. NOTE If no rpm drop is noted when the carb heat is applied during run-up, the carb heat control may not be working. An excessive rpm drop (>200 rpm) may indicate an exhaust system fault. In either case, do not takeoff. Investigate the cause prior to further flight. |
heck that the Propeller Control CB (on the left hand side of the lower instrument panel near the Propeller Control Subpanel (PCS)) is IN and that the Electrical Distribution Board (EDB) Propeller Control Switch is ON.