Flight anual Ao 12 Mar 11

7/30/2019 Flight anual Ao 12 Mar 11

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T.O. 1RV-8A-1

Development Corporation. The engine has a

mechanical fuel pump which is

supplemented with an electric pump. Theengine alternator is a 60 amp unit built by

Plane Power. The lightweight starter was

built by Skytec. The exhaust system is aVetterman crossover exhaust. Engine

parameters such as EGT, CHT, fuel flow,

manifold pressure, oil pressure, oiltemperature, oil level, oil bypass, and oil

chip detection are indicated by the

Advanced Flight Systems AF-3400. The

AF-3400 annunciates measurements outsideprogrammed parameters with visual and

auditory alarms.

Link to AF-3400 Operations Manual

The Propeller

The propeller is a three-blade wood corecomposite constant-speed propeller made by

MT Propeller of Germany. The blades are

Kevlar and carbon fiber-covered wood with

metal leading edges. The prop is controlledby a governor mounted at the left front of

the engine. A console-mounted blue lever

adjusts the governor to maintain engineRPM. The prop hub is covered by a

chrome-look Kevlar spinner.

The Fuel System

Fuel is supplied to the engine from two 21

gallon vented wing tanks located in the left

and right inboard wing leading edges.

Service the aircraft with 100LL Fuel.

WARNING

Ground Aircraft and Fuel Servicing

Equipment to the aircraft before

servicing. Do not smoke or use cell phone

while servicing.

Fuel quantity is indicated on the AF-3400engine monitor. Fuel passes through an

Andair fuel selector, through a filter, electric

fuel pump, fuel flow sensor, mechanical fuelpump, fuel distributor and then to the

individual cylinder injectors. At the fuel

distributor (spider) there is a fuel purge

valve to be used if the engine is started whilehot. The purge valve permits replacing hot

fuel in the fuel lines with cool fuel. The

purged fuel is returned to the right fuel tank.The electric fuel pump located inside the

cockpit is enclosed by a vapor-capture box

to vent any fuel vapors overboard.Engine air intake to the fuel injector body is

controlled through a Rod Bowers intake

and air filter system which boosts manifold

pressure by use of direct, unfiltered ram airinto the injector body. Pulling the ram air

knob closes the ram air butterfly valve and

forces the engine to draw air from inside theengine cowling through a conical K&N

filter.

Engine power is controlled by the black leftconsole-mounted throttle and fuel leaning is

controlled by the red, console-mounted

mixture lever.The Andair fuel selector has four positions;

left, both, right, and off. The fuel feed linesfrom each tank have equal lengths with

equal radii bends so that the both positionwill feed fuel from both tanks equally.

Engine Start and Ignition

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24 June 2009 T.O. 1RV-8A-1

The engine starter is controlled through a

contactor which acts as a safety shutoff in

case of a stuck starter. The starter cannot beengaged unless the starter enable switch is

selected on. The starter is activated by use

of a button on the FCP stick grip.The E Mag Air P Mag ignition system is an

electronic ignition which has a fail safe

mode should all electrical power be lost. Inthe event of electrical power failure, the E

Mag Air P Mags will self generate electrical

power as long as the RPM is maintained

above 700. The right P Mag powers theupper set of spark plugs and the left one

powers the lower set. The spark plugs are

automotive style plugs (NGK BR8ES or

NGK BR8EIX) which fit into adapters forthe cylinders. Optionally, standard aircraft

plugs may be used.

Engine Instrumentation and Monitoring

The engine indications and monitoring are

the function of the Advanced Flight Systems

AF-3400 Engine Monitor. The AF-3400

monitors all engine parameters and alerts thepilot with audio and visual warnings should

the parameters exceed limitations.


Oil System

The engine oil is Exxon Elite semi-synthetic

20W-50 aircraft oil pumped under pressure

to the bearings. Maximum oil quantity is 8

quarts and the minimum is 2 quarts. The

ideal oil quantity range is 6 to 7 quarts. Theoil may be changed every 100 hours of

operation provided the oil filter is cleaned

every 50 hours. The oil is cooled through aStewart Warner 10631S eleven row oil

cooler and it is filtered through a 25 micron

ADC filter. The filter can be removed forcleaning and reuse. The ADC oil filter

incorporates a chip detector to monitor for

excessive ferrous metal accumulation and a

bypass should the filter become clogged.Both functions are monitored by the AF-

3400 and annunciate if either detector is

triggered. Crankcase blowby oil is captured

by an Andair air-oil separator mounted onthe firewall and vented onto the exhaust

pipes.

Environmental Control System

The ECS provides fresh air through four

vents or heated air through two vents.

NACA ducts located on the left forward

fuselage and under the right wing providefresh air to both cockpits. Front Cockpit

cool air is controlled by a lower left vent.

Two lower right side vents (one can bedirected on the feet) can provide either cool

air or warm air. A firewall-mounted

butterfly valve directs either cool air fromthe engine plenum to the right side vents or

warm air from the oil cooler exhaust.

Windscreen defog is provided through vents

near the windscreen. Defog air is drawnfrom the avionics cooling fan. A partially

opened canopy will provide plenty of fresh

air while on the ground.Protection from carbon monoxide poisoning

is provided by a CO Guardian Detector. See

the CO Guardian manual for completedescription.

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T.O. 1RV-8A-1

CO Guradian AF252 Operation Manual

Electrical System

Two 12-volt, 17AH Odyssey PC680recombinant gas batteries, the main battery

under the front baggage and the standby

battery behind the aft baggage, combined

with a Plane Power 60 amp alternator formthe foundation of the aircraft electrical

system. Power distribution is via five busses

- a main bus, a standby bus, a left switchpanel bus, a right switch panel bus, and an

avionics bus. The Left Switch Panel bus is

powered by the Main bus and the RightSwitch Panel and Avionics busses are

powered by the Standby bus. The Main andStandby busses are separate and redundant.

The Main bus always powers the Standbybus and the Standby bus can power the Main

bus by use of a bus tie switch.

The main battery is switched by amechanical switch located on the lower right

FCP cabin cover. The standby battery is

controlled by a toggle switch on the rightswitch panel. The switch activates a

continuous-duty contactor located at the

standby battery. The main and standbybusses may be connected together using a

mechanical bus tie switch located next to the

main battery switch. Additionally, the

baggage and interior LED flood lights areconnected directly to the battery with 1 amp

fuses.

Operation of the electrical system is

monitored by an ALT warning light which

indicates the alternator has failed and by theAF-3400 indicating voltage and amperage.

Tefzel insulated wiring was used throughout

the aircraft except for the battery cables andengine ground cable which are #2 gauge

welding cable.

The electrical system has three groundinglocations main, firewall, and panel. The

main and firewall are directly connected

with a common bolt and the panel grounding

point is connected to the main ground by #8wire.

Power distribution is via Klixon circuit

breakers and Porter and Brumfield circuit

breaker switches. The CBs are located in atray under the right arm rest and the sixteen

CB switches are located on left and rightswitch panels on the forward consoles. The

CB tray also contains two P Mag power

switches and a starter enable switch. The PMag power switches provide aircraft

electrical power to the electronic ignitions.

The starter enable switch completes a circuit

that activates the starter button. The enginewill not start unless all three switches are on.

Figure 1 on page 1-4 details the switch list,

circuit breakers, circuit breaker switches,and load plan.

Landing Gear

The RV-8A is a fixed trigear airplane with

two main gear and one nose gear. The struts

are tubular steel enclosed by fiberglassfairings.

The main tires are 6 Ply 5-5.00 tube-type

tires mounted on split wheels. Maximumspeed for the tires will vary according to the

tire manufacturer. The maximum tire speed

will range from 105 knots to 139 knots. .Check the specification of the particular tire

The nose tire is a Lamb 4-4.00 purchased

from Vans Aircraft.

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All landing gear are faired with fiberglass

fairings on the strut, wheels, and

strut/fuselage connections.The nosewheel swivels and steering is with

rudder and differential braking. The aircraft

can be moved or towed using a tow barconnected to the nosewheel. Flight

operations without all landing gear fairings

in place will adversely affect performance.

Wheel Brake System

The main gear wheels have hydraulic diskbrakes controlled by hinged FCP rudder

pedals. The brake master cylinders are

located on the forward side of the FCP

rudder pedals.Use caution to avoid dragging the brakes

by inadvertently depressing the brakes whilemoving the rudder during taxi and landing.

WARNING

Dragging the brakes can overheat the brakes

and cause a fire.

A lever-actuated parking brake can be set

while holding the brakes.

The parking brake is set by holding thebrakes and simultaneously moving the

parking brake lever to the down position.

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T.O. 1RV-8A-1

The parking brake is released by movingthe lever into its latched up position.

WARNING

Ensure the parking brake lever latches into

the up position. If the lever is lowered inflight, full braking may be applied at

touchdown.

Wing Flaps

The trailing edge wing flaps are electricallycontrolled by a grip-mounted toggle switch.

One 12 volt motor located along the RCP

left sidewall operates the flaps. The flapsare interconnected by a steel rotary shaft

which insures both flaps extend and retractsimultaneously and symmetrically. Anasymmetrical situation is highly unlikely,

but it is easily resolved by reversing the flap

direction. Full flap extension or retractiontakes about 6 seconds. The flap motor

automatically stops upon reaching the full

up or full down position. The flaps are plain

flaps and have preset positions of 0, 10,

20, and 40. Takeoffs are normally done

using 0 or 10 flap settings and landings are

normally done using 20 or 40 flap settings.

The full up (0) setting is obtained by

moving the silver flap toggle switch on the

stick grip to the up position. Then each

momentary down position selection on the

switch results in progressively selecting 10,

20 and 40 settings. When the flaps first

move out of the up position, the voice alert

says, flaps. Bypassing the 10 and 20

settings is accomplished by pressing and

holding the flap switch until 40 flaps is

achieved. The flap position is indicated on

the AF-3400 monitor.Each stick grip can control flaps, but only

one at a time. The stick control switch,

located on the sidewall left of the RCP leftfootwell, selects which grip has control of

the flaps.

After landing, the flaps are normally left full

down to facilitate entry and exit and to keepuninformed passengers from stepping on the

flap.

Flight Control System

The flight controls consist of ailerons,elevator and rudder. The ailerons and

elevator are controlled via push-pull tubes

using bellcranks. The rudder is controlled

via cables. Two axis trim is used to adjustthe ailerons and elevator. The rudder does

not have a movable trim. Aileron trim is

adjusted by an electric servo which changesthe relationship of the feel springs to the

control sticks. Elevator trim is adjusted byan electric servo which moves a tab locatedon the left elevator trailing edge.

Each cockpit has an ergonomically-angled,

military-style control stick grip made byInfinity Aerospace. The FCP rudder pedals

are ground-adjustable by removing a T-

handle shaped push button locking pin in the

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slider bar aft of and between the rudder

pedals. With effort, the rudder pedals could

be adjusted in flight, however, failure toproperly reinsert the locking pin will allow

the rudder pedals to slide forward making

them difficult or impossible to reach.

Photo of rudder pedal pin

Flight Control Trim

An electric four-way coolie hat switch

located on top of each stick grip controls the

aileron and elevator trim through the SafetyTrim module. The switch, trim servos, and

Safety Trim module are powered by the

Standby Bus, thus trim will functionnormally until all electrical power is lost.

Momentarily move the trim switch fore and

aft for pitch trim and left and right for

aileron trim.

Safety Trim Module

The Safety Trim module is mounted under

the left floor. In the electrical system, it is

positioned between the trim switch and the

trim servos. The Safety Trim has twofunctions: prevention of runaway trim and

adjustment of trim speed.The Safety Trim runaway trim cutout feature

stops the trim servo after 3 seconds of

continuous running thus limiting the severity

of a runaway trim situation. Further, shouldthe trim cutout feature activate, the trim can

be reversed to a neutral setting by using the

reverser switch located on the Right SwitchPanel. The switch is a three position switch

On, Off, and Reverse.The Safety Trim also changes trim servospeed to avoid over trimming at high

indicated airspeed. The servo speed is

optimized for traffic pattern use as larger

pitch trim changes are needed at slowerairspeeds. At high airspeed such as cruise,

the Safety Trim module slows the servo

speed to avoid overly sensitive trim. Below

100 KIAS, pitch trim speed is fast and above

100 KIAS, it is slow.

Pitot-Static System

The pitot-static system provides both impact

and static air pressure to the EFIS One, EFIS

Lite and Safety Trim. Impact ram air isfrom the left underwing heated pitot mast

and static air is from two static ports - one

on each side of the aft fuselage. An

alternate source of cockpit static air isavailable by opening a static line petcock

located under the center of the instrument

panel.

WARNING

Pitot and static ports must be clear before

flying.

Angle of Attack System

The angle of attack (AOA) system consists

of pressure ports in the left wing, a central

processing unit and a display.The pressure ports are located in the left

wing approximately eight inches inboard of

the wing/wingtip edge. The ports are 40thousandths diameter and sense the

differential pressure on the top and bottom

of the wing. The CPU converts thepressures to display signals. The display

indicates fast, on speed, and slow.

Additionally, the CPU produces a voicewarning when approaching the stall and the

voice becomes more urgent and morefrequent as the stall approaches.

Link to AOA Operation Manual

Autopilot

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T.O. 1RV-8A-1

The two axis autopilot is controlled by the

EFIS One and controls are moved by servoslocated under the front seat and behind the

aft baggage.

The lateral navigation can track the headingbug, GPS, VOR, ILS, or Virtual VOR. The

vertical navigation can track vertical speed

to a selected altitude, level off and hold thealtitude. Additionally it can track and ILS

glide slope signal. There is no control of

power or trim.

The master power switch is located on theRight Switch Panel. All entries for AP

guidance are through the EFIS One. The AP

can be disconnected using the stick grip

trigger.

Canopy

Both cockpit seats are enclosed with a

bubble canopy extending from the fixedforward windscreen to a slider rail along the

spine of the fuselage.

The canopy rides on two rollers along

cockpit side rails and a single slider alongthe fuselage spine behind the aft cockpit.

The locking lever is located at the front left

corner of the canopy and latches on a pin onthe windscreen support.

CAUTION

Failure to lock Canopy may result in

damage.

Note

RV-8As have been flown with the canopyunlatched without damage. The air flowover the canopy keeps it closed.

Baggage Compartments

The RV-8A has two baggage compartments

one forward of the windscreen and one aft

of the rear seat. The forward baggage is

limited to 50 pounds and the aft one is

limited to 75 pounds 25 of which may beon the upper shelf.

The forward baggage is accessed from the

right side of the aircraft and forward of thewing. It is the width of the fuselage and is

covered by a hinged, gas sprung locking

door.

CAUTION

Failure to lock the baggage door may result

in damage.

Note

RV-8As have been flown with the baggagedoor unlocked without damage.

The aft baggage is accessed by tilting thehinged rear seat back forward. The canopy

must be moved forward about 8 inches to

permit the seat back to clear the canopy

handle.

Panel Indicator Lights

Two indicator lights are located on the leftside of the instrument panel. An amber ALT

light provides warning of Alternator failure.A red CAUTION light serves as a master

caution light to bring attention to an out-of-

parameter engine indication. The cautionlight may be reset by acknowledging the red

warning at the bottom left corner of the AF-

3400 Engine Monitor. An audio warning

will accompany the caution light.

Interior Lighting

The cockpits and baggage compartments are

illuminated using LEDs. Fully dimmable

LEDs are located over the FCP and RCParm rest consoles, the switch panels, and the

instrument panel. The FCP lighting is

controlled by three dimmer switches on the

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right switch panel. The RCP console lights

are controlled by a dimmer located above

the RCP right console. The same dimmercontrols the aft baggage compartment

lighting.

The front baggage compartment has aseparate switch located below the door

opening. All interior lighting is fused

directly to the batteries so lights can be usedwithout powering up the aircraft electrical

system. All FCP lighting and the front

baggage lights are powered by the Main

Battery. All RCP lighting and aft baggagelights are powered by the Standby Battery.

The LEDs consume very little power and

will not deplete the batteries if inadvertently

left on.

Exterior Lighting

Exterior lighting consists of positions lights,

strobe lights, landing lights andtaxi/recognition lights. All exterior lights

are controlled by switched on the left switch

panel. Except for the rudder-mounted

taillight, all exterior lighting is located in thewingtip leading edges.

The landing lights are High Intensity

Discharge (HID), the taxi/recognition lightsare Light-Emitting Diodes (LED), the wing

position lights are LED, and the taillight is

halogen. The HID and LED lights consumevery little power and produce little heat

when compared to incandescent or halogen

lights.

The HID lights use a ballast for initial highvoltage startup and then sustain using only

3.0 amps.

The LED taxi/recognition lights are dualfunction that draw 1.0 amps when on steady.

The three position taxi/recognition light

switch selects off, flash, or on. The onposition is steady illumination and is used

for night taxi. The flash position alternates

the lights for safety in the air.

The wing LED position lights are co-located

with the strobe lights. The halogen taillight

is co-located with the tail strobe light at thebottom trailing edge of the rudder.

Comm/Nav Radio

Eight For Papa is configured with a single

Garmin SL-30 communication/navigationradio. The SL-30 provides communication

in the VHF frequency spectrum and tunes

VOR navigation signals.

The SL-30 is connected to a wire whipantenna located on the bottom side of the

fuselage just inboard of the right main gear.

The coax to the antenna is interrupted by an

antenna switching box where a handhledradio can be connected. In normal

operation, the SL-30 signal goes to theantenna. When a handheld cable is inserted

into the switching box, then SL-30

transmission is interrupted and the bellyantenna then serves the handheld radio. The

full operation of the SL-30 radio is

explained in the Garmin manual.

Link to Manual

CAUTION

Use caution when entering the cockpit to

avoid bending or breaking the SL-30 Radio

knobs

Traffic Detection

Rudimentary traffic detection is provided

with the Zaon MRX Traffic Detection. TheMRX can detect transponder signals from

other aircraft and display the information as

an indication that the target aircraft is either

above or below your altitude, by how much,

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and whether or not it is climbing or

descending in relation to your aircraft.

The full operation of the MRX is explainedin the Zaon manual.

link to manual

Transponder

The aircraft has a Becker 4096 Mode C

transponder. The panel footprint of the

transponder is small and it is connected to a

standard ball-tip antenna on the fuselagebottom just inboard of the left main gear.

The full operation of the transponder is

explained in the Becker manual.

CAUTION

Use caution when entering the cockpit toavoid bending or breaking the transponder

knobs

Photo of transponder and link to manual

Primary EFIS Display

The primary EFIS is the Blue MountainEFIS One. The EFIS displays attitude

indications, heading indications, and map

displays. It has a terrain database and canwarn of high terrain. It will display high and

low altitude airways and airspace. The full

operation of the EFIS is explained in the

Blue Mountain manual.

Link to EFIS One Operation Manual

Secondary EFIS Display

The secondary EFIS display is a Blue

Mountain EFIS Lite and it operates on a

separate, redundant electrical system. The

EFIS Lite can display everything theprimary EFIS can, but only one display at a

time. That is, it can display attitude,

horizontal situation indication or map. Thefull operation of the EFIS Lite is explained

in the Blue Mountain manual.

Photo of EFIS Lite and link to manual

Engine Monitor

Eight for Papa is fitted with an AdvancedFlight Systems AF-3400EM Engine

Monitor. The monitor displays engine

RPM, manifold pressure, oil pressure, oiltemperature, oil level, fuel pressure, fuel

flow, EGT, CHT, fuel quantity, trim

position, percentage of horsepower, clock,OAT, and other important readings.

Additionally, it records the data once every

five seconds for later downloading and

analysis.It is powered by the standby electrical

system and comes alive when the standby

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http://www.bluemountainavionics.com/pdf/Gen4UserGuide%204-04.pdfhttp://www.bluemountainavionics.com/pdf/Gen4UserGuide%204-04.pdf


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bus is powered. It also has an internal

battery.

The full operation of the engine monitor isexplained in the Advanced Flight Systems

manual.


Intercom

An Xcom brand intercom provides audio

between the pilots and accepts audio fromthe engine monitor and AOA warning

systems. The controls are simple and

provide squelch, volume and pilot isolation,if desired.

The intercom is powered from the standbybus and it is available whenever the standbybattery is on. The full operation of the

intercom is explained in the Xcom manual.

Photo of intercom and link to manual

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Section II

Normal Procedures

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24 June 2009 T.O. 1RV-8A-1

Section III

Emergency Procedures

In all cases:

Maintain Aircraft ControlAnalyze the Situation

Take the Proper Action

If during the procedural steps of a checklist the problem is resolved, Stop .

Loss of Power on Takeoff

If unable to takeoff, AbortThrottle Close

Brakes Max

If Departing the Runway

Mixture CutoffMags Off

Boost Pump OffFuel Selector Off

Main Batt Off

Standby Batt - OffIf Airborne and Low Altitude

Throttle - Close

Mixture - Cutoff

Fuel Selector OffPurge Valve - Pull

Mags Off

Main Battery - OffFlaps As Required

Standby Battery Off

If Airborne and Time Permits,Fuel Selector Fullest Tank

Mixture Rich

Boost Pump - On

Mags On

No Power Regained - then do Low Altitude Steps

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Loss of Power in Flight

Glide 80 KIAS

Boost Pump OnMixture Rich

Fuel Selector Fullest Tank

Mags On

If Power not Restored

Transponder 7700Freq 121.5 Mayday

ELT On

Throttle - Close

Mixture - CutoffFuel Selector - Off

Mags - Off

Flaps As Required

Before Touchdown

Main Battery - OffStandby Battery - Off

Harness - Tight

Canopy Unlatch

Rough Running Engine

Fuel Selector Fullest Tank

Mixture RichBoost Pump - On

Mags On

L Mag OFF No Change L Mag OnR Mag OFF No Change R Mag On

Land ASAP Plan for Engine Failure

Oil Low Level Light Illuminated Voice Beep

Set RPM 2200 & MP 22 or less

Locate nearest airport

Prepare for Off-Airport Landing

Low Fuel Pressure Voice Check Fuel Pressure

Boost Pump On

Fuel Selector Fullest tank

Locate nearest airportPrepare for Off-Airport Landing

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Low Voltage Voice Check Voltage

Alternator On

Check #1 and #2 Volts and AmpsBus Tie Closed, then Check Volts and Amps

Bus Tie As Required

Land When Practical

CO Alarm Sounds

Cockpit Heat Push ClosedCockpit Air Vents Open

If Alarm still Sounding,

Land ASAP

Off Airport Landing

Throttle Close

Mixture Cutoff

Boost Pump OffFuel Selector Off

Mags OffMain Batt Off

Flaps Set

Standby Batt OffCanopy Unlatch

Emergency Egress

Secure Fuel and Electrical SystemsAnnounce Egress to Passenger

If upright

Release Seat Belt

Check for Fire Exit opposite side of fire

Release Canopy Latch and Slide Fully AftExit and move away from aircraft

If Inverted

Aircraft may be tilted to one side, so egress may be available on only one side.Canopy may be difficult or impossible to slide aft.

Releasing seat belt will cause you to drop to top of canopy.

Use Canopy Breaker Tool if necessary

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Section IV

Operating Limitations

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Section V

Flight Characteristics

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Section VI

Adverse Weather Operations

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Appendix I

Diagrams

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Alt

HEDevice

Shunt

MA

I

N

STA

N

DBY

LT

SW

PNL

Spare

Spare

Spare

Recog Lts

RCPRecp

MRX1

15

3

Pitot Ht

COGuard

Strobe

Ldg Lt

Posit Lt

EFIS1

10

2

5

7 Safe Trim

L PMag

R PMag

Warn Lights1

Schottky Diode

BusTie

MechanicalSwitchMain Battery

MechanicalSwitch

FOT Main Ground

Starter

Contactor

Standby

Standby

Battery

Contactor

ALTLt

Caution Lt

20

V

A

AF34003

Intercom1

FuelProbe1

FCP Recep5

Flaps7

SL30 Comm

Spare

OilLL

Txpndr

AOA

SL30 Nav

5

2

1

3

3

3

EFIS23

10

AP

PN

L

SW

RT

Starter

Whackjack

Enable

SwitchStart

Push

Button

3

ALT5

Fuel Pump7.5

EngagedLight

Starter

16 AWG

2 AWG

2 AWG

8 AWG

3

Legend

Circuit Breakerwith separateswitch

Circuit Breakerswitch -Open

Open switch

Contactors

Circuit Breaker

Ground

Closed switch

Circuit Breaker switch -Closed

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Aircraft Oil System

OilADC

Filter

CoolerOil

Engine

OilTempSensor

OilPresSensor

OilLow

Sensor

Air-Oil

Separator

Ventedoverboard

Remote Oil Cooler ADC Oil Filter

Air-Oil Separator Oil Drain Oil Low Level Sensor

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Engine-DrivenFuelPump

ElectricBoostPump

VentLine

VentLine

RamAir

InjectionSpiderandPurge Valve

Injector

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Flight anual Ao 12 Mar 11

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