D328 Script.pdf

8/11/2019 D328 Script.pdf

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1. Maximum Design Weights

Maximum Ramp Weight (MRW) 14 070 kg (31 019 lb)

Maximum Takeoff Weight (MTOW) 13 990 kg (30 843 lb)

Maximum Landing Weight (MLW) 13 230 kg (29 167 lb)

Maximum Zero Fuel Weight (MZFW) 12 610 kg (27 800 lb)

Minimum Flight Weight 9 400 kg (20 724 lb)

Maximum load in baggage comp. 750 kg (1653 lb)

2. Speed Limitations

Maneuvering speed (VA) 180 KIAS

Maximum operating speedSL 20 000 ft 270 KIAS

20 000 31 000 ft 0.59 M

Maximum flaps extended speeds (VFE)Takeoff (flaps 12) 200 KIASApproach and Landing (flaps 20) 180 KIAS

Approach and Landing (flaps 32) 160 KIAS

Maximum landing gear operating

speed (VLE= VLO)200 KIAS

Rough Air Speeds (VRA)SL 15 000 ft 185 KIAS

15 000 22 200 ft 200 KIAS

22 200 31 000 ft (MRA) 0.46 M

Maximum tire speed 165 kts Groundspeed

Maximum windshield wiper operation speed 166 KIAS

3. Environmental envelopes

3.1 Pressure Altitude

Altitude Limits for Takeoff and Landing 1 000 ft - 12 000 ft

for Flight 1 000 ft - 31 000 ft

Max. altitude for landing gear operation 18 000 ft

Max. altitude for flap extension 18 000 ft

Max. altitude for APU operation 30 000 ft

Max. altitude for APU start or main engine

restart with APU assistance

20 000 ft

3.2 Outside Air Temperature

-56 C - +50 C (ISA+35 C)

3.3 Wind

Maximum tailwind component for takeoff and landing 10 kts

Maximum crosswind component for takeoff and landing 21 kts


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3.4 Runway

Maximum runway slopes 2% up - 2% down

Maximum depth of runway precipitants for

takeoff15 mm slush or wet snow on runway

Maximum depth of runway precipitants for

takeoff

60 mm dry snow on runway

4. Engine and Propeller Limitations

4.1 Engine

Maximum takeoff power operation limit 100% TQ at 100% NP

Maximum takeoff power operation time

limitdual engine 5 min

single engine 10 min

Maximum cont. power operation limit85% TQ at 100% NP

100% TQ at 85% NP or below

Maximum NHRPM 102,7%Maximum NLRPM 104,4%

Maximum NPRPM 102,5%

Maximum ITT-limit 800 C

Maximum temperature limit for engine

starting950 C

850 C - 950 C for 5 sec

4.2. Propeller:

Maximum NP in feathered position 26,9% NP

Prohibited continuous operation between 26,9% NP and 46,2% NP

With surface winds from behind the

propeller disc and above 25 ktscontinuous operation between 57,7% NP and 71,2% NP has

to be avoided

Maximum power in case of propeller or

propeller governor malfunction75% torque provided NPdoes not exceed 110%.

4.3. Oil:

Temperature0 115 C

125 C for max. 20 min

Limit for starting (Aeroshell 560) -40 - +54 C

Min.oil temperature during icing conditions 45 C to ensure intake strut de-icing

Pressure 55 65 PSID

Maximum oil consumption 0,19 l/h or 0,05 US Gal/h over 10 hrs of operation

N o m i x i n g o f t y p e s o r b r a n d s o f o i l a l l o w e d

4.4. Starter:

Cranking limitations3 consecutive starts with a 1 min 30 sec maximum

combined starter running time followed by 10 min off.


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5. Fuel

Tank temperature limits for Jet A1 47 C - +54 C

Maximum fueling pressure 50 PSI

Maximum defueling pressure-10 PSI

Maximum allowable fuel imbalance LH/RH

wing tank group95,3 kg or 210 lbs

AVGAS useEngine: max. 150 hrs during any period between overhaul

APU: max. 12 hrs in 2500 hrs

If fuel tank temperature INOP replace tank temperature by SAT

Increase of unusable fuel if LH/RH booster

or jet pump INOP13,6 kg or 30 lbs

6. Pressurization

Maximum differential pressure 6,90 Psifor landing: 0,4 Psi i

Maximum altitude for ECS single pack

operation25 000 ft

7. Center of gravity limitations

CG limits for takeoff and landing

Weights FWD Limit AFT Limit

Min. Flight Weight 16,0% MAC ARM 40% MAC ARM

Max. Zero Fuel Weight 20,2% MAC ARM 40% MAC ARM

Max. landing Weight 21,3% MAC ARM 40% MAC ARM

Max. Takeoff Weight 22,5% MAC ARM 40% MAC ARM


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Pressurization

Airconditioning and pressurization is using bleed air from the engines or the APU.

This bleed air is supplied to 2 identical ECS packs.

2 outflow valves are installed on the Do328, 1 in fwd and 1 in aft bulkhead.

The pressurization is controlled by a digital electro pneumatic cabin pressure controller.

Components:

! Flow limiting venturi: HP flow limiting valve: lowers flow to ~10% of engine airflow and

guarantees operation in case of line rupture

! MP reducing and shutoff valve: reduces pressure to 30-40Psi

!

HP reducing and shutoff valve: reduces 200Psi to 30-40Psi

!

Non return valve: prevents introduction of HP air into LP system

!

Checkvalve: in case of engine failure prevents airflow to U/S engine

!

Crossbleedvalve

! HP and main duct overtemp switches

!

Overpressure switches: when pressure >40Psi supply is shut off

Malfunctions:

If HP BLEED SOV FAIL: leave ECS on

If MP BLEED SOV FAIL: switch ECS off, after 30sec recycle to see, if problem still exists, if

unsuccessful, turn ECS button off and crossbleed button on.

Limits for passenger comfort:

Altitude: 8000ft

Cabin rate of climb: 450ft/min

Cabin rate of descent: 300ft/min

Pressurization schedule:PA(ft) CAB ALT(ft) DIFF PR(Psi)

5000 0 2,54

10000 1000 4,09

15000 2100 5,30

20000 3400 6,20

25000 5300 6,63

31000 8000 6,75

2 pressurization modes:

Auto: via electropneumatic outflowvalveManual via fwd pneumatic OFV: This OFV is located on right side of fwd PBH, on ground is it

kept open when:PL in Grd Idle and when Pax or service or

cargo door not properly closed

Guarded dumpswitch controls electropneumatic OFV

Manual modeswitch: full down: -1500ft/min, full up: 2500ft/min

In Auto mode switch has to be set to full down!

Warnings:

CABIN ALT: when cabin alt>9500250ft

CABIN DIFF PRESS: when!

P>6,9Psi or 0,725Psi on ground


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Oxygen

Storage cylinder: capacity: 2270lts=77cuft

On the top of the cylinder a valve assy is mounted, which reduces the pressure from 12,7

Mpa to 0,5 Mpa for crew-, firstaid- and pax masks

Distribution components:

! Seal valve: incase of rupture of line seals off side with lower pressure

! Shuttle valve: closes other end of ruptured line

! Oxy masks: 3 in flight compartment, has an integrated purge valve, which has to be

pressed in order to purge smoke, fumes, etc. out of the goggles

! Seperation valve: means of connecting crew to pax system, normally closed

! 4 first aid outlets in the cabin

! Cabin altitude switch: if cabin pressure>13.800ft solenoid valve is activated to

pressurize dropout circuit, masks drop out. This solenoid is either

controlled by the altitude switch or a manual dropout switch on

the overhead panel. The solenoid valve controls the O2

distribution to the altitude compensating regulator, which regulates

O2 pressure to pax masks depending on altitude

! 4 additional masks: 2 in galley, 2 in lavatory

! Pressure reducer on bottle for crew masks reduces pressure from 483Kpa to 70Psi

Ticmarks on CPCS-OXY page: yellow from 20-80% and 110-120%, white from 80-110%,

red above 120%

PBE hood

Provides O2 and protects eyes, chemical reaction supplies O2 to wearer

Consists of potassium superoxyde canister with 2 openings: 1 for exhaled gases, 1 outlet for

the generated O2Consists of a chlorate starter chandle which, when the wearer dons the hood, starts the

chemical reaction.

Supplies ~8lts of O2 for a short period of time, the crew PBE hood located in the flight

compartment step is usable for ~ 15min

Fire

3 smoke detectors: galley, cargocompartment, lavatory

3 portable fire extinguishers: between last seat row and galley, flight compartment step

stowage, F/A stowage

Engine fire protection

4 loops (coaxial cable with a temperature sensitive material) in fire detection circuit on each

side

Injured loop does not affect detecting capability

Cable is sensitive to temp changes up to 1095C for 5 min

224 cuin HALON 1301 agent is used in the engine fire bottles

4 functions of engine fire protection: Test, Fault, Overheat/fire, Extinguishing

Shutoff functions are (when fire button is pressed):

! Fuel SOV closes

!Motive fuel valve closes! Bleed air closes

! Feather solenoid and aux feather pump will be activated (prop goes to feather)


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! DC generator switched off

!

Auto ignition switched off

!

Additionally SQUIB lights are illuminated

Ice Protection

9 neoprene deicer boots installed: inflatable with HP bleed air, 6 wing, 3 empennage2 modes: fast: T>-20C in heavy icing conditions

slow: T


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Beta mode: oil bypasses CSU,EEC controls NP from 70% at below Flight Idle to 80% at full

Reverse, blade angle between 15 and 11

Overspeed protection: overspeed governor: 104%NP, EEC/ECU: 106%NP, HMU: 109%NP

Condition levers: 2 microswitches: one half way between Feather and Min for electrical

feathering, the other one close to maximum to cancel the sysnchronization

with T/O RPM

Autofeather Arm. feather propeller when torque of engine falls to below 19% and preventsthe other propeller from feathering automatically. To arm the autofeather

the TQ must be higher than 50%, CL set to max and Auto-FX armed

Pitch lock unit prevents Prop to go to fine pitch in case of oil pressure drop, is engaged,

when blade angle differs from selected blade angle by more than 2.

Prop test features: NP ovrspeed test, Prop autofeather test, CL electrical feather test, CL

mechanical feather test. To check the mechanical autofeather test, the

ECU switch has to be in manual mode to cancel the NP signal and by

pulling the respective CB (D22 for RH, D14 for LH Prop)

Flight Controls

Consist of primary (elevators, ailerons assisted by roll spoilers, rudder) and secondary flight

controls (aileron, elevator and rudder trim systems,flaps, ground spoilers)

Flaps: single slotted. Electrically controlled and hydraulically operated.

AP operation is prohibited with the LH or RH aileron disconnected.

Hydraulics

Main System Components:

! Reservoir

!

Main AC pump: powered by AC bus No.1, axial piston pump with variable displacement,supplies 3002Psi

! Stby DC pump: gear type pump with constant displacement

!

Main filter package with priority valve: components are: pressure filter, return filter with

bypass, mainsystem relief valve, stby pressure

switch for controlling DC stby pump operation,

temp and press transducer for EICAS indication,

priority valve

! Main system accumulator: precharge pressure is 1813Psi

Hydraulically driven systems are:

!

Roll spoilers! Ground spoilers

!

Flaps

!

Normal brake supply: consists of normal brake accu, pressure dump and relief valve,

check valve, pressure transducer

!

Nosewheel steering

!

Landing gear: Proxi Switches (WOW, uplock and downlock) on each Mlg and Nlg send

signals to PSEU, which controls hydraulic operation. During gear retraction

a controlpressure is sent to the Mlg wheel brakes to stop rotation

Auxiliary hydraulic system main components:

!Aux reservoir with proximity switch C located in Nlg bay! Handpump: 2 stage doubleacting


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! Manual selector valve: when handpump cover is opened, valve is set to emergency ldg.

gear operation

!

Pilot check valve

!

E/P brake supply: consists of an accumulator, a checkvalve, which hold the pressure in

the system, if main system is switched off and a dumpvalve, which

allows pressure to be dumped for maintenance reasons

Manual shutoff valve: located in return line to main reservoir, a bypass valve preventsexcessive pressure buildup in return tubes if valve is closed and

hydraulic system is operating

Controls:

Main pump switch: closes power relay to connect main AC pump to AC bus No.1

Stby switch: MAN: pump operates continuesly, AUTO: controlled by pressure switch or

control logic activated by fluid level situation

Priority valve switch: ALL: springloaded to center position, all consumers are supplied with

hydraulic pressure, ROLL: only roll spoilers are supplied, AUTO: depends

on fluid level in main reservoir and position of main AC pump power

relayOperation:

If system pressure drops below 1813Psi the pressure sensing valve isolates Landing gear

and NWS system to enable roll spoiler operation.

If system pressure drops below 1958Psi DC Stby pump is activated, if switch is set to AUTO.

If hydraulic level reaches Proxi A, a CAS message HYD MAIN QTY LOW is generated. The main

AC pump should be switched off and the priority valve be closed to supply roll spoilers only.

If hydraulic level reaches Proxi B, the main pump is switched off and the priority valve is

closed.

Emergency extension:

Opening of the handpump cover switches the bypass valve to depressurize the normal

pressure and return lines (connects up and down lines to return)

Wheels and brakes:

The brake temperature indicator is white from 0-135C and changes to yellow from 135-

250C. This yellow range causes a CAS message BRK TEMP

HIGH T/O is not allowed.

Normal braking does not require any electrical power.

Antiskid requires 28V DC and is active when speed is >16kts during acceleration and


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During approach with gear down and NWS on rudder commands have no effect on

nosewheel deflection, the nose wheel is centered in 0 position. After touchdown and a

delay of 0.5sec the rudder inputs a enabled within 2sec.

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D328 Script.pdf