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Aviation History
1992
1992 - 0419.PDF
between low- and high-speed buffet at ceiling is generous — in our case, from M0.61 to M0.75. Total climb time was 35min, allowing for the level-off. At ceiling, lOmin was allowed for cruise speed to stabilise: MO.73, with fuel flow down to 445kg/h. Noise level and air conditioning are good and, with one pressurisation air bleed se lected off, the cabin altitude did not move. Dual-zone control of air allows a secondary control in the cabin for local adjustment. An oval cross-section gives good head height for this size of aircraft. Seats have optional swivel, as well as fore/aft and lateral tracking. Lighting is indirect, behind a new slim escutcheon. Design of the Alamo flush toilet at the rear behind a sliding door, makes good use of space. All oxygen now comes from a 2m3 bottle in the nose. The Diamond's chemical generators were not allowed above 41,000ft. In descent to 41,000ft, I pulled 45° bank at MMO (maximum normal operating Mach number) M0.785, then rolled to 60° in continued descent and pulled tighter with no wing complaint. Spoiler roll control was still not too stiff. Speedbrakes extend fully on the operation of a switch, causing a marked lift "bump". The throttles were slammed shut, but there was no cabin pressure surge. We passed 20,000ft at 320kt and 6,500ft/min, with the nose 8° down. An ILS approach to Runway 04 at Amar- illo led to a left break-off to 22 for landing. I held at 800ft, but kept too close, with a strong west wind. There is limited view to the inside of a turn; when I saw the runway, I had misjudged classically the turn and rate of descent. A day after turboprop flying, I was slow in power adjustments for descent rate and speed. Now the speed trend vector on the PFD's airspeed scale was invaluable. I can only say that, following a gross offset downwind, I was at 200ft and in the PAPI (precision approach path indicator) reds, but recovered a mile out to set up for a greasing landing that went some way to redeeming the blunder. REVERSE THRUST The target-type reversers are easy to oper ate, by pulling the reverse levers up at idle thrust and then further up and back. In aircraft not fitted with reversers, the thrust levers move to fuel cut-off, also in an up-and-back movement, instead of with a detent release lever. If a pilot operates both types, his mind has to be focused. "Arm", "unlock" and "deploy" lights are clear on the glare-shield panel, with emergency-stow switch lights right in front of the pilot. Speed and altitude guidance is given in the manual for inadvertent deployment in flight — or if both arm lights show, should a ground/flight switch fail to operate. On the next take-off, holding V2+10kt and an attitude at 20°, Lawrence pulled back an engine to show the rudder boost. P&WC factory service centres For engine overhaul and repair, spare parts and technical assistance, contact your local Pratt & Whitney Canada Factory Service Centre: Asi3 P&WC Aircraft Services (S.E.A.) PTE Ltd. 2-A Loyang Crescent Loyang Industrial Estate Singapore 1750, Republic of Singapore Manager: S. Bell Tel. No.: 65-545-3212, Fax No.: 65-542-3615 Telex No.: RS-36754 ^Mctrslssis P&WC Aircraft Services (A'Asia) PTY. Ltd. 30 Industry Court, Eagle Farm P.O. Box 57, Brisbane Airport 4007 Queensland, Australia Manager: I.N. Moran Tel. No.: 61-7268-5199 Fax. No.: 61-7268-5209 Telex No.: 141601 AA Europe P&WC Aircraft Services (U.K.) Ltd. Unit B9, Armstrong Mall, Farnborough Hampshire GU14 0NT, England General Manager: M. Meunier Tel. No.: 44-252-373355 Fax. No.: 44-252-543074, Telex No.: 859845 FLIGHT INTERNATIONAL 19 - 25 February, 1992
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