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Aviation History
1995
1995 - 2924.PDF
FLIGHT TEST housed in the cabin and exhausts to the left, under the wing. It supplies extra electrical power, but is not operable in flight. Piping for washing-down the aircraft is fixed in the engine nacelles, removing the need for the crew to climb up through the cockpit roof hatch and manhandle panels and hoses — important in maintenance afloat. Engine oil can also be replenished remotely from a cabin unit, from where filter condition and chip detection are also monitored. A new forward electrics-centre houses the batteries: numerous off-load devices protect them, especially when the generators are idle. An electric pump powers a separate hydraulic line, for emergency gear-lowering or door stowage, and maintenance. A fuel drain pump, operable from the refu elling panel aft of the right gear, eases the task of draining the eight-cell fuel tanks in each wing for maintenance. ENGINE START Under the eye of Yves Mahaut, Canadair's senior pilot on amphibious aircraft, I started the first engine on external electrical power. The fuel lever is set to start/feather at 10% high-pressure rotor-speed (Nh), and the starter cuts out at 46%. In sub-zero tempera tures a "rich" start is made by temporarily selecting flight idle for 10s. Inter-turbine temperature (ITT) is dis played on the primary panel, Nh and oil pres sure on the secondary and fuel flow on the third. With familiarity, a pilot could get used to this, but it might be better if there was at Glass flightdeck T HE CL-215T COCKPIT has been sub stantially improved. Both pilots have electronic flight-instrument systems, while liquid-crystal displays (LCDs) show engine and systems data. Subtle changes have improved the aircraft's user-friendli ness. New hand-grips above the wind screen make it easier to reach the seat, and there are extra padded grips on the back of the centre pedestal. The control wheels are more oval than circular, like those of the Convair CV-440, to give better single- handed leverage. The individual rudder-pedals are now readily adjustable via knobs on the padded ledge under the instrument panel. The louvred air-conditioning outlets have been moved to avoid directing air into the crew's eyes, and the map spotlight has been moved from beside to above the crew. With two radio-tuning units serving all navigation and communication duties, best use is made of the small central con trol pedestal, under which is the access- way to the bow hatch and anchorage. A The ab-frame is festooned with airflow fences and vortex generators least one composite reversionary display for start-up, to save the eye-waving. Idling parameters were: Nh 78%, ITT 445°C and fuel flow 130kg/h (2801b/h) for each engine — with Np (propeller speed) at 830RPM. Should Np drop to the restricted range of 500-780RPM, a "high cam" switch biases the mechanical fuel-control unit to lift idle Nh to 84% and thus raise Np. The parking and standby brake handles behind the control wheel are easy to reach, for separate "clearance" radio overhead serves as a standby. The central coaming switch-panel, with the water-drop controls, is recessed and re-organised, with a clearer layout: its slightly longer horizontal top helps in establishing a wings-level attitude. Most importantly, an angle-of-attack gauge sits by the pitch trim repeater on the pilot's side coaming, putting two important para meters directly in his lower vision. The rugged side windows are delight fully simple to open, unlocking inward the control columns are canted outboard, as on the Douglas DC-3 and de Havilland Comet, exposing the ledge space under the instrument panels. After initial fierceness, from lack of recent use, the brakes settled down to progressive operation. The free pedal travel before brakes initially respond may be an advantage. Braking at high speed during landings, when there may be residual lift, is discouraged. Control of taxi ing speed by propellers alone is excellent: • with a half turn of the handle; they are released rearwards by claws at their for ward edges, which also engage in stop- holes in the frames for partial opening. Even though many of the individual equipment items have their own built-in test cycles, the full pre-flight check is still so extensive that it is mainly done in advance, so that the aircraft can be ready at fire-standby for instant engine starting. The lamp unserviceability check is good: the working bulb of any failed dual fila ment switchlight flashes. The three LCD displays show primary engine data, secondary engine readings and systems information. Even at the best brightness settings the "black" back ground is more dark grey, but the colours are crisp enough to compensate for this. Readings on the vertical engine scales are marked by carets, with digital values shown alongside; limits and restricted bands are colour-coded. There are even red warnings and amber cautions, boxed on the secondary engine LCD, to warn of flooding in the bilges of the 12 separate compartments of the watertight hull. FLIGHT INTERNATIONAL 11 - 17 October 1995 31
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