cessna citation v maintenance preflight inspection

CESSNA CITATION V MAINTENANCE PREFLIGHT INSPECTION CRACKED
CESSNA CITATION V MAINTENANCE PREFLIGHT INSPECTION MANUAL

CESSNA CITATION V MAINTENANCE PREFLIGHT INSPECTION MANUAL

This simulates a stall conditionįigure 15-10 from the FSI King Air 200/B200 Pilot Training Manual Other Systems Placing the STALL WARN TEST switch, located The system can be tested prior to flight by The horn sounds when the following conditions Mounted on the copilot’s side of the cockpit. Vane mounted on the leading edge of the leftĪngle of attack from the lift transducer andįlap position signals are processed by the lift The stall warning system senses angle of attack In this system, signals from the stall warning transducer are blocked out by a weight on wheels switch when on the ground, with the effect that lifting the tab will not allow for system testing.įlight Safety (FSI) offers the following system description in their King Air 200/B200 Pilot Training Manual: With the more complex King Air system, testing is accomplished with a switch in the cockpit which tests the circuitry and horn. The simpler of these types of systems can typically be tested with aircraft electrical power on by manually lifting the tab and listening for the warning horn. In more complex systems the tab actuates a transducer which signals a stall warning computer. In some cases the tab actuates a microswitch. The system operation can be generalized as follows: pressure changes cause the tab to move up thereby sending an electrical signal which will sound a horn in the cockpit. This type of system is found on aircraft such as the Cessna 182, Piper Cherokee, and Beechcraft King Air.

ElectricĮlectric systems operate on some of the same principles, but use a movable tab-instead of pneumatic suction-to sense the change pressure distribution.

CESSNA CITATION V MAINTENANCE PREFLIGHT INSPECTION CRACKED

In actual practice, speaking personally and from my observations, the 'clean cloth' is typically dispensed with.Īlternately, a Stall Horn Tester is available for a small price if you would rather not have to put your mouth on a strange airplane.įailure of these systems will typically be due to a problem either with the horn-such as a loose reed, or with the leading edge scoop-such as a cracked or misaligned scoop. The sound is something like that from a kazoo. A properly functioning horn will provide a sound that is clearly audible. Prior to flight, test the pneumatic stall warning system and determine if it is functioning properly, by covering the opening in the left wing with a clean cloth, such as a handkerchief, and applying a slight suction by mouth to draw air through the horn. The maintenance manual and AD 68-17-04 call for a test procedure as follows: To test this type of system, air must be drawn out of the system through the leading edge scoop located in the left wing. See this excerpt from Figure 15-6 in the C177 Maintenance Manual depicting the pneumatic stall warning system and it's location in the aircraft: The horn is actuated approximately 5 to 10 miles per hour above stalling speed as a negative air pressure area at wing leading edge causes a reverse flow of air through horn. The system is composed of an adjustable plate on the left wing leading edge, connected to a reed type horn by means of plastic tubing. The following system description is from the Cessna 177 Maintenance Manual: Pneumatic stall warning systems are found in many light Cessna aircraft, including the 172 and 177.

Here, I will answer based on aircraft that I have experience with, but these concepts should cover the majority of light aircraft.Īural stall warning systems can generally be divided into two types, pneumatic and electric. As each aircraft will have a different type of stall warning system, the necessary test will vary by aircraft as well. Stall warning systems generally function on the principle of measuring pressure distribution or angle of attack.

Cessna citation v maintenance preflight inspection