EAC Set To Off When Landing

[REL]

Hey

 

 

Just for my A-10C education ... What is the logic behind this procedure ?

 

And Thanks

Edited May 17, 2011 by REL

[MTFDarkEagle]

I would think, that this makes sure the stability system doesn't start doeing anything strange on final..

[Kaiza]

I would think so also. You dont want a system that can control flight controls going haywire when u are in the flare.

[Snoopy]

FYI, it's not a checklist item in the C model -1. Actual there is no requirement to turn it off when landing or shutting down. I don't know why, I guess since it will automatically go to off without power.

 

TO 1A-10C-1CL-1

 

DESCENT/BEFORE LANDING

1. Altimeter - Check.

2. EGI/HARS - Compare.

3. Canopy defog control - As required.

4. Windshield defog/deice switch - As required.

5. Speed brakes - As required.

6. Anti-skid switch - ANTI-SKID.

7. NVIS lights switch - As required.

8. Landing lights - As required.

9. Fuel quantity - Check.

10. HUD - Indicated airspeed.

11. NVGs - Remove and stow (as required).

 

AFTER LANDING

After touchdown:

1. Throttles - As required.

2. Speed brakes - As required.

3. Wheel brakes - As required.

4. Nosewheel steering - As required.

 

After clearing runway

5. Anti-skid switch - OFF.

6. Ejection seat ground safety lever - SAFE.

7. Canopy - As desired.

8. CCTVS/DVADR remote control panel - OFF.

9. TACAN/ILS equipment - OFF.

10. IFF - code switch HOLD (momentarily) and MFCD - Select IFF

Page - Set MASTER to STBY.

11. IFFCC BIT fault display - Record.

12. MFCD - Select STAT Page - check/record MFLs.

13. HUD night/day filter - Day.

14. Landing taxi lights - As required.

15. CMSP MODE switch - STBY.

16. Record fault record from ERROR CATALOG.

17. CMSP system switches - OFF.

18. CMSP - OFF.

19. Windshield DEFOG/DEICE switch - OFF.

20. Pitot heat - OFF.

21. Position lights - Bright/Flash.

22. Anti-collision lights - OFF.

23. Flaps - As required.

 

And just so people believe I have the documents....Obviously I can't release as they are FOUO. I have access because I'm an A-10 Crew Chief...

 

Edited May 17, 2011 by Snoopy

[Frostiken]

I turned off SAS while landing because I thought that's what you were supposed to do.

 

BIG mistake.

[Qazme]

Mine turns off automagically when I start dropping gear getting ready to land.

[Napa]

Mine turns off automagically when I start dropping gear getting ready to land.

 

Post a track.. never had that happened to me before.:huh:

[JEFX]

Paul

 

Thanks for the glimpse of the real manual, this is very instructive!

Do you think that similarly, you could paste the checlist for the startup, taxi, lineup and takeoff for our instruction? That would be really awesome!

Many thanks!

 

Jean-Francois

[Cibit]

Very useful thanks pk. You must spread blah blah . cheers anyway:)

[Cibit]

PK excuse the familiarity re abreviation. I read in another post you have pilots prepared to answer questions.

If so can you find out how often they practise manual reversion flight and what are the checklists for it

 

Heres Hoping:thumbup:

[Snoopy]

Paul

 

Thanks for the glimpse of the real manual, this is very instructive!

Do you think that similarly, you could paste the checlist for the startup, taxi, lineup and takeoff for our instruction? That would be really awesome!

Many thanks!

 

Jean-Francois

 

I'm actually in the process of updating the checklist that is in my signature as we speak.

 

 

PK excuse the familiarity re abreviation. I read in another post you have pilots prepared to answer questions.

If so can you find out how often they practise manual reversion flight and what are the checklists for it

 

Heres Hoping:thumbup:

 

I have asked but no takers and honestly don't expect any actually. Manual reversion isn't practiced. The only time it is done in flight is during a functional check flight and that is basically to check that it operates correctly.

[BlueRidgeDx]

It's also done when guys first get in the jet, as part of the contact phase of their training. This is when you learn how the aircraft flies...you perform maneuvers that expose you to the entire flight envelope from traffic pattern stalls, to single-engine airwork, to maneuvering without SAS and in MRFCS.

 

To get into MRFCS, you should establish level flight above 10,000ft, and between 180-210kt with the aircraft trimmed for level flight.

 

Move the mode switch to MANUAL REVERSION and note that the left and right hydraulic gauges are less than 250psi.

 

At that point, the L and R HYD PRESS caution lights, and the L and R AIL TAB caution lights should be illuminated with a flashing Master Caution.

 

The ailerons will float up, the slats will extend, and the airplane will be in manual reversion.

 

Stick forces can be very high, and improper use of power, trim, and or airspeed can cause stick forces that cannot be overcome.

 

To return to normal control, perform the same procedure in reverse.

[Snoopy]

My point was it isn't a normal operation.

 

Also, manual reversion has nothing to do with the slats. You are correct about the loss of hydraulic pressure the control valve senses the loss of pressure and goes into bypass mode allowing te slats to extend aerodynamically.

 

Manual reversion only directly affects pitch, yaw, and roll.

Edited May 19, 2011 by Snoopy

[BlueRidgeDx]

Right, and my point was to answer his question about how to do it properly.

[Cibit]

Thanks to the both of you. Since reading about it in the A10s in Iraq I thought about trying it but wondered on the procedure. I have not taken the damage to enable it in the sim so far.:)

[BlueRidgeDx]

Also, manual reversion has nothing to do with the slats. You are correct about the loss of hydraulic pressure the control valve senses the loss of pressure and goes into bypass mode allowing te slats to extend aerodynamically.

 

Manual reversion only directly affects pitch, yaw, and roll.

 

Haha...Ok, I'll go back and edit my post to read:

 

MRFCS has nothing to do with the slats...except that when you transition to MRFCS, the slats extend.

[JEFX]

Hey Paulrkiii

 

I'm actually in the process of updating the checklist that is in my signature as we speak.

 

Thanks a lot!

[Xxx]

Paul, a couple of questions.

 

1. The EAC switch flips back to "down" during startup. It will only stay in the "up" position after take off. Is this RW, as in, you can not enable EAC until after take off? Or is this a sim bug?

 

2. During engine start does anyone arm the ejector seat AND keep the canopy open? ( On the Tornado GR3, the canopy has to be closed prior to arming the seat!)

 

Cheers Chief!

[bartleby]

Paul, a couple of questions.

 

1. The EAC switch flips back to "down" during startup. It will only stay in the "up" position after take off. Is this RW, as in, you can not enable EAC until after take off? Or is this a sim bug?

 

2. During engine start does anyone arm the ejector seat AND keep the canopy open? ( On the Tornado GR3, the canopy has to be closed prior to arming the seat!)

 

Cheers Chief!

 

The EAC won't arm unless you're in NAV mode. It certainly will arm on the ground, though. Make sure you're allowing a proper alignment, setting NAV, and arming radar alt and SAS.

[Xxx]

The EAC won't arm unless you're in NAV mode. It certainly will arm on the ground, though. Make sure you're allowing a proper alignment, setting NAV, and arming radar alt and SAS.

 

Thanks for the fast reply. I have SAS, Radar Alt, and Nav mode. It must just take a while to orient the systems! The switch sets "up" once airborne, usually after 5 minutes.

[Heli Shed]

Thanks for the fast reply. I have SAS, Radar Alt, and Nav mode. It must just take a while to orient the systems! The switch sets "up" once airborne, usually after 5 minutes.

 

Sometimes even after alignment (that is to say selecting Nav mode when INS NAV Ready flashes on CDU) when the EAC has been put to the arm position before alignment, the EAC light may not go off straight away, until you actually 'move' on the taxiway.

 

Real life or sim bug? Hell, i don't know, i just test it.

 

;-)

 

'T'

[sobek]

Thanks for the fast reply. I have SAS, Radar Alt, and Nav mode. It must just take a while to orient the systems! The switch sets "up" once airborne, usually after 5 minutes.

 

If you are in nav mode and the EAC solenoid does not take then you probably interrupted the EGI alignment and went into NAV mode too early. Double check your CDU says 4.0 0.8 before you switch to nav mode.

[Pyroflash]

When starting your aircraft, flip on the systems and look down on your CDU. It will give an alignment status near the bottom.

 

When fully aligned, this should read 4.0.0.8

 

You can move when it says 3.5.0.0 or above, and be fine with your nav systems, but it is best to be fully aligned.

[Steel Jaw]

After clearing runway

 

6. Ejection seat ground safety lever - SAFE.

 

What if there is a ground mishap?

[Xxx]

Sometimes even after alignment (that is to say selecting Nav mode when INS NAV Ready flashes on CDU) when the EAC has been put to the arm position before alignment, the EAC light may not go off straight away, until you actually 'move' on the taxiway.

 

Real life or sim bug? Hell, i don't know, i just test it.

 

;-)

 

'T'

 

And you test it rather well RSM:thumbup:

 

I would close the canopy before arming the seat though. If you pull the handle the explosives may not shatter the canopy or you may decapitate yourself on the canopy frame;)