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thunderbolt ignition manual
thunderbolt ignition manual
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thunderbolt ignition manualWith seating for six, large cargo doors and two baggage compartments, the Baron G58 offers great flexibility for both business and pleasure. Our partners at Textron Financial can deliver simple financing solutions tailored to your needs. Watch now for your private virtual walkthrough. The 137-cubic-foot cabin features four seats in a club configuration, complete with lumbar support and headrests. The cabin is configurable to fit your needs for legroom, large baggage or cargo. With an improved graphical interface, more powerful hardware, higher resolution displays, added functionality to improve situational awareness, and optional wireless technology, managing the flight deck has never been easier. Not a member?High fuel and insurance costs are a big reason for the relatively low purchase prices in this class of airplane. Like the oft-bashed sport-utility vehicle on the highway, light twins are hardly pictures of efficiency compared to heavy singles. But if you routinely carry a decent load of people, bags, and fuel the light twin may be the best airplane for you. Beechcraft's Baron line of light twins has been one of the mainstays of this category for more than 40 years. The Baron tacked another 15 knots of speed onto the Travel Air at a penalty of about 5 gallons per hour. You can count on 180 to 185 knots true airspeed on 24 gallons per hour at typical rich-of-peak power settings at 7,000 to 11,000 feet. The Baron 58 has greater carrying ability, speed, and gross weight, but climb rate remains the same. Later versions of the 58 included more horsepower, turbocharging (Model 58TC), and pressurization (Model 58P). The Model 58TC and 58P were introduced in 1976 and produced until the mid-1980s. In 1984, both engine and panel were changed; the new compact panel resembles the King Air panel, with twin vertical engine instruments.http://www.tgn.ac.jp/usercontent/userfiles/devilbiss-compact-compressor-nebulizer-manual.xml
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All Barons were originally equipped with 520-cubic-inch Continental engines, but the normally aspirated Baron switched to the Continental IO-550-C in 1984. It can be difficult for the average Joe to tell the difference in the many types. Sharper eyes may notice the shorter nose and smaller-span horizontal stabilizer as further evidence. Of the Model 55s, the B55 was by far the most popular, with a total of nearly 2,000 units delivered in both civilian and military (T-42) variants. Over the years, maximum takeoff weight (MTOW) increased incrementally. When the B55 was introduced in 1964 MTOW went from 4,880 pounds to an even 5,000. In 1966, MTOW went up to 5,100 pounds. Useful load is respectable, especially in older models. Typical useful loads are in the range of 1,500 to 2,000 pounds, depending on age and equipment. Older airframes with no deice boots, radar, or well-stocked panel can easily accommodate a family of six, full fuel, and baggage on a four-hour flight with reserves. However, many owners consider the aft-most seats unsuitable for adult humans and remove one or both of them, leaving the cavernous rear compartment open for ungainly cargo. Think of it as a luxurious four-seater that can do six, if needed. The 58's huge double-door access is far more attractive to charter operators and cargo haulers and commands a significant premium over same-year Model 55s. In the passenger-carrying mode, the 58 offers the option of a club-seating arrangement better suited to business travelers. Riders simply step right into the cabin — no walking on the wing and no limbolike maneuvers through a small baggage door as required with a 55. Asking your kids to enter the airplane through a baggage door is no big deal. But imagine asking a paying charter passenger to do such a thing and you can see why the 58 makes a better charter airplane.Flight load (G) limits for the B55 are 4.4 positive Gs and 3.0 negative Gs, making it quite stout for a light twin.http://feedgrainagri.com/UserFiles/devilbiss-bipap-manual.xml Acrobatic maneuvers, including spins are prohibited.The throw-over type control column for elevator and aileron control can be placed in front of either front seat. The right set of rudder pedals can be placed against the floor when not in use. Aileron and elevator trim is available. Rudder trim is only available on the 58 model. The landing gear may be electrically retracted and extended, and may be extended manually. Optional higher capacity systems are available. When installed, a visual fuel level sight gage in each wing leading edge can be used for partial filling. A vapor return line returns excess fuel from the engine to its respective wing system. Fuel quantity is measured by float type transmitter units, which transmit the common level indication to a single indicator. The fuel lines for the engines are interconnected by crossfeed lines. During normal operation each engine uses its own fuel pumps to draw fuel from its respective wing fuel system. However, on emergency crossfeed operations either engine can consume the available fuel from the opposite side. An individual two-speed electric auxiliary fuel pump is provided for each engine. State of Design ADs applicable to Hawker Beechcraft 58 and 95 Series (Baron) aircraft can be obtained directly from the FAA web site. The link to the FAA web site is available on the CAA web site at Renew rods found defective before further flight. Replace any with cracks as prescribed, before further flight. Repeat thereafter at intervals prescribed in Beechcraft SB No. 2269. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the aircraft. Monitor the ambient air temperature.http://ninethreefox.com/?q=node/14767 While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following: Perform this inspection per Raytheon Mandatory SB 27-3232. If a misrouting has been recorded or found during this inspection, before further flight install replacement rudder control cables in accordance with the following:- Accomplish this per SB 27-3265, and the applicable aircraft Maintenance Manual or Shop Manual. If the flex shaft assemblies have not been changed since 01 March 2000, no further action is required. A56TC TG-84 through TG-94. 58 and 58A TH-1 through TH-1388 and TH-1390 through TH-1395. 58P and 58PA TJ-3 through TJ-435 and TJ-437 through TJ-443. 58TC and 58TCA TK-1 through TK-146 and TK-148 through TK-150. SB 61-3806 before further flight. T he greasible type have a drilled and grooved inner race. If any defects are found, replace the forward elevator control cable assembly before further flight. Figure 1 introduced to provide additional information to determine AD applicability. The repetitive inspections and the requirement to replace forward elevator control cable assemblies which have been in service for more than 15 years has been removed from this AD with the publication of manufacturer Instructions for Continuing Airworthiness (ICA). This STC is sometimes referred to as the ''Foxstar modification''. SB 28-4039 revision 1, dated October 2011. SB 28-4039 before further flight. To access theIf you're using theseSpeeds listed in theLower weights and temperaturesYou might want toKeep full power,Extend full flaps. Specifications Book Details Imprint Createspace Independent Publishing Platform Dimensions Width 7 mm Height 229 mm Length 152 mm Weight 186 gr Read More Have doubts regarding this product.https://www.kroatien-croliday.de/images/99-mazda-protege-manual-transmission-fluid.pdf Post your question Safe and Secure Payments. Easy returns. 100 Authentic products. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. The current Baron G58 has been modified with the G1000 avionics the latest addition in 2005. In 2010 the aircraft was given London City landing approvals. With a choice of leather seats and fashionable fabrics, it becomes clear why the Baron has outlasted competitor twins for more than 50 years. Two versions serve with the US military, the OH-58 series with the US Army of which more than 2,200 have been procured, and the TH-57 which is the primary training helicopter for the US Navy. The Baron is a variant of the Travel Air, and was introduced in 1961. Over 6,691 aircraft have been built since the model was introduced, and production is still ongoing. Barons come in three basic types: the Baron 55 (short body), Baron 56 (short body) and Baron 58 (long body), with several sub-variants each.Introduced for the model year 1969, the larger, more powerful Baron 58 was developed from the Baron 55, introducing club seating, double aft baggage doors, and new gross weight of 5,400 lbs. Depending on the variant, the Baron 58 is fitted with either the Continental IO-520 or IO-550 300-hp engine. Beechcraft Baron 58 Startup.Any Raytheon marks contained in this document are owned by Raytheon Company and are employed pursuant to a limited license granted by Raytheon Company. Prior to March 26, 2007, Beechcraft Corporation was owned by Raytheon Company but is no longer affiliated wtih Raytheon Company.LIST OF EFFECTIVE PAGES This listing contains all current pages with effective revision number or date. It should be used after posting changes to ensure the manual is complete and up-to-date. Please discard all rated 58-590000-67TC5 pages: 1 of 4 thru 4 of 4. Prior to March 26, 2007, Beechcraft Corporation was owned by Raytheon Company but is no longer affiliated wtih Raytheon Company. It should be used after posting changes to ensure the manual is complete and up-to-date. Always destroy superseded pages when you insert revised pages.PART NUMBER SUBJECT DATE 58-590000-67TC1 Uncommanded pulsing of the June, Rev 1 control column during overly. Please discard all rated 58-590000-67TC5 pages: 1 of 4 thru 4 of 4. NOTE: This page should be filed in the front of the manual immediately in front of the Log Of Revisions page(s). Airplane Serial TH-2138, TH-2141 and after and prior Numbers Affected airplanes in compliance with Service Bulletin. Added PITCH SETTINGS and PROPELLER DIAMETER. Shifted data. Section 2 Reformatted to change Hawker Beechcraft Cor- poration to Beechcraft Corporation. 2-1 thru 2-4 Revised Table of Contents. 1 of 2. Shifted data. 2-18 Revised website reference. Section 7 Reformatted to change Hawker Beechcraft Corporation to Beechcraft Corporation. 7-1 thru 7-6 Revised Table of Contents. 7-31 Revised PROPELLERS. Shifted data. 2 of 2. Section 4 4-30 Revised Step 3. Removed 2100 rpm Cruise Power Settings tables. Section 5 - Changed Raytheon Aircraft Company to Hawker Beechcraft Corporation. Revised Table of Contents. 1 of 2. Section 6 - Changed Raytheon Aircraft Company to Hawker Beechcraft Corporation. Corrected Table of Contents. 7-31 Revised Propellers. Added supplement AFMS 20002-1. 7-49 Changed V to VDC (2 places). Beechcraft Corporation feels that it is highly important to have Safety Information in condensed form in the hands of the pilots. The Safety Information should be read and studied. NOTE An operating procedure, technique, etc., which is considered essential to empha- size. REVISING THE HANDBOOK The Pilot’s Operating Handbook is designed to facilitate main- taining the documents necessary for the safe and efficient operation of the airplane. When new supplements are received or existing supplements are revised, a new Log page will replace the pre- vious one, since it contains a listing of all previous approvals, plus the new approval. They do not affect eligibility or interchangeability. Hartzell Propellers (Optional): Constant speed, variable-pitch, three-blade propeller using a PHC-J3YF-2UF hub with FC7391D(K) blades. Air Minimum Control Speed is the minimum flight speed at which the airplane is directionally controllable as determined in accordance with Title 14 Code of Federal Regulations. Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the landing gear extended. Indicated The number actually read from an altimeter Pressure when the barometric subscale has been set Altitude 29.92 inches. Wind The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. POWER TERMINOLOGY Cruise Climb Power recommended for cruise climb. Propeller Used to control the RPM setting of the Control propeller governor. The value shown is not limiting. U.S. Gallons per hour. Route A part of a route. Leveling Those points which are used during the Points weighing process to level the airplane. Maximum Maximum weight approved for ground Ramp. Unusable Fuel Fuel that is not available for flight planning. Useful Load Difference between Ramp Weight, and Basic Empty Weight. Usable Fuel Fuel available for flight planning. AIRSPEED LIMITATIONS SPEED KCAS KIAS REMARKS Never Exceed Do not exceed this speed in any operation. If one or more of these speeds is selected for display, a pointer will be positioned on the right side of the airspeed display opposite the speed that was programmed. NOTE The letters appearing in the place of the (X) represent minor variations in the propeller hub or blades. When the MFD is not operable, the displays are found on the PFD. Acrobatic maneuvers, including spins, are prohibited.Sustained flight in icing conditions with flaps extended is pro- hibited except for approach and landings. LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS (Required By FAA AD 98- 04-24) Severe icing may result from environmental conditions outside of those for which the. SPD Nautical (NM, KT) Distance will be shown in nautical miles and speed in knots. ALT. VS Feet (FT, FPM) Altitude will be shown in feet and vertical speed in feet per minute. The Aviation Database version is displayed on the MFD power-up page immedi- ately after system power-up and must be acknowledged. The obstacle data base provides coverage for only the conti- nental U.S. TAWS is intended only to enhance situational awareness.The GPS database must incorporate the current update cycle or be verified for accuracy using current approved naviga- tion data. Airplanes equipped with Baro VNAV: Baro VNAV is approved for enroute and terminal vertical navigation only. Baro VNAV is not approved for instru- ment approaches.The autopilot system is only approved for Category I ILS approaches and non-precision approaches. 11. Airplanes with Airframe Software Version 0500.01 or 0500.02: When conducting GPS assisted intercepts of ILS final approach courses with the autopilot engaged, the ILS CDI Capture mode on the Systems Setup page of the Auxiliary Page Group must be set to Manual. The obstacle database provides coverage for only the conti- nental U.S. NOTE The following information is presented to enable the pilot to form, in advance, a defi- nite plan of action for coping with the most. DETERMINING INOPERATIVE ENGINE The following checks will help determine which engine is inop- erative: 1. Continued flight cannot be assured if take-off weight exceeds the weight determined from the TAKE-OFF WEIGHT graph. Higher take-off weights will result in a loss of altitude while retracting the landing gear and feathering the propeller. Hg manifold pressure or above. If possible, choose firm sod. When assured of reaching landing site: 1. Left Engine Inoperative: 1. Right Fuel Boost Pump.. LOW 2. Nonessential Electrical Equipment.OFF TO CONSERVE BATTERIES 12. If Icing Conditions Exist...EXIT AS SOON AS POSSIBLE 13. One or more of the following indications may be present.EMERGENCY COMMUNICATIONS The 121.5 MHZ Emergency frequency will be automatically loaded in the active frequency field under the following condi- tions. One of the following voice alerts will be heard. REASON VOICE WARNING ALERT Violation of Required Terrain “Terrain, Terrain;. NOTE Anytime the window has been opened by breaking the safety wire on the red emer- gency latch handle, the window must be reattached and wired by a qualified mechanic using a single strand of QQ-W-. The recovery technique is based on the best available information.AIR START The pilot should determine the reason for engine failure before attempting an airstart. 1. Alternator (inoperative engine).OFF 2. In any event, DO NOT attempt a one-engine-inoperative go-around after flaps have been fully extended. 1. Power.MAXIMUM ALLOWABLE 2. Continuing to supply power to the starter will result in eventual loss of electrical power. Hg manifold pressure or above.If the cir- cuit breaker portion of the switch has tripped the switch off, wait approximately 30 seconds before resetting. Retrim and stabilize airplane in the desired flight path and re- engage the autopilot, if desired.Reduced Required Terrain (or Obstacle) Clearance (RTC or ROC) Caution - Voice caution alerts and annunciators are pro- vided if the airplane flight path is projected to violate a set of. See Section 7, SYSTEMS DESCRIPTION. The GPS ALT and the altitude displayed on the PFD may differ by 100 feet or more. Its use is not approved for navigation. When power to the Left Bus is only being supplied by the battery, be prepared to use standby instruments. Fuel Selector Valves.ON (feel for detent;. Standby Altimeter.SET 15. Brakes.RELEASE AND CHECK Never taxi with a flat shock strut BEFORE TAKEOFF (RUNUP) 1. Electric Elevator Trim. CHECK a. Left and Right Segments.ACTUATE INDIVIDUALLY (verify there is no trim movement. This protects the voltage regulators and associated equipment from voltage transients (power fluctuations). 2. L ALT and R ALT.ON 15. This may indi- cate that additional charging is required, or that the standby battery must be removed for service or replacement. If the second push of the button occurs too quickly, it will not be recognized. If the pro- cessor detects only one push of the STBY PWR button the standby battery will be latched on and continue to power the indi- cator. Transition to ALT, FLC or VS mode prior to using NOSE-UP or NOSE- DOWN keys. Operation in the pitch (PIT) or vertical speed (VS) modes below 90 KTS can result in a stall. If an inadvertent stall is encountered as indicated by the stall warning horn, airframe buffeting, or loss of control effective- ness, disconnect the autopilot using the AP DISC switch and. A tone will be heard. The yellow display will remain until the deviation is corrected or the desired altitude is changed. HDG or NAV Key.PRESS TRAFFIC INFORMATION SERVICE (TIS) 1. Deicing or anti-icing solu- tions may be used on the tires and brakes if they are frozen. Solutions which contain a lubricant, such as oil, must not be used as they will decrease the effectiveness of the brakes. Particular attention should be given to the oil cooler, engine sump and propeller hub to ensure proper preheat. A start with congealed oil in the system may produce an indication of normal pressure immediately after the start, but then the oil pressure may decrease when residual oil in the engine is pumped back with the congealed oil in the sump. Ensure the runway is free from hazards such as snow drifts, glazed ice, and ruts. TAKEOFF Allow additional take-off distance when snow or slush is on the runway. Push the switch in to reset, if required. 1. Cabin Vent Air Control.WINDSHIELD DEFOGGING To Achieve Maximum Windshield Defogging: 1. The following procedure shall be used at a safe alti- tude of at least 5000 feet above the ground in clear air only.NOISE CHARACTERISTICS Approach to and departure from an airport should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. Avoidance of noise-sensitive areas, if practical, is pref- erable to overflight at relatively low altitudes. INTRODUCTION TO PERFORMANCE The graphs and tables in this section present performance information for flight planning at various parameters of weight, power, altitude and temperature. Then trace down to obtain the time, fuel, and distance to descend to S.L. Repeat the process starting with destination field pressure altitude of 3965 ft. The current Equipment List and Basic Empty Weight and Balance data must stay with the airplane when it changes ownership. Hawker Beechcraft Cor- poration cannot maintain the current airplane configuration sta- tus. Measurements are taken with the airplane level on the scales, from the reference (a plumb bob dropped from the center of either main jack point) to the axle center line of the main gear and then to the nose wheel axle center line. Weight Table for Step 10. compliance. Or, by also including the calculated arms as indicated and using the Weight and Balance Diagram for Step 10. Record the total weight only on line 16. SEATING ARRANGEMENTS The Model G58 is a six-place airplane. The standard configu- ration consist of club seating in the cabin, with the 3rd and 4th seats facing aft and the 5th and 6th seats facing forward. The trim tabs and controls are connected through closed cable systems. Smooth turning is accomplished by allowing the airplane to roll while depress- ing the appropriate rudder pedal. Sharper turns require light brake pedal pressure on the depressed rudder pedal. CONTROL SWITCH The landing gear is controlled by a two-position switch on the right side of the pilot’s subpanel. The switch handle must be pulled out of the safety detent before it can be moved to the opposite position. The ANNUN TEST switch on the pilot’s left subpanel is pressed to determine lamp integrity. SAFETY SWITCHES Retraction of the landing gear on the ground is prevented by compressing the two main strut safety switches or by retarding. The resultant manifold pressure is dependent on altitude and RPM. The parking brake control is located on the pilot’s subpanel just left of the elevator trim control. To set the parking brakes, pull the control out and pump each toe pedal until solid resistance is felt. Do not carry children in the baggage com- partment unless secured in a seat. NOSE BAGGAGE COMPARTMENT The nose baggage compartment is easily accessible through a large door on the right side of the nose. Lean forward to release pressure on the seat back. For Forward-facing Seats: 3. The seat belt can be lengthened by turning the male half of the buckle at a right angle to the belt, then pulling the male half in the direction away from the anchored end of the belt. DOORS, WINDOWS AND EXITS CABIN DOOR The airplane has a conventional cabin door on the forward right side of the fuselage. Each door is half-hinged at the forward and aft edge of the door opening. A plastic covered multi-purpose latch on each openable win- dow is used to provide partial opening of the window for venti- lation during ground operations. The placard reads: On Instruction Side: On Side Facing Pilot with Locks Properly Installed: 7-28 May, 2015. Model IO-550-C, normally aspirated, fuel-injected, direct drive, air-cooled, horizontally opposed, 6-cylinder, 550- cubic-inch displacement, 300 H.P engines. ENGINE CONTROLS THROTTLES, PROPELLERS, AND MIXTURES The control levers are grouped along the upper portion of the pedestal. The only significant ice accumulation is impact ice on the inlet scoop and filter. The cowl flap is closed when the lever is in the up position and open when the lever is down. This will help maintain warm oil in the pro- peller hubs so that the oil will not congeal. PROPELLER SYNCHRONIZER The propeller synchronizer automatically matches the RPM of both propellers. The fuel selector panel, located on the floor forward of the front seats, contains the fuel selector for each engine and a sche- matic diagram of fuel flow. Position selectors in detents only. There are two additional drain locations with the wet wing tip tank system. These fuel drains are snap-type valves which are actuated by pushing up and twisting on the valve and then releasing when the desired amount of fuel has been drained. Thus, each fuel quantity display will indicate FULL until the fuel quantity remain- ing in the respective wing is approximately 75 gallons. During normal operation each engine uses its own fuel pumps to draw fuel from its respective wing fuel system. How- ever, on emergency crossfeed operations either engine can consume the available fuel from the opposite side. Each battery is capable of supplying power to the entire electrical system if the alternators are inoperative and the Bus Tie Relay is closed. Left and Right Alternators - A 100-amp, 28.5-volt, gear-driven alternator is located on each engine in front of the right forward cylinder. Current limiters are not re-settable and are not available to the pilot. DISTRIBUTION The airplane electrical system consists of two, normally inde- pendent, electrical systems. The left system consists of the left battery and left alternator which power the LEFT BUS and associated smaller buses. Other characteristics of the Bus Tie system include the following: 1. LEFT BUS (L BUS) System Avionics Left Circuit Pilot’s Subpanel. Refer to the Electrical Schematic Diagram. RIGHT BUS (R BUS) System Avionics Left Circuit Breaker Pilot’s Subpanel. The percent load being delivered by the Left Alternator and the Right Alternator (ALT LOAD L and ALT LOAD R) is displayed on the default Engine page of the Engine Indication System (EIS). When the PANEL LIGHTS switch is turned on the other three rheostats may be used to control the illumination of the follow- ing items FLIGHT INST rheostat - Adjusts the lighting intensity of the. To reset the timer for the step light and courtesy lights, both doors must be closed and latched. The lights will illuminate when either door or both doors are opened. Outlets are located above the pilot’s and copilot’s rudder pedals, at the rear of the copilot’s chair, and at the rear of the No. 4 passenger chair position. For ventilation during ground operation, push the CABIN AIR control forward and turn ON the BLOWER switch located on the pilot’s subpanel. The pitot mast is located immediately to the left of the nose gear doors. PITOT HEAT The pitot mast contains an electrical heater element. The signal is triggered by a sensing vane on the leading edge of the left wing and is effective in all flight attitudes and at all weights and airspeeds. The switch must be tripped for each complete cycle. The MAN (manual) position will inflate the boots only as long as the switch is manually engaged. ELECTROTHERMAL PROPELLER DEICE Propeller ice removal is accomplished by the electrically heated deice boots bonded to each propeller blade. The sys- tem uses the airplane’s electrical power to heat portions of the deice boots in a sequence controlled by a timer. When changing to MIL-L-22851 Ashless Dispersant oil, change the oil and filter using the procedures outlined in Section 8, HANDLING, SERVICING and MAINTE- NANCE. The system consists of a Pri- mary Flight Display (PFD), Multi-Function Display (MFD), and audio panel (GMA) that make up the instrument panel. Trend vectors are shown on the airspeed and altimeter displays as a magenta line which predicts the airspeed or alti- tude 6 seconds in the future assuming the current rate of change is maintained. The MFD is powered by the Right Bus through the Avionics Master relay and is protected by a circuit breaker, placarded MFD, located on the Avionics Circuit Breaker Panel. The COMM portion is protected by the 5-amp COMM 2 circuit breaker and the other portions are protected by the 5-amp INTEG AVION 2 circuit breaker. All four circuit breakers are located on the Avionics Circuit Breaker Panel. AIR DATA COMPUTER (ADC) The Garmin Air Data Computer (GDC 74A) is connected to the pitot and static air system and a Outside Air Temperature. It is capable of responding with transponder capability and airplane Flight ID to ground station interrogation to support elementary surveillance. The left and right manifold pressure is the absolute pressure in the engines manifold and is calibrated in inches of mercury. The sensors are wired to the left and right GEA for display. Numeric tempera- ture value is displayed on the SYSTEM engine page. These messages may be viewed only in the Alerts Window. When a new mes- sage is active, the Alert’s Softkey label will change to ADVI- SORY and flash in a manner identical to Message Alert. The ser- vos are powered by the Right Bus through the Avionics Master relay and are protected by a 5-amp AP SERVOS circuit breaker located on the Avionics Circuit Breaker Panel. Upon initial system power-up and verification of required sensor inputs, the autopilot, flight director, and pitch trim sys- tems undergo a preflight self-test as follows. Normal disconnects are those manually initiated by the pilot using the AP DISC switch, the manual trim switch, the AP key or the Go-Around switch. AP (Autopilot) - Engages and disengages the autopilot and yaw damper. The flight director will be activated upon engage- ment but will not be cancelled upon disengagement.