is powered from two 28 Volt, 400 Amperes, engine-driven starter-generators. Two 24 Volt batteries provide standby power for the DC system and are used for engine starting. AC current is provided by two 1000 Volt-Amperes (VA) solid-state inverters. The inverter outputs are frequency synchronized through a paralleling bus tie. Some aircraft have a 1000 VA auxiliary inverter that is used as an option for added system capacity. Flight controls Primary flight control is achieved by use of dual control wheels and rudder pedals. The control wheels operate the elevator and ailerons mechanically through a system of cables, pulleys, push-pull tubes and bell cranks. Trim functions, microphone keying, autopilot override and steering system switches are located in the control wheels. The rudder pedals mechanically operate the rudder for directional yaw control. Nose wheel steering is electrically controlled via the rudder pedals. Conventional wing flaps are used to improve low speed flying characteristics and reduce landing and take-off speeds. The flaps are hydraulically operated. Interconnecting cables synchronize the flaps throughout their range of travel and a limit switch located on the left flap sector prevents over-travel. An audible waning horn warns of flap extension to more than 25 degrees if the landing gear is not down and locked. The stall warning system utilizes a stall warning vane on each side of the nose. The vanes provide regulated voltage input to the angle-of-attack transducers, modified by a stall warning bias box to compensate for flap position. The angle-of-attack transducer supplies a proportional voltage to the angle-of-attack of the aircraft. When the aircraft speed is 7% above stall, the stall warning energizes a control column shaker that produces a low-frequency buffet signal through the control column to warn the crew. When both angle-of-attack transducer vanes increase to 5% above stall, the pitch servo commands an aircraft nose down attitude. The force applied in the nose down direction is 80 pounds at the control wheel. When the angle-of-attack transducer vanes decrease below the stall point, the nose down command is removed. An angle-of-attack indicator translates signals from the stall warning system into visual indications of the aircraft angle-of-attack and allows the crew to monitor the proximity of stall caution zone. The indicator face is divided into green (safe), yellow (caution) and red (danger) segments. Airspeed indication is provided by a single pointer, dual scale airspeed/ mach meter. The pointer responds to the dynamic pressure from