T1 Theoretical 72-212A M154v6 PDF

MAINTENANCE TRAINING NOTES
T1 42-400l500 & 72-212A ref 72 V1.6
TECHNICAL PUBLICATION
Date of issue 03/04/09

This publication will not be updated on a regular basis.
TECHNI
Presentation
Page 2/ 105
Presentation
VYY01
Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only
ACOS v1.6
TECHNI
Presentation
Page 3/ 105
This page intentionally left blank
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 4/ 105
ACOS v1.6
TECHNI
Presentation
Page 5/ 105
Here are the technical publications available for ATR aircrafts, of course, depending of your job, it's not necessary to know everything, however, it's nice to
know that documents exist, even if you are not directly concerned...
- MPD Maintenance Planning Document
- AMM Aircraft Maintenance Manual
- " D/O Description - Operation
- " JIC Job Instruction Cards
- " TSM Trouble Shooting Manual
- IPC Illustrated Parts Catalog
- " Parts Illustrated Parts Catalog
- " CRT Cross Reference Table
- WDM Wiring Diagram Manual
- " ASM Aircraft Schematic Manual
- " AWM Aircraft Wiring Manual
- " AWL Aircraft Wiring List/Hook Up List
- CLM Component Location Manual
- SRN Structural Repair Manual
- NDTM Non Destructive Testing Manual
- ITEM Illustrated Tool & Equipment Manual
- CMM/M Component Maintenance Manual / -- Manufacturer
- CMM/V Component Maintenance Manual / Vendors
- SRKM Structural Repair Kit Manual
- CPCICF Corrosion Prevention / Inspection / Findings
- QEC Quick Engine Change
- VD Vendor Directory
- VWM Vendor Warranty Manual
- VPSA Vendor Support Agreement
- SB Service Bulletin / Letter
- AC Airplane Characteristics
- FCOM Flight Crew Operating Manual
- AFM Airplane Flight Manual
- MMEL Master Minimum Equipment List
- CL Check List
- WBM Wight & Balance Manual
- CCC Crash Crew Chart
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 6/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 7/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 8/ 105
ACOS v1.6
TECHNI
Presentation
Page 9/ 105
The ATR MPD as well as the revisions are approved by the French Airworthiness Authorities and provide the airlines with precise guidance for establishing
their own Maintenance Program subject to the approval of their local Airworthiness Authorities.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 10/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 11/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 12/ 105
ACOS v1.6
TECHNI
Presentation
Page 13/ 105
Aircraft Maintenance Manual (AMM) The Aircraft Maintenance Manual for ATR conforms to ATA Specification No. 100, Revision 21. ATR declines all
responsability in the event that the instructions given in the Aircraft Maintanance Manual are not observed in their entirety.
ATR Technical Publications use both metric and non-metric systems of measurement. The system used in the original reference documents is quoted first,
followed by the conversion into the other system in brackets.
The Aircraft Maintenance Manual has been split into two manuals:
The Description and Operation Manual whose technical content corresponds to pages 1 to 99 of the conventional Aircraft Maintenance Manual.
The Job Instruction Card Manual whose technical content corresponds to pages 201 to 899 ; this manual contains the necessary data to cover
Scheduled Maintenance Procedures prescribed by the Maintenance Review Board (MRB) or the Minimum Master Equipment List (MMEL).
The Job Instruction Card manual has been divided into two sections:
Section 1 contains general information.
Section 2 contains the Job Instruction cards only.
Trouble Shooting Manual - TSM Scope of the Trouble Shooting Manual The TSM is a manual for use when the aircraft is on the ground. It is intended to
provide ground maintenance crews by means of isolating faults in order to reduce downtime.
Its aim is to enable detection of faulty components within a failed system by analyzing fault symptoms appeared in flight or on the ground (Test).
VYY01
ACOS v1.6
TECHNI
Presentation
Page 14/ 105
IPC A FAIRE
The Illustrated Parts Catalog includes:
All removable A / C manufacturer items with associated detail parts.
All vendor units covered by a specific documentation (CMM) and associated maintenance-removable breakdown parts.
All standard parts (screws, washers, connectors, pins, etc...).
The IPC is so arranged to allow for very convenient utilization in conjunction with job cards.
This publication complies with the requirements of the ATA specification No. 100.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 15/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 16/ 105
ACOS v1.6
Presentation
TECHNI
Page 17/ 105
It is divided into 4 sections:
The alphanumerical list of Part Number (PNs) with:
optional PNs
optional vendors.
The list of Functional Identification Items corresponding to PNs listed in the alphanumerical index, with entries arranged:
by FIN (Functional Item Number)

by PN.
The list of identifications of access doors / panels listed in the alphanumerical index, with entries arranged:
by FIN
by PN.
The list of Local Manufacture PNs (X file), with entries arranged:
by PN of finished part, with cross-referencing to the material to be used

by PN of the material to be used, with cross-referencing to the PN of the finished part.
This table is furnished to the customer in the form of cassette and is not customized. It is reissued with the same frequency as IPC revisions.
VYY01
ACOS v1.6
TECHNI
Presentation
Page 18/ 105
Diagram Make-Up
The schematics contained in these manuals have been prepared to meet ATA specification No. 100 requirements and include four types, as follows:
Block Diagrams : have broard scope but little depth.
Simplified Schematics : have schematic symbols but do not show sufficient detail to permit fault isolation.
Schematics : show all line replaceable items, all A/C wiring, within a sub-sub system and give sufficient depth for A/C fault isolation.
Wiring Diagrams : show all components and wires.
Charts
In some cases, simplified schematics, logic diagrams or block diagrams have been incorporated in schematics whenever it has been deemed necessary, for
full understanding of system operation.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 19/ 105
ACOS v1.6
Presentation
TECHNI
Page 20/ 105
Contents of manual
This document is divided into six sections as follows:
ATA entry
FIN entry
ATA zone
zoning
access
location figures.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 21/ 105
ACOS v1.6
Presentation
TECHNI
Page 22/ 105
This manual is organized per ATA chapters as follows:

51 - General
52 - Doors
53 - Fuselage
54 - Nacelles / Pylons
55 - Stabilizers
56 - Windows
57 - Wings
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 23/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 24/ 105
ACOS v1.6
TECHNI
Presentation
Page 25/ 105
This manual does not deal with standard tools and equipment. However, it does cover the particular adaptations required for their operation.
Ground equipment such as passenger stairways, luggage loading device, towing truck, etc... which is considered as airport equipment is not covered in this
document.
The information supplied is more or less comprehensive depending on whether the tool or equipment is of a complex nature, or not. In the case of a complex
tool or equipment requiring specific information on its operation, maintenance and overhaul, the Manual gives identification data and cross-reference to
Ground Equipment Manuals.
In the case of a tool requiring no specific information, the Manual gives identification data for that tool and, if required, for the tool components.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 26/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 27/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 28/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 29/ 105
ACOS v1.6
TECHNI
Presentation
Page 30/ 105
A maintenance program for corrosion is required to prevent corrosion occurences that may jeopardize the continued airworthiness of the aircraft.
The ATR MRB Document which represents the baseline maintenance program has been established during the MSG-3 analysis process upon mean
environment and utilization conditions and is assumed as the optimum previsional maintenance program to meet the regulatory requirements and the needs of
the typical operator.
Systematic corrosion damages in the fleet will result in a modification of the MRBD requirements, initiated by ATR.
Operators remain responsible, under the surveillance of their respective competent Authorities, to adapt their maintenance program to non typical conditions,
as corrosion is concerned, taking into account their corrosion findings between successive scheduled or unscheduled inspections.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 31/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 32/ 105
ACOS v1.6
TECHNI
Presentation
Page 33/ 105
The Product Support Agreement are those negociated by SOCIETA AEROSPAZIALE ITALIANA ALENIA and EADS whilst they reflect the contractual
provision for Product Support by the Vendors, they do not change or negate any provision contained in existing agreements separately negociated between
Vendors, Operators and ALENIA and EADS (ATR).
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 34/ 105
ACOS v1.6
Presentation
TECHNI
Page 35/ 105
The Warranty and Special Warranty conditions are those obtained from the Vendors by ALENIA and EADS during negociations of the General Terms
Agreements and transferred to ATR Operators.
To facilitate utilization of this document, the index of Vendors, in alphabetical order (see chapter 2) provides the types of guarantees offered to by each
Vendor:
a- Standard Warranty
b- Reliability Guarantee
c- Maximum parts cost guarantee and a shop labour guarantee
d- Special Guarantees
As mecanics, don't worry ... But they exist anyway...
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 36/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 37/ 105
ACOS v1.6
TECHNI
Presentation
Page 38/ 105
This document provides, in a standardized format, the recommended minimum airplane characteristics data that are needed for general airport planning
information. Since operational practices vary among airlines, specific data should be coordinated with the using airlines prior to facility design.
This document will be distributed to appropriate airlines and their staff, airports where the ATR is likely to be operated, and their architects and consultants.
The document will also be distributed to other agencies, such as the FAA and others engaged in the air transportation industry where the need exists.
VYY01
ACOS v1.6
TECHNI
VYY01
Presentation
Page 39/ 105
ACOS v1.6
TECHNI
VYY01
Presentation
Page 40/ 105
ACOS v1.6
TECHNI
Example 1 of using technical publication
Page 41/ 105
VYY02
ACOS v1.6
TECHNI
VYY02
Page 42/ 105
ACOS v1.6
TECHNI
VYY02
Page 43/ 105
ACOS v1.6
TECHNI
VYY02
Page 44/ 105
ACOS v1.6
TECHNI
VYY02
Page 45/ 105
ACOS v1.6
TECHNI
VYY02
Page 46/ 105
ACOS v1.6
TECHNI
VYY02
Page 47/ 105
ACOS v1.6
TECHNI
VYY02
Page 48/ 105
ACOS v1.6
TECHNI
VYY02
Page 49/ 105
ACOS v1.6
TECHNI
VYY02
Page 50/ 105
ACOS v1.6
TECHNI
VYY02
Page 51/ 105
ACOS v1.6
TECHNI
VYY02
Page 52/ 105
ACOS v1.6
TECHNI
VYY02
Page 53/ 105
ACOS v1.6
TECHNI
VYY02
Page 54/ 105
ACOS v1.6
TECHNI
VYY02
Page 55/ 105
ACOS v1.6
TECHNI
VYY02
Page 56/ 105
ACOS v1.6
TECHNI
VYY02
Page 57/ 105
ACOS v1.6
TECHNI
VYY02
Page 58/ 105
ACOS v1.6
TECHNI
VYY02
Page 59/ 105
ACOS v1.6
TECHNI
VYY02
Page 60/ 105
ACOS v1.6
TECHNI
VYY02
Page 61/ 105
ACOS v1.6
TECHNI
VYY02
Page 62/ 105
ACOS v1.6
TECHNI
VYY02
Page 63/ 105
ACOS v1.6
TECHNI
VYY02
Page 64/ 105
ACOS v1.6
TECHNI
VYY02
Page 65/ 105
ACOS v1.6
TECHNI
VYY02
Page 66/ 105
ACOS v1.6
TECHNI
VYY02
Page 67/ 105
ACOS v1.6
TECHNI
VYY02
Page 68/ 105
ACOS v1.6
TECHNI
VYY02
Page 69/ 105
ACOS v1.6
TECHNI
VYY02
Page 70/ 105
ACOS v1.6
TECHNI
VYY02
Page 71/ 105
ACOS v1.6
TECHNI
VYY02
Page 72/ 105
ACOS v1.6
TECHNI
VYY02
Page 73/ 105
ACOS v1.6
TECHNI
VYY02
Page 74/ 105
ACOS v1.6
TECHNI
VYY02
Page 75/ 105
ACOS v1.6
TECHNI
VYY02
Page 76/ 105
ACOS v1.6
TECHNI
VYY02
Page 77/ 105
ACOS v1.6
TECHNI
VYY02
Page 78/ 105
ACOS v1.6
TECHNI
VYY02
Page 79/ 105
ACOS v1.6
TECHNI
VYY02
Page 80/ 105
ACOS v1.6
TECHNI
VYY02
Page 81/ 105
ACOS v1.6
TECHNI
VYY02
Page 82/ 105
ACOS v1.6
TECHNI
VYY02
Page 83/ 105
ACOS v1.6
TECHNI
VYY02
Page 84/ 105
ACOS v1.6
TECHNI
VYY02
Page 85/ 105
ACOS v1.6
TECHNI
VYY02
Page 86/ 105
ACOS v1.6
TECHNI
VYY02
Page 87/ 105
ACOS v1.6
TECHNI
VYY02
Page 88/ 105
ACOS v1.6
TECHNI
Page 89/ 105
VYY03
ACOS v1.6
TECHNI
VYY03
Page 90/ 105
ACOS v1.6
TECHNI
VYY03
Page 91/ 105
ACOS v1.6
TECHNI
VYY03
Page 92/ 105
ACOS v1.6
TECHNI
VYY03
Page 93/ 105
ACOS v1.6
TECHNI
VYY03
Page 94/ 105
ACOS v1.6
TECHNI
VYY03
Page 95/ 105
ACOS v1.6
TECHNI
VYY03
Page 96/ 105
ACOS v1.6
TECHNI
VYY03
Page 97/ 105
ACOS v1.6
TECHNI
VYY03
Page 98/ 105
ACOS v1.6
TECHNI
VYY03
Page 99/ 105
ACOS v1.6
TECHNI
VYY03
Page 100/ 105
ACOS v1.6
TECHNI
VYY03
Page 101/ 105
ACOS v1.6
TECHNI
VYY03
Page 102/ 105
ACOS v1.6
TECHNI
VYY03
Page 103/ 105
ACOS v1.6
TECHNI
VYY03
Page 104/ 105
ACOS v1.6
Summary
TECHNI
Page 105/ 105
TECHNICAL PUBLICATION
Presentation
VYY03
41
89
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 00 GENERAL FAMILIARIZATION

ATA 00
Introduction
Page 2/ 21
Introduction
V0001
ACOS v1.6
ATA 00
Production chart
Page 3/ 21
Production chart
V0002
ACOS v1.6
ATA 00
Main dimensions
Page 4/ 21
Main dimensions
V0003
ACOS v1.6
ATA 00
Weights and loading
Page 5/ 21
Weights and loading
V0004
ACOS v1.6
ATA 00
Cabin layout
Page 6/ 21
Cabin layout
V0005
ACOS v1.6
ATA 00
Cabin cross section
Page 7/ 21
Cabin cross section
V0006
ACOS v1.6
ATA 00
Cockpit
Page 8/ 21
Cockpit
V0007
ACOS v1.6
ATA 00
Composite materials
Page 9/ 21
Composite materials
V0009
ACOS v1.6
ATA 00
Engine
Page 10/ 21
Engine
V0010
ACOS v1.6
ATA 00
Performances
Page 11/ 21
Performances
V0011
ACOS v1.6
ATA 00
Hotel Mode
Page 12/ 21
Hotel Mode
This mode, available on the RH engine, is used only on ground, to provide aircraft electrical supply and air conditioning.
Hotel Mode works with the LP and HP stages running and the propeller brake locked.
Hotel Mode = Right engine running + Propeller brake on + Gust lock on + right condition lever at feather
V0012
ACOS v1.6
ATA 00
Catering
Page 13/ 21
Catering
V0013
ACOS v1.6
Presentation
ATA 00
Page 14/ 21
Presentation
In normal operation, all the flight compartment lights are off. The use of lights to indicate correct operation is limited to a minimum (green illumination for
normal operation).
CAUTION Amber Configuration not requiring immediate action. Time for taking action will be left to the crew's discretion.
Indication Blue Normal transient configuration
Indication White Control position indication. Neutralized abnormal configuration.
Indication Green Normal operation
Warning Red Configuration or failure requiring immediate action
V0014
ACOS v1.6
ATA 00
Introduction
Page 15/ 21
Introduction
S0001
ACOS v1.6
ATA 00
Main dimensions
Page 16/ 21
Main dimensions
S0003
ACOS v1.6
ATA 00
Weights and loading
Page 17/ 21
Weights and loading
P0004
ACOS v1.6
ATA 00
Composite materials
Page 18/ 21
Composite materials
P0009
ACOS v1.6
ATA 00
Engine
Page 19/ 21
Engine
P0010
ACOS v1.6
ATA 00
Performances
Page 20/ 21
Performances
P0011
ACOS v1.6
Summary
ATA 00
Page 21/ 21
ATA 00 GENERAL FAMILIARIZATION
P0011
Introduction
Production chart
Main dimensions
Weights and loading
Cabin layout
Cabin cross section
Cockpit
Composite materials
Engine
10
Performances
11
Hotel Mode
12
Catering
13
Presentation
14
Introduction
15
Main dimensions
16
Weights and loading
17
Composite materials
18
Engine
19
Performances
20
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 05 TIME LIMIT

ATA 05
Maintenance checks
Page 2/ 6
Maintenance checks
V0501
ACOS v1.6
Maintenance checks
ATA 05
Page 3/ 6
INSPECTION DEFINITIONS For the check of an aircraft, various types of inspections are carried out.
Line checks: Checks and Zonal Visual Inspections.

A checks and multiple: Zonal Visual Inspections, Lubrication, Servicing, Operational Checks.
C checks and multiple: Zonal Visual Inspections. Operational and Functional checks on aircraft and powerplant systems.
Structural inspections: General Visual Inspections (GVI). Detailed Visual Inspections (DVI). Special Detailed Inspections (SDI).
STANDARD INSPECTION INTERVALS
These inspections are carried out with regular intervals.
F Line Check:2 days.
Weekly Check: 7 days.

A check: 500 Flight Hours (FH).
C check: 4000 Flight Hours (FH).
STRUCTURAL INSPECTION INTERVALS
Three structural inspection categories exist:
Fatigue damage: Thresholds: 24000 / 36000 Flights. Repeat Intervals: 3000 / 6000 / 12000 / 18000 / 24000 Flights.
Environmental damage: Thresholds: 2 / 4 / 8 Years. Repeat Intervals: 2 / 4 / 8 Years.
Accidental damage: Intervals: 2 / 4 / 8 Years.
MAINTENANCE PLANNING DOCUMENT (MPD)
F Tasks identified in the MRB Report are broken down into a comprehensive Maintenance Planning Document.
F The MPD references each task and provides details on Zone, Accesses, Description, Job Procedure, Manpower required, Man-hours required, Efficiency,
Interval.
The program defined in MRB/MPD documents is based on an average daily utilization of 5.5FH for 8.2FL (2000 FH/YE and 3000 FL/YE). In the event that
operation appreciably differs from these figures, the program should be adapted to account for A/C utilization.
Maintenance Planning Document (MPD)
MAINTENANCE PRECAUTIONS
BACKGROUND : Following a series of accident involving large commercial aircraft, the influences on Fuel Tank Safety have been widely discussed in
recent years, to establish means by which fuel tank explosions can be prevented in future. The FAA and EASA issued special requirements for
maintenance and inspection, focused on prevention against fuel tank explosion risk-adjacent systems and on Fuel Tank Airworthiness Limitations.
CDCCL : An important concept of the new regulation is the introduction of Critical Design Control Configuration Limitation (CDCCL). As applied to fuel
tank safety policy, this term covers all items of the fuel tank and adjacent systems that are considered as critical ignition source prevention features. All
precautions shall be taken to prevent unsafe conditions to develop from configuration changes caused by maintenance action, repair or alteration of these
critical items. All CDCCLs are included in the time limit section of the MRB and are highlighted into AMM task cards and CMMs to provide the list of critical
parts that should not be repaired out of the scope.
CAUTION: All along the ATA 28 (FUEL) covered in this course, the trainee will have to pay a particular attention to the safety precautions.
ENGINE AND PROPELLER MAINTENANCE
Engine Maintenance Hard Time:
V0501
ACOS v1.6
Maintenance checks
ATA 05
Page 4/ 6
F Removal of the engine at the defined time limit:

- HSI (Hot Section Inspection).
- OVH (OVerHaul).
Engine Maintenance On-Condition:
F No scheduled Hot Section Inspection (HSI) / Overhaul (OVH). (2 HSI for 1 OVH recommended by P&WC).
F Engine removal for refurbishment driven by on wing task and ECTM.
F Proven to be the most cost effective way of maintaining engines.
Propeller Maintenance Major Inspection Intervals (MII): Aircraft typePropellerInterval ATR42-300/-320:14SF-510000 FH
ATR72-200:14SF-1110500 FH
ATR42-400/500/ATR72-500:568 8100 FH
COMPONENT MAINTENANCE Components have scheduled overhaul:
V0501
ACOS v1.6
ATA 05
Maintenance checks
Page 5/ 6
V0501
ACOS v1.6
Summary
ATA 05
Page 6/ 6
ATA 05 TIME LIMIT

Maintenance checks
V0501
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 08 WEIGHING AND LEVELLING

ATA 08
Weighing and levelling
Page 2/ 9
V0801
ACOS v1.6
ATA 08
Page 3/ 9
WEIGHING METHODS
Three Weighing technics can be used:
Weighing on jack,
Weighing on wheels,
Weighing on jack and wheels.
Prior to weighing:
Defuel the tanks by suction and drained.
During defueling, pitch and roll attitude must be at 0.
The remaining fuel quantity must be check in weight and balance manual (one table for each aircraft version).
V0801
ACOS v1.6
ATA 08
V0801
Page 4/ 9
ACOS v1.6
ATA 08
Page 5/ 9
AIRCRAFT PREPARATION
Place aircraft in a closed hangar.
Equip with one clinometer, at level of cargo compartment door between frame 14 and frame17, for measuring aircraft pitch attitude = 0.
The aircraft configuration must be as follows:
Flaps retracted.
Control surfaces and trim in neutral position.
Spoilers retracted.
All doors and exits closed.
Blanking plates, protection and covers removed.
No object workstand in contact with aircraft.
Make out list of missing equipment:
Hydraulic system is topped up.
Engine oil replenishing has been accomplished.
Replenish toilets with water and applicable materials.
Top up with potable water system.
Note tire characteristics.
Clean aircraft to remove all trace of grease, dirt or water. CAUTION : do not weight wet or iced aircraft.
V0801
ACOS v1.6
ATA 08
Page 6/ 9
WEIGHING ON JACK
Jacking and load cell point location must be as follows:
1 or 2 on the nose.
1 for each wing.
1 safety stay on tail cone.
Note : Load cell depend on ATR version.
The maximum permissible load on each point is given in Job Instruction Card (reference n 08-12-00).
V0801
ACOS v1.6
ATA 08
Page 7/ 9
WEIGHING ON WHEELS
The mechanical scales must be located as follows:
1 on the nose.
2 for the main gears.
Note : Mechanical scales depend on ATR version.
The three scales must have pans large enough to contain the landing gear tires.
V0801
ACOS v1.6
ATA 08
Page 8/ 9
WEIGHING ON JACK AND WHEELS

The mechanical scales and jacking point must be located as follows:
1 scale and 1 jack for the nose. Nose landing gear structure will be suspended by jack assy positioned on floor mechanical scale.
1 scale for main gears. Both main landing gear left and right tires will be positioned on same floor mechanical scale.
Note: Mechanical scales depend on ATR version.
The two scales must have pans large enough to contain the landing gear tires.
The aircraft must be leveled at 0 attitude by lifting the nose gear structure.
V0801
ACOS v1.6
Summary
ATA 08
Page 9/ 9
ATA 08 WEIGHING AND LEVELLING

V0801
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 10 PARKING AND MOORING

ATA 10
Parking
Page 2/ 10
Parking
V1001
ACOS v1.6
Parking
ATA 10
Page 3/ 10
INSTALLATION The following operations must be carried out:
Park aircraft into wind.

Check that parking brake is applied.
Engage gust lock.
Install main and nose landing wheel chocks.
Install propeller securing straps.
Install engine nacelle covers.
Blank the two NACA inlets.
Blank the two air conditioning inlets.
Install the cover assies on static port.
Install pitot probe covers.
Install the temperature probe cover.

For additional installation in cold weather conditions, refer to SL 42-30-5011.
V1001
ACOS v1.6
Parking
ATA 10
Page 4/ 10
REMOVAL The following operations must be carried out:
Remove all installed covers and protective devices.

Store protective devices in bag provided.
Remove safety pins from landing gear struts and stow.
Remove wheel chocks.

Reference: from Job Instruction Card N 10-10-00
V1001
ACOS v1.6
ATA 10
Mooring
Page 5/ 10
Mooring
GENERALITY Mooring is necessary when wind speed exceeds a limit calculated in function of aircraft weight and center of gravity.
Preparation:
Position the aircraft so that main landing gear de-bogging fixtures and nose landing gear towing fixtures correspond to mooring shackles on ground.
Perform the last meters of any taxiing procedure straight forward so that no torsion load is exerted on tires and landing gears hinge points.
Connect aircraft to ground.
V1002
ACOS v1.6
ATA 10
Mooring
Page 6/ 10
GENERALITY Ground mooring is carried out at each main and nose landing gear.
V1002
ACOS v1.6
Mooring
ATA 10
Page 7/ 10
Ground mooring of main landing gear can be carried out with:

Cables or ropes
Turnbuckles
V1002
ACOS v1.6
Mooring
ATA 10
Page 8/ 10
Ground mooring of nose landing gear can be carried out with:

Cables or ropes
Turnbuckles
V1002
ACOS v1.6
Mooring
ATA 10
Page 9/ 10
LIMITATIONS
Wind speed up to 95 Km/H:

-
Moor aircraft.
Wind speed ranging between 95 Km/H and 120 Km/H:

-
Moor aircraft.
Lock rudder.
Wind speeds greater than 120 Km/H:

- Shelter the aircraft in a hangar.
Reference: from Job Instruction Card N 10-21-00.
V1002
ACOS v1.6
Summary
ATA 10
Page 10/ 10
ATA 10 PARKING AND MOORING
V1002
Parking
Mooring
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 12 SERVICING

ATA 12
Main external dimension
Page 2/ 74
V1201
ACOS v1.6
ATA 12
Ground clearance
Page 3/ 74
Ground clearance
V1202
ACOS v1.6
ATA 12
Exhaust temperature contours
Page 4/ 74
V1203
ACOS v1.6
ATA 12
Danger areas of the engines
Page 5/ 74
V1204
ACOS v1.6
ATA 12
No step areas
Page 6/ 74
No step areas
On the aircraft, a black point strip shows the NO STEP areas. A black hatched strip limits the area where you can walk.
V1205
ACOS v1.6
ATA 12
Aircraft servicing with jetways
Page 7/ 74
V1206
ACOS v1.6
ATA 12
Exterior inspection
Page 8/ 74
Exterior inspection
The exterior inspection is primarily a visual check to ensure that the general condition of the aircraft, the visible components equipment are safe for the
following flight. It is normally performed by the maintenance personnel or if not present by the first officer prior to each originating flight.
V1207
ACOS v1.6
ATA 12
Ground service connections
Page 9/ 74
V1208
ACOS v1.6
ATA 12
Air conditioning ground connection
Page 10/ 74
V1209
ACOS v1.6
ATA 12
Page 11/ 74
Pre-conditioning Caution : Before supplying external air, make certain that at least the cargo venting door or the captain communication door is open and
remain open during the servicing.
1- Start up ground air conditioning unit.
Note : To avoid air back pressure at level of underfloor ducts, make certain that both recirculation fan 1 and 2 are off.
2- On ground conditioning unit, select the desired cooling or heating temperature.
V1209
ACOS v1.6
ATA 12
Electrical ground connection
Page 12/ 74
V1210
ACOS v1.6
ATA 12
Page 13/ 74
Pre-conditioning Caution : Before supplying external air, make certain that at least the cargo venting door or the captain communication door is open and
remain open during the servicing.
1- Start up ground air conditioning unit.
Note : To avoid air back pressure at level of underfloor ducts, make certain that both recirculation fan 1 and 2 are off.
2- On ground conditioning unit, select the desired cooling or heating temperature.
V1210
ACOS v1.6
ATA 12
Refueling electrical control panel
Page 14/ 74
V1211
ACOS v1.6
ATA 12
Page 15/ 74
V1211
ACOS v1.6
ATA 12
V1211
Page 16/ 74
ACOS v1.6
ATA 12
Page 17/ 74
Automatic refueling operation
The refueling panel and refuel / defuel coupling are located on the RH main landing gear fairing of the aircraft:
During refueling and defueling operations, fire services have to be ready in case of an emergency and fuel safety precautions have to be applied.
This tool is used to keep refuel / defuel valves in open position in case of valves failure.
Each 28 VDC refuel / defuel valve is equipped with a metal ring located under the electrical connection. The element called manual override enables the
valves to be operated manually, in the event of an electrical control failure.
Two restrictors located at the valve outlet allow fuel flow in the circuits to be balanced for simultaneous filling of tanks. Fuel through the lines is admitted
into the tanks at the tank low points.
Diffusers are located at the end of the two filling lines to limit formation of foam and vapor.
The fuel / defuel assembly is installed in a dry bay which is drained.
V1211
ACOS v1.6
ATA 12
Gravity refueling port
Page 18/ 74
V1212
ACOS v1.6
ATA 12
Page 19/ 74
V1212
ACOS v1.6
ATA 12
V1212
Page 20/ 74
ACOS v1.6
ATA 12
Page 21/ 74
Gravity refueling is performed through two overwing gravity filling ports installed on the wing upper surface between ribs 22 and 23. Each gravity filling port
includes a support attached to the structure and a filter.
Remove cap from refueling connector located on wing upper surface
by means of a screwdriver, loosen the screw by 4 to 5 turns.
Press cap, turn by a quarter turn and release.

Gravity refueling
Start up ground refueling equipment For each tank, perform refueling and check quantity indicator located on refueling panel.
Take care not to damage wing leading edge equipped with de-icing boots.
From JIC 12-11-28 FLG
V1212
ACOS v1.6
ATA 12
Manual fuel quantity reading
Page 22/ 74
V1213
ACOS v1.6
ATA 12
Page 23/ 74
V1213
ACOS v1.6
ATA 12
V1213
Page 24/ 74
ACOS v1.6
ATA 12
Page 25/ 74
Each tank is equipped with two manual magnetic indicators. Access to the indicators is gained from the wing lower surface. A dipstik is mounted between
rib 5 and 6 near the feeder tank.
The other one is mounted between rib 22 and 23 near the vent surge tank. By means of a graduated scale, the dipstik gives an indication of the residual
fuel quantitycontained in the tank.
When not being used for manual checks, the dipstick is locked in its raised position. A chart is used to convert cm into liters and units of weight (Kg or lbs)
as a function of A/C attitude and fuel density.
A clinometer located on the left rear landing gear fairing gives the A/C roll attitude in order to perform the corrections for limiting A/C attitude effects for
dipstik reading.
The dipstik comprises a gauge body with a mounting base. Inside the gauge body are :
an assembly consisting of a magnet and float, which defines the position on the scale during a level check,
a graduated scale,
a stop (or lock) which receives the control knob when the assembly is locked,
a control knob which, by simple rotation, releases the gratuated scale,
a stop ring, which holds the measurement and check assembly.
Locked position : the control knob is flush with the outer face of the gauge body and wing lower surface.
Unlocked position : by pressing and turning the control knob, the rod magnetically linked to the float, falls under its own weight. The fuel level is read in cm
on the section of the scale which protrudes from the wing lower surface.
V1213
ACOS v1.6
ATA 12
Hydraulic reservoir filling
Page 26/ 74
V1214
ACOS v1.6
ATA 12
Page 27/ 74
Procedure Caution: Reservoir replenishing by gravity without installation of the filter basket could cause system fluid pollution.
Open the reservoir filler cap.

Wash with fresh skydrol the filter basket.
Install it on the reservoir.
Fill the reservoir with skydrol (02-003) until the level on the sight glass indicator reaches the "TOP FULL" mark.
Note: A general rule products can be found in 20-31-00 (standard practices). Example: 02-003 above.
From JIC 12-12-29 SRV
V1214
ACOS v1.6
ATA 12
Potable water service
Page 28/ 74
V1215
ACOS v1.6
ATA 12
Page 29/ 74
V1215
ACOS v1.6
ATA 12
V1215
Page 30/ 74
ACOS v1.6
ATA 12
Page 31/ 74
Draining
On potable water service panel, remove blanking plug from union, place handle in open position: drain water tank into service vehicle.
During draining keep pushing the faucet lever
Note: in the event of freezing, perform draining after the last flight.
Replenishing
On potable water service panel, with valve handle in open position, connect service vehicle and replenish water tank: 15 liters (4 US gallons) approx.
Place valve handle in closed position
Note: Filling pressure must not exceed 1 bar (14 PSI). In the event of topping up operation, stop replenishing when water flows through overflow port, in
the event of freezing, perform filling just before the flight.
Caution: In order to avoid blocking of plugs and valves by ice, thoroughly wipe dry threads, potable water service panel and access door.
From JIC 12-15-38
V1215
ACOS v1.6
ATA 12
Toilet service
Page 32/ 74
Toilet service
V1216
ACOS v1.6
ATA 12
Toilet service
Page 33/ 74
Toilet assembly must be serviced after each scheduled flight by, emptying flushing and re-charging the tank with fluid containing a dye-deodorantchemical-water solution.
V1216
ACOS v1.6
ATA 12
Service interphone jack
Page 34/ 74
V1217
ACOS v1.6
ATA 12
V1217
Page 35/ 74
ACOS v1.6
ATA 12
Landing gear safety pins
Page 36/ 74
V1218
ACOS v1.6
ATA 12
Page 37/ 74
In the flight compartment :
a set of three landing gear safety pins are stowed behind of the First Officer's seat.
V1218
ACOS v1.6
ATA 12
Jacking up for wheel removal
Page 38/ 74
V1219
ACOS v1.6
ATA 12
V1219
Page 39/ 74
ACOS v1.6
ATA 12
Free fall assister nitrogen charging
Page 40/ 74
V1220
ACOS v1.6
ATA 12
Page 41/ 74
The free fall assister assists the main landing gears extension in emergency. A poor pressure will be indicated by a red mark. A task (12-14-32) in the AMM
JIC provides data to perform the job.
Caution: To ensure correct free fall assister inflation, take extreme care of detailed charging procedure. Failure to do so may result in thermal unbalance
during the charging activity and may affect final pressure requirements. Procedure as per JIC 12-14-32
Check the red marker at next flight, if it will be visible, re-perform the nitrogen charging. If the red marker will be visible, at the following flight remove at the
first opportunity the free fall assister and evaluate it.
V1220
ACOS v1.6
ATA 12
Towing
Page 42/ 74
Towing
V1221
ACOS v1.6
ATA 12
Towing
Page 43/ 74
V1221
ACOS v1.6
ATA 12
V1221
Towing
Page 44/ 74
ACOS v1.6
Towing
ATA 12
Page 45/ 74
Procedure Make certain that tow bar is in horizontal position and that towing point or towing vehicle is not higher than 16 inch.
Caution: Towing with the hydraulic system pressurized can result in steering system damage.
Before towing the aircraft, make certain that N/W steering switch is in the "OFF" position.
Caution Use only tow bar designed for this aircraft.
Never tow the aircraft at an angle which will cause the main gear tires to slide. Be careful when towing at sharp angles; tow very slowly. When
towing from the nose gear do not exceed the turning angle indicated by the pointer installed on the leg structure and the graduated plate bonded to
the turning tube.
Never tow the aircraft if wind exceeds 50 knots.
From JIC 09-11-00
V1221
ACOS v1.6
ATA 12
Inflating tyre pressure
Page 46/ 74
V1222
ACOS v1.6
ATA 12
Page 47/ 74
Main gear and nose gear tire pressures are given in accordance with aircraft normal operating take-off weight in order to optimize tire wear (ref. Job
instruction card 32- 41- 00 CHK 10010 for tyres pressures).
V1222
ACOS v1.6
ATA 12
Check of tyre wear
Page 48/ 74
Check of tyre wear
V1223
ACOS v1.6
ATA 12
Check of tyre wear
Page 49/ 74
PlacardTire wear limit MLGGOODYEAR328Q28-1 (RETREADABLE) MLGGOODYEAR328Q28-2 (TBD) It is recommended that the tires be removed from the
A/C when the bottom of any groove is reached at any location or when the first layer of fabric becomes exposed, whichever occurs last.
Note: It is permissible to wear the tire beyond the bottom of the grooves if the first fabric layer has not been exposed. When fabric exposure is reached before
the bottom of the groove is reached, this is not a reason for concern, but the tire must be removed if it is to be retreaded.
If retreading is not desired, the tire may be worn until the second layer of fabric is exposed. The tire should be removed as soon as the fabric layer becomes
visible. Exposure of any portion of this fabric layer makes the tire unsuitable for retreading.
NLGGOODYEAR459M08-2(RETREADABLE) NLGMICHELINM09601(NOT RETREADABLE) It is recommended that the tire be removed from the aircraft
when the bottom of any groove is reached at any location.
V1223
ACOS v1.6
ATA 12
Check of tyre wear
Page 50/ 74
Note: Perform the check when the wheel is cold and with aircraft on wheels.
Remove tire inflating valve cap.

Note: It is necessary to check tires pressure in cold climates, always apply heat to inflation valve and surrounding areas before unseating valve seal.
Connect a pressure gauge to the tire inflating valve, read the pressure and verify that the valve is in accordance with the following table:
V1223
ACOS v1.6
ATA 12
Check of tyre wear
Page 51/ 74
V1223
ACOS v1.6
ATA 12
Braking reservoir fluid level check
Page 52/ 74
V1224
ACOS v1.6
ATA 12
Page 53/ 74
Note: Two persons are required to remove the radome. The radome weighs 60 lbs (27.2 kg).
Check: 1- Check that the fluid level in the reservoir is between the level indicators marked on the reservoir.
2- In case of low level refill
Remove the filler cap
Fill the brake reservoir with the proper grade of oil to the max mark on the reservoir.
From JIC SRV 12-12-32
V1224
ACOS v1.6
ATA 12
Tail bumper
Page 54/ 74
Tail bumper
V1225
ACOS v1.6
ATA 12
Tail bumper
Page 55/ 74
At each walk around, inspect tail bumper. If it is stripped, check the red indicator:
If this indicator does not show evidence of wear, aircraft can be flown.
If this indicator shows evidence of wear, maintenance action is required.
From JIC 05-51-18
V1225
ACOS v1.6
ATA 12
Tail prop
Page 56/ 74
Tail prop
V1226
ACOS v1.6
ATA 12
Tail prop
Page 57/ 74
On ground during passengers boarding / unboarding, the tail prop must be installed on the tail skid to avoid a possible pulling-up.
Note: When not used, the tail prop is stored in the rear unpressurized area of the aircraft (beyond the aft bulkhead).
V1226
ACOS v1.6
ATA 12
Oil tank level check access
Page 58/ 74
V1227
ACOS v1.6
ATA 12
V1227
Page 59/ 74
ACOS v1.6
ATA 12
Draining of air data system
Page 60/ 74
V1228
ACOS v1.6
ATA 12
V1228
Page 61/ 74
ACOS v1.6
ATA 12
Aircraft jacking
Page 62/ 74
Aircraft jacking
V1229
ACOS v1.6
ATA 12
Aircraft jacking
Page 63/ 74
V1229
ACOS v1.6
ATA 12
V1229
Aircraft jacking
Page 64/ 74
ACOS v1.6
ATA 12
Aircraft jacking
Page 65/ 74
Forward fuselage jack adaptor These steel adaptors consist of a 38 mm (1.5 in.) DIA ball at one end (jack side) and of a threaded part screwed into the
forward fuselage or mlg fairing.
Wing or aft fuselage jack adaptor These steel adaptors consist of a 38 mm (1.5 in.) DIA ball at one end (jack side) and of a threaded part screwed onto the aft
fuselage or wing.
If retreading is not desired, the tire may be worn until the second layer of fabric of fabric is exposed. The tire should be removed as soon as the fabric layer
becomes visible. Exposure of any portion of this fabric layer makes the tire unsuitable for retreading.
NLGGOODYEAR459M08-2(RETREADABLE) NLGMICHELINM09601(NOT RETREADABLE) It is recommended that the tire be removed from the aircraft
when the bottom of any groove is reached at any location.
DAMAGES INTERCHANGEABILITY MIXABILITY Refer to J.I.C. 32-41-00 CHK
Note: Perform the check when the wheel is cold and with aircraft on wheels.
Remove tire inflating valve cap.

Note: It is necessary to check tires pressure in cold climates, always apply heat to inflation valve and surrounding areas before unseating valve seal.
Connect a pressure gauge to the tire inflating valve, read the pressure and verify that the valve is in accordance with the following table:
V1229
ACOS v1.6
ATA 12
Wing fuel tank draining
Page 66/ 74
V1230
ACOS v1.6
ATA 12
Page 67/ 74
When it is required, the draining of water from fuel tanks will be performed when the water in the fuel is at the buttom of the tanks, i.e. preferably:
before the first daily flight or minimum half an hour after refuelling or engine shut down.
Note: Before weighting, the aircraft must be defueled by suction at the fueling station and the remaining fuel drained by the water drain valves.
8 underwing water drain valves identified as above. Water draining is possible from tanks at any aircraft attitude between 3.
V1230
ACOS v1.6
ATA 12
Fuselage water drain
Page 68/ 74
V1231
ACOS v1.6
ATA 12
V1231
Page 69/ 74
ACOS v1.6
ATA 12
Ground clearance
Page 70/ 74
Ground clearance
P1202
ACOS v1.6
ATA 12
Page 71/ 74
P1203
ACOS v1.6
ATA 12
No step areas
Page 72/ 74
No step areas
P1205
ACOS v1.6
Summary
ATA 12
Page 73/ 74
ATA 12 SERVICING
P1205
Ground clearance
No step areas
Exterior inspection
10
12
14
18
22
26
28
Toilet service
32
34
36
38
40
Towing
42
46
Check of tyre wear
48
ACOS v1.6
Summary
ATA 12
P1205
Page 74/ 74
52
Tail bumper
54
Tail prop
56
58
60
Aircraft jacking
62
66
68
Ground clearance
70
71
No step areas
72
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 20 STANDARD PRACTICES

ATA 20
AMM (Aircraft Maintenance Manual)
Page 2/ 6
GENERALITY
This chapter sets out instructions relative to standard nut and bolt work together with procedures for:
Line installation,
Cable checking,
Bonding,
Sealing,
Protective treatment and Paint

Some principle of repairs, swaging, fixing process and the products and ingredients implementation are described too in this chapter.
V2001
ACOS v1.6
ATA 20
V2001
Page 3/ 6
ACOS v1.6
ATA 20
AWM (Aircraft Wiring Manual)
Page 4/ 6
GENERALITY
This chapter covers the description, part numbers and installation procedure of electrical equipment installed on aircraft:
The standard practices information available allows all operations and repairs of electrical equipment.
For every kind of equipment, at least 3 types of information are given:
A description / identification section.

The corresponding allocation tables.
A tool identification / allocation table including the basic accomplishment instructions.
V2002
ACOS v1.6
ATA 20
V2002
Page 5/ 6
ACOS v1.6
Summary
ATA 20
Page 6/ 6
ATA 20 STANDARD PRACTICES
V2002
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 21 AIR CONDITIONING

ATA 21
General description
Page 2/ 205
General description
The air conditioning system is provided to keep the passenger and flight compartments to the required pressure, temperature, humidity and cleanliness for
the comfort of the passengers and crew, both on ground and in flight.
This air also ventilates: w Components located in the avionics compartment, w The lavatory.
The conditioning air is bled from:
The aircraft air conditioning packs supplied with air from engine compressors (on ground or in flight), or by the ground cart.
The temperature and pressure of the air is controlled and distributed to the pressurized compartment. It is then discharged overboard; the air flows
continuously through the cabin.
The air pressure variations are automatically kept within limits compatible with passenger comfort.
V2101
ACOS v1.6
ATA 21
Cockpit panels
Page 3/ 205
Cockpit panels
V2102
ACOS v1.6
ATA 21
Interfaces
Page 4/ 205
Interfaces
V2103
ACOS v1.6
ATA 21
Features
Page 5/ 205
Features
V2104
ACOS v1.6
ATA 21
V2104
Features
Page 6/ 205
ACOS v1.6
ATA 21
V2104
Features
Page 7/ 205
ACOS v1.6
ATA 21
Air conditioning safety precaution
Page 8/ 205
V2105
ACOS v1.6
ATA 21
V2105
Page 9/ 205
ACOS v1.6
ATA 21
Air conditioning system description
Page 10/ 205
V2106
ACOS v1.6
ATA 21
Page 11/ 205
The conditionned air ventilates the cabin and the flight compartment then the air is evacuated and channeled to the outflow valves; part is then discharged
overboard the rest recycled to the cabin and flight compartment through a recirculation fan.
The air bleed from engine compressors is pressure controlled by a pack valve, before entering the air conditioning unit. It is then pre-cooled by an air heat
exchanger and routed to the air conditioning pack.
The temperature control system controls air temperature at the conditioning pack outlet and inside the pressurized compartments.
The conditioning air temperature is obtained by mixing air from:
A hot air source upstream of the conditioning pack (air bleed from engines).
A cold air source from the conditioning heat exchangers.
Temperature control is regulated independently for the flight deck and the passenger compartment (cabin).
Independant packs are located on each side of landing gear fairing.
The air conditioning is divided into four parts.
The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack. It supplies the pressurized
zones of the aircraft with cool and conditioned air. The air cooling system consists of two identical air conditioning packs, each comprising airflow
regulation, a refrigeration unit and a water separator.
V2106
ACOS v1.6
ATA 21
Compression system description
Page 12/ 205
The pneumatic air for the air conditioning system is bled from either low or high bleed port of each engine.
It is ducted to two identical independent air cooling units (packs) installed respectively in the left and right landing gear fairings.
V2108
ACOS v1.6
ATA 21
Page 13/ 205
V2108
ACOS v1.6
ATA 21
V2108
Page 14/ 205
ACOS v1.6
ATA 21
Page 15/ 205
Each engine feeds the pack on its respective side through a pressure regulating and shut-off valve (pack-valve) and through a service pressure regulator
which transmits a pressure to the temperature control valve.
Hot air from the engine is admitted through pack valves and conditioned (cooled, dried, compressed) in the packs.
The pack valve is pneumatically operated and electrically controlled. It has two functions:
Pack shut-off,
Pressure control and hence flow control. Normal and high flow are available. The selection of high flow mode increases the pack entrance pressure
resulting in conditioning performance improvement.
Without air pressure, and regardless of electrical command, the pack valve is spring-load closed. It will also close without electrical supply.
The ducts connecting the engines to the respective air cooling pack are interconnected by a crossfeed valve (ground operation only).
V2108
ACOS v1.6
ATA 21
Compression system operation
Page 16/ 205
V2113
ACOS v1.6
ATA 21
Page 17/ 205
Here is the simplified schematic of pack valve 2 operation. The pack valve is controlled to open when the bleed air shut off valve is open and the valve is
selected "ON" or with X FEED valve open and provided no fault is detected.
When all the conditions are met the signal is delayed by 6 s (not shown on the screen).
Note: delay is only applicable to pack 2.
When the time is elapsed the shut-off valve solenoid is energized and, as air pressure is available the pack valve opens and regulates at 22 PSI (normal
flow). Note that the pack control relay provides information to the cabin pressure controller and to the cabin temperature sensor ventilation fan.
To increase the flow, the "flow" push button has to be selected on, this acts on the high pressure differential solenoid. Now the pack valve regulates at 30
PSI (high flow). The "flow" push button is common to both packs. Note that a signal is sent to engine electronic control to decrease slightly the fuel to
prevent ITT increase.
In case of pack overheat (204C). The pack valve will close automatically. Fault light illuminates because the pack valve selection (on) disagrees with the
valve position (closed). In addition, on the RH maintenance panel the "bite loaded" magnetic indicator turns on to indicated the fault. Comments: a pack
overheat could be due to a dirty heat exchanger or a turbo fan failure.
V2113
ACOS v1.6
ATA 21
Pack valve description
Page 18/ 205
V2109
ACOS v1.6
ATA 21
Page 19/ 205
V2109
ACOS v1.6
ATA 21
V2109
Page 20/ 205
ACOS v1.6
ATA 21
Page 21/ 205
This valve is located on the forward landing gear fairing and regulates, or shuts off the flow of the engine bleed air to the pack.
The solenoid-controlled shut-off valve is a pneumatically-actuated, butterfly type, with a variable pressure regulator.
Two pack valves, one in each pack, pneumatically operated and electrically controlled, regulate the air flow and pressure.
These valves also work as shut-off valves.
The valve consists of a:
1) High reference regulator (30 PSI),
2) Low reference regulator (22 PSI),
3) Shut-off solenoid valve assembly,
4) High differential solenoid valve assembly,
5) Actuator assy
6) Flow section
7) A position indicator switch assembly
V2109
ACOS v1.6
ATA 21
Service pressure and regulating valve description
Page 22/ 205
V2111
ACOS v1.6
ATA 21
Page 23/ 205
The service pressure regulator located in the landing gear fairing is a pneumatically activated poppet-type differential pressure regulator.
The service pressure regulator is pneumatically activated poppet-type differential pressure regulator.
It provides a constant source of regulated supply air to the temperature control valve.
The service pressure regulator is a bleed on type regulator designed to deliver a regulated outlet pressure when provided with a higher, unregulated
supply at the inlet.
It provides a constant source of regulated supply air to the temperature control valve.
V2111
ACOS v1.6
ATA 21
Service pressure and regulating valve operation
Page 24/ 205
Input pressure from the bleed air duct (upstream the pack valve) is applied to the service pressure regulator. The poppet modulates in response to the
interaction of output pressure acting on the diaphragm, throught the feedback orifice, and the calibration spring to deliver a regulated supply pressure of
16,4 PSI to the temperature control valve.
When the balance between the opening force and closing force is upset (change in supply pressure or change in output usage) the poppet valve will find a
new position and return to the calibrated output.
V2112
ACOS v1.6
Cooling system description
ATA 21
Page 25/ 205
The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack in order to supply the
pressurized zones of the aircraft with cool air.
A cooling turbo-fan provides cooling air on ground or in flight when the aircraft speed is lower than 150 KTS and landing gear is down.
In other cases, cooling air is provided by ram-air.
The temperature of air supplying the pressurized zones of the aircraft with conditioned air is regulated by the temperature control system.
V2114
ACOS v1.6
ATA 21
Page 26/ 205
The air cooling system consists of two identical air conditioning packs, each one comprising an air flow regulation, a refrigeration unit and a water
separator. These packs enable airflow temperature and humidity to be controlled.
Air is supplied by the right engine for the passenger compartment and by the left engine for the flight compartment and 32 % of the passenger
compartment.
V2114
ACOS v1.6
ATA 21
Page 27/ 205
V2114
ACOS v1.6
ATA 21
V2114
Page 28/ 205
ACOS v1.6
ATA 21
Page 29/ 205
The cooling air generation assembly consists of :
a cooling inlet (ram air),

a ground cooling turbo-fan which circulates the air in the heat exchangers.
The ground cooling turbo-fan is energized by bleed air, which is controlled through the turbo-fan shut-off valve.
Two check valves are installed in the cooling air duct.
There is also a nozzle spraying water in front of the heat exchangers.
In the cooling system, there are also :
an air cycle machine comprising a compressor and a turbine,
a condenser,
a water extractor,
a turbine temperature inlet control valve,
an additional de-icing pressure switch,
a pack overtemperature switch.
V2114
ACOS v1.6
ATA 21
Cooling system operation
Page 30/ 205
V2138
ACOS v1.6
ATA 21
V2138
Page 31/ 205
ACOS v1.6
ATA 21
V2138
Page 32/ 205
ACOS v1.6
ATA 21
V2138
Page 33/ 205
ACOS v1.6
ATA 21
V2138
Page 34/ 205
ACOS v1.6
ATA 21
V2138
Page 35/ 205
ACOS v1.6
ATA 21
V2138
Page 36/ 205
ACOS v1.6
ATA 21
Page 37/ 205
V2138
ACOS v1.6
ATA 21
Dual heat exchanger description
Page 38/ 205
V2115
ACOS v1.6
ATA 21
Page 39/ 205
The dual heat exchanger is located in the forward landing gear fairing.
The dual heat exchanger is an air-to-air, plate-fin unit. In reality, it is two heat exchangers contained in a single housing.
There is a primary and a secondary section.
Each section consists of a rectangular plate- fin core with an inlet and outlet pans welded on opposite ends.
V2115
ACOS v1.6
ATA 21
Air cycle machine description
Page 40/ 205
V2117
ACOS v1.6
ATA 21
Page 41/ 205
V2117
ACOS v1.6
ATA 21
V2117
Page 42/ 205
ACOS v1.6
ATA 21
Page 43/ 205
The air cycle machine is located in the forward landing gear fairing.
The air cycle machine consists of :
a compressor,
an expansion turbine.
The compressor and turbine, forming the rotating assembly, are mounted on the same shaft support by air bearings.
Air is ducted from the primary section of the dual heat exchanger to the compressor section of the air cycle machine, where flow temperature and
pressure increase.
The compression heat is partially removed in the secondary section of the dual heat exchanger.
Air is then ducted to the cooling turbine where it expands and gets cold.
V2117
ACOS v1.6
ATA 21
Pack overheat switch description
Page 44/ 205
V2119
ACOS v1.6
ATA 21
Page 45/ 205
The overheat switch is installed downstream the air cycle machine compressor, before the second heat exchanger.
The pack overheat switch consists of a vapor-filled sensing probe, stainless steel diaphragm, belleville reference spring washer, and a double pole/single
throw.
A temperature of approximately 204C will produce a force sufficient to overcome the diaphragm spring washer and actuate the switch.
When the fluid vapor within the probe is subjected to the hot compressor discharge air, it expands and applies a force to the diaphragm.
When air temperature across the probe has decreased to the reset value of approximately 182C, the switch returns to a normaly closed position.
V2119
ACOS v1.6
ATA 21
Condenser description
Page 46/ 205
V2120
ACOS v1.6
ATA 21
Page 47/ 205
The condenser is a plate-fin, single pass, cross flow, air-to-air heat exchanger, that uses refrigerated turbine discharge air at a temperature low enough for
moisture condensation.
V2120
ACOS v1.6
ATA 21
Water extractor description
Page 48/ 205
V2122
ACOS v1.6
ATA 21
Page 49/ 205
V2122
ACOS v1.6
ATA 21
V2122
Page 50/ 205
ACOS v1.6
ATA 21
Page 51/ 205
The water extractor removes the water from the moisture produced by the condenser.
The water extractor is an in-line, integral duct type device that incorporates four helix blades, brazed to the central hub and to the duct inner valve, and a
downstream water collector.
The downstream water collector consists of :
a formed perforated collector ring,

an outer muff,
a water sump,
a flow baffle,
plates,
water drain ports,
a scavenge air port.
V2122
ACOS v1.6
ATA 21
Water spray nozzle description
Page 52/ 205
V2124
ACOS v1.6
ATA 21
Page 53/ 205
The water spray nozzle is located at the air inlet of the heat exchangers.
The water spray nozzle is an orificed fitting that provides a means to attach the line from the water extractor to the ram air plenum.
The nozzle provides a restriction and atomizes the water while spraying it in the cooling airstream before it passes through the dual heat exchangers. The
evaporative cooling effect contributes to the efficiency of the heat exchangers.
The nozzle must be installed with the arrow properly positioned.

V2124
ACOS v1.6
ATA 21
Turbine temperature inlet control valve description
Page 54/ 205
V2125
ACOS v1.6
ATA 21
Page 55/ 205
This valve is installed near the air cycle machine.

Air flow from the water extractor passes over the thermal sensing element before to reach cooling turbine. Cold air causes the sensor/actuator to contract
and open the poppet valve which adds some hot air (tapped from the compressor outlet duct) to the air flow from the water extractor.
The action controls turbine inlet temperature to a minimum of 24C and reduces the possibility of turbine icing.
The thermal element and poppet valve are enclosed in the valve body.
V2125
ACOS v1.6
ATA 21
Additional de-icing pressure switch description
Page 56/ 205
V2126
ACOS v1.6
ATA 21
Page 57/ 205
This pressure switch is installed in the forward landing gear fairing. It is a differential pressure switch connected to compressor outlet duct and water
separator outlet duct.
The purpose of the additional de-icing pressure switch is to detect condenser icing by monitoring the differential pressure across the condenser bleed air
path.
Two pressure inputs are provided to the switch. One is tapped from the duct between the secondary heat exchanger outlet and the condenser inlet. The
other is tapped from the turbine air inlet.
The signal from this switch will change the position of the temperature control valve in case of ice accretion. When the differential pressure between the
two inputs increases to 9 PSI.
V2126
ACOS v1.6
ATA 21
Ground cooling turbo-fan description
Page 58/ 205
V2132
ACOS v1.6
ATA 21
Page 59/ 205
V2132
ACOS v1.6
ATA 21
V2132
Page 60/ 205
ACOS v1.6
ATA 21
Page 61/ 205
The ground turbo-fan is pneumatically driven vane-axial fan used to produce a flow of cooling air through the dual heat exchangers.
The turbo-fan allows the air cooling operation on ground or in flight when the aircraft speed is lower than 150 KTS and landing gears are down.
A check valve is installed downstream the turbo-fan. The main components are:
The inlet housing,

Nozzle ring,
Turbine wheel,
Outlet housing,
Fan wheel assembly.
With bleed air available and the turbo-fan shut-off valve in the open position air enters the inlet duct and travels through the nozzle ring into the turbine
blades.
The turbine wheel attaches to the tips of the fan wheel and forces the impeller to rotate.
As the assembly rotates the fan blades force the air out of the outlet housing to the heat exchangers.
V2132
ACOS v1.6
ATA 21
Turbo-fan shut-off valve description
Page 62/ 205
V2134
ACOS v1.6
ATA 21
Page 63/ 205
This valve is located in the forward landing gear fairing.

The turbofan shut-off valve is a spring loaded normally-closed, in-line poppet valve. It is pneumatically actuated with an electrical control solenoid. The
valve allows bleed air to flow and to operate the ground cooling fan when the solenoid is energized.
V2134
ACOS v1.6
ATA 21
Turbo-fan pressure switch description
Page 64/ 205
V2136
ACOS v1.6
ATA 21
Page 65/ 205
This pressure switch is located downstream the turbo-fan shut-off valve.

The turbo-fan pressure switch detects a p of 8 PSI between the shut-off valve outlet and the ambient pressure.
It prevents erroneous use of turbo-fan in flight and pack overheat on ground, if the turbo-fan shut-off valve is not open (turbo-fan not running).
V2136
ACOS v1.6
ATA 21
Air temperature control system description
Page 66/ 205
V2139
ACOS v1.6
ATA 21
Page 67/ 205
The temperature control system manually, or automatically controls the flight compartment and cabin temperature.
The air conditioning temperature is obtained by mixing air from :
a hot air source upstream of the conditioning pack (engine bleed air),
a cold air source at the conditioning pack outlet.
The right pack regulates cabin temperature and the left regulates flight compartment temperature.
Temperature regulation is achieved by :
the temperature control valve,

the hot bypass valve.
The temperature control valve operates by a constant pressure from service pressure regulator.
The temperature control valve operates the hot bypass valve.
V2139
ACOS v1.6
ATA 21
V2139
Page 68/ 205
ACOS v1.6
ATA 21
Page 69/ 205
The system is designed to regulate and limit the temperature of the air delivered by the packs to supply the different zones :
flight compartment by the left pack,

cabin compartment by the right pack and 32% of the left pack.
In automatic mode, each pack delivery temperature is controlled by an electronic temperature controller.
In manual mode, each pack temperature control valve is controlled directly by the zone temperature demand selector.
A gauge indicates the selected duct and compartment temperatures.
A compartment selector allows the cabin or the flight compartment selection.
Flight compartment and cabin temperature auto control uses different temperature sensors located in the flight compartment and in the cabin.
V2139
ACOS v1.6
ATA 21
Air temperature control system operation
Page 70/ 205
V2154
ACOS v1.6
ATA 21
Page 71/ 205
Here is a simplified schematic of the cabin temperature control.

In AUTO mode, the temperature selector allows a cabin temperature of between 16C and 32C.
Cabin sensor signal, skin sensor signal, duct temperature signal and actual cabin selector signal are sent to the temperature controller.
The controller processes the inputs and determines a variable current to the MFC.
When the pack valve opens, the temperature control signal is timed for 15s, then routed through resistor 36HH to the torque motor of the temperature
control valve.
The torque motor modulates air pressure from the service pressure regulator. As a result the valve starts to open slightly.
After 15 new seconds, the temperature control valve opens normally, triming the quantity of hot air to be added to the cold air from the air cycle machine.
Then, air is ducted to the mixing chamber.
Air is mixed with air recirculated by the recirculation fan and ducted to the cabin air distribution.
Note 1 : Variation of the current flow to the torque motor will increase or deacrese the reciculation fan speed.
Note 2 : When the temperature at foot level falls below 18C, the fan is boosted to high speed.
When the temperature control valve opens at about 50%, the hot bypass valve which is slaved to the temperature control valve starts to open adding hot
air to the mixing chamber.
The compt temp indicator is used by the crew to monitor the compt/duct temperature.
If the duct temperature reaches 88C, the air pressure reference of the temperature control valve (and hot bypass valve too) is vented to ambient. As a
result the valves tend to close limiting the hot air flow to the compartment.
When the duct temperature is greater than 92C, OVHT light illuminates associated with the single chime, CAUTION, AIR on the Crew Alerting Panel.
Following the overheat, the crew reverts to the manual mode (MAN illuminates white) controlling directly the torque motor from the temperature selector
knob through the temperature controller (the knob has to be selected towards "COLD" position).
Note : Resistor 26HH prevents, in manual mode, the full closure of the trim air valve to protect the Air Cycle Machine from icing.
Comments :
OVHT will remain illuminated as long as an overtemperature is detected in the duct.

When alert disappears control temp as required.
If alert does not disappear, the temp control valve is jammed open or torque motor inop. The pack valve has to be selected off.
Note : If one pack is inoperative, the other one supplies both compartment through the mixing chamber (not shown). In addition, air to the compartment
will be provided by the recirculation fan.
When ice is detected in the Air Cycle Machine (ACM) the temp control valve is controlled to open to de-ice the ACM (ref operation/additional de-icing).
Temperature control in auto mode or manual mode are momentarely de-activated.
Energized when ice detected at ACM level
V2154
ACOS v1.6
ATA 21
V2154
Page 72/ 205
ACOS v1.6
ATA 21
Page 73/ 205
V2154
ACOS v1.6
ATA 21
Page 74/ 205
Here is a simplified schematic of the flight compartment and cabin temperature indicating.
The zone selected with the compartment selector is the flight compartment.
The compartment and duct temperature indicator gives the flight compartment ambient temperature and the flight compartment duct temperature.
Now, the zone selected with the compartment selector is the cabin.
The compartment and duct temperature indicator gives the cabin ambient temperature and the cabin duct temperature.
V2154
ACOS v1.6
ATA 21
Page 75/ 205
V2154
ACOS v1.6
ATA 21
Temperature control valve description
Page 76/ 205
V2140
ACOS v1.6
ATA 21
Page 77/ 205
The temperature control valve is connected between the pack valve and the cooling air inlet duct upstream.
The valve torque motor adjusts the pressure coming from the service pressure regulator to actuate the valve and to slave the hot bypass valve.
Adjusted pressure is also applied to the duct temperature limiter which will drop the pressure in case of air temperature in the duct reaches 88C.
The temperature control valve, in conjuction with the hot bypass valve, controls hot bleed air addition to cooled air.
Valve position is a direct function of regulated supply pressure and electro-magnetic control valve input.
V2140
ACOS v1.6
ATA 21
Hot bypass valve description
Page 78/ 205
The hot bypass valve connects directly hot air downstream the pack valve to cold air downstream the cooling system.
The hot bypass valve, in conjuction with the temperature control valve, works to control air temperature.
When the valve opens, additional hot air is mixed with cold air in the delivery duct downstream the condenser.
V2142
ACOS v1.6
ATA 21
Page 79/ 205
The hot bypass valve connects directly hot air downstream the pack valve to cold air downstream the cooling system.
The hot bypass valve, in conjuction with the temperature control valve, works to control air temperature.
When the valve opens, additional hot air is mixed with cold air in the delivery duct downstream the condenser.
V2142
ACOS v1.6
ATA 21
Compartment temperature controller description
Page 80/ 205
V2144
ACOS v1.6
ATA 21
Page 81/ 205
V2144
ACOS v1.6
ATA 21
V2144
Page 82/ 205
ACOS v1.6
ATA 21
Page 83/ 205
Two temperature controllers are located in the flight deck electronic racks.
Sensors send electrical signals to the temperature controllers.
The two electronic control boxes are supplied by 28VDC and controlled by the temperature control selectors on the cockpit overhead panel.
There is one controller for the cabin and one for the flight compartment.
They regulate temperature control valve in AUTO mode in order to keep independent air temperature compartment controls.
The compartment temperature control is designed to maintain compartment air temperature within a user selectable range of 16C to 32C.
The control provides a drive signal for the temperature control valve in response to inputs from sensors as well as compartment temperature selector.
All sensors, selectors and switches are external to the unit.
V2144
ACOS v1.6
ATA 21
Flight compartment and cabin ambient temperature sensors description
Page 84/ 205
V2146
ACOS v1.6
ATA 21
Page 85/ 205
V2146
ACOS v1.6
ATA 21
V2146
Page 86/ 205
ACOS v1.6
ATA 21
Page 87/ 205
There are two sensors, one for each compartment.

The two compartment sensors have a single sensing element.
It consists mainly of :
a glass probe type thermistor embedded in an epoxy resin housing,

an electrical connector,
an extract fan.
There are two screw terminals for the electrical connection.

The sensing element resistance varies according to temperature in the zone concerned.
The resistance of the element decreases as the temperature increases.
V2146
ACOS v1.6
ATA 21
Duct temperature sensors description
Page 88/ 205
V2147
ACOS v1.6
ATA 21
Page 89/ 205
There are two sensors, one for each compartment supply duct.
The two compartment sensors have a dual sensing element.
One element is a single thermistor (A to B) while the second element consists of two thermistors connected in series (B to C).
It consists mainly of :
a glass probe type thermistor embedded in an epoxy resin housing,
an electrical connector.
The sensing element resistance varies according to temperature in the zone concerned.
V2147
ACOS v1.6
ATA 21
Skin temperature sensors description
Page 90/ 205
V2148
ACOS v1.6
ATA 21
Page 91/ 205
There are two sensors, attached to the inside aircraft skin in the flight compartment and in the cabin.
The skin sensors consist of a thin-film nickel temperature sensing element deposited on a ceramic substrate.
This assembly is encapsulated in a high-thermal-conducting epoxy resin block.
The element side of the sensor case has adhesive transfer tape for mounting.
The skin sensors inform the controller logic when the aircraft skin is either extremely hot or cold.
The skin sensor is a thermistor. Its electrical signal is proportional to skin temperature.
V2148
ACOS v1.6
ATA 21
Duct over temperature switch description
Page 92/ 205
V2149
ACOS v1.6
ATA 21
Page 93/ 205
Two duct overtemperature switches are installed in the low pressure duct distribution system in the underfloor area.
The duct overtemperature switch is a glass probe type thermistor sensor embedded in an epoxy resin housing.
The two overtemperature switches close if the air temperature exceeds 92 C and OVHT light illuminates on the cockpit overhead panel.
V2149
ACOS v1.6
ATA 21
Duct temperature limiter sensor description
Page 94/ 205
V2150
ACOS v1.6
ATA 21
Page 95/ 205
The duct temperature limiter sensor is a pneumatic unit installed on the duct in the underfloor pressurized area.
The duct temperature limiter sensor is a pneumatic unit which acts on the temperature control valves and hot bypass valve in order to prevent excessive
air temperature supply from the pack.
The duct temperature limiter sensor consists of :
a spring-loaded bi-metallic thermostatic limiter,

a spring-loaded poppet valve contained in a plastic housing.
As the air supply temperature exceeds 88C, the unit opens progressively. Thus, temperature control valve and hot bypass valve tend to close.
V2150
ACOS v1.6
ATA 21
Cabin temperature ventilation fan description
Page 96/ 205
V2152
ACOS v1.6
ATA 21
Page 97/ 205
The cabin temperature ventilation fan is installed in cabin between FR27 and FR28, near the cabin temperature sensor.
The cabin temperature ventilation fan is provided to improve air circulation across the cabin temperature sensor.
V2152
ACOS v1.6
ATA 21
Flight compartment and cabin air distribution system description
Page 98/ 205
Conditioned air from each pack ventilates the cabin and the flight compartment by means of the air distribution system.
V2155
ACOS v1.6
ATA 21
Page 99/ 205
Conditioned air enters the cabin below stowage compartment.

Air is evacuated on the lower side wall panel.
V2155
ACOS v1.6
ATA 21
Page 100/ 205
Air is evacuated to underfloor areas through openings on the lower side wall panel.
V2155
ACOS v1.6
ATA 21
Page 101/ 205
The air distribution system is composed of :
2 recirculation fans,
2 mixing chambers,
a ground cart connection,
the cabin air distribution ducts,
the flight compartment air distribution ducts.
V2155
ACOS v1.6
ATA 21
Flight compartment and cabin air distribution operation
Page 102/ 205
Here is a simplified schematic of flight compartment and cabin air distribution operation.
The 28HB (or 29HB) solenoid is supplied and its contactor closes.
The recirculation fan is supplied by 28VDC. The fan runs and forces recycled air through mixing chambers.
Fan rotation speed linearly varies depending on temperature control valve position.
When the floor level temperature falls below 18C, the recirculation fan thermal switch closes and high speed control relay (70HB) is energized.
Then, the recirculation fans run at high speed.
V2162
ACOS v1.6
ATA 21
Page 103/ 205
When a recirculation fan underspeed or overheat is detected, the recirculation fan pushbutton FAULT light illuminates, "AIR" on Crew Alerting Panel
illuminates, master CAUTION flashes and a single chime is heard.
The faulty recirculation fan must be stopped.

Faulty recirculation fan stops and fault light extinguishes.
OFF light on recirculation fan pushbutton illuminates in white.
When the floor level temperatures falls below 18C, the recirculation fan thermal switch closes and high speed control relay (70HB) is energized.
Then, recirculation fans are running at high speed.
V2162
ACOS v1.6
ATA 21
Mixing chambers desription
Page 104/ 205
V2156
ACOS v1.6
ATA 21
Page 105/ 205
The mixing chambers are located underfloor area, at the end of each recirculation system.
The mixing chamber is used to mix fresh air from the packs and recirculated air.
V2156
ACOS v1.6
ATA 21
Groud cart connection description
Page 106/ 205
V2157
ACOS v1.6
ATA 21
Page 107/ 205
A ground connection is used by a ground cart to supply cabin with pre-conditioned air.
This air is directly injected in the distribution ducts.
A check valve fitted on the pipe prevents air from the mixing chambers going outboard.
V2157
ACOS v1.6
ATA 21
Recirculation fans description
Page 108/ 205
V2158
ACOS v1.6
ATA 21
Page 109/ 205
V2158
ACOS v1.6
ATA 21
V2158
Page 110/ 205
ACOS v1.6
ATA 21
Page 111/ 205
The two recirculation fans are installed below the cabin floor near the mixing chambers.
Each recirculation fan recycles air from underfloor area which is mixed with fresh air coming from packs.
The fan is driven by a variable speed electrical motor.
The fan rotation speed linearly varies from 15600 rpm to 19600 rpm.
It is fitted with a grid to prevent ingestion of objects that can damage the fan vanes.
It is equipped with:
a speed detection electronic system supplying an indicating light,
a system producing the motion in the event of motor seizure.
A check valve fitted downstream prevents flow crossover when the fan is stopped.
The recirculation fan is installed in a muffler to limit fan noise.
V2158
ACOS v1.6
ATA 21
Cabin foot lever temperature switch description
Page 112/ 205
V2159
ACOS v1.6
ATA 21
Page 113/ 205
This switch is installed on the RH side of the cabin, between FR23D and FR24.
It is located at foot level, between the interior panelling and the outer skin of the aircraft.
If the temperature drops below 18C, the switch will activate the recirculation fans at high speed to warm up the cabin.
V2159
ACOS v1.6
ATA 21
Cabin air distribution duct description
Page 114/ 205
V2160
ACOS v1.6
ATA 21
Page 115/ 205
The cabin air distribution ducts are routed above the overhead stowage compartment.
Two additionnal ducts are used for passengers door and for service door lower ventilation.
V2160
ACOS v1.6
ATA 21
Flight compartment air distribution duct description
Page 116/ 205
V2161
ACOS v1.6
ATA 21
Page 117/ 205
The flight compartment air distribution is composed of :
demisters for windshields and windows,

foot warmers,
ventilation outlets for crew and observer.
The observer lower area is also vented.

V2161
ACOS v1.6
ATA 21
Individual air distribution system description
Page 118/ 205
The individual air distribution system provides air for each passenger, for crew and for cabin attendant.
This system is composed of :
individual air distribution duct,

individual air outlets.
V2163
ACOS v1.6
ATA 21
Page 119/ 205
V2163
ACOS v1.6
ATA 21
Individual air distribution duct description
Page 120/ 205
V2164
ACOS v1.6
ATA 21
Page 121/ 205
Individual air distribution system is supplied by the flight compartment air distribution duct.
The individual air distribution system provides air for each passenger, for pilots and for cabin attendant.
V2164
ACOS v1.6
ATA 21
Individual air outlet description
Page 122/ 205
V2165
ACOS v1.6
ATA 21
Page 123/ 205
Each passenger module consists of two swivelling individual air outlets with adjustable flow.
The other individual air outlets have the same functions.
V2165
ACOS v1.6
ATA 21
Ventilation system description
Page 124/ 205
Ambient air is drawn around the instruments and goes through ducts to the extraction fan. Shown here are the extraction inlets for central panels, the
glareshield, the pedestal, the windshield temperature controller and the radar transceiver.
V2166
ACOS v1.6
ATA 21
Page 125/ 205
Extraction is also provided for the overhead panel, the two electronic racks, the AHRS and the cockpit ambient temperature sensor box.
V2166
ACOS v1.6
ATA 21
Page 126/ 205
Behind the extraction fan, a tapping brings in air to ventilate the batteries.
V2166
ACOS v1.6
ATA 21
Page 127/ 205
On ground and when engine 1 is not running, air is evacuated overboard through the overboard ventilation valve. The underfloor ventilation valve is shut
to avoid recirculation in underfloor areas.
V2166
ACOS v1.6
ATA 21
Page 128/ 205
In flight or on ground with engine 1 running, the overboard ventilation valve is closed and the underfloor ventilation valve is open. One part of extracted air
is recycled and evacuated underfloor.
V2166
ACOS v1.6
ATA 21
Page 129/ 205
The remaining extracted air is evacuated in the forward cargo hold at the floor level.
V2166
ACOS v1.6
ATA 21
Page 130/ 205
In case of smoke in the forward cargo compartment, flight deck air extraction duct can be closed with a lever located by the RH side maintenance panel in
order to prevent smoke entering the flight compartment from the forward cargo area.
V2166
ACOS v1.6
ATA 21
Page 131/ 205
V2166
ACOS v1.6
ATA 21
Electronics racks and cabin air extraction system operation
Page 132/ 205
V2177
ACOS v1.6
ATA 21
Page 133/ 205
With aircraft on ground and on batteries only, the extraction fan is stopped and the overboard ventilation valve is open.
Prior to starting in hotel mode, the cockpit communication hatch might be opened in order to equalize pressure during an increase in extraction through
the overboard ventilation valve.
As engine 2 starts, the extraction fan is inhibited from runnig for 120 seconds.
After 120 seconds, the air extraction fan runs and the exhaust mode FAULT light extinguishes.
The air is blown outside through the overboard ventilation valve. Note that batteries are also ventilated.
Prior to taxiing, the propeller brake must be released and propeller unfeathered.
Now, engine 1 has to be started.
As engine 1 starts, the extraction fan is inhibited from running for 120 seconds and the exhaust mode FAULT light illuminates.
The overboard ventilation valve moves from the open to the close position. During this movement, the OVBD valve FAULT light illuminates.
Now, the OVBD valve is closed and the OVBD valve FAULT light extinguishes.
The underfloor ventilation valve opens and the captain may close the cockpit communication hatch.
120 seconds after engine 1 start, the air extraction fan starts to run and the exhaust mode FAULT light extinguishes.
The air recirculates into the cabin through the underfloor ventilation valve.
Now the aircraft is airborne.
The OVBD valve remains closed and the underfloor valve remains open. The air extraction fan recirculates the air into the cabin.
In flight, in case of air extraction fan overheat or underspeed, extraction becomes insufficient.
Master CAUTION is triggered, a single chime is heard and on the crew altering panel, "AIR" comes on. The exhaust mode FAULT light illuminates amber.
According to the procedure, the exhaust mode pushbutton has to be set on "OVBD" mode.
The air extraction fan stops. OVBD ventilation valve opens partially in AUTO mode. Due to p existing between outside and inside cabin, sufficient cooling
air flow is recovered. OVBD light illuminates white.
In flight or on ground with engine 1 running, under auto control, the OVBD ventilation valve is scheduled closed.
In case of position disagreement, the OVBD FAULT illuminates together with master CAUTION, a single chime and "AIR" on crew alerting panel.
According to the procedure, the OVBD selector valve has to be manually selected to full close.
The air extraction fan stops. OVBD ventilation valve opens partially in auto mode. Due to p existing between outside and inside cabin, sufficient cooling
air flow is recovered.
On ground, in case of air extraction fan failure, extraction becomes insufficient. The exhaust mode fault light illuminates amber.
The exhaust mode fault light has to be set to "OVBD" mode.
V2177
ACOS v1.6
ATA 21
Page 134/ 205
The air extraction fan stops.

In case of DC external power selected on, mechanical ground call is activated (horn). Overboard ventilation valve opens partially.
OVBD valve FAULT alert is generated when the actual position disagrees with the automatic schedule position.
It will trigger:
master CAUTION,
a single chime,
"AIR" on crew alerting panel,
FAULT amber light.
On ground, with engine 1 stopped and under auto control, the OVBD ventilation valve is scheduled to be open.
In case of position disagreement, the OVBD fault alert is triggered.
According to the procedure, the OVBD selector valve has to be manually selected to full open.
V2177
ACOS v1.6
ATA 21
Page 135/ 205
V2177
ACOS v1.6
ATA 21
Air extraction fan description
Page 136/ 205
V2168
ACOS v1.6
ATA 21
Page 137/ 205
V2168
ACOS v1.6
ATA 21
V2168
Page 138/ 205
ACOS v1.6
ATA 21
Page 139/ 205
The air extraction fan is located on the lower part of the fuselage.
The air extraction fan extracts air from the flight compartment and electronic racks to ventilate electrical and electronic components.
The fan is equipped with two main security devices:
a thermal switch, which detects overtemperature,

a low speed sensor which detects fan failure or loss of power supply.
The fan is supplied with 28 VDC unit. It comprises a rotation speed control system connected to an ambient temperature sensor.
When an underspeed and / or overheat (T > 110 C) occurs, FAULT illuminates on the exhaust mode pushbutton and "AIR" illuminates on the crew
alerting panel (CAP).
The air extraction fan stops in case of smoke detection in the aft cargo and lavatory compartments.
V2168
ACOS v1.6
ATA 21
Overboard ventilation valve description
Page 140/ 205
V2170
ACOS v1.6
ATA 21
Page 141/ 205
V2170
ACOS v1.6
ATA 21
V2170
Page 142/ 205
ACOS v1.6
ATA 21
Page 143/ 205
The overboard ventilation valve is located on the lower part of the fuselage and flush with the aircraft skin.
The overboard ventilation valve is used to discharge avionics ventilation air out of the aircraft.
The valve has three positions:
open,
intermediate,
closed. These positions are determined by three limit switches.
It is a flag-type valve, and is supplied with 28 VDC from EMER BUS.

In the event of a failure of the electric motor, opening and closing of the valve could be manually controlled from outside of the aircraft.
V2170
ACOS v1.6
ATA 21
Underfloor ventilation valve description
Page 144/ 205
V2172
ACOS v1.6
ATA 21
Page 145/ 205
The underfloor ventilation valve is located on the lower part of the fuselage.
The underfloor ventilation valve is a butterfly-type valve and is electrically supplied with 28 VDC from the EMER BUS.
closed position: when the overboard ventilation valve is fully or partially open. The valve isolates the underfloor areas.
The valve has two stable positions:
open position: when the overboard ventilation valve is closed. Then, avionics ventilation air is recycled to underfloor areas and to the forward cargo
compartment.
V2172
ACOS v1.6
ATA 21
Extract air flow lever
Page 146/ 205
V2174
ACOS v1.6
ATA 21
Page 147/ 205
The valve is located at the end of the cockpit panels ventilation duct.
In normal operation, air circulates from the forward cargo area to the flight deck, due to suction from the cockpit panels.
If the anti-smoke valve is closed, the front panel, the radar and the windshield temperature controller are no longer ventilated. Only the overhead panel,
the two racks and the AHRS continue to be ventilated.
In the case of smoke in the forward cargo area, the extract air flow lever will cut suction from the cockpit panels, thus preventing smoke from entering the
flight deck.
It is governed by a level located on the right maintenance panel.

V2174
ACOS v1.6
ATA 21
Ambient temperature sensor description
Page 148/ 205
V2175
ACOS v1.6
ATA 21
Page 149/ 205
A temperature sensor is installed on the flight compartment air extraction duct.

This sensor transmits an electrical signal to the fan speed control system, according to the flight compartment ambient temperature.
V2175
ACOS v1.6
ATA 21
Battery ventilation system description
Page 150/ 205
V2178
ACOS v1.6
ATA 21
Page 151/ 205
Each battery is located in a container placed in the left electronics rack (80 VU).
Gaseous fumes produced by the two batteries are evacuated out of the aircraft by the ventilation system.
The upper part of the batteries is cooled by air bled at the air extraction fan outlet and then exhausted overboard.
The system also serves to cool the batteries.
V2178
ACOS v1.6
ATA 21
Battery ventilation system operation
Page 152/ 205
The batteries ventilation system is composed of flexible hoses which do not ground the battery.
A check valve located on the supply ducting, prevents fumes entering the air extraction system.
A venturi, located at the end of the exhaust system, serves to limit ventilation airflow.
Upstream the check valve, the ducting is made from a light alloy material. Downstream the check valve, the venturi and ducting are made from stainless
steel.
V2179
ACOS v1.6
ATA 21
Lavatory ventilation system description
Page 153/ 205
Lavatory ventilation is ensured by a tapping on the individual air distribution duct.

To avoid unpleasant odours in the cabin, air is directly discharged outboard.
V2180
ACOS v1.6
ATA 21
Lavatory ventilation operation
Page 154/ 205
V2183
ACOS v1.6
ATA 21
Page 155/ 205
V2183
ACOS v1.6
ATA 21
Air supply duct and outlets description
Page 156/ 205
V2181
ACOS v1.6
ATA 21
Page 157/ 205
V2181
ACOS v1.6
ATA 21
Evacuation duct description
Page 158/ 205
V2182
ACOS v1.6
ATA 21
Page 159/ 205
Air from the lavatory is evacuated outboard by means of a hose fitted to a jet pump.
The jet pump limits air flow due to differential pressure between the cabin and outside.
V2182
ACOS v1.6
ATA 21
Pressurization description
Page 160/ 205
The cabin and flight compartments must be pressurized to ensure comfort and safety for passengers and crew.
Compressed air is delivered by the packs. Pressure and its rate of change are controlled by the amout of cabin air discharged outboard.
The fuselage is pressurized from the front bulkhead to the rear bulkhead, except for the main and nose landing gear wheel wells.
V2184
ACOS v1.6
ATA 21
Page 161/ 205
The whole system is composed of :
an automatic pressure controller,

a jet pump, providing vacuum reference for pressurisation system,
an electro-pneumatic outflow valve,
a pneumatic outflow valve,
a manual controller,
a cabin pressure indicator,
a cabin pressure mode selector.
V2184
ACOS v1.6
ATA 21
Page 162/ 205
The cabin pressure is controlled by means of two independant control systems:
a digital electro-pneumatic system (or AUTO mode),

a pneumatic system (or MAN mode).
The manual system is principally used when the automatic system has failed or for ground pressurization tests.
a pneumatic outflow valve,

a manual controller,
a cabin pressure indicator,
a cabin pressure mode selector.
V2184
ACOS v1.6
ATA 21
Page 163/ 205
V2184
ACOS v1.6
ATA 21
Pressurization operation
Page 164/ 205
V2199
ACOS v1.6
ATA 21
Page 165/ 205
In AUTO mode, with the manual controller in the "NORM" position and "MAN" on the mode extinguishes, the auto-pressure controller controls the electropneumatic outflow valve torque motor.
The electro-pneumatic outflow valve and pneumatic outflow valve have the same opening, through the valve interconnection pipe.
Vacuum is not applied to the pneumatic outflow valve because the manual controller is in the "NORM" position.
If there is an internal failure, or a power loss of the auto-pressure controller:
FAULT light illuminates,

master CAUTION flashes,
a single chime sounds, w "AIR" on crew alerting panel illuminates.
In this case, the system must be set to MANUAL mode.

If there is an internal failure, or a power loss of the auto-pressure controller:
FAULT light illuminates,

master CAUTION flashes,
a single chime sounds, w "AIR" on crew alerting panel illuminates.
In this case, the system must be set to MANUAL mode.

Vacuum is applied to the pneumatic outflow valve because the manual controller is in the "MAN" position. FAULT light is extinguished and "MAN" light
illuminates.
The torque motor is no longer supplied and the electro-pneumatic outflow valve closes.
Cabin pressure is now controlled by the manual controller, through the pneumatic outflow valve.
Turning the manual controller knob changes the reference pressure to the pneumatic outflow valve.
V2199
ACOS v1.6
ATA 21
Page 166/ 205
In AUTO mode, the auto-pressure controller transforms the 28 VDC to monitor the electro-pneumatic outflow valve torque motor.
When "DUMP" is selected, the auto-pressure controller is no longer supplied and the torque motor is directly supplied with 28 VDC from BUS 1.
At the same time, master CAUTION flashes, "AIR" on CAP illuminates, a single chime is heard and landing elevation digits extinguish.
Cabin air input to the electro-pneumatic outflow valve is closed, vacuum is present in the servo chambers and both outflow valves are in the fully open
position.
In "MAN" mode, fast depressurization is obtained using the manual controller with its knob in the externe position.
This position corresponds approximately to + 2,500 ft / min cabin pressure rate of change with the pneumatic outflow valve in the fully open position.
V2199
ACOS v1.6
ATA 21
Page 167/ 205
The ditching mode is available in both AUTO and MAN mode.

The "DITCH" pushbutton controls the two outflow valve electrical actuators.
The electrical actuators are supplied with 28 VDC from the EMER BUS. They move by means of a tooth wheel, to open or close the outflow valves.
When "DITCH" is selected, "ON" light and actuators are supplied with 28 VDC.
At the same time, master CAUTION flashes, "AIR" on CAP illuminates and a single chime is heard.
Two microswitches are used to stop the actuators when the racks have reached their limit.
V2199
ACOS v1.6
ATA 21
Automatic pressure controller description
Page 168/ 205
V2186
ACOS v1.6
ATA 21
Page 169/ 205
V2186
ACOS v1.6
ATA 21
V2186
Page 170/ 205
ACOS v1.6
ATA 21
Page 171/ 205
The auto-pressure controller is located on the cockpit central panel.

In AUTO mode, the auto-pressure controller regulates pressure and rate of change governing the electro-pneumatic outflow valve and, as a result, the
pneumatic outflow valve is slaved to the first one.
The control logic calculates a theoretical cabin altitude (Zcth) according to the aircraft altitude (Za).
For its control logic, the auto-pressure controller needs several parameters:
take-off elevation,
landing elevation,
cabin altitude,
aircraft altitude.
There are four segments:
from 0 to 5,000 ft => Zcth = 0.3 x Za - 1500

from 5,000 to 15,000 ft => Zcth = 0.275 x Za - 1375
V2186
ACOS v1.6
ATA 21
Jet pump description
Page 172/ 205
V2188
ACOS v1.6
ATA 21
Page 173/ 205
The jet pump is used to create vacuum in the control circuit of the pressurization system.
High pressure air from the bleed air duct supplies the jet pump.
Two checks valves prevent reverse flow from the jet pump in case of LH or RH bleed air pressure not available.
V2188
ACOS v1.6
ATA 21
Electro-pneumatic outflow valve description
Page 174/ 205
V2190
ACOS v1.6
ATA 21
Page 175/ 205
V2190
ACOS v1.6
ATA 21
V2190
Page 176/ 205
ACOS v1.6
ATA 21
Page 177/ 205
This valve is installed below the cabin floor, close the cabin attendant seat.
The electro-pneumatic outflow valve functions are:
to regulate cabin air evacuation,

to limit cabin normal differential pressure,
to provide negative pressure safety.
The valve is directly controlled by the digital controller when the system operates in AUTO mode. In this case, the valve also controls opening of the
pneumatic outflow valve.
The valve incorporates an electrical ditching device which on command, closes the valve prior to ditching.
from 0 to 5,000 ft => Zeth = 0.3 x Za - 1500

from 5,000 to 15,000 ft => Zeth = 0.275 x Za - 1375
V2190
ACOS v1.6
ATA 21
Pneumatic outflow valve description
Page 178/ 205
V2192
ACOS v1.6
ATA 21
Page 179/ 205
V2192
ACOS v1.6
ATA 21
V2192
Page 180/ 205
ACOS v1.6
ATA 21
Page 181/ 205
This valve is installed below the cabin floor, close the cabin attendant seat.
The pneumatic outflow valve functions are:
to regulate cabin air evacuation,

to limit cabin normal differential pressure,
to provide negative pressure safety.
The valve is directly controlled by the manual controller when the system works in MAN mode. The valve is directly controlled by the electro-pneumatic
outflow valve when the system works in AUTO mode.
The valve incorporates an electrical ditching device which on command, closes the valve. Prior ditching.
from 0 to 5,000 ft => Zeth = 0.3 x Za - 1500

V2192
ACOS v1.6
ATA 21
Filter and check valve description
Page 182/ 205
V2194
ACOS v1.6
ATA 21
Page 183/ 205
The filter is fixed on the electro-pneumatic outflow valve.

The check valves are located on the jet pump air ducts.
The filter removes nicotine and dust before it enters the diaphragm chamber.
Check valves are fitted on the pneumatic system to ensure that the air flow is limited to one direction.
V2194
ACOS v1.6
ATA 21
Manual controller description
Page 184/ 205
V2195
ACOS v1.6
ATA 21
Page 185/ 205
The manual controller is located on the centre instrument panel.

The manual controller modulates the reference pressure to the pneumatic outflow valve to control the rate of change of cabin pressure.
Its control knob is used to select any cabin rate of change from - 1,500 ft / min (increase cab alt) to 2,500 ft / min (decrease cab alt).
The manual controller function positions are not graduated and the pilot, while watching the cabin altitude rate of change, must rotate the manual
controller knob until the desired rate value.
The manual controller delivers a reference pressure for the pneumatic outflow valve operation. This reference pressure is generated by a combination of
cabin pressure and vacuum from the jet pump, selected by means of a knob.
An orange mark on the manual controller indicates that it is not is the NORM position (green mark).
V2195
ACOS v1.6
ATA 21
Cabin pressure indicator description
Page 186/ 205
V2197
ACOS v1.6
ATA 21
Page 187/ 205
V2197
ACOS v1.6
ATA 21
V2197
Page 188/ 205
ACOS v1.6
ATA 21
Page 189/ 205
The cabin pressure indicator is located on the centre instrument panel.

The cabin pressure indicator has three dials and relevant pointers which indicate :
standard cabin altitude (ALT),

cabin altitude rate of change (RATE),
differential pressure between cabin and exterior (DIFF).
It is supplied with 28VDC from the EMER BUS and works in both AUTO and MAN mode.
It receives information from :
Air Data Computer (aircraft altitude),

an internal pressure transducer (cabin altitude).
With this data, the cabin pressure indicator computes the three values and controls three potentiometer motors to move the pointers.
V2197
ACOS v1.6
ATA 21
System controls and indicators
Page 190/ 205
V21A1
ACOS v1.6
ATA 21
Page 191/ 205
<1> FAULT :
Fan low speed or motor overheat,

No auto power supply cut-off, pushbutton must be set to OFF.
<2> This pushbutton controls the recirculation fan. With the recirculation fan pushbutton released (out), the fan is off and the OFF light is illuminated.
<3> The OVHT amber light indicates an overtemperature in the supply duct if the air temperature is over 92C. It is not inhibited in manual mode.
<4> This pushbutton enables the selection of AUTO or MAN mode temperature regulation. If MAN is illuminated, compartment temperature knob directly
controls temperature control valve.
<5> These selectors increase or decrease the air temperature in the flight compartment and in the cabin, either in the automatic or manual mode.
<6> This pushbutton selects the high flow operation of the pack valve. NORM : 22 PSI. HIGH : 30 PSI (pack valve).
<7> This dual indicator continuously monitors the air temperature in compartments. Duct temperature is limited to 88C by pneumatic temp limiter.
<8> Selects the compartment where temperature check is desired.
<9> FAULT : pack valve position disagreement with pushbutton or pack OVHT temperature > 204C. Valve auto closed.
<10> This pushbutton controls the position of the right or left pack valve. When the pack valve pushbutton is on, the pack valve is open if electrical supply
and air pressure are available. The OFF light is illuminated when pushbutton is released.
<11> NORM :
On ground with ENG1 off extract fan on, OVBD valve full open, U/F valve closed.
Air / ground, ENG1 on extract fan on, OVBD valve closed, U/F valve open.
<12> FAULT : fan failure or overheat (fan inhibited for 120s after every engine start. AIR light in C.A.P.).
<13> OVBD : extract fan off, OVBD valve partially open, U/F valve closed, horn activated on ground when electrical external power is used.
<14> FAULT illuminated when OVBD valve in disagreement with OVBD valve Switch position and during valve transition.
<15> NORM position = Automatic. Manual override is accomplished by selecting FULL OPEN or FULL CLOSED in emergency procedures, or for tests.
Differential pressure must be check prior to switch it in full open position (max p = 1 PSI.)
V21A1
ACOS v1.6
ATA 21
V21A1
Page 192/ 205
ACOS v1.6
ATA 21
Page 193/ 205
<1> The pointer displays cabin altitude from -1,500ft to 15,000ft.
yellow arc between 6,750ft and 10,000ft,

red arc between 10,000ft and 15,000ft.
<2> The pointer displays cabin altitude rate of change between -1,500ft/min and -2,500ft/min.
<3> The pointer displays cabin/outside differential pressure from 1 PSI (-0.07 bar) to 8 PSI (0.55 bar).
white arc between 0 PSI and 0.5 PSI (0.04 bar),

yellow arc between 6 PSI (0.41 bar) and 6,35 PSI (0.44 bar),
red arc between -1 PSI (-0.07 bar) and -0,3 PSI (-0.02 bar) and between 6.35 PSI (0.44 bar) and 8 PSI (0.55 bar).
<4> The display shows the landing elevation setting. In case of failure of the automatic system, all digits are extinguished.
<5> This knob selects the elevation of the planned destination airport shown by the landing elevation display.
<6> Descent rate increased from -400 to -500 ft/min when FAST selected.
<7> This button tests the pressurization system. Displays alternatively 18,800 and -8,800, as long as the test pushbutton is pressed. FAULT appears on
MAN pushbutton.
<8> This knob selects any cabin rate of change between --1,500ft/mn thru +2,500ft/min in manual mode. NORM : AUTO mode selection.
<9> This switch selects the operating mode of the pressurization system. With pushbutton released (out) the pressurization system operates in AUTO
mode and the MAN light is extinguished.
<10> This switch completely closes the outflow valves. When it is pressed in, the ON light illuminates on the switch indicating the ditching mode. At the
same time, master CAUTION flashes, "AIR" on CAP illuminates and a single chime is heard.
<11> FAULT illuminates in case of digital controller failure and/or input power loss.
<12> This pushbutton controls cabin emergency depressurization. ON (guarded) : both outflow valves fully open in AUTO mode only.
V21A1
ACOS v1.6
ATA 21
V21A1
Page 194/ 205
ACOS v1.6
ATA 21
Page 195/ 205
<1> If the differential pressure exceeds 6.35 PSI, an internal switch triggers :
red EXCESS CAB p illuminated on C.A.P.,

master WARNING flashing and continuous repetitive chime.
<2> If cabin pressure altitude exceeds 10,000ft, an internal switch triggers :
red EXCESS CAB ALT illuminated on CAP.

master WARNING flashing and continuous repetitive chime.
<3>
Bleed valve disagreement with selected position.

Bleed DUCT temp > 274C.
Bleed air LEAK detected.
Pack valve disagreement.
Pack overheat temp > 204C.
Overtemperature in Air Conditioning DUCT, with temp > 92C.
Fan (extract or recirculation) failure.
OVBD valve position disagreement.
X VALVE disagreement.
AUTO Press FAULT.
Overpressure > 80 PSI.
DITCH "ON" activating condition.
V21A1
ACOS v1.6
ATA 21
MFC reading memory
Page 196/ 205
MFC reading memory
Select MISC 1 position.

Push on the PTA/ERS pushbutton.
LEFT PACK VALVE OVERHEAT
Push on the PTA/ERS pushbutton.

NO MORE FAILURE RECORDED
Select NORM FLT position.

V21A8
ACOS v1.6
ATA 21
MFC reading memory
Page 197/ 205
V21A8
ACOS v1.6
ATA 21
Auto-pressure controller test
Page 198/ 205
V21B1
ACOS v1.6
ATA 21
Page 199/ 205
TASK DESCRIPTION :
1 - Make certain that the following circuit breakers are closed :
1 HM CAB PRESS / AUTO PRESS on 121VU panel,

3 FL1 ADS / ADC1 on 21VU panel,
3 FL2 ADS / ADC2 on 21VU panel,
4 FL1 ADS / CAPT INST / ALTM on 21VU panel,
4 FL2 ADS / F/O INST / ALTM on 21VU panel.
2 - On 22VU panel, release the 9HB and 10HB pack valve pushbuttons.
3 - Energize the aircraft DC and AC constant frequency network.
4 - Push the auto-pressure controller TEST button and verify that the digital controller window displays alternatively the values 18800 and -8800. FAULT
light illuminates amber on MAN pushbutton and AIR illuminates amber on Crew Alerting Panel.
V21B1
ACOS v1.6
ATA 21
Fuselage pressurization leak test
Page 200/ 205
V21B2
ACOS v1.6
ATA 21
Page 201/ 205
A/C configuration :
A/C in the run-up area,

all doors closed,
engines running,
qualified staff only.
On 22VU panel, place OVBD valve selector in fully closed position.

On 22VU panel, press ENG 2 BLEED pushbutton and verify that OFF legend goes off and X VALVE OPEN legend comes on.
On 4VU panel, push the test button on digital controller and verify that landing elevation alternatively shows 18800 and -8800.
On 22VU panel, press L and R pack valve pushbuttons and verify that OFF legend goes off.
On 4VU panel, set the manual pressurization control knob to manual position.
On 402VU panel, release the modes selector pushbutton and verify that the MAN legend on pushbutton illuminates and no data is shown on digital
controller display.
On 4VU panel, position the manual control knob on max deacrease. A few minutes later, the triple indicator rate of change (Vz CAB) shows a value
between -800 and -1,300ft/mn.
Rotate the manual control knob to obtain Vz CAB = -500ft/mn and verify on triple indicator that differential pressure increases and cabin altitude
decreases. When differential pressure reaches 2 PSI, rotate manual control knob to obtain Vz CAB = 0.
The time necessary for the A/C pressure to fall from 2 PSI to 1 PSI has to be more than 105 seconds. If not, check for leaks around doors and in other
areas of the fuselage.
Select manual control knob to max increase. Verify on triple indicator that Vz CAB is between 1,500 and 3,000ft/mn. Verify that the cabin altitude
increases and that the differential pressure decreases.
When differential pressure reaches the value 0, perform the following steps :
select manual control knob to MAN position, press mode selector pushbutton and verify that MAN legend goes off and landing elevation shows
previous settings.
position manual control knob on green band stop.
on 22VU panel, place OVBD valve selector in AUTO position.
Release L and R pack valve pushbuttons and verify that OFF legends go on and FAULT legends goes off.
Release ENG 2 BLEED pushbutton and verify that OFF legend goes on, FAULT legend goes off and X VALVE OPEN legend goes off.
V21B2
ACOS v1.6
Summary
ATA 21
Page 202/ 205
ATA 21 AIR CONDITIONING
V21B2
General description
Cockpit panels
Interfaces
Features
10
12
16
18
22
24
25
30
38
40
44
46
48
52
54
56
58
62
ACOS v1.6
Summary
ATA 21
V21B2
Page 203/ 205
64
66
70
76
78
80
84
88
90
92
94
96
98
102
104
106
108
112
114
116
118
120
122
124
ACOS v1.6
Summary
ATA 21
V21B2
Page 204/ 205
132
136
140
144
146
148
150
152
153
154
156
158
160
164
168
172
174
178
182
184
186
190
MFC reading memory
196
198
ACOS v1.6
Summary
ATA 21
V21B2
Page 205/ 205

200
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 22 AUTOMATIC FLIGHT CONTROL SYSTEM

General description
ATA 22
Page 2/ 85
General description
The aicraft is equipped with an Automatic Flight Control System (AFCS) which ensures three functions:
Autopilot (AP),
Flight Director (FD),
Yaw Damper / turn coordination (YD).
Autopilot (AP)
The Autopilot system controls the pitch, roll and yaw actuators as well as the elevator trim actuators (autotrim).
It stabilizes the aircraft around its center of gravity while holding pitch attitude and heading (basic mode).
It also flies any Flight Director active mode (AP / FD function) except Go-Around which must be flown manually.
V2201
ACOS v1.6
ATA 22
General description
Page 3/ 85
Flight Director (FD)
The Flight Director provides command bars on the EADIs for manual flying.
When autopilot is engaged it follows the FD bars commands automatically.
Yaw Damper / turn coordination (YD).
The Yaw Damper ensure yaw damping and turn coordination through the rudder control linkage.
Autopilot engagement automatically engages the Yaw Damper.
V2201
ACOS v1.6
ATA 22
V2201
General description
Page 4/ 85
ACOS v1.6
ATA 22
General description
Page 5/ 85
Main components are:
one computer (Auto Flight Control System Computer ),

one control panel,
one Advisory Display Unit (ADU),
three servo-actuators (one for each axis).
The computer exchanges data with:
two Air Data Computers (ADC),

two Attitudes and Heading Reference Systems (AHRS),
two Symbol Generator Units (SGU),
and one Advisory Display Unit (ADU), through the ASCB.
This means that communications between the components are digital, continuous and multidirectional.
Both SGUs receive analog signals coming from their associated NAV Sensors (VOR, ILS, MKR). This data is then transfered to the AFCS computer
through the ASCB.
V2201
ACOS v1.6
ATA 22
Cockpit panels
Page 6/ 85
Cockpit panels
V2202
ACOS v1.6
ATA 22
V2202
Cockpit panels
Page 7/ 85
ACOS v1.6
ATA 22
Interfaces
Page 8/ 85
Interfaces
V2203
ACOS v1.6
ATA 22
Features
Page 9/ 85
Features
V2204
ACOS v1.6
ATA 22
V2204
Features
Page 10/ 85
ACOS v1.6
ATA 22
V2204
Features
Page 11/ 85
ACOS v1.6
ATA 22
V2204
Features
Page 12/ 85
ACOS v1.6
ATA 22
V2204
Features
Page 13/ 85
ACOS v1.6
ATA 22
Safety and precautions
Page 14/ 85
V2205
ACOS v1.6
ATA 22
Autopilot & flight director functions description
Page 15/ 85
The functions performed by the AP / FD are as follows:
Stabilizing the aircraft around its center of gravity while holding pitch attitude and heading (basic mode, available in AP function only).
Flying the aircraft on an acquired flight path ("upper hold modes"). These functions are available in AP and FD as well.
Automatic pitch trim function (autotrim).
V2206
ACOS v1.6
ATA 22
Page 16/ 85
The AutoPilot system controls the pitch, roll and yaw actuators, as well as the elevator trim actuators.
V2206
ACOS v1.6
ATA 22
Page 17/ 85
AP engagement automatically engages the Yaw Damper (YD) which is the third AP axis and controls the yaw actuator.
V2206
ACOS v1.6
ATA 22
Page 18/ 85
When a FD mode is active, the AP automatically follows the guidance given by all FD active modes, except the GO AROUND mode.
V2206
ACOS v1.6
ATA 22
Page 19/ 85
V2206
ACOS v1.6
ATA 22
Autopilot & flight director functions operation
Page 20/ 85
V2207
ACOS v1.6
ATA 22
Page 21/ 85
AP engagement activates:
pitch and roll actuator,

yaw actuator if not previously engaged,
autotrim function on the pitch axis.
The AP pushbutton engages the AP and YD functions simultaneously.

The YD pusbutton engages the YD only.
AP and YD engagement is inhibited on ground.
AP engagement is indicated by:
Illumination of the arrows on both sides of the AP and YD pushbuttons on the AFCS control panel .
Display of the green AP ENG message on the EADIs.
When AP is engaged the autopilot operates in BASIC MODE, if no FD mode has been previously selected
Pitch attitude is held and the aircraft holds bank angle or heading, depending on initial angle of bank.
If a FD mode is active before AP engagement, the autopilot progressively maneuvers the aircraft to satisfy the selected mode.
V2207
ACOS v1.6
ATA 22
Page 22/ 85
Manual AP disengagement is achieved by:
pressing AP or YD pushbutton on the AFCS control panel,

using the normal pitch trim on either control wheels,
pressing quick disconnect pushbutton on either control wheels,
pressing GA pushbutton on either Power Levers,
using the standby pitch trim,
applying a force greater than 30 DaN (66 Lbs) on the rudder pedals,
applying a force greater than 10 DaN (22 Lbs) on control column in pitch axis.
V2207
ACOS v1.6
ATA 22
Page 23/ 85
Automatic disengagement occurs when:
one of the engagement conditions of the AP and / or YD is no longer met,

stall warning threshold is reached,
there is a disagreement between the two AHRS's or between the two ADC's,
there is a mismatch between the two pitch trims.
V2207
ACOS v1.6
ATA 22
Page 24/ 85
AP disengagement is indicated by:
Display of the amber steady AP / YD disengaged or Autopilot disengaged message on the ADU. (A flashing message means that the autopilot has
been disengaged by the AFCS.)
the RESET pusbutton illuminates amber,
arrows on both sides of the AP pusbutton on the AFCS control panel are not illuminated.
In case of YD disengagement both AP and YD arrows are no longer illuminated.
the AP OFF warning lights comes on, on the glareshield,
a cavalry charge aural signal is broadcast.
Pressing the quick disconnect pushbutton one more time turns off aural and visual alert. Pushing the RESET pushbutton has the same effect.
V2207
ACOS v1.6
ATA 22
Flight director functions description
Page 25/ 85
The purpose of the Flight Director (FD) is to provide information to the pilot through the command bars on the EADI to enable manual vertical and lateral
guidance of the aircraft.
It provides a Pitch command if a vertical mode is engaged ,
It provides a Roll command if a lateral mode is engaged.
The FD commands are satisfied when the FD bars remain centered on the EADI. If no vertical and / or lateral active mode is selected, the corresponding
command bar is removed.
In addition the two bars can be removed by setting the FD BARS selection switch to OFF (located on the glareshied in front of each pilot). It does not
disengage the FD modes.
V2208
ACOS v1.6
ATA 22
V2208
Page 26/ 85
ACOS v1.6
ATA 22
Page 27/ 85
The available modes are the following :
The Vertical modes are:

- IAS,
- VS,
- ALT SEL,
- ALT.
which are Air data modes
The Lateral modes are:
- HDG: Heading selected mode,
- NAV: Navigation mode,
- BC: Back Course localizer.
The Common modes are:
- APP: lateral (LOC) and vertical (GLIDE) guidance for ILS approach.
- GA: lateral and vertical guidance for initial Go Around.
V2208
ACOS v1.6
ATA 22
Yaw damper function description
Page 28/ 85
The Yaw Damper (YD) ensures yaw damping and turn coordination through the rudder control linkage by means of the yaw damper actuator.
The AP yaw actuator is installed in parallel on the flight controls.Therefore when the YD is engaged, the rudder pedals follow the YD commands.
YD engagement controls the clutch of the yaw servo actuator and disengages the Releasable Centering Unit.
The YD can be engaged using the YD pushbutton on the AFCS control panel.
The YD is also automatically engaged by pressing the AP pushbutton. YD is then the third AP axis.
V2210
ACOS v1.6
ATA 22
Auto trim function description
Page 29/ 85
When the AP is engaged the AFCS computer controls, through the normal pitch trim, the elevator trim actuators in order to reduce permanent loads on the
pitch actuator and thus avoid jerks on the elevator in the event of AP disconnection.
The electric trim normal control is inhibited and the actuator control inputs are fed with the AFCS computer autotrim output.
V2212
ACOS v1.6
ATA 22
Touch control steering function description
Page 30/ 85
The AP is provided with a TCS function. The Touch Control Steering (TCS) allows temporary manual control of the aircraft by overriding AP / FD function.
In AP the TCS:
Enables the crew to control the pitch and roll axes by declutching the pitch and roll actuators,
De-activates the pitch autotrim control (the pitch trim normal control is then available).
This function is achieved by depressing the TCS pushbutton located on each control wheel and is activated until the pushbutton is released.
V2214
ACOS v1.6
ATA 22
Page 31/ 85
When the AP is engaged in basic mode the wings are maintened at level off by the heading hold mode.
The Bank angle can be changed in this mode using the TCS pushbutton.
With the TCS pushbutton depressed the aircraft can be manoeuvered to a different bank angle which will be maintained when the pushbutton is released
if within the operating limits of a > 6 and a < 35.
There is no annunciator for the Bank Hold mode on the ADU.

V2214
ACOS v1.6
ATA 22
Coupling function description
Page 32/ 85
For basic attitude control, the AFCS computer produces control signals based on average data received from both ADC and AHRS systems.
For lateral and vertical guidance computations, the AFCS computer receives captain's or first officer's SGU and ADC data, depending on coupling
selection.
At power-up the AFCS computer selects automatically the Captain's SGU and ADC data.
Whenever invalid data from one sensor is detected, the AFCS computer automatically selects the remaining valid data for computation and a
corresponding message is displayed on the ADU. For instance, "AHRS DATA INVALID" is displayed on line two of the ADU, if one AHRU fails.
When the system is transfered to the alternate SGU, all lateral flight director modes except HDG are cancelled. Lateral NAV modes must be reselected.
The vertical modes, except GLIDESLOPE are not cancelled.
V2216
ACOS v1.6
ATA 22
Page 33/ 85
Selection of the coupled side is achieved by pressing the CPL pushbutton located on the AFCS Control Panel, and indicated by illumination of the
adjacent arrow light showing the selected side.
The CPL status is repeated on the EADI's by a green arrow.

V2216
ACOS v1.6
ATA 22
Page 34/ 85
During the tracking phase of an ILS approach, side selection will be inhibited after automatic transition to DUAL CPL when radio altitude is below 1200
feet AGL.
The AFCS then uses the ILS information delivered by the two receivers for guidance.
The dual coupling mode couples both NAV receivers to the AFCS computer which averages the data for guidance computation.
After any disengagement of the approach mode in DUAL CPL phase, the side selected prior to DUAL CPL phase remains.
Note: The DUAL CPL function is mandatory for CAT II operations.
V2216
ACOS v1.6
ATA 22
Page 35/ 85
In DUAL coupling phase both arrows are on.

The DUAL coupling status is repeated on the EADI's by a green double-headed arrow.
V2216
ACOS v1.6
ATA 22
Bank function description & operation
Page 36/ 85
This function enables selection of the bank angle limit ( high or low value), in the HDG SEL mode only.
Selection of either value is made by using the BANK pushbutton on the AFCS control panel.
Alternate action on the pushbutton causes alternate selection of:
a high bank angle limit (27),

a low bank angle limit (15).
V2218
ACOS v1.6
ATA 22
Page 37/ 85
The selected value is shown by the following messages displayed on the fourth line of the ADU:
HDG SEL HI,

HDG SEL LO.
And Heading is displayed on the EADI's. At power up the value of 27 is selected automatically.
V2218
ACOS v1.6
ATA 22
Standby function description & operation
Page 38/ 85
Pushing the STBY pushbutton on the AFCS control panel cancels all previous armed and active modes on both axes, and also FD bars if they are
displayed.
If the AP was engaged this action causes return to AP basic modes.

The ALT SEL mode will be re-armed automatically if the logic conditions are fulfilled.
There are no EADI indications and only ALT SEL remains on the ADU.
V2219
ACOS v1.6
ATA 22
Page 39/ 85
V2219
ACOS v1.6
ATA 22
AFCS computer description & location
Page 40/ 85
V2220
ACOS v1.6
ATA 22
Page 41/ 85
V2220
ACOS v1.6
ATA 22
V2220
Page 42/ 85
ACOS v1.6
ATA 22
Page 43/ 85
The AFCS computer is located in the LH electronics rack (80 VU) on shelf 82VU.
The AFCS computer includes arithmetic, amplification and monitoring units.
The AFCS computer is:
"fail passive" which means in case of a failure occuring on duplicated sensors, this failure does not result in a significant down-grading of the flight.
"fail safe" which means in case of a failure occuring on a single sensor, this failure results in limited down-grading which does not affect the flight
safety .
It includes the following functions:
AP: Autopilot,
FD: Flight Director,
YD: Yaw Damper,
Crosstalk management on ASCB (Avionics Standart Communications Bus).
The AFCS computer is equipped with four power outputs used to control the three AP actuators and the elevator trim actuator (autotrim function).
V2220
ACOS v1.6
Stall function
ATA 22
Page 44/ 85
Stall function
The purpose of the stall function is to indicate:
An angle of attack which leads to an IAS lower than 1.3 VS (V Stall).
When the AFCS computer receives the discrete signal from the MFCs it automatically disengages the AP function and sends a discrete signal to the
CCAS
V2232
ACOS v1.6
Stall function
ATA 22
Page 45/ 85
Visual and Aural signals are broadcast as follows:
An "AP/YD DISENGAGED" is displayed on the ADU.
AP OFF indicator illuminates red.

A "CAVALRY CHARGE" alert is also broadcast to confirm AP disconnection.
V2232
ACOS v1.6
Altitude alert function
ATA 22
Page 46/ 85
The purpose of the Altitude Alert function is to indicate:
Approach of a selected altitude (selected by the ALT knob),

Deviation with regards to this altitude when reached.
The AFCS sends a discrete signal to the CCAS for the aural warning and another discrete signal to altimeter 1 and 2 for the visual warning.
V2233
ACOS v1.6
ATA 22
Page 47/ 85
Selected altitude is displayed on the ADU.

Visual and aural signal are broadcasted as followed:
The altitude alert annunciator light illuminates when the aircraft is within 1,000 feet of the preselected altitude during the capture maneuver.
It goes out when the aircraft is within 250 feet of the preselected altitude.
After capture, the light illuminates if the aircraft departs more than 250 feet from the selected altitude.
A "C CHORD" alert is also broadcasted when the aircraft is 1,000 feet from the preselected altitude or has departed 250 feet from the selected
altitude after capture.
V2233
ACOS v1.6
Decision height function
ATA 22
Page 48/ 85
The Selected Decision Height is displayed in feet in the left bottom part of the EADI and can be adjusted by means of the DH knob on EFIS control panel.
Visual and Aural signals are broadcast as follows:
When aircraft radio-altitude reaches selected Decision Height +100ft, a white box appears near the radio altitude information on the EADI.
When aircraft radio-altitude becomes lower than selected decision height, the amber "DH" symbol illuminates inside the white box.
A "MINIMUMS MINIMUMS" voice alert is broadcasted when the selected decision height is reached, between 1000ft and 50ft with landing gear down.
This aural warning is generated by the GPWS.
Note: Maximum selectable decision height is 990 ft. When the Selected Decision Height is set to zero, the DH indicator disapears.
V2234
ACOS v1.6
ATA 22
AP / YD engagement & disengagement
Page 49/ 85
Warning and caution messages studied in this module are all displayed in amber on line 2 of the ADU and cause the RESET light to come on.
Moreover presence of warning messages on the ADU is indicated by an amber "AP MSG" on the EADI.
V2235
ACOS v1.6
ATA 22
V2235
Page 50/ 85
ACOS v1.6
ATA 22
Page 51/ 85
The AFCS computer detects situations prohibiting engagement of the autopilot:
AP/YD or YD engagement is inhibited on ground.

If an attempt to engage is made, an amber "NO ENGAGEMENT ON GROUND" is displayed on the ADU for 5 seconds.
AP engagement is inhibited if one of the following conditions is achieved:
TCS pushbutton is pressed.

An AP quick disconnect pushbutton is pressed.
Normal or standby pitch trim control switch is in UP or DN position.
GA pushbutton is pressed.
A force greater than 30 DaN is applied on rudder pedals.
A force greater than 10 DaN is applied on elevator control wheel.
Stall warning detection.
Elevator tab offset detection.
YD engagement is inhibited if one of the following conditions is achieved:
A force greater than 30 DaN is applied on rudder pedals.
If an attempt to engage is made, "ENGAGE INHIBIT" message is displayed for 5 seconds.
V2235
ACOS v1.6
ATA 22
V2235
Page 52/ 85
ACOS v1.6
ATA 22
Page 53/ 85
Let's now see the five conditions which enable the AP to be disengaged automatically:
The Autopilot disengages automatically in case of loss of one AP engagement hold logic condition.
The Autopilot disengages automatically in case of loss of one YD engagement hold logic condition.
The Autopilot disengages automatically in case of IAS < 1.3 VS.
It results in:
AP DISENGAGED message on the ADU with illumination of the RESET pushbutton.

Illumination of the AP OFF indicators.
A "CAVALRY CHARGE" audio signal.
Note: FD is not affected by AP disengagement.
V2235
ACOS v1.6
ATA 22
Page 54/ 85
It results in:


The Autopilot is disengaged manually by action on the YD pushbutton. Push the YD pushbutton.
V2235
ACOS v1.6
ATA 22
Page 55/ 85
It results in:
AP / YD DISENGAGED message on the ADU with illumination of the RESET pushbutton.


The Autopilot is disengaged manually by action on the AP quick disconnect pushbutton. Push the AP quick disconnect pushbutton.
V2235
ACOS v1.6
ATA 22
Page 56/ 85
The Autopilot is disengaged manually by action on the GO-AROUND pushbutton. Push the GO-AROUND pushbutton.
V2235
ACOS v1.6
ATA 22
Page 57/ 85
It results in:

Note: All previous armed or active modes (except ALT SEL) are cancelled. GO-AROUND becomes an FD active mode.
V2235
ACOS v1.6
ATA 22
Page 58/ 85
V2236
ACOS v1.6
ATA 22
Page 59/ 85
<1> Display:
The first line gives advisory messages in white letters.

The second line gives caution messages in amber letters.
The third line shows armed modes in white letters.
The fourth line shows active modes in green letters.
<2> Reset pushbutton:
This pushbutton is used to cancel a caution message or to confirm an AFCS automatic choice.
<3> L SEL R SEL pushbutton:
These pushbuttons are used in AP ground maintenance test.
<4> BRT knob
The BRT knob is used to adjust ADU brilliance.
<5> CRS1 knob:
The CRS1 knob selects course on the captain EHSI.
<6> HDG knob
The HDG knob selects on both EHSIs, the heading which is used as a reference by the AFCS computer.
<7> HDG pushbutton:
The HDG pushbutton controls selection of heading hold mode.
<8> NAV pushbutton:
The NAV pushbutton arms the lateral guidance for capture of the course selected on the coupled EHSI.
<9> APP pushbutton:
The APP pushbutton arms the vertical and lateral guidance for capture of the selected course and glide slope on the coupled EHSI.
<10> BC:
The BC pushbutton arms the lateral guidance for capture of the localizer Back Course selected on the coupled EHSI.
<11> BANK pushbutton:
The BANK pushbutton controls the bank angle limit during the heading hold mode only.
<12> STBY pushbutton
The STBY pushbutton cancels all previously armed and active modes and reverts the autopilot to basic mode.
<13> IAS pushbutton:

V2236
ACOS v1.6
ATA 22
Page 60/ 85
The IAS pushbutton activates the vertical guidance to maintain the airspeed indicated by the coupled ADC at the time of the selection.
<14> VS pushbutton:
The VS pushbutton activates the vertical guidance to maintain the vertical speed indicated by the coupled ADC at the time of the selection.
<15> ALT pushbutton:
The ALT pushbutton activates the vertical guidance to maintain the altitude indicated by the coupled ADC at the time of the selection..
<16> AP pushbutton:
The AP pushbutton engages the autopilot and Yaw Damper functions simultaneously. All four associated arrows illuminate white. A repeated action
on the pushbutton disengages only the autopilot function.
<17> YD pushbutton:
The YD pushbutton engages the yaw damper function. Both associated arrows illuminate white. A repeated action on the pushbutton disengages the
Yaw Damper function (and the autopilot if engaged).
<18> CPL pushbutton:
The CPL pushbutton enables selection of the panel (CAPT or F/O) to be coupled to the AFCS computer. At power up, selected side is CAPT side.
<19> ALT knob:
The ALT knob controls the preselected altitude which is shown on the ADU.
<20> CRS2 knob:
The CR2 knob selects course on the F/O EHSI.
<21> Pitch thumb wheel The pitch wheel is used to facilitate pitch adjustments during basic pitch hold mode, and also change the reference values for
airspeed and vertical speed hold modes.
V2236
ACOS v1.6
ATA 22
Page 61/ 85
V2236
ACOS v1.6
ATA 22
Page 62/ 85
For more details, click on a button or an indicating light.

<1> AP OFF light:
The AP OFF annunciators illuminate red when the autopilot is disengaged and are cancelled by pushing either AP disconnect pushbutton or ADU
RESET pushbutton.
<2> GUIDANCE light (if installed):
The GUIDANCE light annunciator illuminates amber if CAT II conditions are lost or if an excess deviation is detected.
<3> FD BARS switch:
The FD BARS switch located on each side of the glareshield selects FD command bars on respective EADI.
V2236
ACOS v1.6
ATA 22
Page 63/ 85
V2236
ACOS v1.6
ATA 22
V2236
Page 64/ 85
ACOS v1.6
ATA 22
Page 65/ 85

<1> AFCS NORM FLT / TEST toggle switch:
The AFCS NORM FLT / TEST switch, located on the left maintenance panel tests the AFCS when the aircraft is on ground. If an AFCS failure
occurs in flight, the ground maintenance test mode should be entered after landing, and before removing avionics power, in order to retrieve the
FLIGHT FAULT SUMMARY data.
<2> Normal Pitch Trim rocker:
Actuation of the Normal Pitch Trim rocker when the AP is engaged will disconnect AP.
<3> AP quick disconnect pushbutton:
The AP quick disconnect pushbutton disconnects AP when depressed once. When depressed again, it clears AP OFF alert indication.
<4> Touch Control Steering pushbutton:
The TCS pushbutton located on the forward face of each control wheel allows, when depressed, to manually control the aircraft without disengaging
the AP or cancelling FD modes.
<5> Go-Around pusbuttons: Actuation of the Go-Around pushbuttons located at the outboard end of each Power Lever grip:
Disengages the Autopilot.

Cancels all previous FD mode.
Moreover the FD generates a pitch attitude compatible with single engine performance and flap setting at Go- Around selection and the lateral bar gives a
heading hold command.
V2236
ACOS v1.6
ATA 22
V2236
Page 66/ 85
ACOS v1.6
ATA 22
Page 67/ 85

<1> Flight Director Command bars:
The Flight Director Command bars display in magenta computed commands to capture and maintain a desired flight path.
<2> Lateral armed mode annunciator:
The Lateral armed mode annunciator displays in white the lateral AFCS armed mode; the annunciator extinguishes when this mode is captured.
Available lateral armed modes are VOR, LOC, BC.
<3> Lateral active mode annunciator:
The Lateral active mode annunciator displays in green the lateral AFCS armed mode; the indication is followed by a star while capture of an armed
mode is in progress. The star disappears when capture is achieved. Available lateral active modes are VOR, LOC, BC, HDG.
<4> Transition box :
The transition box is displayed in white around the green active mode annunciator for the first five seconds of capture of an armed mode.
<5> Vertical armed mode annunciator:
The Vertical armed mode annunciator displays in white the vertical AFCS armed mode; the annunciator extinguishes when this mode is captured.
Available vertical armed modes are ALT, GS.
<6> Vertical active mode annunciator:
The Vertical armed mode annunciator displays in green the vertical AFCS armed mode; the indication is followed by a star while capture of an armed
mode is in progress. The star disappears when capture is achieved. Available vertical active modes are VS, ALT, GS, IAS, GA (FD only).
<7> AP MSG annunciator:
The AP MSG annunciator illuminates amber to indicate that a caution message can be read on the ADU. If no caution message is displayed and the
autopilot is engaged, a green AP ENG message is displayed.
<8> CPL status annunciator:
The CPL status annunciator indicates which SGU and ADC (left or right) data are coupled to the AFCS computer.
<9> Selected heading bug annunciator:
The Selected heading blue bug annunciator is positioned around the rotating heading dial by the remote HDG knob. Heading error between actual
heading and selected heading is sent to the FD. Selected heading is also displayed digitally in blue.
<10> Course pointer annunciator:
The Course pointer annunciator displays in yellow the course which is selected for the respective VOR/ILS. Each pointer is controlled by its
associated CRS knob. Selected course is also displayed digitally in yellow numbers associated with white CRS letters.
<11> Course deviation bar:
The Course deviation bar displays in yellow deviation relative to the course pointer. The scale is marked by dots. The aircraft symbol provides the
position relative to the intended route.
V2236
ACOS v1.6
ATA 22
Page 68/ 85
<12> Glideslope annunciator:
The Glideslope annunciator is indicated by a green index on a white scale which is marked by dots. Index and scale are visible only when an ILS
frequency is selected on the related NAV control box.
<13> STBY PITCH TRIM switch:
The STBY PITCH TRIM switch disengages the Autopilot if it was previously engaged.
<14> The radio altimeter indication is displayed in feet.

<15> The selected decision height displayed in feet can be adjusted by means of the DH knob on EFIS control panel.
V2236
ACOS v1.6
ATA 22
Page 69/ 85
V2236
ACOS v1.6
ATA 22
AFCS ground maintenance test
Page 70/ 85
On ground, once engine shutdown, the maintenance team can localize failed systems by using ground maintenance test of specific LRUs.
During execution of LRU test, the user may be asked to perform certain tasks in the cockpit or answer questions.
To activate the test you must put the AFCS NORM / FLT / TEST switch in TEST position and be sure that aircraft is on ground and that airspeed is less
than 50 kts.
Put the AFCS NORM / FLT / TEST switch in TEST position.

When the test is initiated, the ADU displays "01 FGC TEST?" and becomes the interface to test LRUs.
V2238
ACOS v1.6
ATA 22
Page 71/ 85
V2238
ACOS v1.6
ATA 22
V2238
Page 72/ 85
ACOS v1.6
ATA 22
Page 73/ 85
By pressing R SEL and L SEL pushbuttons on the ADU, you are able to select an LRU test, in the following vertical test menu.
The AFCS system has built-in diagnostics that are used to determine the cause of in-flight automatic flight control system failures. It is the FLIGHT FAULT
SUMMARY.
If an AFCS failure occurs in flight, the ground maintenance test mode must be achieved after landing and before avionics power is removed in order to
retrieve FLIGHT FAULT SUMMARY data.
Let's now have a look at the FLIGHT FAULT SUMMARY.

The ground maintenance test is started and the ADU displays "01 FGC TEST?".
Push twice the L SEL pushbutton to go back to the FLIGHT FAULT SUMMARY test.
V2238
ACOS v1.6
ATA 22
Page 74/ 85
Pushing the RESET pushbutton allows you to access to the FLIGHT FAULT SUMMARY of the last leg.
Push the RESET pushbutton to enter test.
The FLIGHT FAULT SUMMARY is a collection of fault data words that are displayed in hexadecimal format coded on 16 bit on the ADU.
On the screen shown here no failures have been registered. If a fault occurs, lines of zero are replaced by characters comprised between 1 and F in
hexadecimal value.
The translation of the fault codes can be achieved by using the AFCS manufacturer description and operation manual.
V2238
ACOS v1.6
ATA 22
Operational test of AFCS computer
Page 75/ 85
On ground, once engine shutdown, the maintenance team can localize failed systems by using ground maintenance test of specific LRUs.
During execution of LRU test, the user may be asked to perform certain tasks in the cockpit or answer questions.
To activate the test you must put the AFCS NORM / FLT / TEST switch in TEST position and be sure that aircraft is on ground and that airspeed is less
than 50 kts.
Put the AFCS NORM / FLT / TEST switch in TEST position.

When the test is initiated, the ADU displays "01 FGC TEST?" and becomes the interface to test LRUs.
V2239
ACOS v1.6
ATA 22
Page 76/ 85
Let's now have a look at the ADVISORY DSPLY TEST.

Push twice the R SEL pushbutton to go to the ADVISORY DSPLY TEST.
V2239
ACOS v1.6
ATA 22
Page 77/ 85
V2239
ACOS v1.6
ATA 22
V2239
Page 78/ 85
ACOS v1.6
ATA 22
Page 79/ 85
The ADU displays "03 ADVISORY DSPLY TEST ?"

Push the RESET pushbutton to enter test.
The ADU displays on its four lines the following message which can be summed up by the sentences: "If the AP / YD DISENGAGED message is
displayed on line 2, press the R SEL pushbutton."
"If you don't see the AP / YD DISENGAGED on line 2, press the L SEL pushbutton."
Press the R SEL pushbutton to agree and continue the test.

The ADU displays on its four lines the following message which can be summed up by the sentence: "If the MSGS ON 4 LINES message is displayed on
4 lines, press the R SEL pushbutton."

The ADU displays on its four lines the following message which can be summed up by the sentence: "If lines one, two, three and four are in the right
order, press the R SEL pushbutton."

The next test enables to test mechanically the pushbuttons of the ADU.
To pass the test, press the RESET pushbutton.
To pass the test, press the L SEL pushbutton.
To pass the test, press the R SEL pushbutton.
Congratulations ! The Advisory display test has been performed successfully.
V2239
ACOS v1.6
MFC Bite test
ATA 22
Page 80/ 85
MFC Bite test
System studied: MFC
As soon as a failure is recorded in the non volatile memory located in the CPU card of the MFC 1A module, the "BITE LOADED" magnetic indicator turns
amber.
On ground, once engines shutdown, the maintenance team can localize the system failed with the MFC maintenance panel.
This one is initially set on the "NORM-FLT" position.
For example, let's check the navigation system.
Select the "NAV" position.
V2240
ACOS v1.6
ATA 22
MFC Bite test
Page 81/ 85
V2240
ACOS v1.6
ATA 22
V2240
MFC Bite test
Page 82/ 85
ACOS v1.6
ATA 22
MFC Bite test
Page 83/ 85
System studied: MFC
Once the system selector is set to "NAV" position, the PTA / ERS (Push To Advance) pushbutton has to be depressed in order to check the system.
Press the PTA / ERS pushbutton.
The 8, 2 and 1 "F" lights illuminate amber so a failure has been memorized in the "NAV" system.
To define which kind of failure is detected, you can either note which "F" number is illuminated (her the 8, 2 and 1 "F") or add the "F" numbers ( 8 + 2 + 1 =
11 = B hexadecimal value).
The definition of this failure is given in the Job Instruction Card) or in the Flight Crew Operating Manual and is "AFCS Anomaly".
By depressing once again the PTA / ERS pushbutton, the following failure code will be displayed.
The four "F" lights illuminate. This means that all the failure codes related to the selected sytem have been displayed.
Then, MFC memory can be erased (procedure described in ATA 31 - INDICATING AND RECORDING chapter).
V2240
ACOS v1.6
Summary
ATA 22
Page 84/ 85
ATA 22 AUTOMATIC FLIGHT CONTROL SYSTEM
V2240
General description
Cockpit panels
Interfaces
Features
14
15
20
25
28
29
30
32
36
38
40
Stall function
44
46
48
49
58
70
75
MFC Bite test
80
ACOS v1.6
ATA 22
V2240
Summary
Page 85/ 85
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 23 COMMUNICATIONS

ATA 23
General description
Page 2/ 103
General description
V2301
ACOS v1.6
General description
ATA 23
Page 3/ 103
The communications system comprises:
Radio communications between aircraft and ground stations,

Passenger Address system (PA),
Audio integrating system, which manages all audio signals,
Cockpit Voice Recorder which records all messages to and from the cockpit.
The communications system also provides:
An Emergency Locator Transmitter,

Navigation source identifiers reception,
Aural alerts generated by the CCAS, GPWS and TCAS through the cockpit loudspeakers only.
Note that sound level for CCAS, GPWS and TCAS alerts is preset and is not adjustable.
V2301
ACOS v1.6
ATA 23
General description
Page 4/ 103
The VHF system comprises two separate VHF sets, with separate electrical supplies.
They are used for short range communications between aircraft and ground stations.
V2301
ACOS v1.6
ATA 23
General description
Page 5/ 103
The Passenger Address system is used to broadcast announcements and audio signals (chime) via the cabin and galley loudspeakers.
The announcements can be made from the cockpit or from the cabin attendant station.
V2301
ACOS v1.6
ATA 23
General description
Page 6/ 103
The heart of all electronic cockpit communications is the Remote Control Audio Unit (RCAU).
The RCAU contains an electronic processor for each cockpit crew member.
Each processor integrates audio controls as selected on the respective Audio Control Panel at each cockpit crew member position.
V2301
ACOS v1.6
General description
ATA 23
Page 7/ 103
The Cockpit Voice Recorder (CVR) enables recording of conversations received and transmitted by the crew members, announcements made to
passengers as well as aural warnings.
Recording is made in a memory with a recording capacity of 2 hours. This compares with international regulation which requires CVR to record 30
minutes. The CVR system is of the lastest standard and is known as Solid State Cockpit Voice Recorder (SSCVR).
The CVR panel provides test and erase facilities.

V2301
ACOS v1.6
ATA 23
Cockpit location
Page 8/ 103
Cockpit location
V2302
ACOS v1.6
ATA 23
V2302
Cockpit location
Page 9/ 103
ACOS v1.6
ATA 23
Interfaces
Page 10/ 103
Interfaces
V2303
ACOS v1.6
ATA 23
Features
Page 11/ 103
Features
V2304
ACOS v1.6
ATA 23
V2304
Features
Page 12/ 103
ACOS v1.6
ATA 23
V2304
Features
Page 13/ 103
ACOS v1.6
ATA 23
V2304
Features
Page 14/ 103
ACOS v1.6
ATA 23
V2304
Features
Page 15/ 103
ACOS v1.6
ATA 23
Page 16/ 103
V2305
ACOS v1.6
ATA 23
VHF System description
Page 17/ 103
Here is the VHF system block diagram. Two systems, VHF1 and VHF2, are provided. Each system has its own transceiver to provide communications on
720 channels (or 760 depending on version) from 118.000 to 136.975 MHz with 25 KHz spacing.
Each system is controlled on the pedestal by a VHF control unit with dual frequency selection.
Two antennae are installed on the fuselage, one for each VHF system.
Each VHF system is connected to the Audio Integrating and to the FDAU, and via the Audio Integrating to the Cockpit Voice Recorder.
In case of audio control panel loss, two AUDIO SEL pushbuttons select one VHF to each side.
V2306
ACOS v1.6
ATA 23
VHF Operation
Page 18/ 103
VHF Operation
V2315
ACOS v1.6
ATA 23
VHF Operation
Page 19/ 103
When the VHF1 control unit is ON, it displays the active and preset frequencies stored in memory when the equipment was last turned off. Rotate the
switch to the ON position.
Let's display a new preset frequency. The outer knob of the frequency selector is used to change the 3 left digits by 1 MHz increments. First rotate the
outer knob to change the MHz value.
The inner knob of the frequency selector is used to change the 2 right digits by 50 KHz increments when first rotated or by 25 KHz increments for the first
two increments when the direction of rotation is reversed. Now select the inner knob to change the KHz value.
You have set a new preset frequency. To set it active, you have to transferred it to the active display. Select the XFR / MEM toggle switch to XFR position.
The two frequencies are transferred and ACT annunciator flashes amber. Note that if ACT annunciator continues flashing, this indicates that the
transceiver is not tuned to the frequency displayed in the active display.
For example, to use the VHF1, select on the Audio Control Panel the VHF1 knob.
Now click on the control wheel Push To Talk selector to transmit (or for the Captain Push To Talk on nose wheel steering or INT / RAD selector on Audio
Control Panel).
When a transmission is performed, the TX amber annunciator appears on the VHF1 control unit.
V2315
ACOS v1.6
ATA 23
VHF components
Page 20/ 103
VHF components
V2375
ACOS v1.6
ATA 23
V2375
VHF components
Page 21/ 103
ACOS v1.6
ATA 23
V2375
VHF components
Page 22/ 103
ACOS v1.6
ATA 23
V2375
VHF components
Page 23/ 103
ACOS v1.6
ATA 23
Passenger address description
Page 24/ 103
V2319
ACOS v1.6
ATA 23
Page 25/ 103
The Passenger Address system enables the pilots and the cabin attendant to transmit announcements to the passengers through the Passenger Address
(PA) amplifier.
The PA system broadcasts passenger cabin announcements made from the cockpit or from the cabin attendant station via the 14 cabin loudspeakers.
The tape reproducer is used for automatic broadcasting of passenger announcements before the flight as well as to broadcast music in the cabin.
One cabin attendant handset is provided at the cabin attendant station, aft of the cabin. A second handset is optionally installed forward of the cabin.
The cockpit announcement gets priority over cabin attendant announcements and tape reproducer.
A chime is heard in the cabin:
whenever passenger signs are switched on and off,
on selection of passenger-to-Cabin Attendant call,
on selection of crew member-to-Cabin Attendant call.
The tape reproducer is muted each time a message is broadcast from crew members or cabin attendant.
The audio level of the fourteen cabin loudspeakers increases by 6 dB as soon as one engine is started.
The CVR is connected to the Passenger Address.
V2319
ACOS v1.6
ATA 23
V2319
Page 26/ 103
ACOS v1.6
ATA 23
Page 27/ 103
The Passenger Address system enables the pilots and the cabin attendant to transmit announcements to the passengers through the Passenger Address
(PA) amplifier.
The PA system broadcasts passenger cabin announcements made from the cockpit or from the cabin attendant station via the 14 cabin loudspeakers.
The tape reproducer is used for automatic broadcasting of passenger announcements before the flight as well as to broadcast music in the cabin.
One cabin attendant handset is provided at the cabin attendant station, aft of the cabin. A second handset is optionally installed forward of the cabin.
The cockpit announcement gets priority over cabin attendant announcements and tape reproducer.
A chime is heard in the cabin:
whenever passenger signs are switched on and off,
on selection of passenger-to-Cabin Attendant call,
on selection of crew member-to-Cabin Attendant call.
The tape reproducer is muted each time a message is broadcast from crew members or cabin attendant.
The audio level of the fourteen cabin loudspeakers increases by 6 dB as soon as one engine is started.
The CVR is connected to the Passenger Address.
V2319
ACOS v1.6
ATA 23
Passenger Address Operation
Page 28/ 103
To perform an announcement from the cockpit to the passengers, the pilot press the "PA" key on the Audio Control Panel.
The "PA" key light illuminates. Then the pilot must take the microphone and press the Push-To-Talk pushbutton. He can also use the boomset or oxygen
mask microphone and the PTT on the control wheels or on the nose wheel steering or the INT/RAD selector on the ACP.
The audio signal is broadcast by the 14 cabin loudspeakers via the Remote Control Audio Unit and the PA amplifier.
V2329
ACOS v1.6
ATA 23
Page 29/ 103
To make an annoucement from the cabin attendant to the passengers, the handset must be removed from its base.
V2329
ACOS v1.6
ATA 23
Page 30/ 103
The handset is energized. "PA" pushbutton must be pressed to connect handset's microphone to the PA amplifier.
The LED associated with the "PA" pushbutton illuminates white. Press the handset Push-To-Talk pushbutton to make an announcement.
The audio signal is broadcast by the 14 cabin loudspeakers via the PA amplifier.
V2329
ACOS v1.6
ATA 23
Page 31/ 103
When put back on its cradle, the handset is de-energized and the LED associated with the "PA" pushbutton goes out.
V2329
ACOS v1.6
ATA 23
Passenger adress components
Page 32/ 103
V2376
ACOS v1.6
ATA 23
V2376
Page 33/ 103
ACOS v1.6
ATA 23
V2376
Page 34/ 103
ACOS v1.6
ATA 23
V2376
Page 35/ 103
ACOS v1.6
ATA 23
Cabin attendant handset description
Page 36/ 103
One cabin attendant handset is provided in the cabin attendant station, aft of the aircraft.
P2325
ACOS v1.6
ATA 23
Page 37/ 103
P2325
ACOS v1.6
ATA 23
P2325
Page 38/ 103
ACOS v1.6
ATA 23
Page 39/ 103
The cabin attendant handset assembly comprises:
a plastic cast base,

a cast handle,
a handset.
The attendant handset is a plug-in unit centered and attached by means of four captive screws.
An extendable cord fitted with a connector enables connection of the handset to the base.
The handset comprises:
a high level microphone,

a receiver,
a Push-To-Talk (PTT) switch on the handle.
The part features three illuminated pushbuttons:
CALL to call the crew members,

PA to communicate with the passengers via the cabin loudspeakers,
EMER to call the crew members in case of emergency.
P2325
ACOS v1.6
ATA 23
Description
Page 40/ 103
Description
V2330
ACOS v1.6
Description
ATA 23
Page 41/ 103
The aircraft communication system provides:
radio communication between aircraft and ground stations,

an interphone between
cockpit and cabin attendant station,
cockpit and ground personnel stations at hydraulic bay, ground power receptacle and unpressurized bay in the rear cone.
Passenger address system,
distribution in the cockpit loudspeakers only of the aural alerts generated by the CCAS, the GPWS and the TCAS.
The signal from the microphone is transmitted through a normally closed contact, by means of the selection control, to the selected transmitter audio input.
The operating transmitter PTT circuit closes on the common micro of the selection control corresponding to the selected transmitter.
After utilization of the oxygen mask, the boomset microphone is operative again after the oxygen supply overpressure control has been activated in order
to depressurize hose and therefore deactivate the pressure switch.
V2330
ACOS v1.6
ATA 23
V2330
Description
Page 42/ 103
ACOS v1.6
ATA 23
Description
Page 43/ 103
The audio integration system comprises:
Two Audio Control Panels (ACP),

A Remote Control Audio Unit (RCAU),
Three jack panels for a boomset and a handset connection,
Two jack panels for a hand microphone connection,
Two loudspeakers,
Two hand microphones,
Two headsets,
Three boomsets,
Two loudspeaker control volume knobs,
Two INTPH/ RAD PTT switches on Captain and First Officier control wheels,
A RAD PTT switch on steering control handwheel,
Two microphones in the oxygen masks,
One INTPH/ RAD PTT switch on front face of electronics racks (80VU) on aisle side,
The system includes also two AUDIO SEL pushbutton in case of ACP failure.
V2330
ACOS v1.6
ATA 23
Description
Page 44/ 103
The system is built around the Remote Control Audio Unit (RCAU) which enables:
in Transmit mode : Transmission to the desired communication sub-systems,

in Receive mode: Reception of audio outputs from the various navigation and communication systems, adjustment of audio levels according to
selections made by the Captain and First Officer and transmission to the operating stations.
The transmission channels and the audio levels are selected by means of the Audio Control Panel (ACP).
These control signals are centralized and then directed to the RCAU through a digital data bus.
V2330
ACOS v1.6
ATA 23
Audio integrating operation, controls & indicators
Page 45/ 103
The audio integrating system is built around the Remote Control Audio Unit (RCAU) which enables reception of audio signals from the various navigation
and communication systems, and transmission to the operating stations.
Let's select the Captain Audio Control Panel (ACP) to see how to use it for reception.
V2344
ACOS v1.6
ATA 23
Page 46/ 103
Both Audio Control Panels are installed on the centre pedestal. The Captain's is on the LH side. Select the VHF1 volume knob.
The ACP provides the audio level adjustment of communication systems. Select the VOR1 volume knob.
It also provides the audio level adjustment of all navigation systems. Press the VOICE ONLY key.
When depressed, the VOICE ONLY key illuminates amber and inhibits NAV receivers station identification at 1020 Hz by activating a band cut off filter.
V2344
ACOS v1.6
ATA 23
Page 47/ 103
Two loudspeakers are mounted in the cockpit ceiling, one on each side. Select the CAPT LOUDSPEAKER knob on the left side of the front panel.
Each loudspeaker audio level can be adjusted by its associated volume control knob.
The CCAS, the TCAS and the GPWS alerts are at a preset volume and are not adjustable.
V2344
ACOS v1.6
ATA 23
Page 48/ 103
The headsets and boomsets for Captain and First Officer are connected via two jack panels, installed in the cockpit ceiling close to the electric and
electronic racks.
V2344
ACOS v1.6
ATA 23
Page 49/ 103
The audio integrating system is built around the Remote Control Audio Unit (RCAU) which enables transmission of the desired communication subsystems.
Let's select the Captain Audio Control Panel (ACP) to see how to use it for transmission.
V2344
ACOS v1.6
ATA 23
Page 50/ 103
Both Audio Control Panels are installed on the centre pedestal. The Captain's is on the LH side. Select the VHF1 key.
The ACP provides selection of the various communication channels via the six provided keys. The selected key illuminates white.
All the six keys are interlocked so that only one can be pushed down at a time. Now, set the INT / RAD selector to the "INT" position.
V2344
ACOS v1.6
ATA 23
Page 51/ 103
The "INT" steady position is the hot mike position allowing communications between crew members without selecting any other key.
The intercommunication uses boomset microphone or the crew oxygen mask. Replace the INT / RAD selector to the neutral position.
V2344
ACOS v1.6
ATA 23
Page 52/ 103
With the INT / RAD selector in the neutral position, the interphone transmission mode is obtained by using the unsteady forward Interphone position of the
Push- To-Talk selector located on each control wheel.
V2344
ACOS v1.6
ATA 23
Page 53/ 103
With the INT / RAD selector in the neutral position, the radio configuration must be selected. Let's select the VHF2 key.
The VHF2 key illuminates white indicating that this channel is selected for this ACP.
The transmission can be made by using the unsteady back Radio position of the Push-To-Talk selector located on each control wheel and by speaking
through the boomset or crew oxygen mask microphone.
A Radio Push-To-Talk pushbutton is also provided on the nose wheel steering control.
The hand microphone can also be used by pressing its Push-To-Talk pushbutton. Now, set the INT / RAD selector to the "RAD" position.
The "RAD" unsteady position is yet another PTT which allows transmission via the boomset or the oxygen mask microphone over the selected radio
system or Passenger Address.
V2344
ACOS v1.6
ATA 23
V2344
Page 54/ 103
ACOS v1.6
ATA 23
Page 55/ 103
During a flight, a RCAU failure occurs on the Captain's digital and audio processing board in the RCAU. Any failure detected in audio processing leads the
CCAS to trigger the following alerts:
a single chime is broadcast in the flight compartment,
the Master CAUTION flashes amber,
AUDIO caution light illuminates amber on the CAP,
the FAULT legend illuminates amber on the AUDIO SEL associated pushbutton.
A RCAU power supply loss will lead to the same alerts.

Let's have a look at the check list for the corrective actions.
Clear the Master CAUTION.
The Master CAUTION light is extinguished. Let's follow the procedure. Switch the AUDIO 1 SEL pushbutton to ALTN.
The ALTN legend illuminates white and the FAULT light extinguishes. Now, the faulty channel operates in alternate mode. This connects directly and
exclusively the transmission on the associated VHF system. In this example, VHF1 is directly connected to the Captain even if the associated ACP is
switched on the VHF2.
VHF2 would be connected to the First Officer by switching the AUDIO 2 SEL pushbutton to ALTN mode in case of F/O channel failure. Note that on the
affected side, Passenger Address, interphone and other VHF (or HF if installed) can no longer be used. Now, clear the CAP.
AUDIO caution light extinguishes on the CAP.
V2344
ACOS v1.6
ATA 23
V2344
Page 56/ 103
ACOS v1.6
ATA 23
Page 57/ 103
1- Pilots to cabin attendant call
The pilots need to call the cabin attendant. The audio level is adjusted with the INT knob and the INT / RAD selector is normally set to the INT position.
Press the CALLS / ATTND pushbutton on the Calls panel.
The single chime sound is broadcast via the cabin loudspeakers and the CAPT green LED light on the cabin attendant panel illuminates. The cabin
attendant lifts the telephone handset. Press the CALL pushbutton on the handset control panel.
On the handset control panel, the indicator light associated with the CALL pushbutton illuminates white, while the CAPT green LED light on the cabin
attendant panel extinguishes.
In the flight compartment, CALL legend on the CALLS / ATTND pushbutton illuminates blue in association with a door bell sound broadcast via the cockpit
loudspeakers. The reception and audio channels of attendant handset are now electromechanically connected to the RCAU and both stations can
communicate. Because of the repetitive door bell sound, the pilot must perform a reset on the Calls panel. Press the RESET pushbutton.
Once RESET pushbutton pressed, the CALL blue legend extinguishes and the door bell sound is cancelled.
Normally, the VHF1 transmission key is switched on and the INT / RAD selector is set to INT position. Boomset is used to communicate to the cabin
attendant. Communication to the cabin attendant is performed through headsets or loudspeakers, microphones and PTT switches or through boomset and
by setting PTT selector on the control wheel to INT position.
Communication from the cabin attendant station is performed through the handset and the PTT switch.
Once communication is finished, hang up the handset on its holder.
As soon as the handset is put back on its holder, the indicator light on the handset control panel extinguishes and the system returns to initial
configuration.
In case of emergency, the operation is similar to normal operation except that the pilot has to press successively three times on CALLS / ATTND
pushbutton. This activates three single chimes sound in the cabin loudspeakers.
The cabin attendant lifts the handset and presses the EMER pushbutton on the handset control panel, which illuminates red on the associated indicator
light.
In the flight compartment, on the CALLS/ ATTND pushbutton CALL legend illuminates blue and EMER legend illuminates red in association with a
repetitive door bell sound. The pilot then has to press the RESET pushbutton.
2- Cabin attendant to Pilots call
Now, the cabin attendant needs to call the pilots and lifts the telephone handset which is then energized. Press the CALL pushbutton on the handset
control panel.
On the handset control panel, the indicator light associated with the CALL pushbutton illuminates white. In the flight compartment, CALL legend on the
CALLS/ ATTND pushbutton illuminates blue in association with a door bell sound broadcast via the cockpit loudspeakers. Press the RESET pushbutton.
Once RESET pushbutton pressed, the CALL blue legend extinguishes and the door bell sound is cancelled. Both stations can communicate. After
communication, hang up the handset on its holder.
As soon as the handset is put back on its holder, the indicator light on the handset control panel extinguishes and the system returns to initial
configuration.
V2344
ACOS v1.6
ATA 23
Page 58/ 103
In case of emergency, the operation is similar to normal operation except that the cabin attendant has to press the EMER pushbutton on the handset
control panel. On the handset control panel, the indicator light associated with the EMER pushbutton illuminates red.
In the flight compartment, on the CALLS/ ATTND pushbutton CALL legend illuminates blue and EMER legend illuminates red in association with a
repetitive door bell sound. The pilot then has to press the RESET pushbutton.
V2344
ACOS v1.6
ATA 23
Page 59/ 103
V2344
ACOS v1.6
ATA 23
V2344
Page 60/ 103
ACOS v1.6
ATA 23
-
Page 61/ 103
1Pilots to ground crew call
The pilots need to call the ground crew. The audio level is adjusted with the INT knob and the INT/ RAD selector is normally set to the INT position. Press
the CALLS/ MECH pushbutton on the Calls panel.
The mechanical horn sounds in the nose wheel bay as long as the CALLS/ MECH pushbutton is pressed in the flight compartment.
The mechanic can then connect his headset to one of the three interphone jacks, in the ground power receptacle, in the hydraulic bay or in the aft avionics
compartment.
- 2Ground crew to Pilots call
The ground crew wants to call the pilots. The DC ground power receptacle provides a cabin crew call pushbutton. Click on the ground power receptacle
area.
In the flight compartment, on the CALLS/ MECH pushbutton CALL legend illuminates blue in association with a repetitive door bell sound. Press the
RESET pushbutton.
Normally, the VHF1 transmission key is switched ON and the INT/RAD selector is set to INT position. Boomset is used to communicate to the cabin
attendant. Communication to the ground crew is performed through headsets or loudspeakers, microphones and PTT switches or through boomset and by
setting PTT selector on the control wheel to INT position.
V2344
ACOS v1.6
ATA 23
Audio integrating components
Page 62/ 103
V2377
ACOS v1.6
ATA 23
V2377
Page 63/ 103
ACOS v1.6
ATA 23
V2377
Page 64/ 103
ACOS v1.6
ATA 23
V2377
Page 65/ 103
ACOS v1.6
ATA 23
V2377
Page 66/ 103
ACOS v1.6
ATA 23
V2377
Page 67/ 103
ACOS v1.6
ATA 23
V2377
Page 68/ 103
ACOS v1.6
ATA 23
V2377
Page 69/ 103
ACOS v1.6
ATA 23
V2377
Page 70/ 103
ACOS v1.6
ATA 23
V2377
Page 71/ 103
ACOS v1.6
ATA 23
Description
Page 72/ 103
Description
All crew communications transmitted through the RCAU, such as:
communications received and transmitted by radio,

conversations between the crew members,
voice or audio signals identifying navigation or approach radio aids, are recorded by the Cockpit Voice Recording system.
In addition, a CVR microphone located below the overhead panel, acquires cockpit conversation and aural warnings in the flight compartment.
Cabin crew announcements are also recorded.
V2345
ACOS v1.6
Description
ATA 23
Page 73/ 103
The Cockpit Voice Recording system mainly comprises:
a Solid State Cockpit Voice Recorder (SSCVR) located in the aft unpressurized area,
a Control Unit located on the overhead panel,
a CVR microphone on the windshield center post.
The SSCVR receives parameters from the Remote Control Audio Unit and the Passenger Address in digital format and records them in a memory.
Recording capacity is 2 hours. This compares with international regulations which require CVR to record for 30 minutes. The CVR is of the latest standard
and is known as Solid State Cockpit Voice Recorder (SSCVR).
V2345
ACOS v1.6
ATA 23
Operation, controls and indicators
Page 74/ 103
V2349
ACOS v1.6
ATA 23
Page 75/ 103
Aircraft is on ground with both engines stopped.

Battery selector is set to ON and external power is not available.
The SSCVR is then supplied upon aircraft energization.
Click on the aircraft to connect the Ground Power Unit.
External power is now available and set to ON.
The 11PG relay is then energized and the MFC internal logic causes loss of SSCVR energization.
You want to manually run the SSCVR.
Set the RCDR pushbutton to ON.
By pressing the RCDR pushbutton, the "ON" legend illuminates blue.
The associated contact closes.
The MFC logic energizes the 7RK relay and the SSCVR is then supplied.
Now, you want to stop recording the aircraft parameters that you manually initialized.
Press the RESET pushbutton.
By pressing the RESET pushbutton, the MFC internal logic causes loss of ground and the 7RK relay opens.
The "ON" legend extinguishes on the RCDR pushbutton.
The SSCVR is no longer supplied.
Note that manual recording can only be achieved with external power set to ON.
As soon as one engine is running the SSCVR is automatically supplied.
Click on the aircraft to disconnect the Ground Power Unit.
Both engines are now running and external power is no longer available.
Aircraft parameters will be recorded during the entire flight...
Aircraft is now on ground and both engines have just stopped.
Battery selector is set to ON and external power is not available.
The SSCVR is still supplied upon aircraft energization for ten minutes because of the delay in the MFC internal logic.
As soon as ten minutes have passed, the ground is lost and the 7RK relay opens.
The SSCVR stops recording.
V2349
ACOS v1.6
ATA 23
V2349
Page 76/ 103
ACOS v1.6
ATA 23
Page 77/ 103
When the aircraft is on external power, recorders are off until one engine is started. They can be energized by pressing the RCDR pushbutton on the
RCDR panel.
Press this pushbutton.

Recorders are energized. CVR can be checked at any time by means of the TEST pushbutton on the control unit.
Press the TEST pushbutton.
During the test, the galvanometer pointer moves to a location between graduations 6 and 10.
A 600 Hz signal is heard at the headset jack located on the front face of the control unit. This signal can be heard in the headset connected to this jack.
After this operation, the recorders can be de-energized by pressing the RESET pushbutton on the RCDR panel.
So, do it.
Recorders are now de-energized.
V2349
ACOS v1.6
ATA 23
V2349
Page 78/ 103
ACOS v1.6
ATA 23
Page 79/ 103
When the aircraft is on external power, recorders are off until one engine is started. They can be energized by pressing the RCDR pushbutton on the
RCDR panel.
Press this pushbutton.

Recorders are energized. The ERASE pushbutton on the control unit is used for fully erasing the recorded memory. It is operational provided the aircraft is
on the ground with the parking brake control handle pulled up and locked.
Set the parking brake lever to ON position.

To perform erasing sequence, the ERASE pushbutton must be pressed for at least 2 seconds.
Press the ERASE pushbutton.
Memory erasing time: 5 to 6 seconds. During erasure, a 400 Hz audio frequency signal can be heard in a headset connected to a jack located on the front
face of the control unit.
After this operation, the recorders can be de-energized by pressing the RESET pushbutton on the RCDR panel.
So, do it.
Recorders are now de-energized.
V2349
ACOS v1.6
ATA 23
Cockpit voice recorder
Page 80/ 103
V2378
ACOS v1.6
Description
ATA 23
Page 81/ 103
Description
An automatic Emergency Locator Transmitter (ELT) must be attached to the aircraft in such a manner that, in the event of a crash, the probability of the
ELT transmitting a detectable signal is maximized.
The ELT system comprises:
a transmitter in the pressurized ceiling, close to the toilet door,

an antenna in the fairing ahead of the stabilizer fin,
a Remote Control Unit in the flight compartment.
The ELT is able to transmit a distress signal on 121.5 MHz and 243 MHz frequencies and a geographical position signal on 406.025 MHz frequency. The
system includes its own battery.
V2350
ACOS v1.6
ATA 23
Page 82/ 103
V2354
ACOS v1.6
ATA 23
Page 83/ 103
An auto test of the Emergency Locator Transmitter can be performed through the Remote Control Unit in the flight compartment.
This test must not be performed in manual mode. So check that the MAN / AUTO selector is in "AUTO" position and guarded.
The AUTO TEST RST switch is used in case of undue alert (reset) or to test the emergency beacon. Press the AUTO TEST RST switch.
The X MIT ALERT caution light illuminates amber for 2 seconds and then extinguishes.
By setting VHF 1 frequency to 121.5 MHz, check that no distress signal is heard in the headset.
In case of test failure, the X MIT ALERT caution light will flash amber.
When aircraft is on ground (and electrically supplied), if the emergency beacon is triggered after 30 seconds, note that the mechanical horn will be
triggered too.
V2354
ACOS v1.6
ATA 23
Emergency locator transmitter components
Page 84/ 103
V2379
ACOS v1.6
ATA 23
V2379
Page 85/ 103
ACOS v1.6
ATA 23
Indicators and recording panels
Page 86/ 103
V2355
ACOS v1.6
ATA 23
Page 87/ 103
Look at both Audio Control Panels. Location: Centre pedestal.

<1> The volume control reception knobs enable reception volume for associated communication or navigation facilities.
<2> The transmission keys allow selection of the individual communication facilities for transmission. Six interlock keys are provided. Only one key can be
engaged at a time. It illuminates white when selected.
<3> The VOICE ONLY key, when depressed, inhibits NAV receivers station identification by activating a band cut off filter above 1020 Hz. The light then
illuminates amber.
<4> The INT / RAD selector provides selection of transmission mode when using oxygen mask or boomset mike.
- When in steady INT or hot mike position, interphone is always operative between crew stations. Other transmission require selection of a
transmission key and use of a PTT pushbutton.
- When in neutral position, intercommunication requires use of forward position of control wheel PTT.
- When in unsteady RAD position, transmissions from boomset and oxygen mask are automatically connected without using a PTT pushbutton.
V2355
ACOS v1.6
ATA 23
V2355
Page 88/ 103
ACOS v1.6
ATA 23
Page 89/ 103
Look at both VHF control units. Location: Centre pedestal.

<1> The ON / OFF knob energizes the control unit and the associated VHF. The SQ OFF position disables the receiver squelch circuit.
<2> In normal use, the frequency selector controls the preset frequency display.
- An outer knob is used for selection of MHz with an increment of 1 MHz.
- An inner knob is used for selection of KHz with an increment of 50 KHz or 25 KHz for the first two steps when the direction of the rotation is
reversed.
<3> The frequencies display are shown here. The active frequency is displayed amber on the first line and the preset frequency is displayed amber on the
second line.
<4> The XFR / MEM switch is a three-position spring-loaded toggle switch.
- When in neutral position, nothing happens.
- When in XFR position, preset and active frequencies are exchanged.
- When in MEM position, successive actions cycle the six memory frequencies through the display.
<5> The STO button allows six frequencies to beentered in the memory. When depressed, the upper window displays the channel number of available
memory from CH1 to CH6.
- For 5 seconds, the MEM switch may be used to advance through the channel numbers. By pushing the STO button a second time, the preset
frequency is entered in the selected channel.
- After 5 seconds, the control will return to normal operation.
<6> The ACT button allows the active frequency to be changed.
- When depressed, the second line displays dashes and the first line can directly be tuned from frequency selector.
- When depressed a second time, the initial configuration is recovered.
<7> The test button is used to initiate the radio self-test diagnostic routine.
<8> Three type of annunciators are displayed here.
- MEM illuminates amber when a preset frequency is being displayed on the second line.
- RMT illuminates amber when the VHF is remotely tuned.
- TX illuminates amber when the VHF is transmitting.
<9> The ACT comparator annunciator illuminates amber when the frequencies are being changed. ACT flashes if the actual radio frequency is not
identical to the frequency in the active frequency display.
<10> The light sensor automatically controls the display brightness.
V2355
ACOS v1.6
ATA 23
V2355
Page 90/ 103
ACOS v1.6
ATA 23
Page 91/ 103
Look at both AUDIO SEL pushbuttons and loudspeakers volume knobs. Location: LH and RH Instruments Panels
<1> The AUDIO SEL pushbutton controls functioning of associated RCAU processing board. With no light illuminated, the RCAU functions normally.
- The FAULT amber light is illuminated and the CCAS is activated when an associated RCAU processing board failure or power loss is
detected.
- By pressing the pushbutton, the ALTN white light illuminates and the affected crew station is connected directly to VHF1 if Captain's station is
concerned or VHF2 if First Officer is concerned. Volume can still be adjusted by affected loudspeaker volume control. Note that on the side
affected, Passenger Address, interphone and other VHF can no longer be used.
<2> Communication reception over cockpit loudspeakers is controlled by an individual knob for each of the two cockpit loudspeakers. In case of aural
alert, preset volume is always available regardless of knobs position. During any transmission, the volume of both loudspeakers is muted.
V2355
ACOS v1.6
ATA 23
V2355
Page 92/ 103
ACOS v1.6
ATA 23
Page 93/ 103
Look at the CALLS pushbuttons. Location: Overhead panel

<1> The RESET pushbutton enables cancellation of the CALL blue and EMER red legends when the ground crew or the cabin attendant call the cockpit
crew members.
<2> The ATTND pushbutton enables the cabin to be called from the cockpit. When the cabin calls the cockpit, the CALL blue legend illuminates and a
Door Bell sound is broadcast through the cockpit loudspeakers. In case of an emergency call from the cabin, the CALL blue legend and the EMER
red legend illuminate and a repetitive Door Bell sound is broadcast through the cockpit loudspeakers.
<3> The MECH pushbutton enables the ground crew to be called from the cockpit by activating the horn located in the nose wheel bay. When the
mechanic calls the cockpit, the CALL blue legend illuminates and a Door Bell sound is broadcast through the cockpit loudspeakers.
V2355
ACOS v1.6
ATA 23
V2355
Page 94/ 103
ACOS v1.6
ATA 23
Page 95/ 103
Look at the CVR control unit. Location: Overhead panel

<1> The monitor indicator is used for test only. The movement of the pointer in the white band indicates that all channels are operative.
<2> When depressed and held, the TEST pushbutton allows test circuit to be activated. the pointer moves to a location betxween 6 and 10. By plugging a
headset into the jack, the 600 Hz signal can be heard.
<3> The ERASE pushbutton provides fast erasure of tape recordings when the landing gear shock absorbers are compressed and parking brake is
applied. A complete erase is performed by depressing the pushbutton for 2 seconds. During erasure, by plugging a headset into the jack, a 400 Hz
signal can be heard.
<4> When a headset is plugged into the jack, the cockpit sounds picked up by the microphone are audible. Test tone is audible when TEST pushbutton is
depressed and erase tone is audible when ERASE pushbutton is depressed.
V2355
ACOS v1.6
ATA 23
Page 96/ 103
Look at the RCDR panel. Location: pedestal panel

<1> When the aircraft is energized by external power, the RCDR pushbutton, when depressed, energizes both Cockpit Voice Recorder and Digital Flight
Data Recorder. The ON light illuminates blue.
<2> The RESET pushbutton inhibits recording in manual mode.
V2355
ACOS v1.6
ATA 23
Page 97/ 103
Look at the ELT remote control. Location: overhead panel

<1> The MAN / AUTO guarded selector when set in AUTO position enables transmission to be made automatically on 121.5 MHz, 243 MHz and 406.025
MHz when deceleration exceeds 5 g and X MIT ALERT light to illuminate amber. The selector set in MAN position allows commanded position. X MIT
ALERT light then illuminates amber.
<2> The AUTO TEST RST pushbutton is used to reset an undue alert or to test the emergency beacon.
<3> The X MIT ALERT light illuminates amber in case of an automatic transmission (in the event of a crash) or in manual mode. During the test, the light
illuminates amber for 2 seconds when the test is successful or flashes for 15 seconds if the test has failed.
V2355
ACOS v1.6
ATA 23
VHF control unit maintenance operations
Page 98/ 103
System studied: VHF Control Unit self-test
The self-test diagnostic routine can be initiated in the transceiver by pressing the test pushbutton on the VHF control unit. First of all, set the selector to
"ON" position.
The VHF control unit is now power supplied. Preset and active frequencies are displayed. Then, press the TEST pushbutton.
Four flashing dashes appear on the upper line and two flashing zeros appear on the lower line.
The control unit modulates the active and preset display intensity from minimum to maximum to annunciate that self-test is in progress.
Several audio tones are heard in the audio system.
V2356
ACOS v1.6
ATA 23
Page 99/ 103
V2356
ACOS v1.6
ATA 23
V2356
Page 100/ 103
ACOS v1.6
ATA 23
Page 101/ 103
If test is succesful, the preset and active frequencies are displayed again. ACT is displayed for one second on upper line and then extinguishes.
If any out-of-limit condition is found, the control unit displays DIAG (for diagnostic) in the active display and a 2-digit fault code in the preset display.
Record any fault codes displayed to help the service technician to locate the problem.
The opposite list gives a description of the self-test codes that can be displayed on the control unit.
If any out-of-limit condition is found, the control unit displays DIAG (for diagnostic) in the active display and a 2-digit fault code in the preset display.
Record any fault codes displayed to help the service technician to locate the problem.
The opposite list gives a description of the self-test codes that can be displayed on the control unit.
V2356
ACOS v1.6
Summary
ATA 23
Page 102/ 103
ATA 23 COMMUNICATIONS
V2356
General description
Cockpit location
Interfaces
10
Features
11
16
17
VHF Operation
18
VHF components
20
24
28
32
36
Description
40
45
62
Description
72
74
80
Description
81
82
84
86
98
ACOS v1.6
ATA 23
V2356
Summary
Page 103/ 103
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 24 ELECTRICAL POWER

ATA 24
General description
Page 2/ 187
General description
The electrical system consists of three separate subsystems:
DC (Direct Current),
AC (Alternating Current ), constant frequency,
ACW (Alternating Current Wild), variable frequency.
V2401
ACOS v1.6
ATA 24
General description
Page 3/ 187
DC and ACW generation are provided by engine driven generators.

AC and DC feeders run in the wing leading edge and under the ceiling roof to the electrical racks.
V2401
ACOS v1.6
ATA 24
General description
Page 4/ 187
AC constant frequency is provided by inverters which convert DC into AC.

A Transformer Rectifier Unit (TRU) transforms ACW into DC for emergency purposes.
V2401
ACOS v1.6
ATA 24
General description
Page 5/ 187
The electrical components are located in the electrical racks, except for the batteries which are located on the floor of the avionics racks.
AC and DC electrical controls are located on the overhead panel.
Circuit breakers are located on the overhead panel and behind the first officer.
V2401
ACOS v1.6
ATA 24
Control panels
Page 6/ 187
Control panels
V2402
ACOS v1.6
ATA 24
Interfaces
Page 7/ 187
Interfaces
V2403
ACOS v1.6
ATA 24
Features
Page 8/ 187
Features
V2404
ACOS v1.6
ATA 24
V2404
Features
Page 9/ 187
ACOS v1.6
ATA 24
V2404
Features
Page 10/ 187
ACOS v1.6
ATA 24
V2404
Features
Page 11/ 187
ACOS v1.6
ATA 24
V2404
Features
Page 12/ 187
ACOS v1.6
ATA 24
V2404
Features
Page 13/ 187
ACOS v1.6
ATA 24
V2404
Features
Page 14/ 187
ACOS v1.6
ATA 24
Page 15/ 187
V2405
ACOS v1.6
ATA 24
DC Electrical generation description
Page 16/ 187
RH diagram will be used to support the DC general description.

It reflects "what's behind" the main electrical power panel in a simplified way.
V2406
ACOS v1.6
ATA 24
Page 17/ 187
V2406
ACOS v1.6
ATA 24
V2406
Page 18/ 187
ACOS v1.6
ATA 24
Page 19/ 187
The aircraft DC distribution consists of:
two main busses (DC BUS 1 and DC BUS 2),

a HOT MAIN BAT BUS,
a HOT EMER BAT BUS,
a DC EMER BUS,
a DC ESS BUS,
a DC STBY BUS,
2 utility busses (UTLY BUS 1 and UTLY BUS 2).
Additionnally,
a DC SVCE BUS provides supply for aircraft services,

a GND-HDLG BUS provides supply for ground handling operations.
DC EMER BUS, DC ESS BUS and DC STBY BUS supply equipment required to fly. This equipment remains supplied even after dual DC generator loss,
by batteries or TRU.
Click on each bus to see the services that bus supplies.
V2406
ACOS v1.6
ATA 24
V2406
Page 20/ 187
ACOS v1.6
ATA 24
V2406
Page 21/ 187
ACOS v1.6
ATA 24
V2406
Page 22/ 187
ACOS v1.6
ATA 24
V2406
Page 23/ 187
ACOS v1.6
ATA 24
V2406
Page 24/ 187
ACOS v1.6
ATA 24
V2406
Page 25/ 187
ACOS v1.6
ATA 24
V2406
Page 26/ 187
ACOS v1.6
ATA 24
V2406
Page 27/ 187
ACOS v1.6
ATA 24
V2406
Page 28/ 187
ACOS v1.6
ATA 24
V2406
Page 29/ 187
ACOS v1.6
ATA 24
V2406
Page 30/ 187
ACOS v1.6
ATA 24
V2406
Page 31/ 187
ACOS v1.6
ATA 24
V2406
Page 32/ 187
ACOS v1.6
ATA 24
V2406
Page 33/ 187
ACOS v1.6
ATA 24
V2406
Page 34/ 187
ACOS v1.6
ATA 24
V2406
Page 35/ 187
ACOS v1.6
ATA 24
V2406
Page 36/ 187
ACOS v1.6
ATA 24
Page 37/ 187
The DC power source is provided by two dual function DC starter / generators driven by the High Pressure (HP) compressors hrough the Auxiliary Gear
Boxes (AGB).
As a starter, it rotates the HP compressor for engine starting. The cut-out point is 45% NH.
As a generator, it is driven by the HP compressor. The on-line point is 61.5 % NH.
V2406
ACOS v1.6
ATA 24
Page 38/ 187
A Generator Control Unit (GCU) associated with each starter generator provides control for generator and starter operation.
V2406
ACOS v1.6
ATA 24
Page 39/ 187
A Bus Power Control Unit (BPCU) controls:
main busses tie,

load shedding,
service bus,
ground handling bus,
external power,
battery start contactor.
V2406
ACOS v1.6
ATA 24
Page 40/ 187
A main battery and an emergency battery provide additional power sources.

The main battery is used to start the engine and to supply emergency power.
The emergency battery avoids power transient on critical equipment during engine start and supplies emergency power after main battery has been
discharged.
V2406
ACOS v1.6
ATA 24
Page 41/ 187
Multi Function Computer (MFC) 1 and 2 provide controls for battery's own operation and transfer contactors controls.
V2406
ACOS v1.6
ATA 24
Page 42/ 187
A Transformer Rectifier Unit (TRU) supplied with the ACW provides power to the emergency loads in case of dual DC generators loss.
V2406
ACOS v1.6
ATA 24
Page 43/ 187
DC external receptacle allows the aircraft to be supplied from a Ground Power Unit (GPU).
V2406
ACOS v1.6
ATA 24
Page 44/ 187
Contactors are used to connect the generators, the external power and the batteries to the electrical network.
V2406
ACOS v1.6
ATA 24
Page 45/ 187
The feeder overheat detection system allows monitoring of the condition of the DC generation feeders from the engine nacelle to the electrical racks. The
system comprises two sub-systems, one for each generator.
A feeder overheat detection system comprises the following components:
feeders,
two feeders overheat sensors to detect a possible feeder overheat due to a faulty connection,
the Multi Function Computer (MFC 1 for system 1 and MFC 2 for system 2),
the magnetic annunciator "BITE LOADED" which shows a system failure recorded by the MFC.
V2406
ACOS v1.6
ATA 24
DC Electrical generation cockpit location
Page 46/ 187
V2407
ACOS v1.6
ATA 24
Page 47/ 187
V2407
ACOS v1.6
ATA 24
DC normal operation
Page 48/ 187
DC normal operation
V2433
ACOS v1.6
DC normal operation
ATA 24
Page 49/ 187
The system is shown engines stopped without external power and BAT switch "OFF". The HOT EMER BAT BUS and the HOT MAIN BAT BUS are
directly supplied by their respective battery.
When the Ground Power Unit (GPU) is connected to the external power receptacle, the Bus Power Control Unit (BPCU) controls and monitors external
power.
When the electrical power is determined to be within acceptable limits by the BPCU, the "AVAIL" light illuminates.
Set BAT switch to "ON" position.
When BAT switch is selected "ON", the main battery supplies the ESS BUS, the STBY BUS and the inverter 1 through the HOT MAIN BAT BUS.
The emergency battery supplies the EMER BUS through the HOT EMER BAT BUS. Inverter 1 supplies the AC STBY BUSSES. Amber arrows on MAIN
ELEC PWR panel indicate that batteries are discharging.
Depress on EXT PWR pushbutton.

When EXT PWR pushbutton is depressed, the "ON" light illuminates and the BPCU controls the external power contactor 11 PG to close. The GPU now
supplies the DC BUS 1, through the BTC (controlled by PCU), the DC BUS 2. As DC BUS 1 and DC BUS 2 are supplied, "DC BUS OFF" 1 and 2
extinguish.
The emergency battery is charged from DC BUS 1 through 42 PA contactor controlled by its MFCs. Simultaneously, 4 PD contactor closes supplying the
DC STBY BUS from the emergency battery.
The main battery is charged from DC BUS 2 through 23 PA contactor controlled by its MFCs. Simultaneously, 2 PA contactor closes supplying inverter 1
from DC BUS 1. As the batteries are charging, amber arrows extinguish. Inverter 2 is supplied from DC BUS 2.
In addition to AC STBY BUSSES, inverter 1 now supplies AC BUS 1 (26 volts) and AC BUS 1 (115 volts). Inverter 2 supplies AC BUS 2 (26 volts) and AC
BUS 2 (115 volts). AC BUS 1 and AC BUS 2 lights extinguish as well as INV 2 FAULT light.
30 PU and 29 PU contactors (controlled by the BPCU) supply respectively UTLY BUS 1 and UTLY BUS 2. As a result, "SHED" light extinguishes.
Select "START A" on ENG START selector.
Prior to starting engine 2, selecting "START A" on ENG START selector causes batteries to be disconnected from the battery charge circuits. Amber
arrows on MAIN ELEC PWR panel indicate that batteries are discharging and supply their busses.
Select "OFF / START ABORT" on ENG START selector.

As start sequence is finished and the ENG START selector restored to "OFF", arrows on MAIN ELEC PWR extinguish and batteries charge contactors 42
PA and 23 PA close (controlled by the MFCs). Aircraft is still supplied by the external power because external power source has priority over the
generator.
Switch off the EXT PWR pushbutton.

When EXT PWR is switched "OFF", "ON" light extinguishes and the BPCU controls 11 PG contactor to open. GCU 2 closes the line contactor 12 PU and
DC GEN 2 FAULT light extinguishes. Now, the whole network is supplied from generator 2. GPU can be removed by ground crew. Then, "AVAIL" light
extinguishes.
Following engine 1 start sequence, GCU 1 closes the line contactor 11 PU, the BPCU opens the BTC and DC GEN 1 FAULT light extinguishes. MAIN
V2433
ACOS v1.6
ATA 24
DC normal operation
Page 50/ 187
ELEC PWR panel is dark. This reflects the normal operation of DC electrical system.
V2433
ACOS v1.6
ATA 24
DC normal operation
Page 51/ 187
V2433
ACOS v1.6
ATA 24
DC abnormal operation
Page 52/ 187
If one generator fails during the operation, the relevant GCU opens the line contactor and the BPCU closes the BTC. All these operations are automatic.
According to procedure, a faulty generator reset may be attempted before selecting the DC GEN pushbutton definately OFF.
V2434
ACOS v1.6
ATA 24
Page 53/ 187
If a short circuit occurs on one DC BUS, the relevant GCU opens the relevant line contactor.
As a result, DC GEN FAULT light, DC BUS OFF light, SHED light, and AC BUS OFF illuminate.
The relevant battery charge contactor (42 PA or 23 PA) opens. The BPCU prevents the BTC from closing, keeping the opposite channel isolated.
Simultaneously,
inverter 2 supplies the AC STBY BUSSES,
DC STBY BUS is supplied from the main battery,
EMER BUS is supplied from the DC BUS 2.
F 10 seconds following failure, inverter 1 FAULT light illuminates, AC BUSSES 1 are supplied from inverter 2 and AC BUS OFF light extinguishes.
V2434
ACOS v1.6
ATA 24
Page 54/ 187
If a main battery thermal runaway occurs, the MFCs open the 23 PA battery charge contactor.
Automatically, the ESS BUS power supply is transferred from the HOT MAIN BAT BUS to the DC BUS 1 by 3 PA contactor.
The battery charge status is indicated by the MAIN BAT CHG FAULT light.
V2434
ACOS v1.6
ATA 24
Page 55/ 187
If an emergency battery thermal runaway occurs, the MFCs open the 42 PA battery charge contactor.
Automatically, the DC STBY BUS power supply is transferred from the HOT EMER BAT BUS to the HOT MAIN BAT BUS by 4 PD contactor.
Additionally, the EMER BUS power supply is transferred from the HOT EMER BAT BUS to the DC BUS 1 by 58 PA contactor.
The battery charge status is indicated by the EMER BAT CHG FAULT light.
V2434
ACOS v1.6
ATA 24
Page 56/ 187
In case of dual generators loss, the only DC sources are the main and the emergency batteries.
The main battery supplies the ESS BUS and the DC STBY BUS through the HOT MAIN BAT BUS.
The emergency battery supplies the EMER BUS through the HOT EMER BAT BUS.
The AC STBY BUSSES are supplied by inverter 1 through the HOT MAIN BAT BUS.
Batteries discharges are indicated by the amber arrows on the MAIN ELEC PWR panel.
Press TRU pushbutton.
V2434
ACOS v1.6
ATA 24
Page 57/ 187
V2434
ACOS v1.6
ATA 24
V2434
Page 58/ 187
ACOS v1.6
ATA 24
Page 59/ 187
The TRU pushbutton must be selected ON. As a result, 93 PA contactor closes supplying the TRU with ACW.
The TRU delivers DC to:
ESS BUS and STBY BUSSES through 96 PA contactor,

EMER BUS through 95 PA contactor,
inverter 1 through 97 PA contactor.
Simultaneously, batteries arrows extinguish.

Simultaneously, batteries arrows extinguish.
TRU selection is indicated by the ON light on TRU pushbutton. Amber arrow indicates that the TRU is in operation.
Select BAT switch on OVRD position.
In order to preselect busses supply from batteries (in case of TRU failure), the guarded BAT toggle switch has to be selected on OVRD according to
procedure.
V2434
ACOS v1.6
ATA 24
Page 60/ 187
A failure will be detected by the MFC comparing the signal from sensors.
The feeder overheat will be indicated on the RH maintenance panel and memorized by the MFC.
At touchdown, the MFC will output a GEN de-excitation signal to the GCU.
As a result, the generator comes off line and FAULT illuminates on DC GEN pushbutton.
V2434
ACOS v1.6
ATA 24
DC Hotel Mode operation
Page 61/ 187
The Hotel Mode allows the aircraft to be free from a Ground Power Unit.
The main electrical network is supplied by DC GEN 2.
V2435
ACOS v1.6
DC ground handling bus operation
ATA 24
Page 62/ 187
The GROUND HANDLING BUS is supplied by the main battery when the cargo door is open.
As the panel opens, the GROUND HANDLING BUS is automatically supplied by the main battery through the HOT MAIN BAT BUS. This is indicated by
the red "GND HDL / ON BAT" light located on the cargo door control panel.
In addition, the GROUND HANDLING BUS is also supplied when refuelling control panel is open or when passengers door is open, or when "HYD AUX
PUMP" ground control switch is depressed.
V2436
ACOS v1.6
ATA 24
Page 63/ 187
When a Ground Power Unit (GPU) is connected and "AVAIL" light illuminated, the BPCU automatically controls 8 PX and 6 PX relays to close, supplying
the GROUND HANDLING BUS through the SERVICE BUS.
Simultaneously, the BPCU opens 2 PX relay and the red light on cargo door control panel extinguishes. The GPU has priority over the main battery.
When the aircraft is powered by the GPU, the GROUND HANDLING BUS is supplied by the DC BUS 1 through the SERVICE BUS.
V2436
ACOS v1.6
ATA 24
DC service bus operation
Page 64/ 187
V2437
ACOS v1.6
ATA 24
Page 65/ 187
When a Ground Power Unit (GPU) is connected and "AVAIL" light illuminated, the BPCU automatically controls 8 PX relay to close, supplying the
SERVICE BUS.
Note that the GROUND HANDLING BUS is supplied from the SERVICE BUS.
When the BAT switch and the EXT PWR pushbutton are selected "ON", the BPCU automatically controls the 10 PX relay to close supplying the SERVICE
BUS from the DC BUS 1.
In flight, in normal operation, the SERVICE BUS is supplied from the DC BUS 1.
In flight, a ground / flight logic within the BPCU inhibits the GROUND HANDLING BUS supply.
Should a limited overload occur (detected by the GCU), the BPCU sheds the SERVICE BUS. This is indicated by SHED light on the attendant's panel.
If the overload is considerable, the UTILITY BUS 1 or 2 (depends of the overload side) will be shed automatically by the BPCU. Shedding of the UTILITY
BUS will be indicated by the loss of the recirculation fan (side effect).
Note: recirculation fan FAULT not shown on the drawing.

In the worst case, the BPCU will prevent the BTC from closing (or opening if it was previously closed). The GCU of the faulty side opens the line contactor.
V2437
ACOS v1.6
ATA 24
DC external power operation
Page 66/ 187
V2438
ACOS v1.6
ATA 24
Page 67/ 187
To connect the GPU to the network, external power must be available.

This is indicated by the "AVAIL" light on the overhead panel and by the "DC CNTD" and "DC PWR NOT USED" white lights located on the external power
control panel.
When all the conditions are met, the BAT switch and the EXT PWR pushbutton have to be selected ON. Then the 11 PG contactor closes, supplying DC
BUS 1 and DC BUS 2 through the BTC 16 PU.
As the contactor closes, the DC PWR NOT USED light extinguishes on the external power control panel.
"DC PWR NOT USED" also extinguishes when the SERVICE BUS and the GROUND HANDLING BUS are directly supplied by external power.
One of the conditions to connect external power is "aircraft on ground". So, when the aircraft is on jacks, this condition is lost.
To restore this condition, the WEIGHT ON WHEELS switch, located on the RH maintenance panel has to be selected to "FLT".
V2438
ACOS v1.6
ATA 24
DC Starters / Generators description
Page 68/ 187
V2408
ACOS v1.6
ATA 24
Page 69/ 187
V2408
ACOS v1.6
ATA 24
V2408
Page 70/ 187
ACOS v1.6
ATA 24
Page 71/ 187
The DC starter / generator is mounted on the Auxiliary Gearbox (AGB).

To ease maintenance, the DC starter / generator is attached on the AGB by means of a clamp.
A speed sensor incorporated in the DC starter / generator sends a speed reference to the associated Generator Control Unit (CGU) for the starter cut-out
point and the generator on-line point.
An air intake provides cooling for the DC starter / generator.

The DC starter / generators are designed to start the engine and supply the DC twin channels aircraft system.
As starter function, the cut-out point is 45% NH. As generator function, the on-line point is 61.5% NH.
Starter performances: Maximum input current: 1275 A.
Generator performances:
Rated nominal voltage: 30 V,
Rated nominal load current: 400 A (continuous operation),
Rated output power: 12 kW (400 A - 30 V continuous operation)
V2408
ACOS v1.6
ATA 24
DC Generator Control Unit (GCU) description
Page 72/ 187
V2410
ACOS v1.6
ATA 24
Page 73/ 187
V2410
ACOS v1.6
ATA 24
V2410
Page 74/ 187
ACOS v1.6
ATA 24
Page 75/ 187
The two DC Generator Control Units (GCU) are located in the RH electrical racks:
GCU 1 on shelf 95VU,

GCU 2 on shelf 94VU.
Located on the front face of each unit, magnetic annunciators and a test pushbutton allow respectively identification of a faulty component and testing of
the GCU protection circuits.
The Generator Control Unit (GCU), associated with each DC starter / generator, provides control for starter and generator operation.
The GCU monitors the point of regulation where the voltage is maintened constant as load varies and provides fault detection and protection for:
over / undervoltage,
over / underspeed,
differential fault current,
generator overload,
power and fault current limiting,
bus tie lock out,
reverse current,
equalizing load in case of BTC failed closed.
V2410
ACOS v1.6
ATA 24
Hall effect sensors description
Page 76/ 187
V2412
ACOS v1.6
ATA 24
Page 77/ 187
The Hall Effect Sensors are located in the engine rear nacelle / wing spar area and in the 123 VU electronic racks panel.
There are four Hall Effect Sensors. Two for each DC starter / generator channel provide through the related CGU:
overload protection,
differential fault protection,
current measuring,
current limiting function.
V2412
ACOS v1.6
ATA 24
DC Bus Power Control Unit (BPCU) description
Page 78/ 187
V2414
ACOS v1.6
ATA 24
Page 79/ 187
V2414
ACOS v1.6
ATA 24
V2414
Page 80/ 187
ACOS v1.6
ATA 24
Page 81/ 187
The DC Bus Power Control Unit (BPCU) is located in the RH electronics rack shelf 95VU.
Located on the front face of the unit, magnetic annunciators and a test pushbutton allow respectively identification of a faulty component and testing of the
BPCU protection circuits.
The Bus Power Control Unit (BPCU) controls:
main busses tie,

load shedding,
service bus,
ground handling bus,
battery start contactor,
external power.
The external power current quality is checked and "declared available" when:
no overvoltage is detected,
no undervoltage is detected,
no overcurrent is detected.
V2414
ACOS v1.6
ATA 24
Batteries description
Page 82/ 187
V2416
ACOS v1.6
ATA 24
Page 83/ 187
V2416
ACOS v1.6
ATA 24
V2416
Page 84/ 187
ACOS v1.6
ATA 24
Page 85/ 187
The batteries are located on the floor of the LH electronics racks.

Batteries are vented by the air extraction fan.
DC generation by main and emer batteries is normally utilized to provide stored energy to selected DC and AC CF loads during normal ground operations,
and to critical loads in flight in the event of a total loss of the DC primary generation system.
In addition, the main battery alone provides electrical power for the main propulsion engines starting during both ground and in flight operations.
For these applications, two batteries are charged at a constant potential (28V) respectively from DC BUS 2 (main battery) and DC BUS 1 (emer battery).
The two batteries are Cadmium Nickel type, 24 volts. The main battery (MAIN BAT) has a capacity of 43 Ah. The emergency battery (EMER BAT) has a
capacity of 15 Ah.
A switch located on each battery provides overheat protection. If an overheat occurs, it will cause the relevant battery charge contactor to open.
V2416
ACOS v1.6
ATA 24
MultiFunction Computers (MFC) description
Page 86/ 187
V2420
ACOS v1.6
ATA 24
Page 87/ 187
The two MultiFunction Computers (MFC) are located in the RH electronic racks:
MFC 1 on shelf 91 VU,

MFC 2 on shelf 92 VU.
Multifunction computers 1 and 2 provide controls for batteries proper operation and transfer contactors controls.
MFCs control the bat charge contactor and monitor the current charge and abnormal battery operating condition or thermal runaway.
For safety purposes, the main battery is controlled by MFC 1 module 1B or MFC 2 module 2B and emergency battery is controlled by MFC 1 module 1A
or MFC 2 module 2A.
Transfer contactors are controlled in the same way.

V2420
ACOS v1.6
ATA 24
Transformer Rectifier Unit (TRU) description
Page 88/ 187
V2422
ACOS v1.6
ATA 24
Page 89/ 187
The Transformer Rectifier Unit is located on the floor of the shelf 96 VU.
With TRU pushbutton depressed, TRU supplies:
EMER BUS,
ESS BUS,
DC STBY BUS,
static inverter 1 which supplies only 115 and 26 VAC STBY busses bars (through contactor 97 PA activated).
This mode of distribution is indicated by illumination of arrow on 91 PA pushbutton.

V2422
ACOS v1.6
ATA 24
DC external power description
Page 90/ 187
V2424
ACOS v1.6
ATA 24
Page 91/ 187
The DC external receptacle, which can be reached through an access door, is installed on the forward section of the aircraft.
This receptacle allows the aircraft to be supplied on ground with 28 VDC power from a Ground Power Unit (GPU).
The DC external power system is composed of:
an external power,
a Hall Effect Current Sensor,
the BPCU,
an external power contactor.
The DC external receptacle can be reached through an access door. It has three pins: two for power transfer and a smaller one for its control. The smaller
will automatically switch off power to prevent arcing if external power is removed.
The Hall Effect Current Sensor, installed on the external power channel, sends a signal to the BPCU for external power overload protection. In addition it
sends signals directly to the current measuring instrument.
The DC Bus Power Control Unit (BPCU) receives, from the external receptacle and the Hall Effect Sensor, external power quality signals and, by
monitoring them, provides control, protection, and fault detection for the DC external power system.
External Power Contactor 11 PG is controlled by the BPCU and, when it is closed, connects external power to DC Bus 1 (and, through BTC in closed
position, to DC Bus 2) and to the start line.
V2424
ACOS v1.6
ATA 24
V2424
Page 92/ 187
ACOS v1.6
ATA 24
Page 93/ 187
The DC external receptacle, which can be reached through an access door, is installed on the forward section of the aircraft.
This receptacle allows the aircraft to be supplied on ground with 28 VDC power from a Ground Power Unit (GPU).
The DC external power system is composed of:
an external power,
a Hall Effect Current Sensor,
the BPCU,
The DC external receptacle can be reached through an access door. It has three pins: two for power transfer and a smaller one for its control. The smaller
will automatically switch off power to prevent arcing if external power is removed.
The Hall Effect Current Sensor, installed on the external power channel, sends a signal to the BPCU for external power overload protection. In addition it
sends signals directly to the current measuring instrument.
The DC Bus Power Control Unit (BPCU) receives, from the external receptacle and the Hall Effect Sensor, external power quality signals and, by
monitoring them, provides control, protection, and fault detection for the DC external power system.
External Power Contactor 11 PG is controlled by the BPCU and, when it is closed, connects external power to DC Bus 1 (and, through BTC in closed
position, to DC Bus 2) and to the start line.
V2424
ACOS v1.6
ATA 24
Contactors description
Page 94/ 187
V2426
ACOS v1.6
ATA 24
Page 95/ 187
Utility busses contactors are located in the 122 VU panel.

Service bus contactors are located in the 121 VU panel.
Ground handling bus contactors are located in the 95 VU panel.
The other busses contactors are located in the 123 VU panel.
Contactors are used to connect generators, external power and batteries to the electrical network.
To make removal and installation easier, most are "PLUG-IN" contactors.
V2426
ACOS v1.6
ATA 24
Feeders Overheat sensors description
Page 96/ 187
In order to detect any open wire condition, two thermal sensors (feeder overheat sensors) are located on the joints of the two conductors.
Feeder overheat sensors and feeder connections are located in the electrical rack 90 VU and protected by a cover.
The feeders are made of copper from starter / generator to terminal block 503 VT.
From terminal block 503 VT to electrical rack 90 VU, feeders are made of two nickel-plated aluminium leads connected in parallel.
After electrical rack, feeders are made of copper again.
The connections are checked by two feeder overheat sensors (thermistances) which monitor feeders temperature due to current flows.
The two sensors send temperature values to the MultiFunction Computer (MFC) for analysis.
V2428
ACOS v1.6
ATA 24
Page 97/ 187
In order to detect any open wire condition, two thermal sensors (feeder overheat sensors) are located on the joints of the two conductors.
Feeder overheat sensors and feeder connections are located in the electrical rack 90 VU and protected by a cover.
The feeders are made of copper from starter / generator to terminal block 503 VT.
From terminal block 503 VT to electrical rack 90 VU, feeders are made of two nickel-plated aluminium leads connected in parallel.
After electrical rack, feeders are made of copper again.
The connections are checked by two feeder overheat sensors (thermistances) which monitor feeders temperature due to current flows.
The two sensors send temperature values to the MultiFunction Computer (MFC) for analysis.
V2428
ACOS v1.6
ATA 24
DC Electrical generation system indicating
Page 98/ 187
V2432
ACOS v1.6
ATA 24
Page 99/ 187
The DC measuring system gives voltage and current indication by a voltmetre and an ammetre, under a control selector.
The two DC instruments and the selector are installed on LH maintenance panel 101 VU.
The selector controls the voltage and current if it is set to each single DC generating source as follows:
S/G 1 (GEN 1),

S/G 2 (GEN 2),
main battery (MAIN BAT),
emer battery (EMER BAT),
DC external power (EXT PWR).
Current indications are given, by two Hall Effect Current sensors through a separate output.
Another Hall Effect Current sensor (for external power channel) gives current indications relevant to the DC external power.
Voltage indications, for each channel, are given by the related POR installed at the load end of each generator feeder.
In addition an ammeter, with a center zero, is installed on MAIN ELEC PWR panel. It shows the charge and discharge current, in true amperes, of battery
selected by BAT SEL switch on the same panel. This measurement occurs through the related charge / discharge shunt 22 PA (MAIN BAT) and 39 PA
(EMER BAT).
V2432
ACOS v1.6
ATA 24
Page 100/ 187
DC generator parameters are displayed on the DC indicators located on the LH maintenance panel.
Load is mesured from the Hall Effect sensor, voltage from the feeder.
When selected on the proper postion, the "ELEC IND" selector allows the relevant parameters to be displayed.
V2432
ACOS v1.6
ATA 24
Page 101/ 187
Batteries voltage is measured at HOT MAIN BAT BUS and HOT EMER BAT BUS level respectively for main and emergency batteries.
Voltage is displayed on the DCV indicator located on the LH maintenance panel. Load is measured from shunts, and indicated on the DC AMP indicator
located on the main electrical power control panel.
When selected on the proper position, the "ELEC IND" selector allows the relevant parameters to be displayed.
Selecting the "BAT SEL" switch allows the batterie load to be checked (charge or discharge).
V2432
ACOS v1.6
ATA 24
Page 102/ 187
DC external power parameters are displayed on the DC indicators located on the LH maintenance panel.
Load is mesured from the Hall Effect sensor, voltage from the feeder.
V2432
ACOS v1.6
ATA 24
AC Electrical generation system
Page 103/ 187
RH diagram will be used to support the AC general description.

It reflects "what's behind" the main electrical power panel in a simplified way.
V2439
ACOS v1.6
ATA 24
Page 104/ 187
The aircraft AC distribution consists in:
two busses of 115 VAC (AC BUS 1 and AC BUS 2),

two busses of 26 VAC (AC BUS 1 and AC BUS 2),
an AC STBY BUS of 115 VAC,
an AC STBY BUS of 26 VAC. (Each AC BUS is split into a 115 VAC and a 26 VAC busses).
V2439
ACOS v1.6
ATA 24
V2439
Page 105/ 187
ACOS v1.6
ATA 24
V2439
Page 106/ 187
ACOS v1.6
ATA 24
V2439
Page 107/ 187
ACOS v1.6
ATA 24
V2439
Page 108/ 187
ACOS v1.6
ATA 24
V2439
Page 109/ 187
ACOS v1.6
ATA 24
V2439
Page 110/ 187
ACOS v1.6
ATA 24
Page 111/ 187
The AC constant frequency is provided by two static inverters which convert DC into AC.
Inverter 1 is normally supplied from the DC BUS 1 and inverter 2 from the DC BUS 2.
Inverter 1 normally supplies the AC BUSSES 1 and the AC STBY BUSSES. Inverter 2 normally supplies the AC BUSSES 2.
In case of single inverter failure, the operating inverter automatically supplies all the AC BUSSES.
V2439
ACOS v1.6
ATA 24
AC normal operation
Page 112/ 187
AC normal operation
In normal operation, inverter 1 supplies the AC BUSSES 1 (26 / 115 volts) and the AC STBY BUSSES (26 / 115 volts).
Inverter 2 supplies the AC BUSSES 2 (26 / 115 volts).
V2444
ACOS v1.6
ATA 24
AC normal operation
Page 113/ 187
V2444
ACOS v1.6
ATA 24
AC abnormal operation
Page 114/ 187
V2445
ACOS v1.6
ATA 24
Page 115/ 187
Any electrical failure will be indicated by:
a single chime,
master CAUTION flashing,
amber "ELEC" on Crew Alerting Panel (CAP).
Should inverter 1 fail, 19 XA relay opens and "BUS OFF" light illuminates on MAIN ELEC PWR panel.
Simultaneously, the AC STBY BUSSES are supplied from inverter 2.
Ten seconds later, 9 XA bus-tie relay closes and AC BUSSES 1 (26 / 115 volts) are supplied from inverter 2.
"BUS OFF" light extinguishes and "INV FAULT" light illuminates on MAIN ELEC PWR panel.
V2445
ACOS v1.6
ATA 24
Inverters description
Page 116/ 187
V2441
ACOS v1.6
ATA 24
Page 117/ 187
V2441
ACOS v1.6
ATA 24
V2441
Page 118/ 187
ACOS v1.6
ATA 24
Page 119/ 187
Inverters 1 and 2 are located in the RH electrical racks:
inverter 1 on shelf 93VU,

inverter 2 on shelf 94VU.
Inverters are designed to operate with both natural convection and forced cooling.
In normal conditions:
- INV 1, which is connected to DC BUS 1, supplies:

115 and 26 VAC BUS 1;
115 and 26 VAC STBY BUS.
- INV 2, which is connected to DC BUS 2, supplies 115 and 26 VAC BUS 2.
In the event of a single inverter failure, the operating Inverter automatically supplies all AC busses.
Electrical characteristics:
- Power:
500 VA continuous operation (575 VA for 30 minutes),
750 VA for 5 minutes (forced air cooling),
500 VA for 30 minutes with convection cooling only.
- Output voltage: w 115 4 V
26 1 V
- Nominal Frequency: 400 5 Hz single phase
- DC input supply voltage: 18 to 31 V from main DC busses.
V2441
ACOS v1.6
ATA 24
AC Electrical generation system indicating
Page 120/ 187
V2443
ACOS v1.6
ATA 24
Page 121/ 187
The AC (constant frequency) measuring system gives the following indications:
voltage,
load,
frequency, by a voltmeter, a loadmeter and a frequency meter, under a selector.
The three AC instruments and the selector are installed on LH maintenance panel 101 VU.
The selector allows control of the above mentioned parameters if it is set to each single AC generating source as follows:
Inverter 1 (INV 1),

Inverter 2 (INV 2).
Voltage and frequency indications are given directly by each single AC generating source always through the selector set.
The AC indication, for AC generation, is given by a shunt internal to each Inverter.
V2443
ACOS v1.6
ATA 24
Page 122/ 187
Inverters electrical parameters are displayed on the AC indicators located on the LH maintenance panel.
Select INV 2 position.
When selected on the proper position, the "ELEC IND" selector allows the relevant parameters to be displayed.
Note: the values which are displayed concern the 115 VAC / 400 Hz but not the 26 VAC.
V2443
ACOS v1.6
ATA 24
ACW Electrical generation system description
Page 123/ 187
RH diagram will be used to support the ACW general description.

It reflects "what's behind" the AC WILD electrical power panel in a simplified way.
V2446
ACOS v1.6
ATA 24
Page 124/ 187
The aircraft ACW distribution consist of two main busses (ACW BUS 1 and ACW BUS 2),
Additionally, a SERVICE BUS provides supply for aircraft services such as the galley power.
V2446
ACOS v1.6
ATA 24
V2446
Page 125/ 187
ACOS v1.6
ATA 24
V2446
Page 126/ 187
ACOS v1.6
ATA 24
V2446
Page 127/ 187
ACOS v1.6
ATA 24
Page 128/ 187
The ACW (variable frequency) power source is provided by two ACW generators driven by the power turbines through the propeller Reduction Gear
Boxes (RGB).
V2446
ACOS v1.6
ATA 24
Page 129/ 187
A Generator Control Unit (GCU) associated with each generator provides control for generator operation.
V2446
ACOS v1.6
ATA 24
Page 130/ 187
A Bus Power Control Unit (BPCU) controls:
main busses tie,

load shedding,
service bus,
external power.
V2446
ACOS v1.6
ATA 24
Page 131/ 187
An AC external receptacle allows the aircraft to be supplied from a Ground Power Unit (GPU).
V2446
ACOS v1.6
ATA 24
Page 132/ 187
Contactors are used to connect the alternators and the external power to the ACW electrical network.
V2446
ACOS v1.6
ATA 24
Page 133/ 187
V2446
ACOS v1.6
ATA 24
ACW normal operation
Page 134/ 187
V2460
ACOS v1.6
ATA 24
Page 135/ 187
Set "ON" the ACW SVCE BUS pushbutton.

Set BAT switch to "ON" position.
Set "ON" EXT PWR pushbutton.
Set "OFF" EXT PWR pushbutton.
During ground operations, an AC GPU can be used to supply ACW busses.
When the electrical power is determined to be within acceptable limits by the BPCU, the "AVAIL" light illuminates on AC WILD ELEC PWR panel.
If ACW SVCE BUS pushbutton on cabin attendant's panel is released, the "SHED" light illuminates.
Selecting "ON" the ACW SVCE BUS pushbutton on cabin attendant's panel allows the ACW SVCE BUS to be supplied from external power.
The ACW SVCE BUS may be supplied even with battery switch OFF on MAIN ELEC PWR panel.
When BAT switch is set to "ON" position and EXT PWR pushbutton is selected "ON", AC GPU supplies ACW busses.
Note: The ACW SVCE BUS is now supplied through ACW BUS 1.
Following ENG 2 start, as the Condition Lever is moved forward, the fuel governing mode is activated.
As fuel governing mode provides minimum propeller speed (70.8%) for ACW supply, ACW GEN 2 is able to provide current.
As external power has priority over aircraft generators, ACW GEN 2 remains off line.
When EXT PWR pushbutton is selected "OFF", ACW GEN 2 connects on line and supplies ACW BUS 2 and ACW BUS 1 through the BTC's.
As ACW GEN 1 is off line, the ACW SVCE BUS is automatically shed, to avoid GEN 2 overload.
Once AC GPU is unplugged, "AVAIL" light extinguishes.
Following ENG 1 start, as the Condition Lever is moved forward, the fuel governing mode is activated.
At 66% Np, ACW GEN 1 line contactor closes and BTC's open.
Each generator supplies its respective BUS and ACW SVCE BUS is supplied by ACW BUS 1.
At take-off, propeller blade angle governing mode takes over from fuel governing mode; Np reaches 100%.
The AC WILD ELEC PWR panel is dark, corresponding to the normal operation.
V2460
ACOS v1.6
ATA 24
ACW abnormal operation
Page 136/ 187
If one ACW generator fails during the operation, the relevant GCU opens the line contactor and the BPCU closes the BTC.
The BPCU automatically sheds the ACW SVCE BUS as soon as one generator is off line.
All these operations are automatic.
According to procedure, a faulty generator reset may be attempted before selecting the ACW GEN pushbutton definitively OFF.
V2461
ACOS v1.6
ATA 24
Page 137/ 187
Should an overload occurs, the BPCU automatically sheds the ACW SVCE BUS.
V2461
ACOS v1.6
ATA 24
Page 138/ 187
If a short circuit occurs on one ACW BUS, the relevant GCU opens the relevant line contactor and the BPCU sheds the ACW SVCE BUS.
As a result ACW GEN FAULT light, ACW BUS OFF light and SHED light, illuminate.
The BPCU prevents the BTC from closing, keeping the opposite channel isolated.
V2461
ACOS v1.6
ATA 24
ACW Hotel mode operation
Page 139/ 187
In Hotel Mode, as propeller is stopped, ACW is not available.
V2462
ACOS v1.6
ATA 24
ACW external power operation
Page 140/ 187
V2463
ACOS v1.6
ATA 24
Page 141/ 187
To connect the GPU to the network, External Power must be available.

This is indicated by the "AVAIL" light on the overhead panel and by the "AC CNCTD" and "AC PWR NOT USED" white lights located on the External
Power control panel.
When all the conditions are met, the BAT switch and the EXT PWR pushbutton have to be selected ON. Then, the 11 XG contactor closes, supplying AC
BUS 1 and AC BUS 2 through the BTC's contactors 7 XU and 8 XU.
As the contactor closes, the AC PWR NOT USED light extinguishes on the External Power control panel.
"AC PWR NOT USED" extinguishes also when the ACW SVCE BUS is directly supplied by External Power.
ACW Bus Tie Contactors (BTC) operational test is performed with a GPU and weight on wheels. This test allows BTC1 and BTC 2 proper operation to be
checked.
Selecting the guarded "ACW BTC OPNG" toggle switch to "BTC 1 OPEN" causes contactor 7 XU to open. The BTC flow bar extinguishes and "ACW BUS
1 OFF" light illuminates indicating that BTC 1 is open.
Restoring the switch to the neutral causes "ACW BUS 1 OFF" light to extinguish and the BTC flow bar to illuminate.
Note: That flow bar is illuminated when both BTC 1 and BTC 2 are closed.
Selecting the guarded "ACW BTC OPNG" toggle switch to "BTC 2 OPEN" causes contactor 8 XU to open. The BTC flow bar extinguishes and "ACW BUS
2 OFF" light illuminates indicating that BTC 2 is open.
V2463
ACOS v1.6
ATA 24
ACW generators description
Page 142/ 187
V2448
ACOS v1.6
ATA 24
Page 143/ 187
Each ACW generator, brushless air-cooled type, is attached to the related engine propeller Reduction Gear Box (RGB) with mounting flange adapters and
Quick-Attach / Detach (QAD) coupling rings.
A case allows generator cooling.

ACW (variable) frequency power source is provided by two ACW generators driven by the power turbine through the propeller Reduction Gear Box (RGB).
Each ACW generator is rated to continuously supply 20 KVA over a load power factor range from 0.75 lagging to unity within the speed range of 10245 to
14634 RPM.
The output voltage of each ACW generator is 115 / 200 VAC wild frequency with a normal operating frequency range of 341 to 488 Hz corresponding to
70 to 100% Np.
V2448
ACOS v1.6
ATA 24
ACW Generator Control Units (GCU) description
Page 144/ 187
V2450
ACOS v1.6
ATA 24
Page 145/ 187
V2450
ACOS v1.6
ATA 24
V2450
Page 146/ 187
ACOS v1.6
ATA 24
Page 147/ 187
The two ACW Generator Control Units (GCU) are located in the RH electrical racks:
GCU 1 on shelf 95VU,

GCU 2 on shelf 93VU.
Located on the front face of each unit, magnetic annunciators and a test pushbutton allow respectively identification of a faulty component and testing of
the GCU protection circuits.
The Generator Control Unit (GCU), associated with each ACW generator, provides control for generator operation.
The GCU provides the following controls and protection functions:
voltage regulation,
overvoltage,
undervoltage,
differential protection,
over frequency,
under frequency,
power and fault current limiting,
bus tie lock out,
open phase.
V2450
ACOS v1.6
ATA 24
Current Transformers description
Page 148/ 187
V2452
ACOS v1.6
ATA 24
Page 149/ 187
There are four three-phase current transformers:
two within each ACW generator,

two in the electrical racks 126 VU.
Two current transformers for each ACW generator channel provide through the related GCU:
overload protection,
one phase protection,
differential current protection,
current measuring.
V2452
ACOS v1.6
ATA 24
ACW Bus Power Control Unit (BPCU) description
Page 150/ 187
V2454
ACOS v1.6
ATA 24
Page 151/ 187
V2454
ACOS v1.6
ATA 24
V2454
Page 152/ 187
ACOS v1.6
ATA 24
Page 153/ 187
The ACW Bus Power Control Unit (BPCU) is located in the RH electronics rack shelf 95 VU.
Located on the front face of the unit, magnetic annunciators and a test pushbutton allow respectively identification of a faulty component and testing of the
BPCU protection circuits.
The Bus Power Control Unit (BPCU) controls main busses tie, load shedding, the service bus, and external power.
The BPCU protective functions are:
BTC's control and lockout,

ACW service bus shedding, external power control and monitoring,
overvoltage protection,
undervoltage protection,
overcurrent protection,
overfrequency protection,
underfrequency protection,
phase sequence protection,
open phase protection.
V2454
ACOS v1.6
ATA 24
ACW External Power desription
Page 154/ 187
V2456
ACOS v1.6
ATA 24
Page 155/ 187
V2456
ACOS v1.6
ATA 24
V2456
Page 156/ 187
ACOS v1.6
ATA 24
Page 157/ 187
The AC external power receptacle, which can be reached through an external access door, is installed in the forward section of the aircraft.
This receptacle allows the aircraft to be supplied on ground with three phase 400 Hz - 115 / 200 VAC power from a Ground Power Unit (GPU).
AC external power system is composed of:
an external receptacle,
a current transformer,
the BPCU,
The AC external can be reached through an access door. It has six pins: four for power transfer and a two (smaller) for its control. The smaller pins will
automatically switch off power to prevent arcing when external power is removed.
The three-phase current transformer, installed on the external power channel, sends signals to the BPCU for external power overload and external power
open phase protection. In addition it sends other signals to the BPCU for external power current measuring.
The ACW BPCU receives, from external receptacle and the current transformer, external power quality signals and, by monitoring them, gives control,
protection, fault detection and indications for the AC external power system.
EPC 11 XG is controlled by BPCU and, when it is closed, connects external power to ACW busses 1 and 2, through the BTC's in closed position.
V2456
ACOS v1.6
ATA 24
External power current transformers description
Page 158/ 187
V2458
ACOS v1.6
ATA 24
Page 159/ 187
The current transformer is located in the electric racks panel 126 VU.
Through the BPCU, a three-phase current transformer provides:
external power,
open phase protection,
current measuring.
V2458
ACOS v1.6
ATA 24
ACW Electrical generation system indicating
Page 160/ 187
V2459
ACOS v1.6
ATA 24
Page 161/ 187
The AC (wild frequency) measuring system gives the following indications:
voltage,
load,
frequency, by a voltmeter, a loadmeter and an frequencymeter under a selector.
The three AC instruments and the selector are installed on LH maintenance panel 101 VU.
The selector allows the control of the above mentioned parameters if it is set to each single AC generating source as follows:
ACW Generator 1 (GEN 1),

ACW Generator 2 (GEN 2),
ACW external power (EXT PWR).
Voltage and frequency indications are always given directly by each single AC generating source through the selector set.
The ACW three-phase indications, for the ACW channels, are given by the associated three-phase current transformers monitored by the related GCU.
The ACW three-phase indications, for AC external power, is given by the associated three-phase current transformer monitored by the BCPU.
V2459
ACOS v1.6
ATA 24
Page 162/ 187
AC generator parameters are displayed on the AC indicators located on the LH maintenance panel.
Load is mesured from the current transformer through the GCU (voltage and frequency from phase C).
V2459
ACOS v1.6
ATA 24
Page 163/ 187
AC external power parameters are displayed on the AC indicators located on the LH maintenance panel.
Load is mesured from the current transformer through the BPCU (voltage and frequency from phase C).
V2459
ACOS v1.6
ATA 24
Electrical power system controls and indicators
Page 164/ 187
V2464
ACOS v1.6
ATA 24
Page 165/ 187
Look at the MAIN ELEC PWR Panel (DC).

<1> DC GEN pushbutton. Controls the energization of associated generator and the resetting of the protection system after failure.
ON: (pushbutton pressed in). Associated generator is energized and associated generator contactor closes if the network electrical parameters are
normal.
OFF: (pushbutton released). Associated generator is de-energized and associated generator contactor is open. The OFF light iluminates white.
FAULT: illuminates amber and the CCAS is activated in event of:
- A protection trip initiated by the associated GCU If it is caused by a generator underspeed, reset will be automatic. For the other cases, a
manual reset has to be performed.
- An opening of a generator contactor except if pushbutton is selected OFF. In both cases, the BUS TIE CONTACTOR closes and affected DC
BUS is automatically supplied from the remaining generator.
<2> BTC pushbutton. This guarded pushbutton controls the DC BUS TIE CONTACTOR (BTC) which, when closed, connects both main DC BUSSES.
NORM: (released). The BPCU automatically controls the BTC.

- In normal conditions with both generators operating, the BTC is open allowing isolated operation of both generator circuits.
- In case of external power operation, Hotel Mode or single generation, the BTC is automatically closed, the flow bar is illuminated.
ISOL: (pressed in). The BTC is open. ISOL light illuminates white.
Note: AC BUS 1 and 2 are isolated.
<3> EXT PWR pushbutton.
AVAIL: Illuminates green when conditions of DC external power connection are met.
ON: (pressed in). Allows to connect DC external power if BAT switch is ON.
<4> DC SVCE / UTLY BUS pushbutton. Controls connection / disconnection of DC SVCE BUS and both UTLY BUSSES to associated main DC BUSSES.
NORM: (pushbutton pressed in). DC SVCE BUS and both UTLY BUSSES are available unless a load shed signal is provided by the BPCU.
OFF: (pushbutton released). DC SVCE BUS and both UTLY BUSSES are disconnected from associated main DC BUS. The OFF light illuminates
white.
SHED: Illuminates amber and the CCAS is activated when a load shed condition controlled by the BPCU is present and at least one DC SVCE
UTLY BUS is disconnected from associated main DC BUS.
<5> DC BUS OFF lights. Illuminates amber when associated main DC BUS is not supplied. If one DC BUS is OFF, the CCAS will be activated (MC + SC
+ ELEC on CAP).
<6> BAT CHG pushbuttons. Controls the operations of the associated BATTERY CHARGE CONTACTOR.
ON: (pushbutton pressed in). The contactor is controlled by the MFC. Contactor is closed in normal operation, it opens in case of:
- Thermal runaway of battery,
- Undervoltage of DC MAIN BUS (< 25 volts),
- Start sequence initiated (in this case, both BCC are open, and close when start rotary selector leaves START or CRANK position).
- an OVRD signal on BAT switch.
OFF: (pushbutton released). The charge contactor is open. The OFF light illuminates white.
V2464
ACOS v1.6
ATA 24
Page 166/ 187
FAULT: Illuminates amber and the CCAS is activated in the event of:
- An override detected by the MFC. In this case, the charge contactor automatically opens.
- A failure of the charge contactor.
<7> TRU pushbutton.
NORM: (pushbutton released). TRU is not connected to ACW BUS 2.

ON: (pushbutton pressed in). The TRU is connected to ACW BUS 2. ON light illuminates white. Arrow illuminates amber when supply of DC EMER
BUS, DC STBY BUS, INV 1 and DC ESS BUS from TRU is effective.
<8> Emergency supply ind.
Right arrow illuminates amber when the DC ESS BUS is supplied from the MAIN BAT.
Left arrow illuminates amber when the DC EMER BUS is supplied from the EMER BAT.
<9> BAT toggle switch. The BAT toggle switch is a three positions switch:
ON:
- With batteries only (no DC GEN, no EXT PWR, no TRU).
- ESS BUS, STBY BUSSES (DC and AC through INV1) are supplied from HOT MAIN BAT BUS.
- EMER BUS is supplied from the HOT EMER BAT BUS.
- With one or both DC GEN, or EXT PWR connected:
- ESS BUS is supplied from HOT MAIN BAT BUS.
- EMER BUS and STBY BUSSES are supplied from HOT EMER BAT BUS.
OVRD: Ensures busses are supplied by their respective battery in case of dual DC GEN loss. This position is protected by a toggle guard.
ON or OVRD: With TRU connected (Dual DC GEN loss) TRU supplies ESS BUS, EMER BUS and STBY BUSSES (DC and AC through INV 1).
OFF: MAIN and EMER BATS are only connected to the relevant HOT MAIN and HOT EMER BAT BUSSES.
<10> OVRD pushbutton. Following a dual DC GEN loss, "UND / V" illuminates amber when the MAIN BAT is discharging (STBY BUS below 19.5 volts).
OVRD pushbutton has to be pressed (OVRD illuminates white) to transfer STBY BUSSES (DC and AC through INV 1) to EMER BAT.
<11> DC AMP ind. Indicates the change charge (CH) / discharge (DCH) current of the selected battery.
<12> BAT AMP reading selector. Enables to select the battery checked by the ammeter.
V2464
ACOS v1.6
ATA 24
Page 167/ 187
V2464
ACOS v1.6
ATA 24
V2464
Page 168/ 187
ACOS v1.6
ATA 24
Page 169/ 187
Look at the MAIN ELEC PWR Panel (AC).

<1> INV FAULT light Illuminates amber and the CCAS is activated when an under / over voltage detected at the output of the associated inverter. This
may be caused by an inverter failure or a power supply loss.
<2> BUS OFF light Illuminates amber and the CCAS is activated when the associated AC BUS is not supplied.
<3> BTC pushbutton. This guarded pushbutton controls the AC BUS TIE relay (AC BTR) which, when closed, connects both main AC BUSSES.
NORM: (pushbutton released). The BPCU automatically controls the DC BTC and a separate logic controls the AC BTR.
- In normal conditions, with both inverters running, the AC BTR is open, allowing dependant operation of both inverter circuits.
- In case of inverter failure, the AC BTR is automatically closed. The INV FAULT light illuminates and associated BUS is supplied by remaining
INV.
ISOL: (pushbutton depressed). The AC BTR is open. ISOL light illuminates white.
V2464
ACOS v1.6
ATA 24
V2464
Page 170/ 187
ACOS v1.6
ATA 24
Page 171/ 187
Look at the AC WILD ELEC PWR Panel.

<1> ACW GEN pushbutton. Controls the energization of the associated generator and the resetting of the protection system after failure.
ON: (pushbutton depressed). The associated generator is energized and the associated generator contactor closed if the network electrical
parameters are normal.
OFF: (pushbutton released). The associated generator is de-energized and the associated generator contactor is open. OFF light illuminates white.
ACW GEN pushbutton.
FAULT: Illuminates amber and the CCAS is activated in the event of:
- a protection trip initiated by the associated GCU. If it is caused by a generator underspeed, reset will be automatic. For the other cases, a
manual reset has to be performed.
- an opening of a generator contactor except if pushbutton is selected OFF. In both cases, the BTC's are closed and affected ACW BUS is
automatically supplied from the remaining generator. The light extinguishes and the fault circuit is reset when the pushbutton is cycled to the
out position.
<2> ACW BUS OFF light Illuminates amber and the CCAS is activated when the associated ACW BUS is not supplied.
<3> BTC pushbutton. This guarded pushbutton controls the ACW BUS Tie contactors (BTC 1 and BTC 2) which, when closed, connects both main ACW
BUSSES in parallel.
NORM: (pushbutton released). The BPCU automatically controls the BTC 1 and 2:
- In normal conditions, with both generators running, BTC 1 and 2 are opened, allowing individual operation of both generator circuits.
- In case of external power operation or single generator failure, BTC 1 and 2 are automatically closed. The flow bar is illuminated.
ISOL: (pushbutton depressed). The BTC 1 and 2 are opened. ISOL light illuminates white.
<4> EXT PWR pushbutton. The power is controlled via the BUS POWER CONTROL UNIT (BPCU) which provides protection for:
voltage limits
phase sequence,
frequency limits,
open phase,
overload. When the above conditions are in the correct status, the EXT PWR can be used. The AVAIL light illuminates green. The pushbutton can
be pressed in. ON blue light illuminates. EXT PWR has priority over the engine driven generators.
V2464
ACOS v1.6
ATA 24
V2464
Page 172/ 187
ACOS v1.6
ATA 24
Page 173/ 187
Look at the LH Maintenance Panel.

<1> ACW BUS TIE CONTACTORS Used to open the corresponding ACW BTC (maintenance action).
<2> DC VOLTAGE INDICATOR Indicates the voltage of sources selected by the rotary selector. Normal reading is:
for battery without load: 25 to 28 volts,

for battery under load: 23 to 28 volts,
<3> DC CURRENT INDICATOR Indicates the current generated by selected sources. Normal reading for each generator is: less than 300 A.
<4> AC LOAD INDICATOR Indicates in hundred percent the load of selected AC source. Normal reading is below 0.5.
<5> FREQUENCY INDICATOR Indicates frequency, in Hz, of selected AC source. Normal reading is: 400 Hz 5 Hz.
<6> AC VOLTAGE INDICATOR Indicates voltage on selected AC source. Normal reading is 115 V 4 V.
<7> ROTARY SELECTOR Allows for selected sources to display relevant current parameters on indicators.
V2464
ACOS v1.6
ATA 24
V2464
Page 174/ 187
ACOS v1.6
ATA 24
Page 175/ 187
Look at the Cabin Attendant Panel.

<1> Controls the supply of the DC SVCE BUS.
ON (pushbutton depressed): The light is illuminated green when DC SVCE BUS is energized.
OFF (pushbutton released): The DC SVCE BUS is disconnected from the available power source. The ON light extinguishes.
SHED illuminates amber when:
- the DC source is available and the pushbutton is released,
- the pushbutton is pressed and an overboard shed occurs.
Note:
With EXT PWR available but not ON, only the cabin attendant's panel pushbutton has control. The supply of the bus may be performed with
batteries switched OFF.
With EXT PWR selected ON, or under generator supply, DC SVCE BUS will be supplied if both cockpit DC SVCE BUS and UTLY BUS pushbutton
and the cabin attendant's panel DC SVCE BUS pushbutton are selected ON. As soon as one of the two pushbuttons is selected OFF, the bus is
isolated.
<2> Connect the ACW SVCE BUS to the EXT PWR source or to the ACW BUS 1 when it is energized.
ON (pushbutton depressed): Whenever ACW of acceptable quality is available, the light illuminates green.
OFF (pushbutton released): The SVCE BUS is disconnected from the available power source. The ON light extinguishes.
SHED illuminates amber when:
- the ACW source is available and the pushbutton is released,
- the pushbutton is pressed and an overboard shed occurs,
- the pushbutton is pressed and only one ACW generator is on line.
V2464
ACOS v1.6
ATA 24
DC GCU operational test
Page 176/ 187
V2468
ACOS v1.6
ATA 24
Page 177/ 187
System studied:DC generator control unit operational test
Task description:
On RH electronics rack 90 VU open access door 214 BZ.

Place BAT selector switch 7PA in ON position and check that:
- the two arrow legends of BAT caution light 6PA illuminate,
- bus OFF 1 and 2 legends of INV FAULT / BUS OFF caution lights 7XN and 8XN illuminate and after about 5 secs, INV FAULT 2 legend also
illuminates.
On RH electronics rack 90VU shelf 5(4) on DC GCU1 (2) front panel depress the CC switch and verify that the CC indicator light illuminates.
After 15 sec, if GCU operates correctly, CC indicator light extinguishes. If a failure is detected, the CC indicator light remains on as long as the CC switch is
pressed.
On panel 29 VU place BAT selector switch 7PA in OFF position.
On RH electronics rack 90 VU close access door 214BZ.
V2468
ACOS v1.6
ATA 24
DC BPCU operational test
Page 178/ 187
V2469
ACOS v1.6
ATA 24
Page 179/ 187
System studied:DC bus power control unit operational test
Task description:

- bus OFF 1 and 2 legends of INV FAULT / BUS OFF caution lights 7XN and 8XN illuminate and after about 5 secs, INV FAULT 2 legend also
illuminates.
On RH electronics rack 90VU open access door 214BZ.
On RH electronics rack 90VU shelf 5 on DC BPCU front panel depress the CC switch and verify that the CC indicator light illuminates.
If DC BPCU operates correctly, CC indicator light remain on for 11 sec (testing time), then it extinguishes. If one or several circuits of the BPCU are defective,
the indicator light will remain illuminated for 15 sec, it then extinguishes for 0.1 sec and subsequently again illuminates, and remains on as long the
pushbutton is kept depressed.
On RH electronics rack 90VU close access door 214BZ.
On panel 29VU place BAT selector switch 7PA in OFF position.
V2469
ACOS v1.6
ATA 24
ACW GCU operational test
Page 180/ 187
V2471
ACOS v1.6
ATA 24
Page 181/ 187
System studied:ACW generator control unit operational test
Task description:

- BUS OFF 1 and 2 legends of INV FAULT / BUS OFF caution lights 7XN and 8XN illuminate and after about 5 secs, INV FAULT 2 legend also
illuminates.
On RH electronics rack 90VU shelf 5 (3) on ACW GCU 1 (2) front panel depress and hold for 10 secs the CC switch and verify that the CC indicator
light illuminates.
After 7 1 secs (testing time), if GCU operates correctly, CC indicator light extinguishes. If a failure is detected on GCU, CC indicator light remains on as long
as CC switch is depressed.
V2471
ACOS v1.6
ATA 24
ACW BPCU operational test
Page 182/ 187
V2472
ACOS v1.6
ATA 24
Page 183/ 187
System studied:ACW bus power control unit operational test
Task description:
Note: BPCU operational test can be performed on ground with the external power not used.
- BUS OFF 1 and 2 legends of INV FAULT / BUS OFF caution lights 7XN and 8XN illuminate and after about 5 secs, INV FAULT 2 legend also
illuminates.
On RH electronics rack 90VU shelf 6 on ACW BPCU front panel depress the CC switch and verify that the CC indicator light illuminates.
After 7 1 secs (testing time), if ACW BPCU operates correctly, CC indicator light extinguishes. If a failure is detected on ACW BPCU, the CC indicator light
remains on, as long as CC switch is depressed.
V2472
ACOS v1.6
ATA 24
ACW bus tie contactors operational test
Page 184/ 187
V2473
ACOS v1.6
ATA 24
Page 185/ 187
System studied:ACW bus tie contactors operational test
Task description:
Energization of aircraft AC network (see JIC: 244100-EAD-10000).

Place ELEC / ACW BTC OPNG switch 21XU in BTC 1 OPEN position. On panel 26VU, make certain that:
- the flow bar legend of BTC pushbutton 18XU is OFF,
- ACW bus OFF 1 caution light 7XB illuminates.
Place ELEC / ACW BTC OPNG switch 21XU in NORM / FLT position. On panel 26VU, make certain that:
- the flow bar legend of BTC pushbutton 18XU illuminates,
- ACW bus OFF 1 caution light 7XB extinguishes.
Place ELEC / ACW BTC OPNG switch 21XU in BTC 2 OPEN position. On panel 26VU, make certain that:
- the flow bar legend of BTC pushbutton 18XU is OFF,
- ACW bus OFF 2 caution light 8XB illuminates.
Place ELEC / ACW BTC OPNG switch 21XU in NORM / FLT position. On panel 26VU, make certain that:
- the flow bar legend of BTC pushbutton 18XU illuminates,
- ACW bus OFF 2 caution light 7XB extinguishes.
De-energization of aircraft AC network (see JIC: 244100-EAD-10000).
V2473
ACOS v1.6
Summary
ATA 24
Page 186/ 187
ATA 24 ELECTRICAL POWER
V2473
General description
Control panels
Interfaces
Features
15
16
46
DC normal operation
48
52
61
62
64
66
68
72
76
78
82
86
88
90
94
96
ACOS v1.6
Summary
ATA 24
V2473
Page 187/ 187

98
103
AC normal operation
112
114
116
120
123
134
136
139
140
142
144
148
150
154
158
160
164
176
178
180
182
184
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 25 EQUIPMENT / FURNISHING

ATA 25
Flight compartment seats
Page 2/ 44
Two captain and first officer seats are adjustable on the three axes, and bolted on to the floor structure. Next to the pilot, a documents door allows an
exchange with exterior.
S2501
ACOS v1.6
ATA 25
Page 3/ 44
One observer folding seat is hinged on to the electronic rack. This seat is elevated for good visibility of instruments and corresponding footrests are
installed on the aft section of the center pedestal.
S2501
ACOS v1.6
ATA 25
Flight compartment emergency equipment
Page 4/ 44
S2502
ACOS v1.6
ATA 25
General description
Page 5/ 44
General description
The secured door is installed between the cockpit and the cargo compartment for all ATR models equipped with a forward cargo door.
V2509
ACOS v1.6
ATA 25
General description
Page 6/ 44
FUNCTIONS The cockpit secured door, shall ensure following functions:
Flight Crew privacy (cabin noise, unwanted person),

Cockpit and cabin routine access,
Cockpit emergency exit (jammed door or crew incapacitated).
SAFETY
The secured door protects the cockpit crew against hazardous trajectory of bullets or debris,
The door allows air ventilation in case of rapid decompression.
Smoke can not penetrate between the cockpit and the cargo compartment.
V2509
ACOS v1.6
ATA 25
General description
Page 7/ 44
V2509
ACOS v1.6
ATA 25
V2509
General description
Page 8/ 44
ACOS v1.6
General description
ATA 25
Page 9/ 44
The system provides an electrically locking and unlocking of the cockpit door. The system is mainly composed of:
Reinforced cockpit door The reinforced cockpit door and its frame are installed in place of the previous cockpit door and are attached on each side to the
flight control column (canaline). The door opens aft.
Door control panel The door control panel is installed on the right door panel.
Cockpit door control unit (CDCU) The Cockpit door control unit is located in the nose landing gear avionics bay.
Cockpit door control panel The Cockpit door control panel (with buzzer sound) is installed on the central pedestal and is accessible by both flight crews.
Control switch The Cockpit door control switch is installed on the 121 VU.
CLOSING FROM THE COCKPIT
The secured door has an electromagnetic locking system controlled by the pilots. In normal conditions, when the door is closed, it remains locked.
Now, let's play the video!
NORMAL OPENING
The Flight crew can authorize entry, by unlocking the door, which remains closed, until it is pulled open. The door call panel enables the cabin crew to
request access to the cockpit.
Now, let's discover this video.
JAMMED DOOR OPENING
The left door panel (facing door) can be removed from the cockpit in case of the door becomes jammed by using the quick release hinges that are only
accessible from inside the cockpit.
Now, have a look to this procedure.
V2509
ACOS v1.6
ATA 25
Panels location and description
Page 10/ 44
The Cockpit Door Locking System ON/OFF Control Switch is located behind the First Officer on the 121VU panel.
OFF: The cockpit door locking system is deactivated. The door is unlocked; The door right panel can be opened from the cargo compartment side by
pulling it. To open the door left panel, move the handle located on the cockpit side and pull the left panel. If the system is switched off and the aircraft
power is available, the FAULT light on the pedestal Cockpit Door Control panel comes on.
ON: The cockpit door locking system is operative.

V2510
ACOS v1.6
ATA 25
Page 11/ 44
V2510
ACOS v1.6
ATA 25
V2510
Page 12/ 44
ACOS v1.6
ATA 25
Page 13/ 44
The cockpit door opening is controlled by a toggle switch, located on the central panel;
TOGGLE Switch
OPEN position: This position is used to enable the cabin crew member to open the cockpit door. The switch must be pulled and maintained in the open
position until the right door panel is pulled open.
CLOSE position: The door is locked. Only EMERGENCY access procedure is possible.
DENY position: Once the button has been moved to this position, the door is locked. EMERGENCY access, buzzer and Door Call Panel are inhibited for 3
minutes.
FAULT/OPEN indication
OPEN light ON: the door is not closed.

OPEN light flashes: the cabin crew has started an EMERGENCY access procedure. If there is no reaction from the flight crew, the door will unlock at the
end of 30 seconds delay.
FAULT: This light comes on when a system failure has been identified or with control switch in OFF position.
BUZZER
BUZZER sounds: For at least 2 seconds after the cabin crew has requested an access through the CALL push-button on the Door Control Panel,
or
continuously when the cabin crew has started an EMERGENCY access procedure.
Note :
- If the DENY position has not been used by the pilot for at least 3 minutes, the cabin crew is able to request either the routine or the
EMERGENCY access.
- The OPEN position overrides and resets any previous selection.
- In case of an electrical supply failure, the cockpit door is automatically unlocked.
V2510
ACOS v1.6
ATA 25
V2510
Page 14/ 44
ACOS v1.6
ATA 25
Page 15/ 44
The Door Control Panel is used by the cabin crew to request pilots to open the door.
OPEN Green LED
Illuminated: The door has been unlocked either by a flight crew action or automatically (during 10 seconds), when no flight crew action has been
performed during the delay (30 seconds), following an emergency request. The door right panel can then be pulled open.
Flashing: An emergency request to enter the cockpit has been made; The buzzer will sound continuously in the cockpit, but no action has yet been taken
by the flight crew.
DENIED LIGHT illuminates: When the flight crew has denied access, the door remains locked. If no crew action is taken, the light remains illuminated for 3
minutes. During this delay, any action on the Control panel will be inhibited.
CALL push-button switch: It is used to sound the buzzer in the cockpit for at least 2 seconds.
EMER push-button switch: It is protected by a rotating plate to prevent inadvertent activation. It is used to initiate the emergency opening of the door when the
flight crew does not respond. The buzzer will sound continuously in the cockpit, and OPEN green LED on the Door Control Panel will flash.
V2510
ACOS v1.6
ATA 25
Normal operations
Page 16/ 44
Normal operations
V2513
ACOS v1.6
ATA 25
V2513
Normal operations
Page 17/ 44
ACOS v1.6
ATA 25
V2513
Normal operations
Page 18/ 44
ACOS v1.6
ATA 25
Emergency and abnormal operations
Page 19/ 44
V2515
ACOS v1.6
ATA 25
V2515
Page 20/ 44
ACOS v1.6
ATA 25
V2515
Page 21/ 44
ACOS v1.6
ATA 25
Cockpit secured door components
Page 22/ 44
V2511
ACOS v1.6
ATA 25
Page 23/ 44
MAIN STRUCTURAL ELEMENTS OF THE DOOR
The door is qualified to withstand intrusion and penetration.

The right and left panels and the frame, are bullet-proof.
When the door is closed, the two panels are separated by a gap of approximately 40mm. It allows air venting in case of decompression. This gap is
protected by a bullet proof backing (deflector), attached on the right panel.
A seal between the two door panels, fixed on the right panel, allows the smoke tightness. On the left panel, there is a cremona, with an upper and lower
lock bolt, located on cockpit side.
F The electromagnetic locks are located on the cockpit door, cockpit side.
The right panel, is equipped with a peephole, to allow identification the person calling entry.
V2511
ACOS v1.6
ATA 25
Page 24/ 44
DOOR LOCKING OR UNLOCKING SEQUENCE (CDCU monitoring).
The door locking system is mainly composed of two parts:
One part fitted on the left panel which includes the electrical supply, the magnet and the lock status switch.
One part fitted on the right panel which includes the movable counter plate.
When the lock is energized, the magnet attracts the counter plate which sticks on it. The lock is closed.
When the lock is de-energized, the counter plate is retracted by a spring.
Each electromagnetic lock is supplied with 28VDC via the CDCU.
Each of the locks includes a manual lock bolt to be used in case of an electromagnetic lock failure.
V2511
ACOS v1.6
ATA 25
Page 25/ 44
POSITION SWITCHES
Different kinds of position switches are installed on the door:
1 position switch provides CDCU with the door position information, (closed or open). This switch can be accurately adjusted at door installation, to
cope with the aircraft structural tolerance.
2 position switches, provide CDCU with the unlocking position, of the electromagnetic locks (incorporated in each electromagnetic lock). These
switches are of "reed" type. They provide a close position signal, when the counter plate is stuck to the magnet.
The signals provided by these switches, are used by the CDCU, to control and monitor, the locking or unlocking of the door.
V2511
ACOS v1.6
ATA 25
Page 26/ 44
DOOR ELECTRICAL WIRING
All the wires are installed on the right panel, and there are routed inside the honeycomb.
They are protected from bullets.
V2511
ACOS v1.6
ATA 25
Page 27/ 44
COCKPIT DOOR CONTROL UNIT (CDCU)
The CDCU is an electronic control box located in the nose landing gear avionics bay.
The function of this equipment is to control and monitor the door locking or unlocking following cockpit control panel switch and door control panel push
buttons position.
It is supplied by the aircraft 28 VDC BUS2.

V2511
ACOS v1.6
ATA 25
Page 28/ 44
ELECTRICAL PROTECTIVE DEVICES
2 breakers are installed on the 122VU behind the copilot seat.

The first breaker (4MQ) protects the fault light on the 811VU. It is connected on the essential DC bus.
The second breaker (6MQ) protects the locks, the CDCU, the lights on the door, the open light on the 811VU, the buzzer. It is connected on the DC BUS2.
Both circuit breakers are rated for 3A current.
V2511
ACOS v1.6
ATA 25
Cargo compartment
Page 29/ 44
Cargo compartment
Two luggage compartments are provided. One is located forward between the flight compartment and the cabin and the other aft, on the RH side.
The FWD cargo compartment is 5,8 m3 in volume. No passage way starting from the passenger compartment has been provided. Loading is achieved
through the cargo door. Luggage or payload is bulk loaded.
Luggage is held in place by means of a net, so that it does not drop during flight. A smoke detection system is installed in forward cargo compartment.
V2503
ACOS v1.6
ATA 25
V2503
Cargo compartment
Page 30/ 44
ACOS v1.6
Cargo compartment
ATA 25
Page 31/ 44
The AFT compartment volume is 4,8 m3. Cargo compartment loading is made through the right AFT service door. This door is of the plug type. Gargo
compartment forms two sections separated by a net.
Luggages are hold by means of:
a post secured to the floor rail and to the upper part,

a cross net secured to the post and to the A/C structure.
The AFT cargo compartment is closed by means of a curtain provided with a quick closing fastener. A smoke detection is installed. Passenger
compartment fire extinguishing system can be connected to a fixed extension located above cargo compartment ceiling.
The walls are made of:
Lateral panels attached to a back structure by means of screws,

ceiling panels secured to a back structure by screws,
a cargo compartment bottom panel fastened to a back structure by means of screws,
an access door to the lavatory water tank,
the lavatory right wall,
the wall on which the C/A seat is installed.
V2503
ACOS v1.6
Galley
ATA 25
Page 32/ 44
Galley
The galley is installed in the aircraft aft section next to the service door. It is loaded through the service door.
Its dimensions are such that it can be entered into the aircraft through the passenger / crew doors. The galley is secured as follows: w at the lower part by
means of fittings to the floor rails, w at the upper part by means of an adjustable rod.
The basic galley is provided with 2 hot jugs, 7 standard units, 1 drink trolley-half size, 1 meal trolley-half size and one waste container. The compartments
are closed by means of a door provided with a lach and a lock. Waste container and associated unit are so designed that they can withstand a possible
fire originating in the waste container.
A waste disposal system common to the lavatory washbasin is provided. The basic galley does not include any water delivery system. The galley is
supplied with 115 volts of variable frequency.
V2504
ACOS v1.6
ATA 25
Lavatory
Page 33/ 44
Lavatory
The passenger compartment is equipped with one lavatory located aft of the cabin.
Potable water and toilet system use the same water tank. It is located in the pressurized section aft of the toilet unit. It can be easily reached via the
luggage compartment. The lavatory door is so designed that it can be opened from outside without using any special tool.
V2505
ACOS v1.6
ATA 25
Passenger compartment
Page 34/ 44
V2506
ACOS v1.6
ATA 25
Page 35/ 44
Heat and sound insulation is obtained through blankets made of glass wool flakes. They are attached to the inner side of fuselage linning panels between
frames and they are easily removable.
The passenger compartment is equipped with:
Ceiling panels with lighting secured by screws and they can be removed after tilting the overhead stowage compartment,
light and ventilation outlet covers, each cover hinged at one edge, the opposite edge is provided with quick attach / detach fasteners which enables
access to lights and air outlet,
side wall panels attached to an extrusion at the upper edge by means of spring clips and secured by screws at the lower edge,
base boards secured to a back structure attached to the main structure by flexible fasteners.
Remark: floor covering consists of 3 carpet sections, each section being in 3 parts.
V2506
ACOS v1.6
ATA 25
V2506
Page 36/ 44
ACOS v1.6
ATA 25
Page 37/ 44
The cabin arrangement consists of 66 passenger seats pitched at 30 inches.

A right emergency exit seat unit which differs from the others as the wall side armrest is shorter and the backrest is fixed. The left emergency seat unit
differs from the previous one as no wall side armrest. The double side unit consists of:
an ashtray on the center armrest and armrest on aisle side,
a luggage retainer,
a seat pouch for magazines and passenger instructions,
a life vest stowage,
a safety belt,
a folding table attached to seat backrest.
Attachment of the seat to the rail is performed as follows:
on the front side, by means of a play take-up pin.
on the back side by means of a ANCRA type fitting.
V2506
ACOS v1.6
ATA 25
Page 38/ 44
Two cabin attendant seats are provided:

one in FWD section,
the other in the AFT section. The FWD seat is secured to sidewall by means of two fittings. When in stowed position it is folded up against cargo
compartment partition. In order to use the seat, the C/A unlocks the seat and turns it towards the aisle. The locking of the seat in folded down
position is automatic. The seat pan is automatically folded up when not in use. The seat is provided with an inertia reel type harness.
The aft section cabin attendant seat is located next to the cabin attendant partition in line with the aisle. It is attached to the floor rails. The seat pan is
automatically folded up when not in use. The seat is provided with a shoulder harness.
V2506
ACOS v1.6
ATA 25
Page 39/ 44
The Passenger Service Units are located under the stowage compartments above the passengers. The size of the module is such that it fits into the overhead
stowage compartment on which it is mounted. Each basic PSU includes, according to their location in the A/C, the following: A loudspeaker, a loudspeaker
module mounted in every other PSU, a passenger illuminated sign unit, two or four reading lights and two or four ventilation outlets.
Each module is attached on one side by means of removable hinges enabling module tilting; quick attach detach fasteners are provided on the other side.
Access to these fasteners is gained from the overhead stowage compartments. It is possible to unlatch the PSU and to maintain it half open by means of a
rope so as to ease maintenance.
V2506
ACOS v1.6
ATA 25
Doors location
Page 40/ 44
Doors location
V2507
ACOS v1.6
ATA 25
Cabin acoustic treatment
Page 41/ 44
Both inner wing leading edge are equipped with two foam walls reducing noise and vibrations coming from the engines.
V2508
ACOS v1.6
ATA 25
Page 42/ 44
Stiffening of eight frames located in the propeller area and installation of Dynamic Vibration Absorbers on the upper side of the frames and on the floor
beams, greatly reducing the transmission of noise generated by the propeller blades.
Skin damper
Skin damping treatment through viscomaterial strips on the panels, reducing noise propagation by the skin.
V2508
ACOS v1.6
ATA 25
Page 43/ 44
Attachment of the panels and overhead bins to the structure by specially designed dampers, avoiding transmission of vibrations from the structure to the
interior furnishings.
Cabin partitions treated to reduce reverberation phenomena in the forward and rear cabin area.
New insulation blankets with an optimized thickness and made of waterproof material.
Parasitic noise sources (coming from outflow valves, air conditioning recirculation fans and from hydraulic pumps) have been treated.
V2508
ACOS v1.6
Summary
ATA 25
Page 44/ 44
ATA 25 EQUIPMENT / FURNISHING
V2508
General description
10
Normal operations
16
19
22
Cargo compartment
29
Galley
32
Lavatory
33
34
Doors location
40
41
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 26 FIRE PROTECTION

General description
ATA 26
Page 2/ 95
General description
The ATR fire protection system provides detection, warning, and extinguishing for each engine, nacelle and cabin.
Engines and nacelles fire protection
Each engine is equipped with a continuous loop system monitoring overheat or fire. The engine nacelles are protected with fire extinguishers activated by
controls from the cockpit. Right nacelle is equipped with an overheat detector.
Engine fire extinguishing system includes two extinguisher bottles which may be used for engine N1 or engine N2. They are located on each side of the
fuselage. Dual squibs are installed in the discharge heads on each bottle.
For fire extinguishing, the squibs are ignited by depressing the corresponding illuminated AGENT pushbutton on the ENG FIRE panel. The extinguishing
agent (Freon or Halon) is pressurized by nitrogen.
V2601
ACOS v1.6
ATA 26
General description
Page 3/ 95
Cabin smoke and fire protection
The cargo compartments, the lavatory, and the electrical panels in the cockpit are protected by smoke detectors. These warning systems reduce the risk
of fire, through early detection of smoke.
The lavatory is equipped with an automatic fire extinguisher.

The other areas require a crew member to extinguish any fire with the use of portable hand-held fire extinguishers.
V2601
ACOS v1.6
ATA 26
V2601
General description
Page 4/ 95
ACOS v1.6
General description
ATA 26
Page 5/ 95
Location of fire protection main components.

Fire detection
Engine Fire (loop),

Nacelle Overheat (Overheat Thermal switch),
Smoke detectors (photoelectric type):
FWD Cargo,
AFT Cargo.
Smoke detectors (ionisation type):
Lavatory,
Electronics Racks.
De-ice system is supplied with bleed air from the HP port.
V2601
ACOS v1.6
General description
ATA 26
Page 6/ 95
Location of fire protection main components.

Fire extinguishing
2 Engine fixed bottles,

1 Lavatory fixed bottle,
3 Halon portable extinguishers (cabin and cockpit),
1 Water portable extinguisher in the cabin.
V2601
ACOS v1.6
ATA 26
Fire protection cockpit panels
Page 7/ 95
V2602
ACOS v1.6
ATA 26
Fire protections interfaces
Page 8/ 95
V2603
ACOS v1.6
ATA 26
Features
Page 9/ 95
Features
V2604
ACOS v1.6
ATA 26
V2604
Features
Page 10/ 95
ACOS v1.6
ATA 26
V2604
Features
Page 11/ 95
ACOS v1.6
ATA 26
V2604
Features
Page 12/ 95
ACOS v1.6
ATA 26
V2604
Features
Page 13/ 95
ACOS v1.6
ATA 26
Page 14/ 95
V2605
ACOS v1.6
Engine fire detection description
ATA 26
Page 15/ 95
The engine fire detection system is composed of two continuous loops A+B, installed in parallel and connected to an electronic control unit.
The whole engine fire detection system is supplied from DC Emergency bus bar. Each detection loop may be tested individually using the corresponding
test switch.
Note: The system is identical for each engine.

V2606
ACOS v1.6
ATA 26
Detection system operation
Page 16/ 95
V2611
ACOS v1.6
ATA 26
Page 17/ 95
Three configuration will be studied:
fire warning sensed by both loops,

loop A FAULT,
fire warning sensed by loop B only.
Each detection circuit is supplied by EMERGENCY BUS 28 VDC. If a FIRE or FAULT signal is detected, corresponding transistor will be triggered. A
FAULT appears when FDCU detects a failure on a loop, due to a short circuit or to a rapid drop in a sensing element resistance without increase of
capacitance. When a fire is detected, ENG1 (ENG2) lights on fire handle come on (fire handle pushed = normal position).
Detection by both loops

Fault signal on loop A is detected.
Fault signal on loop A, detection is provided by loop B.
Note: fire warning from loop B cannot be triggered while the loop A is FAULT and its pushbutton is not set to OFF.
Detection on loop B, loop A disconnected.
V2611
ACOS v1.6
ATA 26
Page 18/ 95
LOOP FAULT TEST Let's consider ENG 1 LOOP test. Pushbuttons of LOOP A and B are pressed in. Select switch to FAULT TEST position.
LOOP FAULT TEST TEST switch in FAULT position causes a malfunction of loops. The following warnings are triggered.
Single Chime is activated.

Master CAUTION amber light illuminates.
LOOP amber light illuminates on CAP.
Note: these alarms are not triggered if A/C in battery mode.

V2611
ACOS v1.6
ATA 26
Page 19/ 95
V2611
ACOS v1.6
ATA 26
Engine fire loops description
Page 20/ 95
V2607
ACOS v1.6
ATA 26
Page 21/ 95
The fire sensing element is a flexible coaxial cable. The eletrical characteristics of the fire sensing element vary with temperature.
The cable consists in an outer stainless steel sheath of 1.8 mm (4.6 in.). It contains a glass base material, sensitive to temperature, and a centre wire.
At each end of the sensing element a sealed connector brazed on the element enables connection to the electrical harness for aircraft circuit junction.
Grooved foolproof devices at electrical harness-to-element junctions prevent any cross connection between the loops.
V2607
ACOS v1.6
ATA 26
Engine fire loops operation
Page 22/ 95
Each engine is equipped with 10 fire sensing elements. Detection element from two loops are connected to the FDCU (Fire Detection Control Unit).
The fire sensing element is a flexible coaxial cable; its operation is based on the variation in resistance and capacitance.
Resistance reduces and capacitance increases when a fire is detected. Resistance reduces and capacitance does not increase when a fault is detected.
In case of breaking of a sensing element, fire detection is still possible; there is no FAULT signal following on single break. However, this break will be
indicated to the crew at the first pre-flight test following the fault.
In case of breakage of the sensing element, each end of the element connected to the aircraft electrical harness is still capable of fire detection.
The fault will be indicated during the pre-flight test.
V2608
ACOS v1.6
ATA 26
Page 23/ 95
V2608
ACOS v1.6
ATA 26
Fire Detection Control Unit description
Page 24/ 95
V2609
ACOS v1.6
ATA 26
Page 25/ 95
V2609
ACOS v1.6
ATA 26
V2609
Page 26/ 95
ACOS v1.6
ATA 26
Page 27/ 95
The fire detection control is installed in the electronics rack 90VU, shelves 93VU (ENG 1) and 94VU (ENG 2).
The fire detection control unit processes the warning signals from the sensing element according to an AND logic and triggers the corresponding
indications in the flight compartment (FIRE circuit).
Moreover, one FAULT circuit per loop, independent of the FIRE circuit, indicates any sensing element faulty operation (short circuit, contamination of an
electrical connector) to the crew members.
The face comprises:
two push-to-test lights: LOOP A and LOOP B,

a switch with 3 positions, 1, 2 and 3 with automatic return to neutral (position 2).
BITE instruction are display on the front face of the F.D.C.U.
V2609
ACOS v1.6
ATA 26
Extinguishing system description
Page 28/ 95
A fire extinguishing system is provided for each engine.

Two fixed fire extinguishing bottles are installed in the wing to fuselage junction fillet, on either side of the fuselage.
Dual squibs are installed in the discharge heads on each bottle. The squibs are ignited by depressing the corresponding illuminated AGENT pushbutton
on the ENG FIRE panel.
They enable the extinguishing agent to be directed toward the engine concerned by means of two way valves. Four water drains are installed on the lower
points of the lines.
V2612
ACOS v1.6
ATA 26
Extinguishing system operation
Page 29/ 95
A fire is detected on ENGINE 1. Please pull ENG 1 FIRE Handle.

SQUIB white lights illuminate and allow percussion of the bottles. Please percuss AGENT 1.
Bottle is percussed...
DISCH amber light illuminates when corresponding bottle is discharged.
Comments: on this example, DISCH AGENT 1 illuminates on the FIRE HANDLE 1 corresponding to bottle n1, at the same time, DISCH AGENT 2
illuminates on FIRE HANDLE 2 (same bottle).
V2617
ACOS v1.6
ATA 26
Page 30/ 95
FIRE test Let's consider ENG 1 FIRE test. Pushbuttons of loops A and B are pressed in. Select switch to FIRE position.
FIRE test TEST switch in FIRE position causes fire signals of loops A and B. The following warnings are triggered:
Continunous Repetitive Chime is activated,

Master WARNING red light illuminates,
ENG 1 FIRE red light illuminates on CAP,
ENG 1 FIRE red light illuminates on fire handle,
FUEL SO red light illuminates on ENG 1 Condition Lever (if not on FUEL S/O position).
V2617
ACOS v1.6
ATA 26
Page 31/ 95
SQUIB test The percussion panel comprises a SQUIB test pushbutton. It enables an electrical continuity check of percussion resistances . Select SQUIB
test pushbutton.
When aircraft is energized and SQUIB test pushbutton is pressed in, both SQUIB white lights illuminate.
Note: although only one resistance is sufficient to squib the bottle, the test result is positive if both resistances are in correct condition.
The intensity of the test current is limited to IA because of the test transistor. The intensity of the percussion current is higher than 3A.
When SQUIB test pushbutton is released, both SQUIB white lights extinguish.
V2617
ACOS v1.6
ATA 26
Water drains description
Page 32/ 95
V2613
ACOS v1.6
ATA 26
Page 33/ 95
On the lowest points of the lines four water drains are installed:
two water drains at the two-way valves,

two water drains directly on the lines.
The left water drain support is slightly shifted. This is a mechanical foolproofing preventing any fire extinguishing line inversion.
V2613
ACOS v1.6
ATA 26
Two way check valve description
Page 34/ 95
V2614
ACOS v1.6
ATA 26
Page 35/ 95
The purpose of the two-way check valves is to direct the extinguishing agent toward the engine concerned and to prevent the agent released by the
second percussion from filling the bottle emptied by the first percussion.
The two-way check valve has a light alloy valve which is operated and opens according to the pressure the extinguishing agent exerts on it. A water drain
is located at the two-way check valve lower point.
The water drain has an aluminium valve which in absence of pressure is spring loaded open. With the pressure due to the extinguishing agent, the valve
closes the water drain.
V2614
ACOS v1.6
ATA 26
Fire extinguisher bottles description
Page 36/ 95
V2615
ACOS v1.6
ATA 26
Page 37/ 95
V2615
ACOS v1.6
ATA 26
V2615
Page 38/ 95
ACOS v1.6
ATA 26
Page 39/ 95
The two bottles are of the quick-discharge type. Each bottle has a volume of 2,048 cm3 (125 inch3) and can contain 2.04 Kg (4.5 lbs) of
monobromotrifluoromethane (CF3 Br) pressurized by nitrogen at 41 bars (600 PSI) at a temperature of 21C.
Each bottle has two discharge heads enabling the fire extinguishing agent to be routed toward one or the other engine. Each discharge head is blanked by
beryllium bronze diaphragm.
Sealing is provided by a gasket. The diaphragm is broken by the percussion of a pyrotechnic cartridge electrically fired by two resistances (0.04 to 0.2
ohms) (in case of a failure of one resistance, the percussion can still be obtained with the remaining operational resistance).
A pressure relief valve is located at the lower point of the bottle, between the two discharge heads.
The valve is composed of a diaphragm which breaks when the pressure inside the bottle reaches between 1,400 PSI (95.6 bars) and 1,800 PSI (123
bars), thus enabling a complete discharge of the extinguishing agent into the compartment. The valve can also be used for bottle filling.
A pressure switch is installed on each bottle to enable checking of the bottle inner pressure. It causes illumination of DISCH warning lights (one per bottle
each time the pressure inside the bottle drops below 225 PSI (15 bars). A pressure gauge displays the pressure inside the bottle.
Each bottle has two discharge heads enabling the fire extinguishing agent to be routed toward one or the other engine. Each discharge head is blanked by
beryllium bronze diaphragm.
V2615
ACOS v1.6
ATA 26
Fire panel description
Page 40/ 95
V2616
ACOS v1.6
ATA 26
Page 41/ 95
V2616
ACOS v1.6
ATA 26
V2616
Page 42/ 95
ACOS v1.6
ATA 26
Page 43/ 95
There is a control and indicating panel corresponding to each engine. The panels are located on the overhead panel.
Each panel consists of:
2 pushbutton switches: AGENT 1 and AGENT 2. Each pushbutton switch has two legends:
- 1 SQUIB white legend,
- 1 DISCH amber legend.
1 SQUIB TEST switch, enabling electrical continuity of the percussion resistances to be checked.
2 pushbutton switches: LOOP A and LOOP B.
In case of engine fire detection the following procedure must be applied:
Place the Power Lever in Idle position (Flight or ground).

Place the Condition Lever in FUEL S/O position (FUEL S/O red light on Condition Lever goes off).
Pull Fire Handle. This has for effect to:
- closing the LP fuel shut off valve,
- closing the air bleed valve,
- closing pressure regulating and shut off de-icing valves,
- feathering the propeller,
- disconnecting AC and DC generators,
- enabling percussion of the fire extinguisher bottles (the corresponding SQUIB legends come on).
Squib the first bottle, by pressing AGENT 1 pushbutton switch (discharge of the bottme is indicated by the illumination of amber DISCH legend).
If the FIRE warning does not disappear within the 30 following seconds, the second bottle must be squibbed.
V2616
ACOS v1.6
ATA 26
Compartment smoke and fire protection description
Page 44/ 95
The cargo compartment smoke detection is achieved by smoke detectors located on FWD and AFT cargo compartment ceiling panels and by smoke
detectors located on electronic rack and toilet air extraction ducts.
The air extraction through the smoke detectors in aft cargo and toilets, is performed by means of two fans. In forward cargo compartment, ambient air
goes through detectors by convection.
In case of fan failure, following cautions are activated:

V2618
ACOS v1.6
ATA 26
Page 45/ 95
Electric compartment smoke detection. Detection is provided by a smoke detector mounted on air extraction duct. In case of smoke, the following
warnings are triggered:
Forward cargo smoke detection warnings. In case of forward cargo smoke, the following warnings are triggered:
V2618
ACOS v1.6
ATA 26
Compartment smoke detection operation
Page 46/ 95
Air conditioning and fire protection systems are available. No smoke is detected. Please select the FWD SMK detector to create corresponding smoke
detection.
Following alerts are triggered:
Continuous Repetitive Chime is activated,

FWD SMK red lights illuminate on CAP.
V2626
ACOS v1.6
ATA 26
Page 47/ 95
Air conditioning and fire protection system are available. No smoke is detected. Please select ELEC SMK detector to create corresponding smoke
detection.

ELEC SMK red lights illuminate on CAP.
V2626
ACOS v1.6
ATA 26
V2626
Page 48/ 95
ACOS v1.6
ATA 26
Page 49/ 95
Air conditioning and fire protection systems are available. No smoke is detected. Please select AFT SMK detectors to create corresponding smoke
detection.

AFT SMK red lights illuminate on CAP,
CARGO or LAV SMOKE red lights illumination on Flight attendant panel gives information for cabin attendants,
Air EXTRACTION FAN is stopped,
Master Caution amber light illuminates,
AIR amber light illuminates on CAP. Fire can be extinguished with portable halon or water extinguishers.
V2626
ACOS v1.6
ATA 26
V2626
Page 50/ 95
ACOS v1.6
ATA 26
Page 51/ 95
Aircraft is on ground. Select the SMK position on WARN panel.

To test smoke detection system, please select PTT switch.
Continuous Repetitive Chime is activated, w Master WARNING red light illuminates,

Master CAUTION amber light illuminates, w AIR amber light illuminates on CAP,
ELEC, FWD and AFT SMK red lights illuminate on CAP.
CARGO and LAV SMOKE red lights illuminate on Flight attendant panel. During the test, air extraction fan stops. After the test, air extraction fan
must be reset by acting on EXHAUST MODE / OVERBOARD pb switch. This test is available only on ground.
Smoke detection system can also be tested from COMPT SMK overhead panel. Rotary selector on WARN panel has been set to NORM FLT. Please
select COMPT SMK push button.

ELEC, FWD and AFT SMK red lights illuminate on CAP.
CARGO and LAV SMOKE red lights illuminate on Flight attendant panel. If the test is performed in flight, air extraction does not stop.
V2626
ACOS v1.6
ATA 26
Page 52/ 95
Air extraction fans are running alternately. Smoke detector fan control unit monitors air extraction fans. 172 WA fan is now running. Select 172 WA fan to
create a failure.
Single Chime is activated,

Master CAUTION amber light illuminates,
FAULT amber light illuminates on COMPT SMK panel,
AIR amber light illuminates on CAP. Select the ALTN push button.
170 WA fan is now running.

V2626
ACOS v1.6
ATA 26
Page 53/ 95
V2626
ACOS v1.6
ATA 26
Photoelectric cell type smoke detectors description
Page 54/ 95
V2620
ACOS v1.6
ATA 26
Page 55/ 95
V2620
ACOS v1.6
ATA 26
V2620
Page 56/ 95
ACOS v1.6
ATA 26
Page 57/ 95
Two photoelectric cell type smoke detectors are installed on the aircraft:
one detector in aft cargo compartment,

on detector in the forward cargo compartment.
The aft cargo compartment ambient air is sucked through smoke detector by fans 170 and 172 WA mounted in series. The air extracted from the cargo
compartment is evacuated by a "VENTURI" effect to non-pressurized zone of the tail cone. The "VENTURI" inlet is located in the ceiling panel.
The photoelectric cell smoke detector casing comprises:
1 photoelectric cell,
1 projector lamp (light source),
1 port,
1 lens,
1 amplifier.
V2620
ACOS v1.6
ATA 26
Photoelectric cell type smoke detectors operation
Page 58/ 95
Operating principle of Photoelectric Cell Smoke Detector A projector consisting of a lamp and a lens sends a cylindrical light beam through a sensing
chamber.
A photoresistive cell is fitted on the chamber along an axis perpendicular to the light beam. When the air is free of smoke, no light reaches the
photoresistive cell.
V2621
ACOS v1.6
ATA 26
Page 59/ 95
V2621
ACOS v1.6
ATA 26
Ionisation type smoke detectors description
Page 60/ 95
V2622
ACOS v1.6
ATA 26
Page 61/ 95
V2622
ACOS v1.6
ATA 26
V2622
Page 62/ 95
ACOS v1.6
ATA 26
Page 63/ 95
The smoke detection system comprises two ionisation type smoke detectors:
one detector on toilets air extraction duct,

one detector in electronics rack air extraction system.
The smoke detection casing comprises:
1 measuring chamber with a perforated housing enabling passage of air inside the cell,
1 High Impedance Resistor,
1 electronic circuit,
1 automatic temperature compensation circuit associated with a thermometric sensor enabling test to be perfomed.
V2622
ACOS v1.6
ATA 26
Ionisation type smoke detectors operation
Page 64/ 95
In the measuring chamber, an electrical field is created between electrodes E1 and E2 by means of a power supply. The air between the electrodes is
ionized by means of a radio-active source. The ions (negatively or positively charged gas molecules) move torward the corresponding electrode with a
speed relative to molecule width and electrical field intensity.
When particles in suspension, resulting of fire, penetrate the measuring chamber, the ions which associate with the particles become heavy (to 1,000
times heavier). Their displacement speed is reduced which decreases the ionization current and then increases the electrical resistor of the measuring
chamber.
In case of fan failure, following cautions are activated:

V2623
ACOS v1.6
ATA 26
Page 65/ 95
V2623
ACOS v1.6
ATA 26
Extraction fans description
Page 66/ 95
V2624
ACOS v1.6
ATA 26
Page 67/ 95
Extraction fans, mounted on air extraction system of the lavatories and the aft cargo, have a 40 mm diametre.
They are supplied with 115 VAC 400Hz.
V2624
ACOS v1.6
ATA 26
Smoke detection fan control unit description
Page 68/ 95
V2625
ACOS v1.6
ATA 26
Page 69/ 95
The fan control unit supplied by circuit breakers 154WA and 166WA controls alternate operation of the air extraction fans 170WA and 172WA.
This alternate operation is controlled by a "flip-flop" relay which operates the fan not previously in service, after each system energization.
V2625
ACOS v1.6
ATA 26
Compartment fire extinguishing description
Page 70/ 95
Compartment fire extinguishing system is designed in order to ensure extinguishing for:
cockpit, cabin and each cargo compartment,

toilets waste bin.
Aft cargo compartment extinguishing system Fire extinguishing system is installed on the ceiling of the cargo compartment and includes two diffusers.
This system serves to diffuse the extinguishing agent in the entire cargo compartment when loaded to the maximum.
If cargo loading permits, direct fire extinguishing may be carried out without use of the line extension installed on the ceiling.
V2627
ACOS v1.6
ATA 26
Page 71/ 95
Lavatory compartment extinguishing system An automatic fire extinguisher is installed above the lavatory dust bin.
Avionics compartment extinguishing system Direct fire extinguishing is done with a portable fire extinguisher.
Portable extinguishers are fixed by means of quick attach / detach fasteners. A placard on each extinguisher gives the instructions for use, manufacturing
date, expiration date and weight of the bottle.
V2627
ACOS v1.6
ATA 26
Compartment fire extinguishing operation
Page 72/ 95
The aft cargo compartment fire extinguishing procedure consists in connecting portable fire extinguisher to extinguishing system orifice. This orifice is
located above cabin attendant seat.
Note: if cargo loading permits, direct fire extinguishing may be carried out. Please click on the portable fire extinguishing bottle to discharge it.
Extinguishing agent is released in the cargo compartment by two diffusers.

FWD and ELEC fire extinguishing system The portable fire extinguishers (HALON and WATER type extinguishers) are operated by removing the safety
pin and pressing the handle.
Spraying may be interrupted by pulling up the handle and installing the safety pin until the next use.
V2631
ACOS v1.6
ATA 26
Page 73/ 95
V2631
ACOS v1.6
ATA 26
Cabin and cockpit halon portable extinguishers description
Page 74/ 95
V2628
ACOS v1.6
ATA 26
Page 75/ 95
V2628
ACOS v1.6
ATA 26
V2628
Page 76/ 95
ACOS v1.6
ATA 26
Page 77/ 95
The portable fire extinguishers are installed by means of quick fasteners. The extinguishers are Halon type with a manometre indicating the pressure of
the nitrogen cartridge.
Certain Halon type extinguishers are equipped with a flexible duct. Each bottle contains Halon 1211 (CF2 CL Br) pressurized with nitrogen.
A placard on each extinguisher gives the instructions for use, manufacturing date, expiration date and weight of the bottle.
The portable fire extinguisher is operated by removing the safety pin and pressing the handle, which has for effect to open the valve and spray the
extinguishing agent. Spraying may be interrupted by pulling up the handle and installing the safety pin until the next use.
For the Halon extinguishers, the pressure gage indicates the quantity of agent left into the bottle. If the pointer is in the red range, the bottle must be
changed.
Note: whenever possible, inform the appropriate service when an extinguisher has been used, so that an inspection can be carried out.
V2628
ACOS v1.6
ATA 26
Cabin and cockpit water portable extinguisher description
Page 78/ 95
V2629
ACOS v1.6
ATA 26
Page 79/ 95
The portable fire extinguisher is installed by means of quick fasteners. The Water type extinguisher is fitted without manometre.
A placard on each extinguisher gives the instructions for use, manufacturing date, expiration date and weight of the bottle.
The portable fire extinguisher is operated by removing the safety pin and pressing the handle, which has for effect to open the valve and spray the
extinguishing agent. Spraying may be interrupted by pulling up the handle and installing the safety pin until the next use.
V2629
ACOS v1.6
ATA 26
Toilet dust bin bottle description
Page 80/ 95
V2630
ACOS v1.6
ATA 26
Page 81/ 95
In case of fire in the lavatory dustbin, a halon fire extinguisher is installed above the bin.
The fire extinguisher is activated automatically when a heat source in the region of 77C (170F) is detected.
The extinguishing agent is discharged into the dustbin via two tubes equipped with a valve at the end.
V2630
ACOS v1.6
ATA 26
Engine nacelle protection description
Page 82/ 95
The overheat detection system monitors RH nacelle temperature on ground, with engine running (with propeller brake engaged or disengaged).
Overheat sensor is located only in the nacelle below the exhaust pipes.
Nacelle overheat detection signal is sent to the Nacelle Overheat Detection Control Unit. This system is inhibited in flight.
V2632
ACOS v1.6
ATA 26
Engine nacelle protection operation
Page 83/ 95
The electrical circuit of the overheat detection system is in standby position.
Aircraft is on ground
Engine 2 is running (CL not in fuel S/O position).
Note :Engine nacelle overheat system is activated 30s after landing to avoid transient warning during reverse operation.
When the thermal switch detects a temperature > 170C, the warning circuit is activated.
Continuous Repetitive Chime is activated

NAC OVHT red light illuminates on CAP
MASTER WARNING red light is flashing.
Note :Overheat detection system is installed on the RH engine only to prevent Hotel Mode operation with rear wind.
V2635
ACOS v1.6
ATA 26
Overheat sensor description
Page 84/ 95
V2633
ACOS v1.6
ATA 26
Page 85/ 95
Nacelle overheat is detected by a sensor located in the right engine nacelle only.
Overheat signal is sent to the Detection Control Unit located in the flight compartment. When the right nacelle temperature reaches 170 +/- 5, NAC OVHT
light located on Crew Alerting Panel comes on.
Note :On wheel touch down, a 30 seconds time delay (monitored by MFCs internal logic) inhibits "NAC OVHT" warning. This time delay avoids spurious
warnings.
V2633
ACOS v1.6
ATA 26
Nacelle control unit description
Page 86/ 95
V2634
ACOS v1.6
ATA 26
Page 87/ 95
Nacelle overheat control unit is located on the RH electronic rack (shelf 94VU)
The control unit is supplied with 28VDC from BUS 2.
V2634
ACOS v1.6
ATA 26
Fire panel system controls and indicators
Page 88/ 95
V2636
ACOS v1.6
ATA 26
Page 89/ 95
<1> AGENT 1 / 2
DISCH amber light:bottle depressurized. O pposite agent DISCH light will also illuminate on other fire panel.
SQUIB white light armed when fire handle is pulled. Pressing squib pb discharges bottle (DC EMER / HOT MAIN BAT).
<2> Loop A / B
Fault amber light: Loop unserviceable signal g enerated by fire detection control unit. Inhibits fire signal until turned off. Loop illuminates on CAP (DC
EMER).
OFF white light: takes related loop off parallel circuit. Allows other loop to activate fire signal.
<3> Selector switch
First test (up position): Continuous Repetitive Chime, and Master Warning activated, CAP illuminates. Fuel S/O red light illuminates on CL (if out of
Fuel S/O position).
Fault test (down position): Single Chime and Master Caution activated, CAP illuminates. Loop fault amber lights illuminate on pushbutton.
<4> SQUIB test
Electrical test of bottle squibs.
<5> ENG 1 / 2 FIRE HANDLE
When fire handle is pulled (squibs armed lights llumination):

- PROP: Feather
- FUEL: LP valve is closed
- AIR: Bleed and HP valve are closed
- DE-ICE: DE-ice and Shut-off valve are closed
- ELEC: DC and ACW gen are disconnected
V2636
ACOS v1.6
ATA 26
Compt smoke system controls and indicators
Page 90/ 95
<1> SMK TEST
Tests all four smoke detectors (elec, fwd, aft smoke red alarm in CAP).
Stops extract fan (FAULT on EXHAUST MODE). To restart extract fan it is necessary to reset EXHAUST pushbutton.
<2> AFT COMP / LAV DET FANS
FAULT amber light: fan inoperation. AIR illuminates on CAP.

ALTN white light: activates altn fan.
V2637
ACOS v1.6
ATA 26
FDCU test
Page 91/ 95
FDCU test
Fire Detection Control Unit incorporates a BITE test (Built In Test Equipment test).
FDCU BITE test permits engine fire protection system failures to be localised.
V2643
ACOS v1.6
ATA 26
V2643
FDCU test
Page 92/ 95
ACOS v1.6
FDCU test
ATA 26
2 amber lights and 1 BITE switch with 3 positions permit the testing functions of the FDCU.
Please set BITE switch to POS 3 to confirm loop fault diagnosis.
Page 93/ 95
BITE instructions are displayed on the front face of the FDCU.

When a loop failure is sensed, the BITE switch permits the failure on the control unit or sensing elements to be identified.
Note: BITE indicators are taken into account only when flight compartment confirms a failure condition.
3 positions are available with the BITE switch.
Loop A is fault on overhead panel. Please set BITE switch to POS 1 to test LOOP A.
LOOP A light does not illuminate. FDCU must not be replaced. Loop A short circuit is detected.
Note: if LOOP A light illuminates:
FDCU must be replaced.
Loop A short circuit is not detected.

LOOP A light illuminates. FDCU must not be replaced. Loop A short circuit is detected.
Note: if LOOP A light does not illuminate:
FDCU must be replaced.
Loop A short circuit is not detected.
V2643
ACOS v1.6
Summary
ATA 26
Page 94/ 95
ATA 26 FIRE PROTECTION
V2643
General description
Features
14
15
16
20
22
24
28
29
32
34
36
40
44
46
54
58
60
64
66
ACOS v1.6
Summary
ATA 26
V2643
Page 95/ 95
68
70
72
74
78
80
82
83
84
86
88
90
FDCU test
91
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 27 FLIGHT CONTROL

ATA 27
General description
Page 2/ 285
General description
V2701
ACOS v1.6
ATA 27
General description
Page 3/ 285
Control of the aircraft is achieved on the three axes by primary flight controls and secondary flight controls.
Roll, pitch and yaw control are the primary flight controls:
Roll control is performed on each wing by one aileron, with a spring tab, and one spoiler,
Pitch control is performed by two elevators with their balance tabs,
Yaw control is performed by the rudder and its spring tab,
Flaps are provided on each wing. They are the secondary flight controls.
The ailerons, elevators and rudder are mechanically actuated.
The spoilers and flaps are hydraulically operated, using the blue hydraulic circuit.
A gust lock system protects roll and pitch controls on the ground.
Auto pilot inputs drive ailerons, elevators and rudder. They can be overridden by the pilot.
V2701
ACOS v1.6
ATA 27
Cockpit panels location
Page 4/ 285
V2702
ACOS v1.6
ATA 27
V2702
Page 5/ 285
ACOS v1.6
ATA 27
Interfaces
Page 6/ 285
Interfaces
V2703
ACOS v1.6
ATA 27
Features
Page 7/ 285
Features
V2704
ACOS v1.6
ATA 27
V2704
Features
Page 8/ 285
ACOS v1.6
ATA 27
V2704
Features
Page 9/ 285
ACOS v1.6
ATA 27
V2704
Features
Page 10/ 285
ACOS v1.6
ATA 27
V2704
Features
Page 11/ 285
ACOS v1.6
ATA 27
V2704
Features
Page 12/ 285
ACOS v1.6
ATA 27
V2704
Features
Page 13/ 285
ACOS v1.6
ATA 27
Safety precautions
Page 14/ 285
Safety precautions
V2705
ACOS v1.6
ATA 27
Roll control: aileron & tab description
Page 15/ 285
Roll control is performed by two ailerons, each equipped with a spring tab, and two roll spoilers.
The control wheels mechanically drive both ailerons.
The spring tab provides a flexible compensation with automatically increases with the aerodynamic loads applied on the ailerons, thus ensuring a
reduction of the pilot's efforts.
The left aileron tab is also used for aileron trim.

The roll spoilers are installed on the upper surface of the wing. The control wheels operate the roll spoilers through the hydraulic valve blocks.
V2706
ACOS v1.6
ATA 27
Aileron & tab operation and cockpit controls & indicators
Page 16/ 285
Aircraft is on the ground. No airload is applied on the flight surfaces. Ailerons and spring tabs are in line and the control wheels are in the neutral position.
The trim operation is available only on the left aileron.
The pilot deflects the control wheels on the left. Control surface is free to rotate, no force is applied on the spring which keeps the same length. Note that
the aileron and spring tab stay in line.
The pilot continues to deflect the control wheels on the left. Due to the mechanical stop, the spring is compressed and therefore the spring tab travels in
the opposite way of the surface.
V2720
ACOS v1.6
ATA 27
Page 17/ 285
V2720
ACOS v1.6
ATA 27
V2720
Page 18/ 285
ACOS v1.6
ATA 27
Page 19/ 285
Aircraft is in flight with no aerodynamic load. Control wheels are in the neutral position. The trim operation is available only on the left aileron.
The pilot deflects the control wheels to the left.
Firstly, due to the pilot input, the control surface and spring tab begin to move in line.
Secondly, as surface deflection increases, the airload on the surface also increases. The spring is compressed and the spring tab deflects in the
opposite way to the control surface.
A compensating moment is generated which assists the pilot. At initial pilot input, he feels the sum of the spring load plus the aerodynamic load of the
control surfaces.
When the control wheels are held in position, the pilot feels the airload of the control surface, minus the spring tab compensation. Spring tab provides
flexible compensation to reduce pilot effort. The aircraft is then lighter to handle at high speed.
V2720
ACOS v1.6
ATA 27
Page 20/ 285
The trim actuator is fitted on the left aileron. It allows movement of the spring attachment point on the aileron so that the spring tab neutral position can
change.
By pressing both roll trim control switches to the left, the trim actuator motor drives and its output shafts begin to move the spring-linked attachment.
Consequently, the spring tab deflects according to the roll trim control switches input.
Because of the mechanical linkage, the control wheels follow the spring tab movement. Note that the spring tab deflection scale is small.
Due to the position transmitters, the left tab deflection is indicated on the left upper part of the trim position indicator, in the flight compartment.
Note : Trim authority will not generate more than 10 daN on the control wheels, regardless of air speed.
V2720
ACOS v1.6
ATA 27
Cockpit location
Page 21/ 285
Cockpit location
V2707
ACOS v1.6
ATA 27
Mechanical control description
Page 22/ 285
Both control wheels are connected by a torque tube (interconnection tube) and linked to a cable tension regulator located below the cockpit floor. This is
called the primary loop.
By means of cables, a secondary loop links the cable tension regulator to the aft quadrant located in the wing.
The aft quadrant is linked to ailerons by means of several push-pull rods.
V2708
ACOS v1.6
ATA 27
Page 23/ 285
V2708
ACOS v1.6
ATA 27
Control wheel & cable tension regulator
Page 24/ 285
V2709
ACOS v1.6
ATA 27
Page 25/ 285
V2709
ACOS v1.6
ATA 27
V2709
Page 26/ 285
ACOS v1.6
ATA 27
Page 27/ 285
The control wheels are located in the cockpit.

The cable tension regulator is located under the cockpit floor.
One control wheel is provided to the captain and is identical to the first officer's. Both are linked by the torque tube located underfloor.
Control wheel travel is limited by two stops adjusted at 107 with respect to its vertical axis on both sides. The rotation of the wheel is limited by two bump
stop screws installed in the column.
The movements of the two control wheels are transmitted through the torque tube, to the tension regulator quadrant.
Its function is to transmit the movement to the aft quadrant. It also maintains the cable tension between 20 and 25 daN for all temperatures encountered
during flight or on the ground.
To check that the regulator is correctly compensating for ambient temperature, a pointer is attached to one quadrant and a calibrated scale on the other
quadrant.
V2709
ACOS v1.6
ATA 27
Aft quadrant & AP actuator
Page 28/ 285
The aft quadrant lower part is located in the wing, in the pressurized area.
The AP actuator is connected to the aft quadrant upper part.
V2710
ACOS v1.6
ATA 27
Page 29/ 285
The aft quadrant is fixed in the pressurized area. It receives movement of the cables from the control wheels.
The aft quadrant upper part is connected to the RH crank (unpressurized area).
V2710
ACOS v1.6
ATA 27
Page 30/ 285
The AP roll actuator is connected to the quadrant by means of a cable.

The AP roll actuator is a permanent magnet type DC actuator composed of three sections:
a tachometer generator block,

a reduction gear block,
a solenoid-operated electric clutch block. Supplied with 28 VDC, this clutch block connects motor and cable drum.
V2710
ACOS v1.6
ATA 27
Page 31/ 285
V2710
ACOS v1.6
ATA 27
Aileron control
Page 32/ 285
Aileron control
V2711
ACOS v1.6
ATA 27
Aileron control
Page 33/ 285
The right and left bellcranks are connected to push-pull rods which drive ailerons. Each connection between the rods is maintened by pendular cranks.
V2711
ACOS v1.6
ATA 27
Aileron control
Page 34/ 285
The final push-pull rods actuate each aileron fixed bellcrank through the input lever.
Each aileron deflection is limited by one upper and one lower adjustable aileron stop.
V2711
ACOS v1.6
Aileron control
ATA 27
Page 35/ 285
The aileron is balanced through counterweights installed on the structure inside the anti-icing horn area, the surface of which is composed of nickel.
Three hinges are installed on the front spar of the aileron box-type structure:
the inner hinge,

the center hinge, ensuring control rod connection,
and the outer hinge.
Five static dischargers installed on the trailing edge ensure static electricity flow by corona effect.
V2711
ACOS v1.6
ATA 27
Aileron control
Page 36/ 285
The aircraft is provided with winglets on the wing tips. The winglets improve wing efficiency.
V2711
ACOS v1.6
ATA 27
Aileron trim & tab and indicating description
Page 37/ 285
Each aileron is equipped with a spring tab. This provides a flexible compensation which automatically increases with the aerodynamic loads applied on the
ailerons, reducing the effort necessary to their command.
An electrical trim actuator is installed on the left aileron and actuates the tab.
There are 2 position transmitters, one on each aileron.
V2712
ACOS v1.6
ATA 27
Aileron tab
Page 38/ 285
Aileron tab
V2713
ACOS v1.6
ATA 27
Aileron tab
Page 39/ 285
The right and left aileron spring tab are integral with a bellcrank, the end of which is held by a rod hinged on a fixed section of the wing.
All spring tab control linkages are of failsafe construction so that the spring tab can be controlled in the normal way in the event of a failure of a single
component.
The spring tab operates mechanically. Its deflection rate with respect to the aileron varies in proportion to aerodynamic resistance to aileron deflection.
V2713
ACOS v1.6
ATA 27
Aileron trim control and actuation description
Page 40/ 285
V2714
ACOS v1.6
ATA 27
Page 41/ 285
Aileron trim is performed by varying the neutral position setting of the left aileron spring tab with respect to the aileron.
Electrically controlled tab deflection supplements spring tab deflection.
The aileron trim control switch includes two rockers which are operated simultaneously. As a safety device, action on both rockers is required to drive the
trim actuator.
V2714
ACOS v1.6
ATA 27
V2714
Page 42/ 285
ACOS v1.6
ATA 27
Page 43/ 285
All trim actuators are interchangeable and comprise:
a dual electrical motor wired with two independent circuits. Note : only one motor coil is used for aileron and rudder trim,
a reduction gear,
two screw-type output shafts,
two end-of-travel microswitches, one for fully retracted and the other for fully extended,
a position transmitter for cockpit indication.
The motor is of the permanent magnet type with two separate windings. Upon energization (28 VDC) of one winding, the motor rotates at a constant
speed specific to this winding.
The screw-type output shafts ensure that trim is irreversible.

The position transmitter sends a synchro signal to the trim position indicator.
A desiccant cartridge in the actuator absorbs any internal humidity. A window in the actuator allows visual inspection of the product color.
V2714
ACOS v1.6
ATA 27
Aileron trim tab position indicator description
Page 44/ 285
V2716
ACOS v1.6
ATA 27
Page 45/ 285
The aileron trim tab position indicator is located on the front panel.
Deflection values of the left aileron tab, commanded by the trim, are indicated in the flight compartment on the upper left part of the trim position indicator.
Roll scales are graduated in fraction of the total authority.
Indications are computed from signals sent by the trim actuator position transmitter.
V2716
ACOS v1.6
ATA 27
Aileron position transmitters description
Page 46/ 285
V2718
ACOS v1.6
ATA 27
Page 47/ 285
There are 2 aileron position transmitters, one on each aileron.

The aileron position transmitter is linked by a rod to the aileron control left bellcrank at the fuselage-to-wing junction.
The position of each aileron (left and right) is also mesured by a position transmitter. It is directly linked by a rod to the associated aileron.
V2718
ACOS v1.6
ATA 27
Spoilers description
Page 48/ 285
The roll spoilers, one on each upper surface wing, improve roll control. They are actuated by the blue hydraulic system.
The roll spoilers begin to deflect as the associated aileron up - deflection exceeds 2.5. Their deployment is regulated by their associated hydraulic Spoiler
Block Valve (SBV).
V2721
ACOS v1.6
ATA 27
Page 49/ 285
After the junction bellcranks, the system components are:
a rod,
an input detent lever on the valve block,
a Spoiler Block Valve (SBV),
a hydraulic actuator supplied from the SBV by hydraulic pipes,
a spoiler position feedback linkage connecting the spoiler to the valve block.
V2721
ACOS v1.6
ATA 27
Spoiler mechanical & hydraulic operation and cockpit controls & indicators
Page 50/ 285
V2726
ACOS v1.6
ATA 27
Page 51/ 285
The control wheels are in the neutral position. The smaller actuator chamber (A) is under the Blue hydraulic pressure.
Hydraulic pressure in the big chamber is controlled by the SBV by means of the rotary selector, and by the spoiler feedback linkage according to the
position commanded.
If the control wheel selected position corresponds to the spoiler position, the actuator big chamber pressure is locked.
In the example shown, the pilot deflects the control wheels on the right, so the right spoiler has to extend. Displacement of the detent input lever causes
rotation of the input shaft in the SBV.
When input shaft rotation exceeds mechanism dead play, the extension command is transmitted to the rotary selector which allows pressure to both
actuator chambers. Note that the dead play ensures spoiler beginning deflection as from 2.5 of aileron deflection.
As the A piston section is smaller than the B piston section, the spoiler opens. The proximity switch detects the spoiler extension and sends a signal and
the associated spoiler extended indicator light illuminates.
The pilot holds the control wheels in their position. Due to the feedback position unit, the rotation of the middle annular valve causes the closure of the
hydraulic selector valve. Consequently, the spoiler is hydraulically locked to the control wheel position.
The pilot deflects the control wheels to the neutral position. It causes the SBV input shaft and thus the mechanism dead play to return to their neutral
position. The spring return system allows the rotary selector valve to return to its neutral position.
Because of the current position of the middle annular valve, the big chamber hydraulic fluid is returned to the reservoir. The small chamber is under the
Blue pressure and the actuator retracts the spoiler, until the control wheel selected position is reached. The spoiler is then hydraulically locked.
When the spoiler is retracted, the proximity switch sends a signal and the associated spoiler extended indicator light extinguishes.
V2726
ACOS v1.6
ATA 27
Page 52/ 285
position commanded.
In the example shown, the pilot deflects the control wheels on the left, so the right spoiler have not to extend.
Displacement of the detent input lever causes the input shaft rotation in the SBV. When input shaft rotation exceeds mechanism dead play, the extension
command is transmitted to the rotary selector which allows pressure in big chamber actuator to connect the return hydraulic line.
As the actuator is adjusted so that it is against the retracted stop with aileron in neutral position, the right spoiler cannot move.
V2726
ACOS v1.6
ATA 27
Page 53/ 285
V2726
ACOS v1.6
ATA 27
V2726
Page 54/ 285
ACOS v1.6
ATA 27
Page 55/ 285
position commanded.
In the example shown, the pilot deflects the control wheels on the right, so the right spoiler has to extend. Displacement of the detent input lever causes
rotation of the input shaft in the SBV.
When input shaft rotation exceeds mechanism dead play, the extension command is transmitted to the rotary selector which allows pressure to both
actuator chambers. Note that the dead play ensures spoiler beginning deflection as from 2.5 of aileron deflection.
As the A piston section is smaller than the B piston section, the spoiler opens. The proximity switch detects the spoiler extension and sends a signal and
the associated spoiler extended indicator light illuminates.
The pilot holds the control wheels in their position. Due to the feedback position unit, the rotation of the middle annular valve causes the closure of the
hydraulic selector valve. Consequently, the spoiler is hydraulically locked to the control wheel position.
The pilot deflects the control wheels to the neutral position. It causes the SBV input shaft and thus the mechanism dead play to return to their neutral
position. The spring return system allows the rotary selector valve to return to its neutral position.
Because of the current position of the middle annular valve, the big chamber hydraulic fluid is returned to the reservoir. The small chamber is under the
Blue pressure and the actuator retracts the spoiler, until the control wheel selected position is reached. The spoiler is then hydraulically locked.
When the spoiler is retracted, the proximity switch sends a signal and the associated spoiler extended indicator light extinguishes.
In the example shown, the pilot deflects the control wheels on the left, so the right spoiler have not to extend.
Displacement of the detent input lever causes the input shaft rotation in the SBV. When input shaft rotation exceeds mechanism dead play, the extension
command is transmitted to the rotary selector which allows pressure in big chamber actuator to connect the return hydraulic line.
As the actuator is adjusted so that it is against the retracted stop with aileron in neutral position, the right spoiler cannot move.
V2726
ACOS v1.6
ATA 27
Spoiler block valve description
Page 56/ 285
V2722
ACOS v1.6
ATA 27
Page 57/ 285
Each Spoiler Block Valve (SBV) is installed close to its associated spoiler actuator, underneath the spoiler surface.
Each is linked to the push-pull rods of the roll mechanical control.
The Spoiler Block Valves (SBV's) are identical. They comprise an input lever following the aileron position and a position feedback shaft linked to the
spoiler. The input levers can be fitted on either end of each axle, so that the right and left SBV are identical and interchangeable.
In case of spoiler jamming, the detent input lever provides an automatic disconnection. The base of the detent input lever has four notches which bear on
four hub lugs by means of a spring.
The position feedback lever ensures slaving of the spoiler position according to input lever position.
V2722
ACOS v1.6
ATA 27
Spoiler
Page 58/ 285
Spoiler
V2724
ACOS v1.6
ATA 27
Spoiler
Page 59/ 285
Spoilers are provided on each side on the upper surface wing.

Each roll spoiler deploys proportionally to aileron deflection. They are hydraulically powered by the blue hydraulic system and the command orders are
mechanical.
The three hinges are fitted on the spoiler and are attached to the wing rear bulkhead.
Spoiler deflection is initiated for 2.5 aileron deflection and is limited by an internal stop at 57.
V2724
ACOS v1.6
ATA 27
Pipes, hydraulic actuator and proximity switches
Page 60/ 285
V2725
ACOS v1.6
ATA 27
Page 61/ 285
The hydraulic pipes are fixed on the rear spar from the SBV's to the spoiler actuators.
They are mounted in such a way not to be subject to wing deformation or dilatation. At the actuators level, lyre pipes are used.
V2725
ACOS v1.6
ATA 27
Page 62/ 285
The spoiler actuators are a differential cross section type.

They are composed of:
a body connected to the structure by means of an end fitting equipped with a spherical bearing,
two hydraulic line unions for connection to the SBV by means of the hydraulic pipes.
V2725
ACOS v1.6
ATA 27
Page 63/ 285
Spoiler proximity switches supply spoiler extension indicator lights on the overhead panel and send a signal "spoiler extended" to the AP.
Each indicator light is illuminated when the relevant spoiler is not retracted.
V2725
ACOS v1.6
Yaw control: rudder & tab description
ATA 27
Page 64/ 285
Yaw control is performed by a rudder which includes a spring trim tab.

The pedals mechanically drive the rudder.
A Travel Limitation Unit (TLU) installed on the rear quadrant area reduces rudder deflection at high speed.
A releasable centering unit installed on the rudder input shaft stabilizes the rudder when no force is applied on the pedals.
The RCU is centered each time trim is used or yaw damper is engaged. One of the final checks before take-off is to center both pedals and the RCU.
The trim function is performed by offsetting the spring tab zero position. The rudder trim tab deflection value is indicated in the flight compartment.
V2727
ACOS v1.6
ATA 27
Rudder & spring tab operation and cockpit control & indicator
Page 65/ 285
Aircraft is on ground and no airload is applied on the flight surfaces. The pedals are in the neutral position. The rudder and spring tab are in line and no
trim command is applied.
The pilot command acts directly on the spring tab and, through the spring on the rudder itself.
In the example shown, the pilot pushes the pedals on the right, so the rudder also has to deflect on the right.
Without airload on the surface, when the pedals are moved to full deflection, the spring tab stays in line with the rudder until the rudder reaches its stops.
When rudder reaches full deflection, the spring is compressed and the spring tab moves in the opposite way.
V2746
ACOS v1.6
ATA 27
Page 66/ 285
Aircraft is in flight and airload is applied on the flight surfaces. The pedals are in the neutral position. The rudder and spring tab are in line and no trim
command is applied.
The spring tab provides flexible compensation which automatically increases with the aerodynamic loads applied on the rudder, thus ensuring a reduction
of the pilot's effort. The pilot command acts directly on the spring tab and, through the spring on the rudder itself.
In the example shown, the pilot pushes the pedals on the right, so the rudder also has to deflect on the right.
With airload on the surface, as rudder deflection increases, airload on the surface also increases. The spring is compressed and the spring tab deflects in
the opposite way of the control surface which generates a compensating moment.
Note that spring travel increases with air speed.

V2746
ACOS v1.6
ATA 27
Page 67/ 285
V2746
ACOS v1.6
ATA 27
V2746
Page 68/ 285
ACOS v1.6
ATA 27
Page 69/ 285
The trim actuator allows movement of the neutral position setting of the spring tab with respect to the rudder.
By moving both yaw trim control levers on the right, the trim actuator motor commands its output shafts clockwise (or counterclockwise). At the same time,
the supply circuit of the Releasable Centering Unit (RCU) is closed. The RCU is then declutched and so the spring tab and the rudder can deflect
according to the yaw trim control switches input.
Because of the mechanical linkage, the pedals follow the spring tab and rudder movements. Note that the spring tab deflection scale, and consequently
that of the rudder, are small.
The spring tab deflection is indicated, from signals sent by the trim actuator position transmitters, on the lower left part of the trim position indicator, in the
flight compartment.
After release of the levers, they are returned to the stable neutral position by springs, causing the actuator motor to stop immediately.
The Releasable Centering Unit (RCU) is no longer supplied. The brake engages and the pre-strained spring maintains the rudder at the new centered
position.
V2746
ACOS v1.6
ATA 27
Page 70/ 285
In the example shown, YD is engaged, so the YD actuator commands the yaw control linkage by moving the rear quadrant. The rudder and spring tab
deflections principle remains the same as manual control in flight or on ground.
When the YD actuator moves, the supply circuit of the Releasable Centering Unit (RCU) is closed. The RCU is then declutched as long as the YD function
is engaged; so the spring tab and the rudder can deflect freely.
When the YD function is not engaged, the RCU is no longer supplied. The brake engages and the pre-strained spring maintains the rudder at the new
centered position.
V2746
ACOS v1.6
ATA 27
Page 71/ 285
Rudder control is performed by the captain's and first officer's pedals. They are linked by rods located under flight compartment. The neutral position of
each pedal assembly is adjustable by means of a handle.
The pedals are linked to a force detector rod which produces movement to the forward quadrant.
A cable loop runs through the fuselage to the tail cone and connects the forward and aft quadrants. The tension of the cable is not regulated but adjusted
by turnbuckles. The aft quadrant is connected to the rudder control rod.
V2729
ACOS v1.6
ATA 27
Page 72/ 285
The rudder control mechanism is provided with:
a Releasable Centering Unit (RCU) which transmits to the linkage a constant centering movement toward the controlled trimmed position,
a Travel Limiter Unit (TLU) which limits rudder travel at high speed,
and a rudder damper which limits rudder travel speed and excessive movement generated by gusts on ground.
A trim actuator and a spring tab are mounted inside the rudder.
V2729
ACOS v1.6
ATA 27
Page 73/ 285
V2729
ACOS v1.6
ATA 27
Pedals and force detector rod
Page 74/ 285
V2730
ACOS v1.6
ATA 27
Page 75/ 285
Both pedals operate the rudder mechanically. The Captain and First Officer each have one identical pedal set.
The linkage is composed of interconnection rods between the two pedal sets. These rods synchronise the movement of both pedals sets.
V2730
ACOS v1.6
ATA 27
Page 76/ 285
The neutral position of each pedal assembly is adjustable from a handle installed under the front panel.
V2730
ACOS v1.6
ATA 27
Page 77/ 285
The left pedal set is connected to a force detector rod (or dynamometric rod), which links to the forward quadrant.
When the pilot pushes one pedal, this drives the force detector rod, and the rudder forward quadrant.
The force detector rod includes a microswitch which changes state when a 30 daN load is applied to the pedal. This causes the yaw damper function (and
consequently the autopilot) to disengage.
V2730
ACOS v1.6
ATA 27
Forward & rear quadrants and linkage components
Page 78/ 285
V2731
ACOS v1.6
ATA 27
Page 79/ 285
The rudder forward quadrant transmits the linear movement from the pedals assemblies to the ruder cable loop.
This cable loop is not tension regulated.
V2731
ACOS v1.6
ATA 27
Page 80/ 285
The cable loop runs beneath the flight compartment floor. After a first set of pulleys, the cable runs upward through structural protections at the rear of the
electric racks.
After a second set of pulleys, the cable runs rearward in the cargo and cabin ceiling.
Turnbuckles are installed on the cables to permit length and tension adjustment.
V2731
ACOS v1.6
ATA 27
Page 81/ 285
Cables guides protect the cables from vibration and interference with other systems.
Pressure seals permit the cables to pass through the rear pressurized bulkhead.
The pressure seals are made of two halves enabling easy replacement without cable removal.
The rudder rear quadrant receives the linear movement from the cable loop and transmits it to the rudder control rod. It is connected to the rudder
bellcrank by a push-pull rod.
V2731
ACOS v1.6
ATA 27
Spring tab mechanism
Page 82/ 285
V2732
ACOS v1.6
ATA 27
Page 83/ 285
The spring tab mechanism is located in the bottom part of the rudder.
The spring tab provides flexible compensation which automatically increases with aerodynamic loads applied on the rudder, thus ensuring a reduction of
the pilot's effort.
The spring tab is made of a failsafe four-leaf spring.

The pilot command acts directly on the rudder tab and, through the spring tab, on the rudder itself.
V2732
ACOS v1.6
ATA 27
Releasable centering unit description
Page 84/ 285
V2733
ACOS v1.6
ATA 27
Page 85/ 285
The Releasable Centering Unit (RCU) stabilizes the rudder position when no action is applied on the pedals.
This device is automatically centered on the linkage position every time a trim control command is applied, and is inhibited when the yaw damper is active.
It comprises:
an input lever mechanically linked to the rudder,

a set of springs which return the input lever to its central position,
and an electromagnetic brake which, when energized, releases the springs support.
V2733
ACOS v1.6
ATA 27
Page 86/ 285
The electromagnetic brake system includes:
a brake coil made up of a wire-wound solenoid supplied by 28 VDC,

a deck, pushed against friction by six springs, secured to hub,
and a centrifugal damper comprising eight wipers distributed on the outer diameter hub.
V2733
ACOS v1.6
ATA 27
Page 87/ 285
V2733
ACOS v1.6
ATA 27
Trailing edge and rudder
Page 88/ 285
V2735
ACOS v1.6
ATA 27
Page 89/ 285
The rudder is hinged on the fin rear spar by means of three hinges.
It is statically and dynamically balanced, using weights, placed on the forward side of the tip.
The top of the rudder is anti-iced. The horn anti-icing is through an electrical heating element brazed to the inner surface of the horn.
Both rudder and tab include static dischargers ensuring static electricity flow by corona effect.
V2735
ACOS v1.6
ATA 27
Rudder damper
Page 90/ 285
Rudder damper
V2736
ACOS v1.6
ATA 27
Rudder damper
Page 91/ 285
V2736
ACOS v1.6
ATA 27
V2736
Rudder damper
Page 92/ 285
ACOS v1.6
Rudder damper
ATA 27
Page 93/ 285
The rudder damper is located in the fin and is linked to the rudder.
The rudder damper is a double-effect damper; damping is obtained by the transfer of oil via a flow regulator.
In flight, the rudder damper regulates rudder travel speed.
On ground, it limits excessive movement generated by gust and avoids damage to the structural stops.
The rudder damper consists of:
a body linked to the structure by a spherical bearing end fitting,
a piston rod/tail rod assembly connected to the control surface by a spherical bearing in an adjustable end fitting,
an anti-rotation pad on the damper body end fitting,
and a visual indicator to check the damper hydraulic fluid lever.
V2736
ACOS v1.6
ATA 27
Rudder trim & YD function and indicating description
Page 94/ 285
An electrical trim actuator is installed in the bottom part of the rudder. It modifies the neutral position of the spring tab. Rudder trim tab deflection is
indicated in the flight compartment.
The Yaw Damper (YD) provides yaw damping and turn coordination. To achieve these functions, an AP yaw actuator is connected to the rear quadrant.
Movement of the yaw trim control upper lever to the left or the lower lever to the right energizes the clutch of the Releasable Centering Unit (RCU). Trim
setting is then allowed and causes the mechanism to center on the new position linkage. An AP yaw command also disengage the RCU.
A position transmitter is installed in the fin and connected to the rudder.

V2737
ACOS v1.6
ATA 27
Page 95/ 285
V2737
ACOS v1.6
ATA 27
Trim tab
Page 96/ 285
Trim tab
V2738
ACOS v1.6
ATA 27
Trim tab
Page 97/ 285
In the lower section, the trailing edge accomodates a trim spring tab connected to the rudder structure by means of piano hinges.
The rudder trim tab includes balancing weights.
Rudder trim tab deflection is limited by two stops in the trim actuator. Trim tab deflection to either side of the rudder is approximately 16.
V2738
ACOS v1.6
ATA 27
Rudder trim control and actuation description
Page 98/ 285
V2739
ACOS v1.6
ATA 27
Page 99/ 285
Rudder trim is performed by varying the neutral position setting of the spring tab with respect to the rudder via an electrical actuator.
The rudder trim control switch includes two levers, which control the yaw trim actuator. For safety reasons, both levers must be moved and maintained in
the same direction (Nose LH or Nose RH) to energize the system and trim the aircraft.
V2739
ACOS v1.6
ATA 27
V2739
Page 100/ 285
ACOS v1.6
ATA 27
Page 101/ 285
a dual electrical motor wired with two independent circuits. Note that only one motor coil is used for aileron and rudder trim,
a reduction gear,
The motor has a permanent magnet with two separate windings. Upon energization (28 VDC) of one winding, the motor rotates at a constant speed
specific to this winding.

The position transmitter sends a syncro signal to the trim position indicator.
A desiccant cartridge in the actuator absorbs any internal humidity. A window in the actuator allows visual inspection of the product color.
V2739
ACOS v1.6
ATA 27
Rudder trim tab position indicator description
Page 102/ 285
V2741
ACOS v1.6
ATA 27
Page 103/ 285
The rudder trim tab position indicator is located on the front panel.
Deflection values of the rudder tab, commanded by the trim, are indicated in the flight compartment on the lower left part of the trim position indicator.
Yaw scales are graduated in fractions of trim motor displacement.
Indications are computed from signals sent by the trim actuator position transmitter.
V2741
ACOS v1.6
ATA 27
DFDR rudder position transmitter
Page 104/ 285
V2743
ACOS v1.6
ATA 27
Page 105/ 285
The rudder position transmitter is installed in the fin. It is linked by a rod and a lever to the rudder surface.
The position of the rudder is transmitted to the Flight Data Acquisition Unit (FDAU) then to the Digital Flight Data Recorder (DFDR) through a synchro
signal from the position transmitter.
V2743
ACOS v1.6
ATA 27
Yaw damper actuator description
Page 106/ 285
The Yaw Damper (YD) actuator (or Auto Pilot (AP) actuator) is connected to the rear rudder quadrant by means of a cable loop.
The YD function ensures yaw damping and turn coordination through the rudder control linkage using the Yaw Damper actuator.
The Yaw Damper actuator is installed in parallel on the flight controls. When the YD is engaged, the rudder pedals follow the YD commands.
Engagement of the YD disengages the Releasable Centering Unit (RCU).
V2744
ACOS v1.6
ATA 27
Page 107/ 285
The Yaw Damper (YD) actuator (or Auto Pilot (AP) actuator) is connected to the rear rudder quadrant by means of a cable loop.
The YD function ensures yaw damping and turn coordination through the rudder control linkage using the Yaw Damper actuator.
The Yaw Damper actuator is installed in parallel on the flight controls. When the YD is engaged, the rudder pedals follow the YD commands.
Engagement of the YD disengages the Releasable Centering Unit (RCU).
V2744
ACOS v1.6
ATA 27
TLU and indicating description
Page 108/ 285
The Travel Limitation Unit (TLU) limits pedals travel in order to prevent any damage to rudder structure when flying at high speed.
The TLU is a mechanical device.
The TLU has two states:
"full authority position" which allows non limited rudder deflection,

and "reduced authority position" which limits rudder deflection.
V2747
ACOS v1.6
ATA 27
Page 109/ 285
V2747
ACOS v1.6
ATA 27
V2747
Page 110/ 285
ACOS v1.6
ATA 27
Page 111/ 285
The Travel Limitation Unit (TLU) comprises:
a variable stop mechanism activated by an electrical actuator,

an automatic normal control circuit using air speed discrete signals delivered by the two ADCs (information VTLU),
The TLU automatic control is performed when reaching 185 Kts during an acceleration and when reaching 180 Kts during deceleration,
a normal control monitoring circuit performed by modules 1A and 2A of the Multi Function Computers (MFCs),
a manual stand-by control circuit from a 3-position protected switch, on panel 25VU, which enables manual setting of the TLU (high speed or low
speed) in case of ADC failure.
a FAULT indicator light on panel 25VU,
and a "LO SPD" indicator light on panel 404VU which, when illuminated, indicates that the TLU is in low speed configuration.
The TLU is designed with dual load transfer channels so that failure of a component does not entail the loss of travel limitation at high speed.
V2747
ACOS v1.6
ATA 27
P27B3
Page 112/ 285
ACOS v1.6
ATA 27
Page 113/ 285
The Travel Limitation Unit (TLU) comprises:
a variable stop mechanism activated by an electrical actuator,

an automatic normal control circuit using air speed discrete signals delivered by the two ADCs (information VTLU),
The TLU automatic control is performed when reaching 195 Kts during an acceleration and when reaching 190 Kts during deceleration,
a normal control monitoring circuit performed by modules 1A and 2A of the Multi Function Computers (MFCs),
a manual stand-by control circuit from a 3-position protected switch, on panel 25VU, which enables manual setting of the TLU (high speed or low
speed) in case of ADC failure.
a FAULT indicator light on panel 25VU,
and a "LO SPD" indicator light on panel 404VU which, when illuminated, indicates that the TLU is in low speed configuration.
The TLU is designed with dual load transfer channels so that failure of a component does not entail the loss of travel limitation at high speed.
P27B3
ACOS v1.6
ATA 27
TLU control and indicating
Page 114/ 285
V2749
ACOS v1.6
ATA 27
Page 115/ 285
The Travel Limiter Unit (TLU) comprises:
one electrical actuator, fitted with two output shafts, identical to those used for the aileron control trim, rudder control trim and elevator control trim,
a support secured on the aircraft structure,
two V-shaped hollow cams integral with the rudder rear quadrant shaft,
and two articulating levers, controlled by the actuator. Each lever is equipped with a roller which, when the actuator is retracted, positions itself into
the "V" groove or the corresponding cam.
In this position, the cam/roller assembly makes the stop limiting rudder deflection ("reduced authority position").
V2749
ACOS v1.6
ATA 27
Page 116/ 285
The electrical actuator includes two separate coils which enable two speeds of travel:
high speed coil corresponds to normal control,

and low speed coil corresponds to stand-by control.
The position transmitter inluded in the actuator is used for monitoring the normal control.
V2749
ACOS v1.6
ATA 27
Page 117/ 285
The two positions, "full authority" and "reduced authority", depend on the state of the electrical actuator.
TLU in "Full authority position"
The actuator extends and releases the rollers from the "V" cams. Rudder deflection is no longer limited.
TLU in "Reduced authority position"
The actuator retracts and engages the rollers into the "V" cams. Rudder deflection is then limited by the cam/roller artificial stops.
V2749
ACOS v1.6
ATA 27
Page 118/ 285
TLU to "Full authority position"
When aircraft speed decreases below the TLU activation threshold, the electrical actuator is energized and the TLU starts to extend.
The TLU LO SPD indication illuminates when the TLU reaches the extended position because of extension limit switch closure. This indicates to the crew
that the TLU is in "full authority position".
V2749
ACOS v1.6
ATA 27
Page 119/ 285
V2749
ACOS v1.6
ATA 27
TLU operation and cockpit control and indicator
Page 120/ 285
V2750
ACOS v1.6
ATA 27
Page 121/ 285
Aircraft is on ground. The TLU is normally in extended position.

The actuator extension limit switch is closed and the green "LO-SPD" light is illuminated.
As soon as Bus 2 is supplied, the TDC relay 19CY supplies the normal motor for 30 seconds, thus confirming the TLU extended position.
As soon as time elapsed, the 19CY TDC relay closes and the normal motor is no longer supplied.
Following take-off, as long as IAS is below 180 Kts, the TLU is still in "full authority position" and the green "LO-SPD" light remains illuminated.
Rudder travel is free to rotate.
Aircraft is in flight and speed is increasing. When IAS is above 185 Kts, and detected by both ADCs, the 13CY and 15CY relays are no longer energized.
The normal motor is supplied. The TLU actuator starts to retract.
When the actuator outputs shafts reach end-of-travel, the retraction limit switch closes. The normal motor is no longer supplied.
The extension limit switch opens and so the green "LO-SPD" light extinguishes.
Rudder travel is then limited.
Now, aircraft is in descent and its speed is decreasing. When IAS is below 180 Kts, and detected by any ADC, the 13CY and 15CY relays are grounded
and so energized.
The 19CY TDC relay is also energized, and the TLU actuator normal motor is supplied to extend.
Note : if both ADCs are available, ADC1 has priority over ADC2.
When the actuator output shafts reach end-of-travel, the extension limit microswitch closes and the green "LO-SPD" light illuminates.
The rudder is free to rotate but the TLU actuator normal motor is still supplied.
After 30 seconds, the 19CY TDC relay closes. The normal motor is no longer supplied.
V2750
ACOS v1.6
ATA 27
Page 122/ 285
Monitoring of the normal control is ensured by the A modules of the MFCs. This software logic compares the actuator position given by the position
transmitter synchro signal with the 180 kts reference from the ADCs. In case of disagreement, the normal operation cannot be achieved. The crew has to
manually operate the TLU.
Let's see an example of TLU manual operation. If IAS is above 180 Kts but only one ADC detects it, the actuator motor will not be supplied to retract. So,
the TLU has to be operated manually.
V2750
ACOS v1.6
ATA 27
Page 123/ 285
Caution is triggered:
Single chime sounds,

Cautions flash,
FLT CTL on CAP illuminates,
and TLU FAULT light illuminates amber.
V2750
ACOS v1.6
ATA 27
V2750
Page 124/ 285
ACOS v1.6
ATA 27
Page 125/ 285
The actuator is extended, therefore in low speed configuration. The rudder is then free to rotate.
IAS is above 180 Kts. The TLU has to be retracted by setting the TLU selector switch on HI SPD position after opening the guard.
Select the HI SPD position on the TLU selector switch.
The TLU manual actuator is supplied by the 28 VDC EMER Bus.
The TLU manual actuator is supplied by the 28 VDC EMER Bus.
The actuator retracts toward "reduced authority position".

The TLU actuator is retracted. Rudder deflection is now limited.
Aircraft speed is now decreasing. IAS is below 180 Kts. The TLU has to be extended by setting the TLU selector switch on LO SPD position.
Select the LO SPD position on the TLU selector switch.
The actuator extends towards "full authority position".

The TLU actuator is extended. Rudder deflection is no longer limited and free to rotate.
When TLU setting is done, the TLU selector switch has to be replaced on AUTO position.
Select the AUTO position on the TLU selector switch.
Note : in this position, the actuator manual motor is connected to the 17CY shunt resistor.
This is to keep the manual motor collector clean, as this winding is only used on emergency procedures.
V2750
ACOS v1.6
ATA 27
Pitch control: elevator & tab description
Page 126/ 285
Pitch control is performed by two elevators each equipped with a tab.

Each control column mechanically drives the associated elevator and, through the pitch uncoupling mechanism, the other elevator and the opposite
control column.
Pitch trim is performed by off-setting both tabs neutral position. Each trim is activated by its dedicated actuator. The two actuators are synchronized by a
flexible shaft.
The deflection value commanded by the pitch trim is indicated in the flight compartment.
A stall warning system including a stick pusher and two stick shakers is provided.
V2751
ACOS v1.6
ATA 27
Page 127/ 285
Both control columns are connected, by means of rods, to a cable tension regulator, located below the cockpit floor.
Two force detector rods are connected on the pitch control lines. They disconnect the Auto Pilot when the effort applied on the control column is greater
than 10 daN.
Each cable tension regulator maintains cable tension between 20 and 25 daN.
V2753
ACOS v1.6
ATA 27
Page 128/ 285
The cable tension regulators are linked, by means of cables, to two rear quadrants located in the tail cone.
The rear quadrants are coupled to the AP pitch actuator on the right side and to the stick pusher on the left side.
The rear quadrants are connected to the elevators by means of several push-pull rods.
V2753
ACOS v1.6
ATA 27
Page 129/ 285
The two elevators are linked by a pitch uncoupling mechanism.

In case of jamming, pitch control will be recovered by applying a differential force on both control columns, disengaging the pitch uncoupling system. A
"PITCH DISCONNECT" red alert is then triggered.
The non affected channel allows the aircraft to be operated safely. System recoupling has to be performed on ground.
V2753
ACOS v1.6
ATA 27
Elevator & tab operation and cockpit control
Page 130/ 285
V2763
ACOS v1.6
ATA 27
Page 131/ 285
Aircraft is in flight. The pitch uncoupling mechanism is provided with the 171 WW microswitch which monitors the system. In the normal condition, the left
and right elevators are coupled. Consequently, the ground is not connected to the MFCs inputs.
Unfortunately, the pitch uncoupling mechanism no longer couples the elevators.

The 171 WW microswitch closes during disconnection of the mechanism. Ground is now connected to the MFC's input and causes:
illumination of the master WARNING light,

activation of the Continuous Repetitive Chime,
and illumination of the PITCH DISCONNECT warning light on the crew alerting panel.
To reset the system, the aircraft must be on ground.

Aircraft is now on ground. The control logic takes into account "weight on wheels" information. The 65 GB relay is then closed.
First, the gust lock system must be set on. This will cause the left and right elevators to reposition correctly.
Gust lock is set. The 3 KY switch closes.
The pitch uncoupling mechanism can be reset by pressing the "ELEV CLUTCH" rearm pushbutton on the RH lateral maintenance panel, in the flight
compartment.
When the "ELEV CLUTCH" rearm pushbutton is pressed, the 6 CB switch closes and supplies the 4 CB solenoid relay. Thus the electrical motor is
energized and the 8 CB actuator starts to extend.
V2763
ACOS v1.6
ATA 27
Page 132/ 285
A fork, part of the mechanism, enables the uncoupling to be reset by pushing directly on the over centered points.
When energized, the electrical actuator extends and forces the fork to push the roller inside the V profile cam.
When actuator reaches the extension position, the 171 WW microswitch is pressed again and the contactor is opened. Ground is lost at the MFC's input
and the "PITCH DISCONNECT" light starts to flash.
To finish the resetting procedure, the "ELEV CLUTCH" rearm pushbutton must be released to retract the electrical actuator. The "PITCH DISCONNECT"
light continues to flash during the time of retraction.
When the electrical actuator reaches its retraction limit switch, the electrical supply is cut and the "PITCH DISCONNECT" stops to flash. The system has
been reset.
V2763
ACOS v1.6
ATA 27
Page 133/ 285

Manual resetting can only be performed on ground. A pitch resetting tool is used to achieve this task. Access to the mechanism is done below elevators to
the tail.
Resetting the pitch uncoupling assembly is done by pushing the tool directly on the over centered points. This accomplished, the CAP alarm extinguishes.
V2763
ACOS v1.6
ATA 27
V2763
Page 134/ 285
ACOS v1.6
ATA 27
Page 135/ 285

The 171 WW microswitch closes during disconnection of the mechanism. Ground is now connected to the MFC's input and causes:
illumination of the master WARNING light,

activation of the Continuous Repetitive Chime,
and illumination of the PITCH DISCONNECT warning light on the crew alerting panel.

When energized, the electrical actuator extends and forces the fork to push the roller inside the V profile cam.
Aircraft is now on ground. The control logic takes into account "weight on wheels" information. The 65 GB relay is then closed.
First, the gust lock system must be set on. This will cause the left and right elevators to reposition correctly.
Gust lock is set. The 3 KY switch closes.
The pitch uncoupling mechanism can be reset by pressing the "ELEV CLUTCH" rearm pushbutton on the RH lateral maintenance panel, in the flight
compartment.
When the "ELEV CLUTCH" rearm pushbutton is pressed, the 6 CB switch closes and supplies the 4 CB solenoid relay. Thus the electrical motor is
energized and the 8 CB actuator starts to extend.
A fork, part of the mechanism, enables the uncoupling to be reset by pushing directly on the over centered points.
When actuator reaches the extension position, the 171 WW microswitch is pressed again and the contactor is opened. Ground is lost at the MFC's input
and the "PITCH DISCONNECT" light starts to flash.
To finish the resetting procedure, the "ELEV CLUTCH" rearm pushbutton must be released to retract the electrical actuator. The "PITCH DISCONNECT"
light continues to flash during the time of retraction.
When the electrical actuator reaches its retraction limit switch, the electrical supply is cut and the "PITCH DISCONNECT" stops to flash. The system has
been reset.
Manual resetting can only be performed on ground. A pitch resetting tool is used to achieve this task. Access to the mechanism is done below elevators to
the tail.
Resetting the pitch uncoupling assembly is done by pushing the tool directly on the over centered points. This accomplished, the CAP alarm extinguishes.
V2763
ACOS v1.6
ATA 27
Control column and force detector rod description
Page 136/ 285
V2754
ACOS v1.6
ATA 27
Page 137/ 285
Two identical control columns are provided in the flight compartment; one for the Captain and one for the First Officier.
When the pilot moves the control wheel forward or backward in a direction parallel to the aircraft center line, the pitch control bellcrank transmits control
column actuation to the push-pull force detector rod.
The control column is limited for nose down and nose up attitudes by adjustable stops to 8.75 nose down and 13.25 nose up.
V2754
ACOS v1.6
ATA 27
Page 138/ 285
Each control column is connected to a force detector rod (or dynamometric rod), which links to its associated cable tension regulator.
When the pilot moves the control column forward or backward, this drives the force detector rod, and also the cable tension regulator.
The force detector rod includes a microswitch which changes state when a 10 daN load is applied on the control column. This causes the autopilot to
disengage (if engaged).
V2754
ACOS v1.6
ATA 27
Page 139/ 285
V2754
ACOS v1.6
ATA 27
Stick shaker description
Page 140/ 285
V2755
ACOS v1.6
ATA 27
Page 141/ 285
Each stick shaker is linked to the base of the control column, under the floor compartment.
The stick shaker is designed to give warning of approaching stall by a vibrating its associated control column. The device is a part of the primary stall
warning.
The principle of operation is based on a reduction of rotary movement of an electrical motor shaft, used to drive an unbalanced rotor. This creates a
vibration of a given frequency.
V2755
ACOS v1.6
ATA 27
Cable tension regulators, rear quadrants and linkage components description
Page 142/ 285
V2756
ACOS v1.6
ATA 27
Page 143/ 285
Movement of each control column is transmitted through the force detector rod, to the cable tension regulator.
Its function is to transmit the movement to the rear quadrant. It also maintains the cable tension between 20 and 25 daN for all temperatures encountered
during flight or on the ground.
To check that the regulator is correctly compensating for ambient temperature, a pointer is attached to one quadrant and a calibrated scale on the other
quadrant.
V2756
ACOS v1.6
ATA 27
Page 144/ 285
The cable loops run beneath the flight compartment floor. After a first set of pulleys, the cables run upward through structural protections at the rear of the
electric racks.
After a second set of pulleys, the cables run rearward in the cargo and cabin ceiling.
Turnbuckles are installed on the cables to permit length and tension adjustment.
V2756
ACOS v1.6
ATA 27
Page 145/ 285
Cable guides protect the cables from vibration and interference with other system.
Pressure seals permit the cables to pass through the rear pressurized bulkhead.
The pressure seals are made of two halves enabling easy replacement without cable removal.
The rear quadrants receive the linear movement from the cable loops transmit it to the pitch contol rods.
V2756
ACOS v1.6
ATA 27
Page 146/ 285
The movement of the rear quadrants is transmitted through dual push-pull rod and bellcranks up to the uncoupling mechanism.
The dual sets are located in the fin structure. One set for each control column.
V2756
ACOS v1.6
ATA 27
Page 147/ 285
V2756
ACOS v1.6
ATA 27
Elevator description
Page 148/ 285
V2757
ACOS v1.6
ATA 27
Page 149/ 285
The elevators are hinged on three points fixed to the rear stabilizer spar.
The aileron is balanced through counterweights installed on the elevator structure, inside the anti-icing horn.
The elevator deflection is limited by one upper and one lower stop.
The horn anti-icing is through an electrical heating element brazed to the inner surface of the horn.
Five static dischargers ensure static discharging by corona effect.
The right and left elevator tab are integral with a bellcrank, the end of which is held by a rod hinged on a fixed section of the wing.
V2757
ACOS v1.6
ATA 27
Pitch uncoupling mechanism description
Page 150/ 285
V2758
ACOS v1.6
ATA 27
Page 151/ 285
The pitch uncoupling mechanism is installed in the upper part of the fin, between the last elevator bellcranks.
The left bellcrank is coupled to the right bellcrank through an adjustable mechanism. A leaf spring ensures adjustment.
Pitch uncoupling occurs when either elevator is jammed. It is detected by a microswitch. In this case, only the operable elevator provides aircraft pitch
control.
Reconditioning is performed on the ground using a manual tool or by means of an electrical actuator actuated by a pushbutton installed on the RH
maintenance panel, in the flight compartment.
V2758
ACOS v1.6
ATA 27
Rearm elevator clutch actuator description
Page 152/ 285
V2760
ACOS v1.6
ATA 27
Page 153/ 285
The elevator rearm clutch actuator is located below the uncoupling mechanism in the upper part of the tail.
The elevator clutch pushbutton allows reconnection, on ground, of both elevators in case of declutch. This pushbutton is located on the RH lateral
maintenance panel (702VU).
An electrical actuator is installed close to the pitch uncoupling mechanism.

Activation of the elevator clutch pushbutton energizes the electrical actuator which pushes the roller inside the V profile cam by means of a fork.
V2760
ACOS v1.6
ATA 27
Stick pusher actuator description
Page 154/ 285
V2761
ACOS v1.6
ATA 27
Page 155/ 285
The stick pusher is the secondary stall warning. This device permits aircraft recovery through an immediate and strong nose- down order.
The stick pusher electrical actuator comprises a 28 VDC electric motor, a reduction gear, a spring rod and an output shaft.
The actuator also includes a control relay and a microswitch for monitoring system operation.
The spring permits the pilot to override the stick pusher with a sufficient load on the control column.
V2761
ACOS v1.6
ATA 27
Page 156/ 285
The stick pusher actuator is normally in the extended position.

When a stall configuration is detected, the actuator retracts which causes the aircraft nose to go down.
V2761
ACOS v1.6
ATA 27
Page 157/ 285
V2761
ACOS v1.6
ATA 27
Auto pilot actuator description
Page 158/ 285
V2762
ACOS v1.6
ATA 27
Page 159/ 285
The autopilot actuator is connected to the right rear quadrant.

The autopilot is linked to the right rear quadrant in the tail cone, by means of a cable loop.
The actuator includes a clutch which allows free movement when the autopilot is not engaged.
V2762
ACOS v1.6
ATA 27
Trim elevator and indicating description
Page 160/ 285
Two electrical trim actuators are installed inside the horizontal stabilizers and are coupled by a flexible shaft. They modify the neutral position of the tabs
with respect to the elevators.
Elevator trim tab deflection is indicated in the flight compartment on the pitch trim indicator.
An elevator position transmitter is installed on the left elevator.
V2764
ACOS v1.6
ATA 27
Page 161/ 285
Normal trim and STBY trim supply appropriate parts of each actuator.
Normal trim is performed by switching the two rockers installed on each control wheel.
Standby trim is performed by switching the standby trim control on the center pedestal.
Note that if the normal trim actuator is actuated for more than one second, an aural whooler is generated by the Computer Crew Alerting System (CCAS).
V2764
ACOS v1.6
ATA 27
Page 162/ 285
A "PITCH TRIM ASYM" light, located in the cockpit, on the center instrument panel, illuminated amber in case of pitch tabs desynchronisation.
To test the pitch tabs shift detection unit, a Push To Test pushbutton is provided on the Right Hand lateral maintenance panel (702VU).
V2764
ACOS v1.6
ATA 27
Page 163/ 285
V2764
ACOS v1.6
ATA 27
Elevator & tab trim operation and cockpit controls & indication
Page 164/ 285
V2769
ACOS v1.6
ATA 27
Page 165/ 285
Aircraft is in flight. Pitch trim is in the neutral position.

When aircraft pitch trim is required, the pilot has to press up (or down) both pitch trim rockers on the control wheel. Let's see what happens if the pilot
wants to trim up the aircraft.
By pressing up both rockers, the 13 CG microswitches close in up position. 50 CG and 54 CG relays are then supplied and close.
The normal trim actuator motors 21 CG and 22 CG are supplied and the actuators start to retract. If the pilot releases the rockers, or presses them down,
trim actuators retraction will stop immediately.
The pilot continues to trim up the aircraft.

If a trim actuator reaches the up limit switch, the switch closes and electrical supply is cut. The motor stops immediately.
The pilot decides to switch on the autopilot.
The pilot has released the pitch trim rockers so 50 CG and 54 CG relays are now open. Autopilot is switched on. The 58 CG relay is energized and closes.
Normal motors actuation is now managed by the AFCS computer.
The autopilot supplies the normal trim actuator motors 21 CG and 22 CG to trim down and the actuators start to extend.
As soon as the trim actuator leaves the retraction limit position, the up limit switch opens. The actuator motors are still supplied but the direction of the
current changes.
The pilot decides to manually trim down the aircraft.

By pressing down both rockers, the autopilot function is disconnected. The 58 CG relay opens and the 13 CG microswitches close in the down position.
51 CG and 53 CG relays are energized and close.
The normal trim actuator motors 21 CG and 22 CG are supplied and the actuators start to extend.
The pilot continues to trim down the aircraft.
If a trim actuator reaches the down limit switch, the switch closes and electrical supply is cut. The motor stops immediately.
Stop-to-stop deflection time controlled by the elevator trim actuator motor is about 30 seconds.
A single electrical failure does not stay hidden:
If a relay cannot be supplied (faulty contact), the trim control is lost.
If a relay stays permanently supplied (stuck contact), the control in one direction is lost.
V2769
ACOS v1.6
ATA 27
V2769
Page 166/ 285
ACOS v1.6
ATA 27
Page 167/ 285
Aircraft is in flight, but normal pitch trim control is lost. Pitch trim is in the neutral position.
When aircraft pitch trim is required, the pilot has to switch up (or down) the guarded standby control switch on the center pedestal. Let's see what happens
if the pilot wants to trim up the aircraft.
By switching up, the 18 CG up microswitches close.

The standby trim actuator motors 21 CG and 22 CG are supplied and the actuators start to retract. If the pilot releases the switch, or presses it down, trim
actuators retraction will stop immediately.
The pilot now wants to trim down the aircraft.

By switching down, the 18 CG down microswitches close and the up microswitches open.
The standby trim actuator motors 21 CG and 22 CG are supplied and the actuators start to extend.
Stop-to-stop deflection time controlled by the elevator trim actuator standby motor is about 32 seconds
V2769
ACOS v1.6
ATA 27
Page 168/ 285
Tab asymmetry monitoring is performed by the MFC modules 1B and 2B. The MFCs are supplied by synchro signals delivered by the transmitters of the
21 CG and 22 CG elevator trim actuators.
The monitoring threshold is set at 0.7 of tab. In case of override, the 52 CG relay is energized and closes. The normal and standby pitch trim controls are
then inhibited.
The PITCH TRIM ASYM caution light illuminates amber, in association with the Master Caution lights and the single chime sound.
The pitch trim asymmetry monitoring can be tested through the dedicated "PITCH TRIM ASYM" PTT pushbutton on the RH maintenance panel.
When activated, results are the same as a pitch trim asymmetry detected (actuator power supply cut, "PITCH TRIM ASYM" caution light illuminates and
the CCAS is activated).
V2769
ACOS v1.6
ATA 27
Page 169/ 285
V2769
ACOS v1.6
ATA 27
Elevator trim control and actuator description
Page 170/ 285
V2765
ACOS v1.6
ATA 27
Page 171/ 285
Pitch trim is performed by varying the neutral position setting of the tabs with respect to the elevator via two electrical actuators, linked by a flexible shaft.
V2765
ACOS v1.6
ATA 27
V2765
Page 172/ 285
ACOS v1.6
ATA 27
Page 173/ 285
a dual electrical motor wired with two independent circuits. Note that only one motor coil is used for aileron and rudder trim,
a reduction gear,
The motor has a permanent magnet type with two separate windings. Upon energization (28 VDC) of one winding, the motor rotates at a constant speed
specific to this winding.

A dessicant cartridge in the actuator absorbs any internal humidity. A window in the actuator allows visual inspection of the product color.
V2765
ACOS v1.6
ATA 27
Page 174/ 285
The position transmitter of the right elevator trim actuator (22 CG) sends a synchro signal to the trim position indicator and to the Centralized Crew
Alerting System (CCAS).
The position transmitter of the left elevator trim actuator (21 CG) sends a synchro signal to the Flight Digital Acquisition Unit (FDAU) and to the CCAS.
V2765
ACOS v1.6
ATA 27
Page 175/ 285
Normal pitch trim control is ensured by two pitch trim rocker switches installed on each control wheel.
By operating both rocker switches, for safety reasons, the normal electrical motor of each trim actuator is energized, to control the nose up or down.
When the rockers are released, they are returned to the stable neutral position and the electrical circuit opens.
Standby pitch trim control is ensured by the standby pitch trim control switch, installed in the center pedestal, close to the aileron and rudder trim control
switches. In normal configuration, the switch is guarded in the neutral position.
The switch is composed of 8 electrical contacts. In standby control configuration, with the guard raised and placing the lever in the extreme position
causes 4 contacts to move to the working position and the 4 other contacts to remain in the rest position.
V2765
ACOS v1.6
ATA 27
Elevator trim tab position indicator description
Page 176/ 285
V2767
ACOS v1.6
ATA 27
Page 177/ 285
The pitch trim tab position indicator is located on the front panel.
Deflection values of the elevators tabs, commanded by the trims, are indicated in the flight compartment on the right part of the trim position indicator.
The green sector in the pitch scale (from 0.5 to 2.5 UP) identifies the take-off range.
Indications are computed from signals sent by the right trim actuator position transmitter.
V2767
ACOS v1.6
ATA 27
Flexible shaft and push-pull rod description
Page 178/ 285
V2768
ACOS v1.6
ATA 27
Page 179/ 285
The flexible shaft links the two elevator trim actuators.

It runs between the two elevators through the upper part of the fin.
The flexible shaft is located between the two actuators reduction gears.
It synchronizes the two actuators in both operating directions and allows one actuator to be driven by the other in case of failure.
The mechanism and the push-pull rods are dual load path construction types.
V2768
ACOS v1.6
ATA 27
Stall warning description
Page 180/ 285
V2770
ACOS v1.6
ATA 27
Page 181/ 285
Protection against aerodynamic stall is provided by aural and mechanical devices.

The primary warning comprises :
a criket aural alert activated when the margin between aircraft angle- of-attack and stall angle is too small,
and a stick shaker warning simultaneously activated with the aural alert.
The primary stall warning is computed by the MFCs depending on aircraft configuration and signals sent by the alpha probes (LH and RH).
The secondary warning comprises the stick pusher calibrated to the maximum angle-of-attack. The complete pitch control linkage assembly is pushed
forward resulting in an immediate and strong nose down change in pitch.
The primary and secondary stall warning activation threshold depends on several parameters such as angle-of-attack, radio-altitude and icing conditions
in take-off phase and in cruise.
Note that the critical angle-of-attack value varies with the flaps position and the engine torque.
There are two stick shakers, one for each control column.
The stick pusher actuator is located on the captain's pitch channel.
Note that the autopilot is immediately disengaged in case of stall warning.
The AOA probes take part in flight enhancement.
When the Power Levers are set to the Flight Idle position, the EECs receive a signal from the MFCs to increase the fuel flow delivered to the engines in
function of the aircraft angle-of- attack so that it leads to a torque engine increasing with a maximum of 6%.
Therefore the propellers drag in particullar and the aircraft performances in general are optimized.
Note that should a Stick Pusher fault occurs from the MFCs, this optimization of the flight will be lost.
V2770
ACOS v1.6
ATA 27
Stall warning operation and cockpit control and indication
Page 182/ 285
V2774
ACOS v1.6
ATA 27
Page 183/ 285
The primary aerodynamic stall warnings are computed by the multifunction computers (MFCs) which takes into account the aircraft configuration and the
alpha probe signals.
Computation of triggering thresholds also depends on torque values, to allow landing on shorter runways.
When the angle-of-attack limit is reached, the MFCs trigger the primary warnings. A criket aural alert sounds and the stick shakers are activated.
Additionnally, the Ground Proximity Warning System (GPWS) is inhibited and the autopilot is disconnected (if engaged).
Primary stall warnings de-activate if the angle-of-attack value decreases below the limit.
Primary stall warnings (and secondary stall warnings) are inhibited when aircraft is on ground.
The primary stall warnings (and secondary stall warnings) can also be inhibited by switching OFF the stick pusher and shaker pushbutton on the front
panel.
The secondary aerodynamic stall warnings are computed in the same way as the primary stall warnings.
When the angle-of-attack limit is reached, the MFCs trigger the secondary warnings. The stick pushers retracts to nose down the left / captain side
elevator channel. The stick pusher lights on the front panel and the CHAN1 and CHAN2 lights on the LH side maintenance panel illuminate.
Additionally, the Ground Proximity Warning System (GPWS) is inhibited and the autopilot is disconnected (if engaged).
In case of a difference between the two probes exceeding 4 for more than 5 seconds, a failure signal is processed by the MFCs.
The FAULT light illuminates on the stick pusher and shaker pushbutton associated with a single chime sound and the master CAUTION light. The stick
pusher is then inhibited.
The secondary stall warnings are inhibited:
if aircraft is on ground,
for 10 seconds after take-off,
or when aircraft is below 500 ft in approach.
The secondary stall warnings (and primary stall warnings) can also be inhibited by switching OFF the stick pusher and shaker pushbutton on the front
panel.
The stick shakers and stick pusher can be tested on ground by using the "WARN" section of the left hand side maintenance panel.
By placing the rotary selector on the "YES" position and pressing the "PTT" pushbutton, an angle-of-attack signal is simulated higher than the stick pusher
activation threshold. Corresponding warnings are then triggered.
By placing the rotary selector on the "TEST 1", "TEST 2" or "TEST 3" position and pressing the "PTT" pushbutton, a simulation of angle-of-attack signals
in the modules is done. Corresponding warnings are then triggered.
V2774
ACOS v1.6
ATA 27
Alpha probe description
Page 184/ 285
V2771
ACOS v1.6
ATA 27
Page 185/ 285
Two alpha probes are installed outside the fuselage, one on each side at the flight compartment level.
The probes are installed on the aircraft fuselage.
Each probe sends an electrical voltage via four potentiometers to the MFCs which is proportional to aircraft angle-of-attack.
Each vane is heated to avoid icing of the vane element.
V2771
ACOS v1.6
ATA 27
Page 186/ 285
V2772
ACOS v1.6
ATA 27
Page 187/ 285
The stick shaker is designed to give warning of approaching stall by vibrating its associated control column. This device is a part of the primary stall
warning.
Stick shakers are controlled by module B of the MFC.

Each MFC module receives signals sent by four potentiometers of each left and right hand alpha probe.
The MFC's trigger the following primary warnings when the angle-of-attack limit is reached:
criket aural warning,

stick shakers.
V2772
ACOS v1.6
ATA 27
V2772
Page 188/ 285
ACOS v1.6
ATA 27
Page 189/ 285
The activation threshold depends on:
flaps position (from flap position transmitters),

engine torques (from torque indicators),
angle-of-attack (from AOA sensors),
altitude (from the radio-altimeter),
icing conditions in take-off phase and in cruise (from anti-ice system).
The de-activation threshold is the same as the activation threshold.

For the existing flap configuration and to allow low landing speed for short landing distance, the MFCs compute the angle-of-attack value to be added to
the basic activation thresholds to take into account the actual engine power setting. Stick shaker is then called clever stick shaker.
Basic activation threshold is the value corresponding to an engine torque greater than 35 %.
The increase of thresholds for low engine torques is not applicable in icing conditions.
Alarms are inhibited when the aircraft is on ground.
V2772
ACOS v1.6
ATA 27
Page 190/ 285
A guarded pushbutton located on the front panel allows the stick shaker (and stick pusher) function to be switched off.
A periodic test is required on the system. A device is provided on "WARN" section of the left maintenance panel 101VU and forms part of the Centralized
Crew Alerting System.
V2772
ACOS v1.6
ATA 27
Page 191/ 285
V2772
ACOS v1.6
ATA 27
Stick pusher description
Page 192/ 285
V2773
ACOS v1.6
ATA 27
Page 193/ 285
V2773
ACOS v1.6
ATA 27
V2773
Page 194/ 285
ACOS v1.6
ATA 27
Page 195/ 285
The stick pusher is the secondary stall warning. This device permits aircraft recovery through an immediate and strong nose-down order.
The stick pusher is controlled by module A of the MFCs.
Each MFC module receives signals sent by four potentiometers of each left and right hand alpha probe.
To activate the secondary warning (stick pusher), signals from both MFC 1 and MFC 2 are required.
The activation threshold depends on:
flaps position (from flap position transmitters),
engine torques (from torque indicators),
angle-of-attack (from AOA sensors),
altitude (from the radio-altimeter),
icing conditions in take-off phase and in cruise (from anti-ice system).
The de-activation threshold is the same as the activation threshold.
V2773
ACOS v1.6
ATA 27
Page 196/ 285
For the existing flap configuration, the MFCs compute the angle-of- attack value to be added to the basic activation thresholds to take into account the
actual engine power setting. The stick pusher is then called clever stick pusher.
Basic activation threshold is the value corresponding to an engine torque greater than 35 %.
The increase of thresholds for low engine torques is not applicable in icing conditions.
V2773
ACOS v1.6
ATA 27
Page 197/ 285
The stick pusher is inhibited:
on ground (weight on wheels),

for 10 seconds after take-off,
descending below 500 ft radio altitude (approach) while first stall warning remains operative,
or if the difference between alpha probes exceeds 4 for more than 5 seconds (FAULT illuminates amber on the Stick Shaker / Pusher pushbutton).
V2773
ACOS v1.6
ATA 27
Page 198/ 285
A guarded pushbutton located on the front panel allows the stick pusher (and stick shaker) function to be switched off.
A periodic test is required on the system. A device is provided on "WARN" section of the left maintenance panel 101VU and forms part of the Centralized
Crew Alerting System.
V2773
ACOS v1.6
ATA 27
Flaps description
Page 199/ 285
Flaps description
Lift increase for take-off, approach and landing is performed by four flaps which rotate on hinges located below the wings.
The flaps are controlled by means of a selector handle on the right hand side of the pedestal panel.
V2775
ACOS v1.6
ATA 27
V2775
Flaps description
Page 200/ 285
ACOS v1.6
Flaps description
ATA 27
Page 201/ 285
There are three flaps positions :
Position 1: flaps at 0 (in cruise),

Position 2: flaps at 15 (during take-off and approach),
Position 3: flaps at 30 (for landing phase). This last selection corresponds to an effective position of 33.
Commands are transmitted by electrical signals to the Multi Function Computers (MFCs).
A flap asymmetry detection and a spurious flap retraction warning system are associated with the control system.
Four hydraulic actuators are supplied from an electro-hydraulic flap valve.
The left and right flap assemblies are identical.
Two transmitters indicate their position to the MFCs and to the flaps position indicator in the flight compartment.
V2775
ACOS v1.6
ATA 27
Flaps operation and cockpit controls and indications
Page 202/ 285
V2788
ACOS v1.6
ATA 27
Page 203/ 285
When the flap control lever is placed in the 0 flap position, S1 microswitch in the flap control switch unit is closed.
The MFCs send a signal to the flap block valve, energizing the flap block valve retraction solenoid. This maintains the actuators against their retracted
position stops.
Let's select the 15 flap position.

When the control lever is placed on the 15 flaps position, S1 microswitch in the flap control switch unit opens and S2 microswitch closes.
The MFCs receive the signal corresponding to the new selected position. If airspeed is already above the Maximum Flap Extended Speed (VFE), the
MFCs inhibit the flap extension order.
Otherwise the MFCs energize the extension solenoid valve in the flap block valve while the retraction solenoid valve is no longer energized.
The actuators are supplied by the blue hydraulic circuit and start to extend. During flap movement, the EXT flag on the flaps position indicator appears.
When the flaps reach their new position, the MFCs receive this information from the position transmitters. The extension solenoid valve is then deenergized.
If the flaps move out of that position, the MFCs correct the flaps position by energizing the extension or retraction solenoid valve.
Let's select the 30 flap position.
When the control lever is placed in the 30 flaps position, S2 microswitch in the flap control switch unit opens and S3 microswitch closes.
The MFCs receive the signal corresponding to the new selected position and energize the extension solenoid valve in the flap block valve.
The actuators are supplied by the blue hydraulic circuit and start to extend.
As before, when the flaps reach their new position, the MFCs receive this information from the position transmitters. The extension solenoid valve is then
de-energized.
Flaps retraction operation is the same as for extension.
V2788
ACOS v1.6
ATA 27
V2788
Page 204/ 285
ACOS v1.6
ATA 27
Page 205/ 285
Aircraft is in flight with a 0 flaps position.

The aircraft is in approach. The captain asks you to select the 30 flaps position. Select the 30 flaps position.
When the flaps are commanded to extend (or retract), the positions of the right and left inboard flaps are monitored by the MFCs through the two position
transmitters.
If an asymmetry between the left and right inboard flaps exceeds 6.7, a logic in the MFCs causes inhibition of the wing flap extension or retraction
command.
Warnings are then triggered in the flight compartment:
the Master Caution light flashes amber,

the single chime sounds,
the FLT CTL light illuminates amber on the Crew Alerting Panel (CAP),
and the amber FLAP ASYM light illuminates.
The extension or retraction solenoid valves are no longer energized and the flaps remain in their current position. Movement of the flap control lever has
no more effect on the flaps.
The ASYM flaps test pushbutton located on the right hand side maintenance panel enables to test on ground the system.
V2788
ACOS v1.6
ATA 27
Page 206/ 285
The positions of the right and left inboard flaps are monitored by the MFCs through the two position transmitters.
When one of the 15 or 30 positions (33 effective position) is reached, a logic compares the half-sum of the position values read by the transmitters
respectively with values 12 and 30 memorized in computers.
Any spurious flap retraction of more than 3 triggers the warnings in the flight compartment:
the Master Warning light flashes red,

the continuous repetitive chime sounds,
and the FLAPS UNLOCK light illuminate red on the Crew Alerting Panel (CAP).
The UNLK pushbutton located on the right hand side maintenance panel enables to test on ground the system.
V2788
ACOS v1.6
ATA 27
Mechanical, electrical and hydraulic controls description
Page 207/ 285
Each of the four flaps are actuated by its own actuator. All surfaces are linked mechanically and move simultaneously.
The flap control lever is installed on the centrer pedestal. A pin links the lever to the flaps control switch unit.
The flap control switch unit is linked to the MFCs.
The MFCs receive flap position information from two transmitters located on the inboard flaps (one on each side).
V2777
ACOS v1.6
ATA 27
Page 208/ 285
The flap block valve receives electrical orders computed by the MFCs.
It distributes the pressure between the four actuator chambers.
The blue hydraulic system provides hydraulic pressure.
V2777
ACOS v1.6
ATA 27
Page 209/ 285
A flap unlock warning is provided to inform the crew of the untimely flaps retraction from flap position 15 or 30.
The purpose of this warning is to counteract any evolution of the aircraft towards a possible stall configuration.
If an untimely flaps retraction occurs, the following associated warnings are triggered:
FLAP UNLOCK light on the Crew Alerting Panel (CAP) illuminates red,
Master Warning light flashes red,
and the continuous repetitive chime sounds.
The UNLK pushbutton located on the right hand side maintenance panel enables the system to be tested on ground
V2777
ACOS v1.6
ATA 27
V2777
Page 210/ 285
ACOS v1.6
ATA 27
Page 211/ 285
An asymmetry protection is also provided to restrict possible asymmetry between the flaps assemblies to a defined limit.
If an asymmetry between the inboard flaps occurs, the electrical flaps control supply is isolated. The flaps remain in position and the control lever no
longer has effect on the system.
The following associated warnings are triggered:
FLT CTL light on the Crew Alerting Panel (CAP) illuminates amber,
FLAP ASYM light illuminates amber,
Master Caution light illuminates amber,
and the single chime sounds.
The ASYM flaps test pushbuttons located on the right hand side maintenance panel enables the system to be tested on ground.
V2777
ACOS v1.6
ATA 27
Page 212/ 285
Auto Pilot (AP) and Ground Proximity Warning System (GPWS) receive signals from the flaps control switch unit.
The left flap position transmitter supplies a flaps position indicator.
This signal is also used by the Flight Data Acquisition Unit (FDAU) and the Centralized Crew Alerting System (CCAS) for Take-off config warning.
Activation of FLAP ASYM light and position of left hand side flap are recorded in the Digital Flight Data Recorder (DFDR).
V2777
ACOS v1.6
ATA 27
Page 213/ 285
V2777
ACOS v1.6
ATA 27
Flap control lever and switch unit description
Page 214/ 285
V2778
ACOS v1.6
ATA 27
Page 215/ 285
The flap control lever is installed on the center pedestal. It moves through a three-notch gate.
The lever is composed of:
a handle,
a pin attached to the handle,
and a spring to maintain the pin in a normal position in a notch in the gate.
Before changing notches, the pilot must pull the handle to compress the spring thereby disengaging the pin from the notch.
V2778
ACOS v1.6
ATA 27
Page 216/ 285
The flaps control switch unit is composed of:
an input lever connected to the flap control lever,

an input shaft attached to a cam which controls opening and closing of microswitches,
a brake providing resistive torque to the input shaft,
and an electrical connector connected to the MFCs.
The flaps control switch unit comprises three microswitches (s1, s2 and s3). Each microswitch corresponds to one lever position.
For each position of the input lever corresponding to a flap control lever preselected position, one microswitch closes and two open.
V2778
ACOS v1.6
ATA 27
Page 217/ 285
V2778
ACOS v1.6
ATA 27
P2778
Page 218/ 285
ACOS v1.6
ATA 27
Page 219/ 285
P2778
ACOS v1.6
ATA 27
P2778
Page 220/ 285
ACOS v1.6
ATA 27
Page 221/ 285
The flap control lever is installed on the center pedestal. It moves through a four-notch gate.
The lever is composed of:
a handle,
a pin attached to the handle,
and a spring to maintain the pin in a normal position in a notch in the gate.
Before changing notches, the pilot must pull the handle to compress the spring thereby disengaging the pin from the notch.
The flaps control switch unit is composed of :
an input lever connected to the flap control lever,

an input shaft attached to a cam which controls opening and closing of microswitches,
a brake providing resistive torque to the input shaft,
and an electrical connector connected to the MFCs.
The flaps control switch unit comprises three microswitches (s1, s2, s3 and s4). Each microswitch corresponds to one lever position.
For each position of the input lever corresponding to a flap control lever preselected position, one microswitch closes and two open.
P2778
ACOS v1.6
ATA 27
Flaps position transmitters & indicator description
Page 222/ 285
V2781
ACOS v1.6
ATA 27
Page 223/ 285
Left and right inboard flap position information is supplied by two synchro-type position transmitters (one for each inboard flap).
Each transmitter is connected to the mobile fitting of the flap inner hinge via a rod.
V2781
ACOS v1.6
ATA 27
Page 224/ 285
The flaps position is indicated in the flight compartment. The signal is provided by the flap position transmitter.
The transmitter also sends signals to the CCAS enabling "TO CONFIG" (Take-Off Configuration) alarms to be generated.
The Flight Data Acquisition Unit (FDAU) records flaps position.
A magnetic flag labelled EXT comes into view when the flap extend solenoid valve is energized. Its repeated activation in flight with wing flaps extended
indicates a leakage in the hydraulic lock incorporated in the valve block.
V2781
ACOS v1.6
ATA 27
Page 225/ 285
V2781
ACOS v1.6
ATA 27
Flaps actuator description
Page 226/ 285
V2783
ACOS v1.6
ATA 27
Page 227/ 285
The actuators are of the sliding type. They are connected to the wing structure and the flap by means of self-lubricated spherical bearings.
The spherical bearings must be lubricated at regular intervals.
Two self-sealing hydraulic couplings allow bleeding of the hydraulic circuit.
V2783
ACOS v1.6
ATA 27
Flaps block valve description
Page 228/ 285
V2784
ACOS v1.6
ATA 27
Page 229/ 285
The hydraulic control unit is designed to supply the four hydraulic actuators, through rigid pipes.
The flap block valve includes two solenoid valves operating a selector valve, one for extension, the other for retraction.
The selector valve links the pressure and return circuits to the users according to the command sequence.
V2784
ACOS v1.6
ATA 27
Page 230/ 285
Blocking valve are inserted in the user ports in the block valve. Their function is to close off these ports in the absence of a command to the solenoid
valves (or in case of simultaneous commands to both solenoid valves) in order to immobilize the flaps.
Overpressures, due to thermal expansion for example, occuring downstream the blocking valves, are maintained within acceptable values by two relief
valves.
A block of two restrictor units is located at the flap block valve output, on the line supplying the actuator big chambers. Its function is to limit the flap
operating speed in the extension direction.
Each restrictor unit supplies a symmetrical pair of actuators in order to obtain symmetrical operating loads.
V2784
ACOS v1.6
ATA 27
Page 231/ 285
V2784
ACOS v1.6
ATA 27
Flaps, supports, fairing and hydraulic components description
Page 232/ 285
V2786
ACOS v1.6
ATA 27
Page 233/ 285
The left and right flap assemblies are symmetrical. Three hinge arms are mounted on each flap.
V2786
ACOS v1.6
ATA 27
Page 234/ 285
The inboard and outboard flaps are connected by an interconnection rod. In case of failure, a pin minimizes the differences in flaps position.
V2786
ACOS v1.6
ATA 27
Page 235/ 285
Each flap assembly is hinged on arms fitted on the wing rear spar. There are:
the inner hinge,

the intermediate hinge (fitted with an actuator),
and the outer hinge.
V2786
ACOS v1.6
ATA 27
Page 236/ 285
Flaps fairings are installed on the arms to improve aerodynamics and avoid icing. This is valid for all the arms except for the inboard inner arm.
For this, the arms move into a lip seal installed on the wing to fuselage vertical side fairing.
V2786
ACOS v1.6
ATA 27
Page 237/ 285
The hydraulic lines are fixed on the rear wing spar from the flap block valve to the actuators.
They are mounted in such a way so as not to be subject to deformation or extansion.
At the actuators level, lyre pipes are used.
A block of two restrictor units is located at the flap block valve output, on the line supplying the extend actuators chamber. The function is to limit the flap
operating speed in the extension direction.
Each restrictor unit supplies a symmetrical pair of actuators in order to obtain symmetrical operating loads.
A restrictor unit is also installed at the flap block valve output, on the line supplying the retract actuators chamber. The function is to limit the flap operating
speed in the retraction direction.
V2786
ACOS v1.6
ATA 27
Interconnection torque shaft description
Page 238/ 285
V2787
ACOS v1.6
Gust lock description
ATA 27
Page 239/ 285
A gust lock system is provided to protect the roll and pitch controls on ground.
This system includes:
an elevator mechanical locking device,

and an aileron electro-mechanical locking device.
To enable gust lock system engagement, the ailerons must be centered and the control column positioned slightly forward.
A hydraulic damper installed between the rudder and the vertical stabilizer protects the rudder in the same way.
V2789
ACOS v1.6
ATA 27
Page 240/ 285
When the gust lock lever is set to the ON position, the Power Levers travel is slightly limited below FI (Flight Idle).
This system provides protection against take-off when gust lock engaged, or too high power setting when in hotel mode.
An AIL LOCK light illuminates amber with CCAS activation through the MFCs, whenever one of the locking actuators is in disagreement with the gust lock
lever position (lock or unlock position).
V2789
ACOS v1.6
ATA 27
Page 241/ 285
V2789
ACOS v1.6
ATA 27
Gust lock operation and cockpit control and indication
Page 242/ 285
V2794
ACOS v1.6
ATA 27
Page 243/ 285
The aileron electric gust lock actuators can be activated only on ground.
The actuator positions are monitored by both MFCs. Set the gust lock lever to the ON position.
When the gust lock lever is set to the ON position, the actuators are supplied to extend.
An 8 seconds time delay is given in the monitoring system to allow actuators extension.
When the full extend position is reached, the electrical supply is cut off and a signal is sent to the MFCs, via the microswitches.
Set the gust lock lever to the OFF position.
Selecting the gust lock lever to the OFF position will supply the actuators to retract.
In case of failure of one actuator, the MFCs will trigger a Flight Control (FLT CTL) caution with AIL LOCK illuminated on the pedestal after 8 seconds.
With the AIL LOCK illuminated, selecting the PLA in High Power will cause a CONFIG WARNING through the MFCs.
V2794
ACOS v1.6
ATA 27
Page 244/ 285
The gust lock control microswitch is used for the pitch uncoupling resetting operation. Setting the gust lock lever to the ON position causes the right and
left elevator to reposition correctly.
V2794
ACOS v1.6
ATA 27
Page 245/ 285
Setting the gust lock lever to the ON position is one of the actions required to enable engagement of the propeller brake in hotel mode.
Gust lock engagement is monitored by both MFCs.
V2794
ACOS v1.6
ATA 27
Page 246/ 285
When starting the right engine with the propeller brake locked (in Hotel Mode), the gust lock lever must be set to the ON position.
This is to prevent power levers displacement above Flight Idle (FI) in order to protect the propeller brake.
If the gust lock is off, FAULT in the Start 2 pushbutton illuminates when the ENG/START selector is set to any start or crank position.
CCAS is activated. ENG illuminates on the Crew Alerting Panel (CAP), Master Caution illuminates amber and the single chime sounds.
Note that starting is not inhibited.
V2794
ACOS v1.6
ATA 27
Page 247/ 285
V2794
ACOS v1.6
ATA 27
Control lever description
Page 248/ 285
V2791
ACOS v1.6
ATA 27
Page 249/ 285
V2791
ACOS v1.6
ATA 27
V2791
Page 250/ 285
ACOS v1.6
ATA 27
Page 251/ 285
Position of the control lever in locking notch (ON position means that ailerons and elevators are locked) is indicated as follows:
yellow stripes engraved in control lever handle are visible to the crew,
a mechanical stop linked to the gust lock lever limits power lever travel, thus enabling taxi but not take-off.
When in the OFF position, the gust lock lever is maintained in this position by various locking unit springs and by its own spring.
The gust lock lever consists of:
a lever connected to a bearing end,

a slider pin. When this pin is moved up by pilot action on the handle, two rollers start running over two cams.
a return spring. It ensures the return of the pin to the ON position when the handle is pulled aft.
two microswitches near the ON position.
V2791
ACOS v1.6
ATA 27
Gust locking unit description
Page 252/ 285
V2792
ACOS v1.6
ATA 27
Page 253/ 285
V2792
ACOS v1.6
ATA 27
V2792
Page 254/ 285
ACOS v1.6
ATA 27
Page 255/ 285
The two gust locking units are located underneath the flight compartment.
The gust lock lever operates two push-pull cables, toward the two underfloor locking units.
The captain's locking unit locks the captain's elevator channel.
The first officer's locking unit locks the first officer's operator channel
The locking device includes a spring, which disengages the lock in the absence of a control order on the plunger.
Locking is accomplished as follows:
the slider actuates a locking pin via a second spring,
if the locking pin is not facing its housing, the pin locking spring is compressed,
when the rotation of the corresponding elevator lever brings the housing in front of the locking pin, the pin locking spring will automatically cause
locking pin engagement.
V2792
ACOS v1.6
ATA 27
Aileron lock description
Page 256/ 285
V2793
ACOS v1.6
ATA 27
Page 257/ 285
V2793
ACOS v1.6
ATA 27
V2793
Page 258/ 285
ACOS v1.6
ATA 27
The system includes two mechanical locking devices, each immobilizing one aileron.
The electrical gust lock actuator pushes a roller through a linkage on a cam.
Page 259/ 285
Each locking device is controlled by a gust lock electrical actuator.

The gust lock electrical actuators are controlled by switches installed on the gust lock lever.
If one switch or the associated relay logic remains open, the two aileron gust lock actuators remain engaged or disengaged.
In flight, a relay inhibits the electrical gust lock control.
Monitoring of the electrical control logic is performed by modules 1B and 2B.
Each MFC module activates:
an amber local 'AIL LOCK" light and associated MASTER CAUTION light in case of discrepancy between any actuator and any control switch.
a red CONFIG warning (through TO CONFIG test or power lever at Max power position) if:
- discrepancy is detected between any actuator and GUST LOCK lever control switches,
- any actuator is not released when one power lever is at TAKE-OFF power.
If the roller is not facing the cam slot, the actuator spring box is compressed and forces aileron locking due to the cam profile.
When the roller is in front of the slot, the spring will automatically cause locking engagement.
In case of rupture downstream the actuator screw, an additional spring disengages or keeps the roller locking disengaged.
V2793
ACOS v1.6
ATA 27
Page 260/ 285
In case of system failure, actuators can be manually retracted using a screw fitted on the actuator body.
Actuators can be reached through an access door, below the wing.
V2793
ACOS v1.6
ATA 27
Page 261/ 285
<1> FAULT light illuminates amber in case of two Air Data Computer failures or data incoherence, TLU position synchro failure or system disagree. CCAS
activated.
<2> The Travel Limitation Unit selector switch contains three self-held positions. The two manual positions are selectable in accordance with airspeed
limitation. Above 185 kts : HI SPD has to be selected. Below 180 kts : LO SPD has to be selected.
<3> When illuminated, each spoiler blue light indicates that the associated spoiler is not in the retracted position. Spoilers activate when aileron travel is
above 2.5 .
V2795
ACOS v1.6
ATA 27
V2795
Page 262/ 285
ACOS v1.6
ATA 27
Page 263/ 285
<1> The STICK PUSHER light comes on in green when the stick pusher actuator is supplied.
<2> The flaps position indicator shows the current flaps position. A EXT flag appears to indicate that the flap valve is hydraulically commanding flap
extension. When the flaps are extended, an EXT flag means that a hydraulic circuit leak exists.
<3> The FLAP ASYM light illuminates amber when flaps asymmetry exceeds 6.7. Flaps are then frozen in the current position. CCAS is activated.
<4> The PITCH TRIM ASYM light illuminates amber to indicate a pitch tabs desynchronisation. CCAS is activated.
<5> The roll trim position indicator shows the left hand aileron trim controlled tab travel.
<6> The pitch trim tab position indicator shows right trim actuator controlled tab travel. If the indication is not in the green arc at take-off, a CONFIG
warning is triggered on the CAP. CCAS is activated.
<7> The yaw trim position indicator shows units of trim motor displacement.
<8> The TLU LO SPD indicator light comes on in accordance with airspeed limitations. It illuminates green below 180 kts; The TLU is released to allow full
rudder deflection. Above 185 kts, the TLU is in the reduced authority position. Full rudder deflection is not allowed. In case of TLU automatic control
failure, with airspeed below 180 kts and LO SPD position not manually selected, the maximum cross wind is 15 kts. The TLU LO SPD light is not
illuminated.
<9> The stick pusher and shaker pushbutton enables the two sytems and aural warnings to be switched off. In this case, the OFF light illuminates white. It
also indicates a failure if stick pusher or shaker system in case of FAULT amber illumination.
<10> The AIL LOCK light illuminates amber whenever one of the locking actuators is in disagreement with the gust lock lever position (lock or unlock
position).
V2795
ACOS v1.6
ATA 27
Stick pusher and shaker check maintenance operations
Page 264/ 285
A periodic test circuit of the stick pusher and shaker system is provided on the "WARN" section of the left hand maintenance panel 101VU and forms part
of the Centralized Crew Alerting System (CCAS).
Before performing the tests, preparation has to be accomplished.

V2797
ACOS v1.6
ATA 27
Page 265/ 285
V2797
ACOS v1.6
ATA 27
V2797
Page 266/ 285
ACOS v1.6
ATA 27
Page 267/ 285
First, check that the following circuit breakers are closed on panel 121VU:
2FU "FLT CTL / STICK PUSHER / CTL & CAPT STICK SHAKER",
14FU "FLT CTL / STICK PUSHER / PWR SPLY",
15FU "FLT CTL / F/O STICK SHAKER & RUD TLU / AUTO CTL".
Check that the following circuit breakers are closed on panel 122VU:
1DM "ANTI / DE ICING / AAS / BOOTS A & B IND",

33DM "ANTI / DE ICING / HORNS CTL & IND / RUD & L ELEV",
34DM "ANTI / DE ICING / HORNS CTL & IND / AIL & R ELEV".
Open, safety and tag the following circuit breakers on panel 126VU:
32DM "HORNS ANTI ICING PWR SPLY / R ELEV",

48DM "HORNS ANTI ICING PWR SPLY / L AIL",
50DM "HORNS ANTI ICING PWR SPLY / R AIL",
51DM "HORNS ANTI ICING PWR SPLY / RUDDER",
To finish the preparation task, make certain that no-one is working in elevator travel ranges. Aircraft can now be energized.
V2797
ACOS v1.6
ATA 27
V2797
Page 268/ 285
ACOS v1.6
ATA 27
Page 269/ 285
Aircraft is now energized.

Check that the following circuit breakers are closed on panel 21 VU:
2UA1 "MFC/1A NORM SPLY",

2UA2 "MFC/2A NORM SPLY",
3UA1 "MFC/1B NORM SPLY",
3UA2 "MFC/2B NORM SPLY",
4UA1 "MFC/1A AUX / ADC1 HOT SPLY",
4UA2 "MFC/2A AUX SPLY",
5UA1 "MFC/1B AUX SPLY",
5UA2 "MFC/2B AUX SPLY",
Finally, on the overboard panel, check that MFC pushbuttons are set to ON.
Ckeck also flap data acquisition. This check ensures that flap position transmitter signal are correctly received in each MFC module.
V2797
ACOS v1.6
ATA 27
Page 270/ 285
Check that the rotary selector of the maintenance panel is placed on the NORM-FLT position.
After de-energization of the aircraft, remove safety clips and tags and close the following circuit breakers on panel 126VU:

48DM "HORNS ANTI ICING PWR SPLY / L AIL",
50DM "HORNS ANTI ICING PWR SPLY / R AIL",
51DM "HORNS ANTI ICING PWR SPLY / RUDDER",
63DM "HORNS ANTI ICING PWR SPLY / L ELEV".
Operational test of stick shakers and pusher circuit is now finished.

V2797
ACOS v1.6
ATA 27
Page 271/ 285
Rotary selector switch is placed in the "YES" position. An angle-of-attack signal will be simulated higher than the stick pusher activation threshold.
Please perform the test by pressing and holding the "PTT" pushbutton.
Criket aural alert sounds and STICK SHAKERS are activated. "GPWS FAULT" advisory light illuminates amber on the Crew Alerting Panel (CAP).
After 10 seconds, corresponding to the 10 seconds of inhibition after take-off, "CHAN1" and "CHAN2" and both "STICK PUSHER" indicator lights
illuminate.
At the same time, the STICK PUSHER is activated so its actuator moves to its stops. Test "YES" has been completely performed.
V2797
ACOS v1.6
ATA 27
Page 272/ 285
Rotary selector switch is placed in the "TEST 1" position. An angle-of-attack signal will be simulated in the "HARD" and "SOFT" modules of the MFCs.
Please perform the test by pressing and holding down the "PTT" pushbutton.
Cricket aural alert sounds and LEFT COLUMN STICK SHAKERS is activated. "GPWS FAULT" advisory light illuminates amber on the Crew Alerting
Panel (CAP).
After 5 seconds, the "FAULT" legend on the stick pusher pushbutton illuminates. Master "CAUTION" illuminates. "FLT CTL" caution lights come on.
Test "TEST 1" has been completely performed.
V2797
ACOS v1.6
ATA 27
Page 273/ 285
Rotary selector switch is placed in the "TEST 2" position. An angle-of-attack signal will be simulated in the "HARD" and "SOFT" modules if the MFCs.
Please perfom the test by pressing and holding down the "PTT" pushbutton.
Cricket aural alert sounds and RIGHT COLUMN STICK SHAKERS is activated. "GPWS FAULT" advisory light illuminates amber on the Crew Alerting
Panel (CAP).
After 5 seconds, the "FAULT" legend on the stick pusher pushbutton illuminates. Master "CAUTION" illuminates. "FLT CTL" caution lights come on.
V2797
ACOS v1.6
ATA 27
V2797
Page 274/ 285
ACOS v1.6
ATA 27
Page 275/ 285
Rotary selector switch is placed in the "TEST 3" position. An angle-of-attack signal will be simulated in the "HARD" and "SOFT" modules if the MFCs.
Aircraft is not in icing conditions.
Please perfom the test by pressing and holding down the "PTT" pushbutton.
Cricket aural alert sounds and both STICK SHAKERS are activated. "CHAN 1" and "CHAN 2" indicator lights illuminate on the maintenance panel. The
stick pusher is not activated. "GPWS FAULT" advisory light illuminates amber on the Crew Alerting Panel (CAP).
While continuing to press down the "PTT" pushbutton, switch on the anti-ice "RUD & L ELEV HORNS" (or "AIL & R ELEV") pushbutton to perform the test
in icy conditions.
As soon as anti-ice is switched ON, the STICK PUSHER is activated and both "STICK PUSHER" indicator lights illuminate. The previous warnings
(including stick shakers activation) remain activated.
V2797
ACOS v1.6
ATA 27
Rigging of ailerons control operation
Page 276/ 285
Before accomplishing rigging of ailerons control, preparation has to be done. First, the Captain's and First Officer's seats have to be removed. Then the
flight compartment floor covering can be removed.
Check that trim tab is in the zero position on the trim position indicator. If not, place it in this position using the two half control switches.
V2798
ACOS v1.6
ATA 27
Page 277/ 285
On panel 121VU, open, safety and tag the following breaker:
4CG "FLT CTL / AIL TRIM AND LOCK WARM".
V2798
ACOS v1.6
ATA 27
Page 278/ 285
Put the aileron control wheels in the neutral position and display a warning notice in the flight compartment prohibiting operation of aileron control.
Then remove floor panels around the control column and the control column covers
Install access platforms at level of ailerons and remove the underwing surface access panels.
Finally, remove ceiling panels below the rear quadrant.
V2798
ACOS v1.6
ATA 27
Page 279/ 285
Place the control whells in the neutral position and engage the two rigging pins. This maintain the control wheels in the central position.
Rigging of the cable tension regulator is performed following an adjustment graph to compensate for ambient temperature. A zero position holding
maintenance tool is inserted.
A rigging pin is also inserted in the Captain's aileron control quadrant.

V2798
ACOS v1.6
ATA 27
Page 280/ 285
Engage rigging pin in the rear quadrant.

Finally, engage rigging pin of the aileron tabs.
V2798
ACOS v1.6
ATA 27
Page 281/ 285
To finish this task:
re-install the removed panels and covers,

remove the access platforms,
and remove the warning notice in the flight compartment.
On panel 121VU, remove safety clips and tags and close the breaker 4CG.
Finally, re-install the flight compartment floor covering and install the Captain's and First Officer's seats.
V2798
ACOS v1.6
Summary
ATA 27
Page 282/ 285
ATA 27 FLIGHT CONTROL
V2798
General description
Interfaces
Features
Safety precautions
14
15
16
Cockpit location
21
22
24
28
Aileron control
32
37
Aileron tab
38
40
44
46
48
50
56
Spoiler
58
60
64
ACOS v1.6
Summary
ATA 27
V2798
Page 283/ 285
65
71
74
78
82
84
88
Rudder damper
90
94
Trim tab
96
98
102
104
106
108
114
120
126
127
130
136
140
142
148
ACOS v1.6
Summary
ATA 27
V2798
Page 284/ 285
150
152
154
158
160
164
170
176
178
180
182
184
186
192
Flaps description
199
202
207
214
222
226
228
232
238
239
ACOS v1.6
Summary
ATA 27
V2798
Page 285/ 285
242
248
252
256
261
264
276
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 28 FUEL

ATA 28
General description
Page 2/ 107
General description
The ATR Fuel system is composed of the following systems :
a storage system : 2 tanks, one in each wing, with its associated ventilation system,
a distribution system with 2 engine feed systems and a refuel/defuel system,
an indicating system (fuel quantity indicating and fuel tank temperature).
V2801
ACOS v1.6
ATA 28
General description
Page 3/ 107
V2801
ACOS v1.6
ATA 28
V2801
General description
Page 4/ 107
ACOS v1.6
ATA 28
General description
Page 5/ 107
Each wing is composed of :
a feeder tank,
a main tank,
a vent-surge tank,
a venting system.
The fuel is stored in two tanks, one in each wing, formed as an integral part of the wing structure. The maximum fuel capacity per tank is 3185 liters (2500
kg / 5512 lbs for a fuel density of 0,785). The total volume is 6370 liters (5000 kg / 11025 lbs).
Each tank has its own venting system which connects it to a vent-surge tank in all flight configurations.
The wing centre box structure, located above the fuselage, contains the fuel cross-feed and tank refuelling lines.
Any fuel leakage from these lines accumulates in the wing centre box, to prevent this, the wing centre box is vented and drained.
V2801
ACOS v1.6
ATA 28
V2801
General description
Page 6/ 107
ACOS v1.6
ATA 28
General description
Page 7/ 107
In normal conditions, each engine is supplied from its associated wing tank.
The outboard 100 liters vent-surge tank is not a fuel storage tank but is an integral part of the fuel ventilation system. The vent-surge tank serves as a
reservoir for main tank overflow due to fuel thermal expansion.
The main tank stores the remaining fuel and supplies the feeder tank through the feeder pump action or gravity flow.
The inboard 160 kg (353 Lbs) feeder tank normally supplies the respective engine and contains most of the pumps and control valves. The feeder tank is
always full and protects the engine feed system against negative or lateral load factors.
An electrical pump and an engine feed jet pump are installed. The engine feed jet pump is activated by HP fuel from the engine H.M.U. and is controlled
by a motive flow valve.
The LP S/O valve is located between the tank outlet and the corresponding engine. It's controlled by its associated fire handle.
A cross feed valve controlled by the "X FEED" pb, located on the cockpit fuel panel, allows both engines to be fed by one fuel tank, or one engine to be
fed by both tanks.
When the cross feed valve is opened, a blue "FUEL X FEED" light illuminates on MEMO panel. The valve position is indicated by a green horizontal flow
bar on the cockpit fuel control panel and the electrical pumps are automatically activated.
Each system is equipped with a pressure drop protection.
V2801
ACOS v1.6
ATA 28
General description
Page 8/ 107
Six probes are installed in each tank and electrically connected to the cockpit fuel quantity indicator.
Fuel indicating system also comprises :
a fuel tank temperature probe located in the LH feeder tank which sends information to the cockpit fuel tank temperature indicator,
four magnetic fuel quantity indicators (dipsticks).
V2801
ACOS v1.6
ATA 28
Cockpit panel location
Page 9/ 107
V2802
ACOS v1.6
ATA 28
Interfaces
Page 10/ 107
Interfaces
V2803
ACOS v1.6
ATA 28
Features
Page 11/ 107
Features
V2804
ACOS v1.6
ATA 28
V2804
Features
Page 12/ 107
ACOS v1.6
ATA 28
V2804
Features
Page 13/ 107
ACOS v1.6
ATA 28
V2804
Features
Page 14/ 107
ACOS v1.6
ATA 28
Page 15/ 107
V2805
ACOS v1.6
ATA 28
V2805
Page 16/ 107
ACOS v1.6
ATA 28
V2805
Page 17/ 107
ACOS v1.6
ATA 28
V2805
Page 18/ 107
ACOS v1.6
ATA 28
V2805
Page 19/ 107
ACOS v1.6
ATA 28
V2805
Page 20/ 107
ACOS v1.6
ATA 28
Page 21/ 107
V2805
ACOS v1.6
ATA 28
Fuel storage description
Page 22/ 107
V2806
ACOS v1.6
ATA 28
Page 23/ 107
Fuel is stored in two integral wing tanks formed by the wing spar box between ribs 4 and 23. The centre section spar box located above the fuselage does
not store fuel. Each tank has a capacity of 2,500 kg (5,510 Lbs), for a kerosene density of 0.785, taking into account the thermal expansion volume.
Each ATR fuel tanks are composed of :
a feeder tank : capacity = 160 kg (353 Lbs),

a main wing tank which stores the remaining fuel,
a vent-surge tank : capacity = 100 liters (does not store fuel).
The wing upper surface panel is comprised of two sections for each half wing from rib 0 to rib 13 and from rib 13 to rib 24. It can be removed for inspection
and internal repair. Rib 13, located at the wing break, constitutes an anti-surge baffle.
Both tanks are vented in all flight configurations :
by a vent line routed from rib 5 to rib 23 and provided with a rubber drain,
by a float valve located in the outer wing section.
These two outlets are connected to a vent-surge tank located outboard of the fuel tank between ribs 23 and 24.
MPD Scheduled Check: Particular attention to the Detailed Inspection of the fuel tank (JIC 28-10-00 DVI 10005/10010) for general condition and
installation of all the components within the fuel tanks. That inspection must be conducted by specially trained personnel and dedicated tools.
V2806
ACOS v1.6
ATA 28
S2806
Page 24/ 107
ACOS v1.6
ATA 28
Page 25/ 107
Fuel is stored in two integral wing tanks formed by the wing spar box between ribs 4 and 22. The centre section spar box located above the fuselage does
not store fuel. Each tank has a capacity of 2,250 kg (4,960 Lbs), for a kerosene density of 0.785, taking into account the thermal expansion volume.
Each ATR fuel tanks are composed of :
a feeder tank : capacity = 160 kg (353 Lbs),

a main wing tank which stores the remaining fuel,
a vent-surge tank : capacity = 100 liters (does not store fuel).
The wing upper surface panel is comprised of two sections for each half wing from rib 0 to rib 13 and from rib 13 to rib 23. It can be removed for inspection
and internal repair. Rib 13, located at the wing break, constitutes an anti-surge baffle.
Both tanks are vented in all flight configurations :
by a vent line routed from rib 5 to rib 22 and provided with a rubber drain,
by a float valve located in the outer wing section.
These two outlets are connected to a vent-surge tank located outboard of the fuel tank between ribs 22 and 23.
MPD Scheduled Check: Particular attention to the Detailed Inspection of the fuel tank (JIC 28-10-00 DVI 10005/10010) for general condition and
installation of all the components within the fuel tanks. That inspection must be conducted by specially trained personnel and dedicated tools.
S2806
ACOS v1.6
ATA 28
Fuel tanks description
Page 26/ 107
V2807
ACOS v1.6
ATA 28
Page 27/ 107
The wing lower surface panel is designed so that any water collects beneath the fuel in the lowest parts of the tanks. This water is then drained away
through manually operated water drains. Three self-closing water drains per tanks are installed.
They ensure drainage of water from tanks at any aircraft attitude between 3. A water drain is installed at the lowest point of the vent surge tank in order
to evacuate water which could freeze up to siphon level in icing condition and thus prevents tank venting failure.
V2807
ACOS v1.6
ATA 28
Page 28/ 107
Three access doors are located on the upper surface at either end of each tank and allow access to essential equipment without removing the upper
surface panel :
one door is located between rib 4 and 5 (feeder tank access),
another door is between rib 22 and 23 and is fitted with a gravity refuelling port,
the door located above the wing centre box compartment (between rib 1 and 2) is the cross feed system access.
CDCCL Item: Particular attention when opening and closing the wing box access doors (JIC 570000 OAC 10000), where all necessary precautions for
performing work in fuel tanks must be taken by specially trained personnel. CDCCL Item: Particular attention during remove/installation of wing access
doors, for the check of conductivity (JIC 05-51-16 CHK 10010).
V2807
ACOS v1.6
ATA 28
Page 29/ 107
Gravity refuelling operation is performed through two overwing gravity filling ports installed on the wing upper surface panel access door between rib 22
and 23.
Each gravity refuelling port includes a support attached to the structure, a cap and a filter. The cap is equipped with a locking device which is flush with the
wing upper surface. A ground connection installed near the cap, provides electrical continuity between the refuelling cap and the aircraft structure.
V2807
ACOS v1.6
ATA 28
Fuel ventilation description
Page 30/ 107
CDCCL Item: Bonding of pipes within the fuel tanks is part of the design protection against electrostatic discharge. More than one bonding lead missing,
damage or untightened on each pipe inside the fuel tanks can introduce unsafe condition.
V2808
ACOS v1.6
ATA 28
Page 31/ 107
Both tanks are vented in all flight configuration and on ground by a vent line and a float valve connected to a vent surge tank.
The vent line is vented through a NACA intake installed on the wing lower surface. The vent surge tank can contain 5 times vent line volume. It has a
capacity of approximately 100 liters.
The vent surge tank recovers fuel from the vent line, caused by thermal expansion of the fuel. Fuel is recovered by siphoning.
V2808
ACOS v1.6
ATA 28
Page 32/ 107
The wing centre box has its own venting system. This system serves to evacuate any vapor and fuel due to leaks in the lines routed through the centre
compartment.
Air ventilation is supplied from the left side of the fuselage to wing fairings through a scoop. It is ducted into the wing centre box at front spar level.
Two air vent ports are located at the lowest points of the wing centre box exhaust outside of the karmans, on either side of the fuselage. They also serve
for draining.
The system is designed to renew the volume of air in the wing centre box every three minutes.
V2808
ACOS v1.6
ATA 28
Page 33/ 107
The NACA intake enables a slight overpressure of 0,3 PSI (20 mb), to be applied in the tank during the flight.
The rubber drain allows fuel and water trapped in the vent line to drain back into the tank.
A water drain installed in the lower point of the surge tank allows to avoid the accumulation of water wich in icing condition could freeze up to the vent line
syphon level and prevent the tank to be vented.
The float valve allows direct tank ventilation through the vent surge tank. It closes during roll back, or fuel tank full, to prevent fuel entering the vent surge
tank.
V2808
ACOS v1.6
ATA 28
Fuel engine feed distribution description
Page 34/ 107
V2809
ACOS v1.6
ATA 28
Page 35/ 107
Fuel is fed to each engine from a corresponding tank by means of a system installed in a feeder tank between ribs 4 and 5.
The feeder tank has a capacity of approximately 160 kg (353 lbs). System controls and indicators are displayed on the fuel panel located on the overhead
panel in the flight compartment.
The fuel system is composed of :
an electrical pump,
a feeder jet pump,
an engine feed jet pump,
a motive flow valve,
two relief valves,
a low pressure shut-off valve,
a cross feed valve,
a low pressure switch,
an electrical auto control pressure switch.
V2809
ACOS v1.6
ATA 28
Fuel engine feed distribution operation
Page 36/ 107
V2823
ACOS v1.6
ATA 28
Page 37/ 107
The aircraft is energized and both engines are not running. FEED LO PR ambert light are illuminated because fuel feed pressure, detected by LP pressure
switch, is < 4 PSI.
Both fuel engine electric pumps push buttons are pressed IN and green RUN lights illuminate. The 28 VDC electric pumps are energized and begin to
supply fuel to engines. At the same time, the feeder jet pump is activated by the electric pump output pressure. Feeder tank pump is designed to maintain
feeder tank full by collecting fuel from main tank with feeder jump suction pipe.
At this step, the engine feed jet pump is not supplied, the motive flow valve and X-feed valve are closed. The LP shut off valve is open. The fuel flow rate
delivered at engine starting in 450 l/h for a pressure of 5,5 PSI (380 mb). FEED LO PR extinguishes.
After engine starting, driving flow for the engine feed jet pump is supplied through a return line from HMU. In presence of return pressure, the motive flow
valve installed on the fuel engine HP return line, opens in order to supply the engine feed jet pump. The engine feed jet pump begins to operate by driving
fuel from the feeder tank. At the same time, it supplies the feeder jet pump.
When pressure supplied by the engine feed jet pump reaches 8.5 PSI, the pressure switch 17 (18) QA installed on the engine jet pump outlet deenergizes the electric pump after 30 s time delay.
The fuel flow supplied by the feeder jet pump is suficient to maintain the feeder tank full in all configurations. If the feeder jet pump fails, the feeder tank is
connected to the main tank through flap valves (installed at the bottom of rib 5) which allows fuel to flow from the tank to the feeder tank. (monitoring of the
feeder tank fuel level is provided by a dedicated probe)
When a feeder tank not full is detected, the system :
energized the MFC bite loaded,

illuminates the amber fuel warning light on the CHP,
causes the amber Master caution light to flash,
send an audible, single chime,
automatically energized the correspnding electrical pump.
In the event of engine feed jet pump failure, the pressure switch 17 (18) QT provides electric pump running control which ensures fuel supply to the
engine. The electric pump delivers the necessary flow rate for engine consumption. In case of engine Fire, when corresponding engine fire handle is
pulled, it closes associated LP shut off valve.
Cross feed valve could be used to supply an engine from the opposite tank. With the X feed valve push button pressed IN, the valve opens, green flow bar
is horizontal. Both electrical pump are energized.
By selecting OFF the corresponding PUMP push button, the electric pump is de- energized and the motive flow valve is supplied to close. The engine is
fed through the opposite tank.
V2823
ACOS v1.6
ATA 28
Electrical pump description
Page 38/ 107
V2811
ACOS v1.6
ATA 28
Page 39/ 107
V2811
ACOS v1.6
ATA 28
V2811
Page 40/ 107
ACOS v1.6
ATA 28
Page 41/ 107
A 28 VDC electric pump is installed in each feeder tank between ribs 4 and 5.
Access is gained through an access door located on the upper wing surface panel between ribs 4 and 5. The 28 VDC electric pump installed in a canister
supplies fuel to the engine during starting.
It also serves to supply an engine when an engine jet pump failure occurs.
The check valve located on the canister outlet avoids any fuel leakage when removing the electric pump.
The canister equipped with a self sealing system is a self-contained explosive type. It is installed on the tank lower surface. It allows the electric pump to
be removed without emptying the fuel feeder tank.
The flow rate delivered at engine starting is 450 liters / hour at a pressure of 5.5 PSI (380 mb).
On cockpit fuel panel, RUN and OFF push button lights indicate electrical pump configuration.
CDCCL Item: The pump has been covered by extensive testing that demonstrated the compliance of the fuel pump with requirements of the Fuel Tank
Safety Regulations. Any deviation to the approved pump configuration can lead to questioning of the test results and therefore can potentially introduce an
unsafe condition.
V2811
ACOS v1.6
ATA 28
Feeder jet pump description
Page 42/ 107
V2813
ACOS v1.6
ATA 28
Page 43/ 107
The feeder tank pump is installed on the semi-sealed rib 5. Operated by fuel from the engine feed system, the jet pump maintains the feeder tank with
fuel, throughout the flight, by drawing the fuel from beyond rib 5.
The inlet flow rate creates a depression at the venturi inlet. This depression induces a fuel flow rate at jet pump suction, allowing the feeder tank to be full
in all flight configurations.
Access to the jet pumps is through the feeder door located on the upper surface panel between ribs 4 and 5.
In the event of a jet pump failure, the feeder tank is connected with the tank through flap valves installed at the bottom of rib 5. Flap valves allow the fuel to
flow from the main tank to the feeder tank.
V2813
ACOS v1.6
ATA 28
Feeder jet pump operation
Page 44/ 107
The LO LVL lights illuminates, and CCAS is activated if the feeder tank is not full. This permits to detect a failure of the feeder jet pump, but also maintain a
low level detection in case of wrong information coming from the FQI. And on the MFC Maintenance Panel, bite loaded is activated.
V2851
ACOS v1.6
ATA 28
Page 45/ 107
V2851
ACOS v1.6
ATA 28
Engine feed jet pump description
Page 46/ 107
V2814
ACOS v1.6
ATA 28
Page 47/ 107
The engine feed jet pump delivers fuel to the engine after starting. Driving fuel flow is supplied through a return line from the hydromechanical unit (HMU).
The jet pump outlet is equipped with a check valve. In normal operation, the engine jet pump supplies fuel to the engine throughout the flight envelope
certified for the A/C.
In the event of a failure of the opposite engine feed system, the other engine's feed jet pump is able to supply both engines during all flight phases (other
than take-off).
Pressure at the engine feed jet pump outlet, for the previous flow rates should be greater than, or equal to, 12 PSI (840 mb) to ensure correct engine fuel
supply.
The fuel inlet flow rate from the engine creates a depression at the engine feed jet pump venturi inlet. It induces a fuel suction at the jet pump inlet.
V2814
ACOS v1.6
ATA 28
Motive flow valve description
Page 48/ 107
V2815
ACOS v1.6
ATA 28
Page 49/ 107
The motive flow valve is installed on the wing forward spar, on the engine feed high pressure return line. Access is gained through the wing leading edge.
The motive flow valve is located near the LP shut-off valve and controls supply to the engine feed jet pump. It is open when the valve solenoid is not
energized and with fuel pressure.
It closes if there is no fuel pressure or with the solenoid energized.

It is controlled by the pump push button switch located on the fuel panel (25 VU), on the cockpit overhead panel.
CAUTION : To install or remove the motive flow valve, the tanks must be partially empty and the fuel electrical circuit de-energized.
V2815
ACOS v1.6
ATA 28
Relief valve description
Page 50/ 107
V2816
ACOS v1.6
ATA 28
Page 51/ 107
A vapor relief valve is located at the high point directly above each electrical pump.
It allows any air in the line to be expelled. This valve is airtight when the line is pressurized.
A thermal relief valve is installed on the fuel line.
It allows the fuel to escape directly into the tank in the event of overpressure.
When the motive flow valve is closed, the thermal relief valve also allows fuel trapped between the motive flow valve and the engine to run to the fuel tank.
V2816
ACOS v1.6
ATA 28
LP shutoff valve description
Page 52/ 107
V2817
ACOS v1.6
ATA 28
Page 53/ 107
The LP fuel shut-off valve comprises a dual motor spherical- plug. This valve is located between the tank outlet and the associated engine.
Valve operation is controlled by the corresponding engine fire handle located on the overhead panel in the flight compartment.
Valve position is displayed on the fuel panel. the LP valve is fitted on the wing front spar between ribs 11 and 12 at engine level.
The line between the LP valve and the fire wall is reinforced and drained to avoid fuel leaks reaching hot parts of the engine.
V2817
ACOS v1.6
ATA 28
Cross feed valve description
Page 54/ 107
V2819
ACOS v1.6
ATA 28
Page 55/ 107
The left and right feed systems are interconnected by a cross feed line including a single motor electric valve.
The cross feed valve is installed on the fuel line inside the wing center box section.
Access is gained through an access door on the wing center box upper surface. Supplied with 28 VDC, cross feed valve control and indication are located
on the fuel section of panel 25VU on the flight compartment overhead panel.
V2819
ACOS v1.6
ATA 28
LP pressure switches description
Page 56/ 107
V2821
ACOS v1.6
ATA 28
Page 57/ 107
The fuel Low Pressure (LP) switch is installed downstream the Low Pressure valve.
The fuel LP switch detects pressure drops in the corresponding engine feed system.
When the LP switch detects a low pressure (P<4 PSI) :
the FEED LO PR amber caution light illuminates on the fuel panel,

the FUEL caution amber light illuminates on the C.A.P.,
the MASTER CAUTION amber light flashes and is followed by a single chime.
Note : It is not necessary to drain the tanks for LP switch removal and installation (switch fitted downstream of the LP valve).
V2821
ACOS v1.6
ATA 28
Electric pump auto control pressure switch description
Page 58/ 107
V2822
ACOS v1.6
ATA 28
Page 59/ 107
In the event of a jet pump failure, it provides electric pump running control to ensure fuel supply to the engine.
The pressure switch de-energizes the electric pump after engine starting, when the pressure supplied by the engine feed jet pump reaches 8,5 PSI + 30 s
delay.
The electric pump auto-control pressure switch (17QA ENG1 and 18QA ENG2), is installed on the wing leading edge, between ribs 4 and 5, on the
engine feed jet pump outlet.
CAUTION : It is necessary to partially drain the tanks to install or remove the electric pump auto-control pressure switch.
V2822
ACOS v1.6
ATA 28
Fuel indicating system description
Page 60/ 107
V2824
ACOS v1.6
ATA 28
Page 61/ 107
Six probes are installed in each tank and electrically connected to the cockpit and refuelling panel fuel quantity indicators.
On july 1996, a Boeing 747 was involved in an in flight break-up after take-off due to a short circuit in the center wing fuel tank. The FAA issue a Special
Federal Aviation Requirement (SFAR) n88 effective since of june 2001. This SFAR requests that operators implement the maintenance tasks in their
maintenance program. Fuse adapters are installed on connector (located on the wing spar) wired to fuel tank components (on probe 15QT / 16QT, 3QL,
12QU / 11QU).
One high level sensor is fitted in each fuel tank in the vent surge tank.
Fuel quantity indicating: the fuel tank capacity measurement system is such that the figures appear in terms of weight. Both independant fuel quantity
indicating channels (one per tank) transmit the fuel information to a dual indicator located on the cockpit central panel and refuel / defuel panel.
LO LVL lights illuminates and CCAS are also activated in case of FEEDER TANK NOT FULL detection by 15QT (16QT) probe. The corresponding
electrical pump is automatically activated. LO LVL lights illuminates and CCAS is activated to indicate that the fuel quantity lower than 160 Kg (353 LB) is
detected on the corresponding fuel quantity indicator. The corresponding electrical pump is automatically activated.
Test push-button: the test push-button checks both measurement channels. If the system operates correctly the display shows 8888 code. "LO LVL"
amber lights illuminate and the CCAS is activated.
To control refuel / defuel operations, a refueling panel is located on the forward RH landing gear fairing. Fuel tanker connects the refuel / defuel line to the
fuel coupling located on the RH rear landing gear fairing.
Magnetic fuel quantity indicators : Magnetic indicators located on the lower surface of each wing are used to manually determine the fuel quantity when
the respective electronic indicating system is inoperative.
Fuel tank temperature indicator : A temperature measuring device is installed in the LH feeder tank. The temperature is displayed on the Fuel panel.
Note : all digits on fuel quantity indicators may be tested by placing the ANN LT switch on the overhead panel to the test position.
V2824
ACOS v1.6
ATA 28
Fuel indicating system operation
Page 62/ 107
V2833
ACOS v1.6
ATA 28
Page 63/ 107
The summing of the fuel quantity in a tank is performed by connecting the six probes in parallel.
Six electrical harnesses installed inside the tank, connect the probes to the bulkhead connectors to junction box fuel probes.
CDCCL Item: Particular attention during remove/installation of Fuel quantity Probes (JIC 28-42-72 RAI 10000), High Level Sensors (JIC 28-25-73 RAI
10000) and Harness (JIC 28-42-72 RAI 10010), to methodology and guidelines for securing harnesses on probes and sensors. It is important to notice
that no deviation to the approval design of harnesses and probes is permitted.
The dual indicator in the flight compartment includes two amplifiers which process electrical signals from the probes. The two channels, supplied with 28
VDC, are completely isolated. They use temperature information coming from the 15 (16QT) probes located in the feeder tank.
Fuel quantity indicator is located in the flight compartment and a repeater is fitted in the refueling/defueling panel installed in the RH main landing gear
fairing.
Probes 15 (16QT) give two signals :
One information give a compensation capacitance signal for FQI.

One information give a low level signal for MFC. If the FEEDER TANK is not full 10 mn after fuel electrical pump energisation, the MFC send a signal
to FQI (LO LVL lights illuminated) and memorise it (Bite loaded magnectic indicator on RH maintenance panel).
The repeater is supplied through the ground handling bus (access door open) to allow refuel/defuel operation without energizing A/C network.
To protect against short circuit on wiring external to the fuel tank, fuse adapters are installed on connector (located on the wing spar) wired to fuel tank
components (on probe 15QT(16QT)), 3QL, 12QU(11QU)).
MPD Scheduled Check: A resistance check of the fuses within the adapters (JIC 28-42-72 FUT 10005) permits to verify the drift of the fuses resistance
characteristic overtime. A change in caliber gauge of a fuse can modify the level of protection and the current intensity entering the fuel tank in case of an
external short circuit.
In addition current limiters are installed on high level sensor lines (12QU; 11QU), to avoid arcking at the internal contactor level, when high level is
detected.
Note: These current limiters are not installed on 15QT and 16QT low level sensors, as they are supplied and limited in current by MFCS.
V2833
ACOS v1.6
ATA 28
Indicator probes (15QT and 16QT) description
Page 64/ 107
V2826
ACOS v1.6
ATA 28
Page 65/ 107
V2826
ACOS v1.6
ATA 28
V2826
Page 66/ 107
ACOS v1.6
ATA 28
Page 67/ 107
The quantity indicating system provides information about the mass quantity of fuel available in each tank throughout the flight.
The fuel mass is measured by capacity probes installed in each tank.
15 and 16 QT probes are attached to the feeder tank upper surface wall between ribs 4 and 5.
15 and 16 QT probes are fitted with a feed failure detector for feeder tank boosting. A capacitance and a low level system allow a failure signal to be sent
to corresponding alert systems. If the fuel pump is selected during 10 mn, and if the fuel feeder tank not full after 15 sec, the electric pump is energized
through FQI, and MFC BITE loaded is activated on RH Maintenance Panel.
A temperature sensor is also installed on 15 and 16 QT probes. It is used to transmit fuel temperature information to the fuel quantity indicators to convert
fuel volume into weight.
Probes can be removed without emptying the fuel tanks.

Probes access doors are located on the upper surface panel. The summing of the fuel quantity in a tank is performed by connecting probes in parallel.
Electrical harnesses installed inside the tank, connect the probes to the bulkhead connectors. Any change in fuel quantity results in a change in probe
immersion and in a consequent change in probe capacitance. The quantity is read on the fuel quantity indicator which indicates the fuel mass in each
tank.
V2826
ACOS v1.6
ATA 28
Page 68/ 107
S2827
ACOS v1.6
ATA 28
Page 69/ 107
The fuel mass is measured by capacity probes installed in each tank.

151 and 152 QT probes are attached to the tank upper surface wall between ribs 9 and 10.
151 and 152 QT probes are fitted with a fuel float type high level sensor.
They can be removed without emptying the fuel tanks.
Probe access doors are located on the upper surface panel.
The summing of fuel quantity in a tank is performed by connecting probes in parallel.
S2827
ACOS v1.6
ATA 28
Indicator probes (17QT+others) description
Page 70/ 107
V2828
ACOS v1.6
ATA 28
Page 71/ 107
Probes are attached to the tank upper surface wall between ribs 4 and 5, ribs 5 and 6, ribs 9 and 10, ribs 14 and 15 and ribs 20 and 21. Probes can be
removed without emptying the fuel tanks.
V2828
ACOS v1.6
ATA 28
S2828
Page 72/ 107
ACOS v1.6
ATA 28
Page 73/ 107
Probes are attached to the tank upper surface wall between ribs 4 and 5, ribs 5 and 6, ribs 9 and 10, ribs 14 and 15 and ribs 20 and 21. Probes can be
removed without emptying the fuel tanks.
S2828
ACOS v1.6
ATA 28
Fuel quantity indicators description
Page 74/ 107
V2829
ACOS v1.6
ATA 28
Page 75/ 107
V2829
ACOS v1.6
ATA 28
V2829
Page 76/ 107
ACOS v1.6
ATA 28
Page 77/ 107
The fuel quantity indicator indicates the mass of fuel in each tank. The indications are given in kg or lbs according to the aircraft version.
This indicator includes two amplifiers which process electrical signals from the tank. The two mesurement channels, supplied with 28VDC, are completely
isolated. The indicator channels include a low level detection system.
The low level detection is set at 160 kg (353 lbs) for each fuel tank. The low level detection is also activated in case of FEEDER TANK NOT FULL,
detected by 15QT (16QT). In the event of a LO LVL detection, the system :
illuminates the corresponding low level amber caution light on the indicator,
illuminates the amber FUEL warning light on the C.A.P.,
causes the amber MASTER CAUTION light to flash,
sends an audible, single chime,
automatically energizes the corresponding electrical pump.
The fuel quantity information is displayed in digital form on the dual fuel quantity indicator located on the flight compartment. The fuel quantity repeater is
located on the refuel/defuel panel. It displays fuel quantity when refuel/defuel panel access door is opened.
V2829
ACOS v1.6
ATA 28
Fuel temperature sensor description
Page 78/ 107
V2831
ACOS v1.6
ATA 28
Page 79/ 107
A fuel temperature sensor is located in the left feeder tank.

Fuel tank temperature is displayed on the indicator located in the flight compartment.
There is only one fuel temperature indicator.
V2831
ACOS v1.6
ATA 28
Dipstiks and clinometer description
Page 80/ 107
V2832
ACOS v1.6
ATA 28
Page 81/ 107
Each tank is equipped with two manual magnetic indicators. Access to the indicators is gained from the wing lower surface. A dipstik is mounted between
rib 5 and 6 near the feeder tank.
The other one is mounted between rib 22 and 23 near the vent surge tank. By means of a graduated scale, the dipstik gives an indication of the residual
fuel quantitycontained in the tank.
When not being used for manual checks, the dipstick is locked in its raised position. A chart is used to convert cm into liters and units of weight (Kg or lbs)
as a function of A/C attitude and fuel density.
A clinometer located on the left rear landing gear fairing gives the A/C roll attitude in order to perform the corrections for limiting A/C attitude effects for
dipstik reading.
V2832
ACOS v1.6
ATA 28
V2832
Page 82/ 107
ACOS v1.6
ATA 28
Page 83/ 107
The dipstik comprises a gauge body with a mounting base. Inside the gauge body are :
an assembly consisting of a magnet and float, which defines the position on the scale during a level check,
a graduated scale,
a stop (or lock) which receives the control knob when the assembly is locked,
a control knob which, by simple rotation, releases the gratuated scale,
a stop ring, which holds the measurement and check assembly.
Locked position : the control knob is flush with the outer face of the gauge body and wing lower surface.
Unlocked position : by pressing and turning the control knob, the rod magnetically linked to the float, falls under its own weight. The fuel level is read in cm
on the section of the scale which protrudes from the wing lower surface.
V2832
ACOS v1.6
ATA 28
Fuel and defuel distribution description
Page 84/ 107
The fuel/defuel system serves to :
refuel the tanks under pressure,

defuel the tanks by suction.
Controls and indicators associated with this system are located on the refueling panel installed on the right landing gear fairing.
V2834
ACOS v1.6
ATA 28
Fuel and defuel distribution operation
Page 85/ 107
The ground cable is connected to the A/C RH side. The ground connection is located on the RH main landing gear fairing.
Opening of the refueling panel door energizes electrical supply of the refuel / defuel system and the quantity indicating system from the ground handling
bus bar.
The coupling cap is removed and the refuel hose is connected.

V2839
ACOS v1.6
ATA 28
V2839
Page 86/ 107
ACOS v1.6
ATA 28
Page 87/ 107
Before starting the refueling operation, the FQI test must be performed. FQI test push button is pressed and the 8888 code is displayed on the fuel
quantity repeater indicator located on the refuel / defuel panel.
When the test push button is released, the FQI shows its previous display. To test high level and refueling valve indicator bulb lights, you have to press on
the light.
Make certain that the refuel / defuel valves switches are in "Norm" and guarded position.
Fuel quantity (LH + RH Fuel tanks) is selected on the fuel quantity preselector (3 000 kg). This selected fuel quantity will be the required fuel load for
dispatch.
Refuel position is selected on the refuel / defuel switch. Refueling starts when the pressure has been built up by the tanker and the refuel load is displayed
on the tanker indicator. It opens the refuel / defuel valves and the blue indicator lights illuminates. AUTOMATIC REFUELING IS IN PROGRESS ...
Each tank has a capacity of 2 500kg (5 500 lbs) (for a density of 0.785). A complete refueling (5 000 kg = 6 370 liters) takes about 20 minutes (maximum
inlet pressure = 50 PSI (3.5 bars)).
When the selected quantity is reached (3 000 kg), the fuel preselector sends an electrical signal via relays to close the refuel / defuel valves (normal
operation). Defuel / refuel valve position indicator blue lights extinguish.
In case of failure of the automatic valve closure, an high level signal is send by the fuel quantity indicator to close the valve when maximum fuel quantity is
reached (2 500 kg) (first safety device). If both the automatic valve closure and the first safety device are not working, high level sensor (second safety
device) will cut off the power supply to the refuel / defuel valves to avoid over fuelling.
The mode selector switch must be set to OFF after refuelling is complete.
The refueling duct between the valves and the coupling can be drained by gravity or by suction.
In the event of the drainage by suction, the refuel / defuel valves are closed and the surge valve switch is set to the OPEN position. The fuel is drawn back
to the tanker under a negative pressure of 11 PSI (0.77 bar).
Refueling and defueling operation can be done manually. For example, manual defueling operation is as follows.
The refuel / defuel valves are open for defueling operation by placing the refuel / defuel switch in the DEFUEL position and the refuel valves switches in
the OPEN position. The refuel / defuel valve indicator blue lights illumintate. The two safety devices are inhibited. MANUAL DEFUELING IS IN
PROGRESS ...
When the defueling operation is finished, the refuel / defuel switch is reset to the OFF position, and the refuel valves switches are reset to the NORM
position. The refuel / defuel valve indicator blue lights extinguish.
The refueling hose is disconnected from the refuel / defuel coupling and the refuel coupling cap is closed. The refueling panel access door is closed and
the ground panel cable is disconnected. REFUELING / DEFUELING SEQUENCE COMPLETED
V2839
ACOS v1.6
ATA 28
Refuel and defuel valve description
Page 88/ 107
V2836
ACOS v1.6
ATA 28
Page 89/ 107
V2836
ACOS v1.6
ATA 28
V2836
Page 90/ 107
ACOS v1.6
ATA 28
Page 91/ 107
Each 28VDC refuel/defuel valve is equipped with a metal ring located under the electrical connection. The element called manual override enables the
The fuel/defuel assembly is installed in a dry bay which is drained.
A refuel/defuel coupling is installed in the rear part of the right main landing gear fairing. It is connected to the refuel/defuel valves.
This stainless steel duct has no coupling and is shrouded inside the fuselage. This duct is housed in a second duct to avoid cabin fuel leaks.
The area between two concentric pipes is ventilated by air, coming from the cabin and drained at the bottom of the landing gear fairing.
V2836
ACOS v1.6
ATA 28
High level sensor description
Page 92/ 107
V2837
ACOS v1.6
ATA 28
Page 93/ 107
When the fuel reaches the maximum fuel quantity value, the high level sensors send an electrical signal to close the refueling valves.
The associated high level amber light illuminates on the refueling panel.
One high level sensor is installed on probe 12QU (11QU, for each RH and LH surge tank) which is located between ribs 23 and 24.
Access is gained from wing upper surface panel.
V2837
ACOS v1.6
ATA 28
Gravity refuel cap description
Page 94/ 107
V2838
ACOS v1.6
ATA 28
Page 95/ 107
Gravity refueling is performed through two overwing gravity filling ports installed on the wing upper surface between ribs 22 and 23. Each gravity filling port
includes a support attached to the structure and a filter.
The cap of the gravity filling port is equipped with a locking device which is flush with the wing upper surface.
A ground connection, installed near the cap, provides an electrical connection between the refueling cap and the aircraft structure. Roll A/C attitude can be
checked on a clinometer located on the main landing gear fairing.
V2838
ACOS v1.6
ATA 28
Page 96/ 107
The ground cable is connected to the aircraft RH side. The ground connection is located on the RH main landing gear fairing.
Opening of the refueling panel door energizes electrical supply of the refuel / defuel system and the quantity indicating system from the gnd / hldg XFR
bus bar.
The coupling cap is removed and the refuel hose is connected.

P1211
ACOS v1.6
ATA 28
Page 97/ 107
Each 28 VDC refuel / defuel valve is equipped with a metal ring located under the electrical connection. The element called manual override enables the
The refuel / defuel assembly is installed in a dry bay which is drained so that any fuel leakage cannot run to the engine inside the leading edge. Access is
gained through an access door in the RH wing leading edge.
P1211
ACOS v1.6
ATA 28
Page 98/ 107
S2837
ACOS v1.6
ATA 28
Page 99/ 107
When the fuel reaches the maximum fuel quantity value and the refueling does not stop, the high level sensors, as a safety device, send an electrical
signal to close the refueling valves.
The associated high level amber light illuminates on the refueling panel.
Two float type high level sensors are installed:
on probe 152 QT (151 QT, for each RH and LH inner tank) which is located between ribs 9 and 10.
on probe 12 QU (11 QU, for each RH and LH outer tank) which is located between ribs 19 and 20.
Access is gained from wing upper surface panel.

S2837
ACOS v1.6
ATA 28
Fuel panel
Page 100/ 107
Fuel panel
V2840
ACOS v1.6
Fuel panel
ATA 28
Page 101/ 107
Have a look at the Fuel Panel. Location : Overhead panel.

<1> FEED LO PR Illuminates amber when fuel delivery is < 4 PSI in case of pump failure or fuel shortage.
<2> PUMP Control electrical pump power and motive flow valve solenoid. Runs automatically if :
Jet pump press < 8.5 PSI,

Or X feed in line,
Or fuel LO LVL (<160kg),
Or during quantity test,
Or feeder tank not full. Stops automatically 30 s after jet pump press > 8.5 PSI. RUN : Illuminates green when elect fuel pump is running. Each
electrical pump is able to supply one engine in the all flight envelope.
<3> LP VALVE Shows position of LP valve : IN LINE:OPEN X LINE:CLOSED

<4> X FEED Controls X feed valve : IN LINE:OPEN X LINE:CLOSED Activates both electrical pumps.
<5> FUEL TANK TEMP INDICATOR LH tank only. Range : -60C/0C
V2840
ACOS v1.6
ATA 28
Refueling/defueling panel
Page 102/ 107
V2841
ACOS v1.6
ATA 28
Page 103/ 107
Have a look at the Refueling Panel. Location: forward RH main landing gear fairing.
<1> FQI TEST Pressing the test button will check both measurement channels and, if working normally, display 8888 code on the FUEL QTY ind (on the
refueling panel as well as in the cockpit). It will also shut the refuel valves, simulating a maxi level in both tanks.
<2> MODE SELECTOR SWITCH Controls the operating mode for automatic fueling and the activation of refuel valves switches for manual operation.
OFF : Refuel valves are closed, switches are not activated. REFUEL : Refuel valves may be operated by auto refueling logic (refuel valves switches
on NORM) or manual refueling operation. DEFUEL : Refuel valves may be operated by manual defueling operation. With the mode selector in
DEFUEL position, and the refuel valves in OPEN position, all level protections are inhibited.
<3> HIGH LEVEL LIGHTS The light illuminates amber when an high level sensor is submerged (maximum refueling quantity reached). The corresponding
refuel valve closes automatically.
<4> REFUEL VALVES POSITION LIGHTS The lights illuminate blue when the refuel valve is opened. They extinguish during the fuel circuit test,
indicating the valves have closed.
<5> REFUEL VALVES SWITCHES Control the operation of the valves for each tank. They are kept at NORM position. NORM : Valves are controlled by
automatic fueling logic, depending on position of the mode selector switch and quantity preselection. Valves close automatically when high level is
detected. OPEN : Valves open when the mode selector switch is in the refuel or defuel position and the high level sensor is not submerged. SHUT :
Valves close regardless of the mode selector switch position.
<6> SURGE VALVE Provides air vent of the refuel line draining of this line OPEN : The surge valve opens. Mode selector switch must be in OFF position.
SHUT : The surge valve is closed.
<7> MAIN L/G LT This switch controls the main landing gear bay light.
<8> FUEL QTY INDICATOR The indicator has the same presentation as that used in the cockpit without test pushbutton.
<9> SELECTED QTY INDICATOR The quantity for automatic refueling is controlled by setting the preselector. The counter displays the preselected total
fuel quantity.
V2841
ACOS v1.6
ATA 28
Functionnal test of high level sensors and auto closure of valves
Page 104/ 107
V2844
ACOS v1.6
ATA 28
Page 105/ 107
Before performing functional test of high level sensor and auto closure of valves, fuel system safety requirements have to be applied.
First, the aircraft is energized (DC and AC constant frequency network).
Warning notice is installed in the flight compartment to prohibit energization of fuel system.
Refueling valve access panel and refuel/defuel panel door are open on RH main landing gear fairing.
Fuel tanker is positionned. Coupling and equipotential connection between the tanker and the aircraft are connected.
Check correct operation of high level sensors.
a.On refueling panel 5004VU :
place "refuel/defuel" switch in "refuel" position.

place "refueling/refuel valve/LH and R switches in "open" position. "refueling/valve LH/RH open" blue lights are illuminated. "high level/tank1
and tank2" amber lights are extinguished.
b.Refuel, per tank, above maximum value of 2500 (5510 lbs) or 3185 liters (for a density = 0,785) :
"high level/tank1 and tank2" amber lights are illuminated.
c.On fuel tanker indicator, pointer is set to zero.

d.On refueling panel 5004VU :
place "refuel/defuel" switch in "off" position.

place "refueling/refuel valve/LH and R switches in "norm" position.
refuel / defuel valves indicator blue lights extinguishes. refueling valves are closed.
The aircraft is de-energized (DC and AC constant frequency network).

Coupling and equipotential connection between the tanker and the aircraft are disconnected.
Refueling panel door is closed and fuel tanker is removed from working area.
Make certain that working area is clean and clear of tools and miscellaneous items of equipment. Remove "smoking prohibited" warning notices and
access platform.
Functional test of high level sensors and auto closure of valves has been performed successfully !
V2844
ACOS v1.6
Summary
ATA 28
Page 106/ 107
ATA 28 FUEL
V2844
General description
Interfaces
10
Features
11
15
22
26
30
34
36
38
42
44
46
48
50
52
54
56
58
60
62
64
ACOS v1.6
Summary
ATA 28
V2844
Page 107/ 107
68
70
74
78
80
84
85
88
92
94
96
98
Fuel panel
100
102
104
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 29 HYDRAULIC POWER

ATA 29
General description
Page 2/ 71
General description
V2901
ACOS v1.6
ATA 29
General description
Page 3/ 71
The aircraft has a main hydraulic system, made up of two independent sub-systems identified as the blue and the green systems.
The common hydraulic reservoir is located in the hydraulic bay (LH landing gear fairing).
Each of the blue and green systems are pressurized by an electric pump, supplied by ACW power.
The auxiliary hydraulic system contains a crossfeed valve and an auxiliary pump supplied by DC power. This pump is controlled in automatic or manual
mode, through a pushbutton.
Each system contains a power accumulator installed in the hydraulic bay.

A triple indicator displays the blue, the green and the brake accumulator pressures. The normal pressure value is 3000 psi. There are also three pressure
gages, located in the hydraulic bay, which display each accumulator pressure.
The blue system supplies:
nose wheel steering,

wing flaps extension / retraction,
spoilers,
the propeller brake for the RH engine,
the emergency and parking brakes, using a specific brake accumulator.
The green system supplies:
landing gear extension / retraction,

normal braking.
Both blue and green systems have a hydraulic fluid low quantity warning, "LO LVL": Low level.
The three pumps are monitored by two caution lights:
"LO PR": Low pressure,

"OVHT": Overtemperature.
V2901
ACOS v1.6
ATA 29
Page 4/ 71
V2902
ACOS v1.6
ATA 29
Interfaces
Page 5/ 71
Interfaces
V2903
ACOS v1.6
ATA 29
Features
Page 6/ 71
Features
V2904
ACOS v1.6
ATA 29
V2904
Features
Page 7/ 71
ACOS v1.6
ATA 29
V2904
Features
Page 8/ 71
ACOS v1.6
ATA 29
V2904
Features
Page 9/ 71
ACOS v1.6
ATA 29
Safety precautions
Page 10/ 71
Safety precautions
V2905
ACOS v1.6
ATA 29
Main hydraulic system description and operation
Page 11/ 71
For safety reasons, the lines of each system are separated in the exposed zone.
The pipes are identified by labels:
a hydraulic pipe (black dots), its function (case drain) and the direction of flow (arrow),
a coloured band for the systems (green or blue).
A maximum of components are installed in the LH pod to ensure longer life for pipes and fittings which are not handled when components are removed
and to facilitate maintenance tasks.
V2906
ACOS v1.6
ATA 29
V2906
Page 12/ 71
ACOS v1.6
ATA 29
Page 13/ 71
A common reservoir divided in two equal compartments by a diaphragm, contains fluid which is drawn by one ACW (Alternative Wild Current) electrical
pump.
The reservoir has two low level switches which trigger the "LO LVL" caution light when there is less than 2.5 liters in one compartment.
The ACW green electric pump pressurizes the system at 3000 PSI. Downstream the pump, an acoustic filter reduces the hoses noise. High pressure is
delivered, via a high pressure filter, for normal braking and landing gear operation. The high pressure filter has a red indicator which pops out when the
filter is clogged (p > 100 PSI).
On the pressure line, a line accumulator damps pump delivery pulsation and any pressure surges and compensates for pump response time when there is
a high output demand.
A valve is fitted on the case drain to provide pressure relief in case of pump regulating system failure.
A pressure line transmitter sends a signal to the pressure indicator located in the cockpit.
A return line from the users drives the fluid via a return pressure filter to the reservoir. If the return filter clogs, its by-pass opens.
A case drain will send leaks from the pump to the reservoir, via a filter . When the case drain filter clogs, an indicator appears and its by-pass opens.
An overheat sensor illuminates "OVHT" light when temperature reaches 121 C.
A check valve is installed between the filter and the reservoir.
A low pressure switch illuminates the green system "LO PR" light when the green system pressure is below 1500 PSI.
V2906
ACOS v1.6
ATA 29
V2906
Page 14/ 71
ACOS v1.6
ATA 29
Page 15/ 71
The blue hydraulic system has two main power lines. The first line is identical to the green system. Components operation are identical. The first line
supplies the spoilers, the nose wheel steering, the flaps and the right propeller brake.
Note: The propeller brake return line is directly connected to the reservoir.
The second line supplies the parking and emergency brake as well as the brake accumulator.
The parking brake accumulator is provided with a pressure release valve enabling the blue system pressure lines to be connected to return. The valve is
ususable only on ground.
The blue system is also fitted with an auxiliary DC motor driven pump operating automatically when the following conditions are met:
push button "AUX PUMP" in pressed position ("OFF" legend extinguished),

at least one engine running,
propeller brake disengaged,
landing gear lever in "DOWN" position,
ACW blue pump low pressure.
V2906
ACOS v1.6
ATA 29
Page 16/ 71
A common ground service panel is located on the upper part of the hydraulic bay.
On this panel there are ground power pressure and suction quick-disconnect fittings to apply external hydraulic power to the green or blue systems, or for
reservoir refilling, or for drainage.
V2906
ACOS v1.6
ATA 29
Page 17/ 71
V2906
ACOS v1.6
ATA 29
Reservoir description
Page 18/ 71
V2908
ACOS v1.6
ATA 29
Page 19/ 71
V2908
ACOS v1.6
ATA 29
V2908
Page 20/ 71
ACOS v1.6
ATA 29
Page 21/ 71
Hydraulic Bay
The reservoir is located in the rear area of the left main gear well, in the hydraulic bay.
It is an unpressurized type, divided in two equal compartments by a diaphragm opened in the upper part.
It is equipped with:
a cap vented to atmosphere,

a strainer filter for refiling,
an overflow port and two low level switches (level less than 2.5 liters in each compartment),
a direct reading quantity gauge,
baffles to prevent fluid sloshing during sideslip maneuvers and minimize fluid emulsion in case of high return fluid flow.
V2908
ACOS v1.6
ATA 29
ACW electric pumps description
Page 22/ 71
V2909
ACOS v1.6
ATA 29
Page 23/ 71
Hydraulic Bay
The ACW electric pumps are located in the left main gear well, in the hydraulic bay.
The ACW electric pumps are conventional axial piston types.
The nominal fluid flow is 7.9 liters/mn at 2850 PSI.
The nominal pressure is 3000 PSI.
Electric motors have a variable frequency (338 to 493 Hz) and a rotational speed (6700 to 9700 rpm).
To avoid electric and hydraulic demand peaks during ACW power on, the blue electric pump operates with time delay of 1 second respect to the green
pump.
V2909
ACOS v1.6
ATA 29
ACW electric pumps operation
Page 24/ 71
7GX contactor is supplied by the push button "Blue pump" 5GX via the generator line contactor 5XU or the bus tie contactor 7XU.
To avoid the simultaneous insertion of both pumps 7GX contactor negative signal is sent to the MFC 1A, with time delay of 1 second.
7GX contactor is self held.
V2910
ACOS v1.6
ATA 29
Page 25/ 71
Green system has no time delay.
V2910
ACOS v1.6
ATA 29
Filter description
Page 26/ 71
Filter description
V2911
ACOS v1.6
ATA 29
Filter description
Page 27/ 71
V2911
ACOS v1.6
ATA 29
V2911
Filter description
Page 28/ 71
ACOS v1.6
ATA 29
Filter description
Page 29/ 71
All the filters are cartridge types and have the same bowl. They are disposable and equipped with a shut-off valve diaphragm, which prevents hydraulic
fluid loss. They have a clogging indicator. A thermal lockout ring prevents indicator actuation at low temperature ranges.
The HP filters do not have a bypass valve installed on the pressure line. Their clogging indicator pops out at p = 100 psi.
Return filters have a bypass valve which opens at 49.3 psi. Their clogging indicator pops out at p = 24.7 psi.
The LP filters have a bypass valve which opens at 50.8 psi. Their clogging indicator pops out at p = 36.3 psi.
The hydraulic system is also provided with accoustic type filters. They are located downstream the ACW pumps, between pressure ports and relevant
hoses. They are intended to reduce the noise.
V2911
ACOS v1.6
ATA 29
Pressure transmitters description
Page 30/ 71
Two pressure transmitters are located in the hydraulic bay, in the left main gear well, on the case drain.
The third pressure transmitter is located in the hydraulic bay, below the emergency and parking brake accumulator.
The three pressure transmitters send a signal to the pressure triple indicator. The normal pressure is 3000 PSI.
V2912
ACOS v1.6
ATA 29
Page 31/ 71
Two pressure transmitters are located in the hydraulic bay, in the left main gear well, on the case drain.
The third pressure transmitter is located in the hydraulic bay, below the emergency and parking brake accumulator.
The three pressure transmitters send a signal to the pressure triple indicator. The normal pressure is 3000 PSI.
V2912
ACOS v1.6
ATA 29
Low pressure switch description
Page 32/ 71
V2913
ACOS v1.6
ATA 29
Page 33/ 71
The three low pressure switches are located in the hydraulic bay, on the case drain.
Each low pressure switch sends a signal to the pressure caution light ("LO PR").
The threshold pressure is 1500 PSI.
V2913
ACOS v1.6
ATA 29
Overtemperature sensors description
Page 34/ 71
V2914
ACOS v1.6
ATA 29
Page 35/ 71
The three overtemperature sensors are located in the hydraulic bay, on the case drain line.
Each overtemperature sensor sends a signal to the overtemperature caution light ("OVHT").
The threshold temperature is 121 C.
V2914
ACOS v1.6
ATA 29
Low level switch description
Page 36/ 71
V2915
ACOS v1.6
ATA 29
Page 37/ 71
The low level switches are located in the hydraulic bay, on the reservoir.
Each low level switch sends a signal to the low level caution light ("LO LVL").
The fluid quantity threshold is 2.5 liters.
V2915
ACOS v1.6
ATA 29
Pressure relief valves description
Page 38/ 71
V2916
ACOS v1.6
ATA 29
Page 39/ 71
The two pressure relief valves are located in the hydraulic bay, on the case drain.
Each valve provides pressure relief in case of a pump regulating system failure.
The valve opening threshold pressure is 3535 PSI.
The valve closing threshold pressure is 3133 PSI.
V2916
ACOS v1.6
ATA 29
Green & blue accumulators and indicators description
Page 40/ 71
V2917
ACOS v1.6
ATA 29
Page 41/ 71
The green and the blue accumulators are installed in the left main gear well, on the RH of the hydraulic bay.
The green and the blue pressure gauges are located in the hydraulic bay, above the green and the blue accumulators.
Two nitrogen-charged accumulators are installed in the blue and the green systems, to absorb pump pulsations and surges caused by high fluid demands.
They compensate for pump response time in the event of high output demand.
Each accumulator incorporates a floating piston to separate the hydraulic fluid from the nitrogen precharge.
The precharge pressure is 1500 4% PSI at 20 C.
A gas pressure jauge is installed on each accumulator to indicate accumulator pressure.
V2917
ACOS v1.6
ATA 29
Parking brake & emergency accumulator and indicator description
Page 42/ 71
V2918
ACOS v1.6
ATA 29
Page 43/ 71
V2918
ACOS v1.6
ATA 29
V2918
Page 44/ 71
ACOS v1.6
ATA 29
Page 45/ 71
The parking and emergency brake accumulator is installed on the RH of the hydraulic bay, between the green and blue accumulators.
The parking and emergency brake accumulator is provided with a pressure release valve (located on the bottom of the accumulator) and a relief valve
(located on the top of the accumulator).
The parking and emergency brake accumulator pressure gauge is located in the hydraulic bay, above the parking and emergency brake accumulator.
The release valve of the parking and emergency brake accumulator is a faucet.
The parking and emergency brake accumulator is provided with a pressure release valve enabling the blue system pressure lines to be connected to the
return. This valve is usuable only on ground.
The parking and emergency brake accumulator is also provided with a relief valve against nitrogen pressure when the temperature increases.
The parking and emergency brake is available as soon as the parking and emergency brake accumulator pressure is above 1600 PSI.
V2918
ACOS v1.6
ATA 29
Check valves description
Page 46/ 71
There are several check valves in the hydraulic systems. They are located in the hydraulic bay.
Check valves are used when protection or isolation are required, in particular on the pressure line of the pump.
V2919
ACOS v1.6
ATA 29
Auxiliary hydraulic system description
Page 47/ 71
The auxiliary hydraulic system consists of an auxiliary pump system and a crossfeed system.
In case of a failure of the green, or blue electric pump, without a low level advisory ("LO LVL" caution light ON), the remaining operative pump provides
hydraulic supply to all services by means of a crossfeed (or X FEED) valve.
An auxiliary pump provides hydraulic power to supply the blue hydraulic system.
V2920
ACOS v1.6
ATA 29
Auxiliary hydraulic system operation
Page 48/ 71
V2926
ACOS v1.6
ATA 29
Page 49/ 71
Blue and green pumps are supplied by ACW electrical power running. Blue and green hydraulic pressures are 3000 PSI. Now, imagine the green
pressure decreases.
The green hydraulic pressure is less than 1500 PSI. The "LO PR" caution light illuminates. You have to shut off the green pump. Click on the green pump
pushbutton.
The green pump stops. The "OFF" light illuminates. The crossfeed valve has to be opened to pressurize the green system with the blue system. Click on
the crossfeed valve pushbutton.
The crossfeed valve is open. The crossfeed valve "ON" light illuminates. Now, the blue and green systems are pressurized at 3000 PSI.
In the case of an overheat problem, the corresponding pump has to be shut off, and the crossfeed valve has to be opened in the same way as the
previous procedure.
In the case of a low level problem, the corresponding pump has to be shut off, but the crossfeed valve cannot be opened even if the crossfeed pushbutton
is set to "ON".
V2926
ACOS v1.6
ATA 29
V2926
Page 50/ 71
ACOS v1.6
ATA 29
Page 51/ 71
Auxiliary pump automatic mode operation: Auxiliary pump operating conditions in automatic mode are the following:
Auxiliary pump pushbutton in pressed position ("OFF" legend extinguished),

At least one engine running,
Propeller brake disengaged,
Landing gear lever in down position,
Low pressure main blue pump.
Auxiliary pump automatic mode operation (continued): When these five conditions are met, the auxiliary pump is supplied by 28 VDC bus 2 and starts to
run. If one of the conditions is lost, the pump stops (For example, aircraft on ground and propeller brake engaged). This to avoid a long time running of the
DC pump without any blue hydraulic pressure needed.
Auxiliary pump manual mode operation: On ground, auxiliary pump operates in manual mode when its pushbutton is pressed in. Click on the auxiliary
pump pushbutton.
Auxiliary pump manual mode operation (continued): In manual mode, the auxiliary pump is supplied by 28VDC Hot main bat bus. It operates for 30
seconds, or for as long as the auxiliary hydraulic pump pushbutton is maintened pushed.
Engine(s) running
Propeller brake disengaged
V2926
ACOS v1.6
ATA 29
DC electrical pump description
Page 52/ 71
V2922
ACOS v1.6
ATA 29
Page 53/ 71
The DC electrical (or also auxiliary) pump is located in the hydraulic bay, at the rear of the ACW electrical pumps (green and blue pumps).
The auxiliary pump is a conventional axial piston type.
The nominal fluid flow is 2.6 liters/mn at 2850 PSI.
The nominal pressure is 3000 PSI.
The electric motor has rotational speed of 10 300 rpm.
V2922
ACOS v1.6
ATA 29
DC electrical pump operation
Page 54/ 71
V2923
ACOS v1.6
ATA 29
Page 55/ 71
The auxiliary pump provides hydraulic power to operate the users of the blue system in case of blue pump fault or stop. (For example, propeller brake
operation, parking brake and maintenance uses). The auxiliary pump operates manually or automatically on ground, during approach or landing, in
automatic mode only.
The auxiliary electric pump is supplied by 28 VDC bus 2 through 8GF in automatic mode and by 28 VDC Hot main bat bus through 3GF contactor in
manual mode.
The 8GF auxiliary system pump main power contactor is energized by pressing 6GF HYD PWR / AUX PUMP pushbutton and is controlled by MFC2
1UA2.
In automatic mode, the MFC2 allows pump operation when the following five conditions exist:
The auxiliary pump pushbutton in pressed position (legend "OFF" extinguished);

at least one engine running;
propeller brake disengaged;
landing gear lever in down position;
low pressure of main blue hydraulic power system.
The auxiliary electric pump is also directly supplied by the hot main bat bus through 3GF contactor and the 5GF auxiliary hydraulic pump pushbutton. In
this manual mode, and for maintenance purposes, the auxiliary pump can be used with both engines not running, or the propeller brake engaged. This
mode is inhibited by the automatic mode via the 8GF contactor.
In manual mode, if the MFC is supplied, an impulsion on the auxiliary hydraulic pump pushbutton enables the auxiliary pump to be operated for 30
seconds, following release of the auxiliary hydraulic pushbutton. With the MFC supplied or not, the auxiliary hydraulic pump operates as long as its
pushbutton is maintened pushed.
V2923
ACOS v1.6
ATA 29
Page 56/ 71
V2924
ACOS v1.6
ATA 29
Page 57/ 71
V2924
ACOS v1.6
ATA 29
V2924
Page 58/ 71
ACOS v1.6
ATA 29
Page 59/ 71
The crossfeed (or X FEED) valve is located in the hydraulic bay, on the case drain.
The crossfeed (or X FEED) valve is installed between the green and blue systems to interconnect them in case of one of the systems fails.
If either the green, or the blue system fails to operate without a low level advisory occurence, the other can assume an auxiliary function, under pilot
control, using the crossfeed valve.
When the crossfeed valve pushbutton is released, both hydraulic circuits are separated.
When the crossfeed valve pushbutton is pressed to the "ON" position, the valve opens and the hydraulic circuits are connected.
The crossfeed valve opening conditions are:
"ON" X FEED switch pressed in, and no low level detection.
The crossfeed is a solenoid operated valve, spring-loaded closed.
V2924
ACOS v1.6
ATA 29
Indicating/Hydraulic panel
Page 60/ 71
Select a caution light schematic.

Caution lights schematics:
Green hydraulic system
Green system's low pressure (LO PR) indication transists by MFC 1B to avoid "LO PR" caution indication during the landing gear extension, due to main
landing gear actuators suction.
Blue hydraulic system
Auxiliary hydraulic system
V2927
ACOS v1.6
ATA 29
Page 61/ 71

V2927
ACOS v1.6
ATA 29
Page 62/ 71

V2927
ACOS v1.6
ATA 29
Page 63/ 71
V2927
ACOS v1.6
ATA 29
Hydraulic panel
Page 64/ 71
Hydraulic panel
V2928
ACOS v1.6
ATA 29
Hydraulic panel
Page 65/ 71
Look at the Hydraulic Power Panel.

<1> Low pressure (LO PR) light.
The light illuminates amber and the CCAS is activated when the associated pump delivered fluid pressure drops below 1500 PSI (103.5 bar).
<2> Low pressure (LO PR) light.
The light illuminates amber and the CCAS is activated when the auxiliary pump outlet pressure is detected lower than 1500 PSI and functioning
conditions are met.
<3> X FEED pushbutton. It controls opening and closure of the crossfeed valve.
In "ON position, the X FEED pushbutton is pressed and the crossfeed valve is open. Both hydraulic circuits are connected.
Otherwise, the X FEED pushbutton is released and the crossfeed valve is closed. Both hydraulic circuits are isolated.
<4> Overheat (OVHT) light.
The light illuminates amber and the CCAS is activated when pump case drain line overheat is detected (T > 121 C or T > 250 F).
<5> Low level (LO LVL) light.
The light illuminates amber and the CCAS is activated when associated tank compartment fluid quantity drops below 2.5 liters (0.67 US Gal). The X
FEED automatically closes if open.
V2928
ACOS v1.6
ATA 29
Cross feed valve inhibition
Page 66/ 71
V2932
ACOS v1.6
ATA 29
Page 67/ 71
In order to verify the correct operation of the crossfeed valve without or with low level inhibition, the test will be performed in two steps:
normal fluid level in the reservoir,

low fluid level in the reservoir.
Normal fluid level in the reservoir:
Check the sight glass indicator that the fluid level in the reservoir is in full position.
On panel 26 VU, press crossfeed pushbutton switch.
Verify that the "B" pointer of the triple indicator displays 3000 PSI (206 bar) confirming the correct operation of the crossfeed.
Release crossfeed pushbutton.
Cut-off the green pump by releasing the pushbutton.
V2932
ACOS v1.6
ATA 29
V2932
Page 68/ 71
ACOS v1.6
ATA 29
Page 69/ 71
Low fluid level in the reservoir:
Open the blue suction port dust CAP on the ground service panel.
Connect the suction hose of the hand pump to the blue suction quick disconnect fitting.
Through hand pump, drain 3.5 liters (0.91 USG) of fluid from the aircraft reservoir blue suction and verify:
- illumination of blue "lo level" caution light on the hyd pwr panel (26 VU),
- illumintation of masters "caution" lights on panels 2 VU and 3 VU,
- illumination of "HYD" on the CAP,
- single chime sounds.
Switch on the green pump by pressing the pushbutton.
On the triple indicator verify that the "G" pointer reads 3000 PSI + 50/- 0 (206 bar).
On panel 26 VU, press crossfeed pushbutton.
Verify that the "B" pointer of the triple indicator displays 0 PSI confirming the correct operation of the crossfeed.
Release crossfeed pushbutton.
Repeat functional test for the green system.
V2932
ACOS v1.6
Summary
ATA 29
Page 70/ 71
ATA 29 HYDRAULIC POWER
V2932
General description
Interfaces
Features
Safety precautions
10
11
18
22
24
Filter description
26
30
32
34
36
38
40
42
46
47
48
52
54
56
ACOS v1.6
Summary
ATA 29
V2932
Page 71/ 71
60
Hydraulic panel
64
66
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 30 ICE & RAIN PROTECTION

ATA 30
General description
Page 2/ 216
General description
The Ice and Rain Protection system permits aircraft operation in icing conditions or heavy rain.
Aircraft ice protection is provided by a pneumatic and an electrical system adapted for the critical areas.
An ice detector provided below the left wing leading edge and connected to the CCAS, monitors ice accretion.
A visual indicator, or Ice Evidence Probe (IEP) located on the lower frame of the left side window provides information of ice accretion and is shaped to
retain ice when all others parts of aircraft airframe are free of ice.
V3001
ACOS v1.6
General description
ATA 30
Page 3/ 216
Three levels of icing protection are provided and presented on the ice protection panel in flight compartment:
the permanent protection or level 1 protection,

the anti-icing protection or level 2 protection,
the de-icing protection or level 3 protection.
V3001
ACOS v1.6
ATA 30
General description
Page 4/ 216
The permanent ice protection, or level 1 protection, is ensured by electrical heating of the windshields and different probes provided on the aircraft.
The electrically heated probes are:
the 3 pitot probes,

the 6 static ports,
the 2 temperature probes,
the 2 alpha probes.
V3001
ACOS v1.6
ATA 30
General description
Page 5/ 216
The anti-icing protection, or level 2 protection, consists of electrical heating of several specific aircraft zones.
The zones heated by electrical power, for anti-icing protection, are: w the aileron, elevator and rudder horns,
w the propeller blades,
w the side windows.
The AC wild current primarily supplies the anti-icing system.

V3001
ACOS v1.6
ATA 30
V3001
General description
Page 6/ 216
ACOS v1.6
General description
ATA 30
Page 7/ 216
The de-icing protection, or level 3 protection, is a pneumatic system supplied by air bled from the engine HP compressor and which operates on areas of
the airframe.
The zones de-iced pneumatically are: w the outer wing leading edges,
w the median wing leading edges,
w the inner wing leading edges,
the horizontal stabilizer leading edges,
the engine air intakes and gas paths.
This drawing gives a summary of anti-icing and de-icing utilization conditions.

Atmospheric icing conditions exist when:
OAT on ground or for take-off is 5C or less,

Or TAT in flight is 7C or less,
And visible moisture in the air is present in any form. The visibility is then lower than 1 mile.
Ice accretion means that ice is building up on the airframe. ICING amber light illuminates in this case.
Residual ice means that some ice is remaining on the airframe. It may be in or out of icing conditions.
V3001
ACOS v1.6
ATA 30
General description
Page 8/ 216
A rain removal system consisting of two windshield wipers, protects the Captain and First Officer windshield panels and maintain clear vision through the
windshield during flight.
V3001
ACOS v1.6
ATA 30
Cockpit panels
Page 9/ 216
Cockpit panels
V3002
ACOS v1.6
ATA 30
Interfaces
Page 10/ 216
Interfaces
V3003
ACOS v1.6
ATA 30
Features
Page 11/ 216
Features
V3004
ACOS v1.6
ATA 30
V3004
Features
Page 12/ 216
ACOS v1.6
ATA 30
V3004
Features
Page 13/ 216
ACOS v1.6
ATA 30
V3004
Features
Page 14/ 216
ACOS v1.6
ATA 30
V3004
Features
Page 15/ 216
ACOS v1.6
ATA 30
Page 16/ 216
V3005
ACOS v1.6
ATA 30
Page 17/ 216
V3005
ACOS v1.6
ATA 30
Detection general description
Page 18/ 216
V3006
ACOS v1.6
ATA 30
Page 19/ 216
The purpose of the ice detection system is to help the crew to detect icing conditions. Atmospheric icing conditions exist when :
OAT on ground and for take-off is 5C or less,

or TAT in flight is 7C or less,
and visible moisture in the air is present in any form (Visibility is lower than 1 mile).
The ice detection system consists of the following :
The ice detector located under the left wing,

The Ice Evidence Probe (IEP).
Note that the primary mode of detection remains visual detection of ice formation on any aircraft surface by the crew.
In addition to the ice detection system, an Anti-Icing Advisory System is also provided on the aircraft.
The APM function (Aircraft Performance Monitoring) of the MPC, reinforces the knowledge and the awareness of the crew with regard to severe icing
conditions during flights.
This new function allows to react and to take corrective actions well before icing consequences on the aircraft.
V3006
ACOS v1.6
ATA 30
Ice detection system description
Page 20/ 216
The ice detector alerts the crew as soon as and as long as ice accretion is sensed by the probe.
The detection probe has its own axial vibration frequency, approximately 40 KHz, which is modified by ice accretion.
This frequency change is electronically detected, triggering the warning signal.
Alert is generated by the amber ICING light on the Ice detection test and indicating panel, and single chime aural alert.
When ice is detected, a heater installed in the mast at the bottom of the probe eliminates the accreted ice.
Note that the primary mode of detection remains visual detection of ice formation on any aircraft surface by the crew.
In addition to the ice detection system, an Anti-Icing Advisory System is also provided on the aircraft.
V3007
ACOS v1.6
ATA 30
Page 21/ 216
V3007
ACOS v1.6
ATA 30
Ice detector operation and cockpit controls & indicators
Page 22/ 216
V3010
ACOS v1.6
ATA 30
Page 23/ 216
When ice accretion is detected, icing signal is activated. Master Caution and Single Chime are triggered.
If airframe de-icing system and / or horns anti-icing have not been selected before, ICING flashes amber on the front instrument panel.
Select the anti-icing system. Press the RUD & L ELEV HORN pushbutton.
Let's consider that both horns anti-icing have been set to ON. Now, set airframe de-icing to ON.
Both horns anti-icing and airframe de-icing are now selected ON. Icing stops flashing and illuminates steady amber on the front instrument panel. Master
Caution light extinguishes.
The ice detection system incorporates an internal test of its circuits and warning circuits. This self monitoring is continuous.
Any anomaly is indicated by a fault signal, the FAULT amber legend illuminates. Master Caution and Single Chime are then triggered. On the Crew
Alerting Panel, ANTI-ICING caution light illuminates amber.
On the front instrument panel, the ice detector can be tested by the flight crew or the ground crew. Press the Ice Detector PTT pushbutton.
When the test is succesful, Master Caution and Single Chime are triggered. As we saw previously, the ICING legend flashes amber if horns anti-icing and
/ or airframe de-icing are not selected ON or illuminates steady amber provided both horns anti-icing and airframe de-icing are selected ON.
If the test has failed, the FAULT amber legend illuminates. Master CAUTION and Single Chime are triggered. On the Crew Alerting Panel, ANTI-ICING
caution light illuminates amber.
V3010
ACOS v1.6
ATA 30
Ice detector description
Page 24/ 216
V3008
ACOS v1.6
ATA 30
Page 25/ 216
The ice detector is located on the lower surface of the left wing leading edge.
The detector consists of a cylindrical box containing the electronic part and an aerodynamic mast which maintains the sensing element in the air flow.
The sensing element consists of a cylindrical probe which is 1/4 inch (6.35 mm) in diameter and 1 inch (25.4 mm) long.
The ice detector is power supplied by the 115 ACW Bus 2 as soon as it is available.
V3008
ACOS v1.6
ATA 30
AAS description
Page 26/ 216
AAS description
In addition to the primary means of ice detection, with the Ice Evidence Probe, an Anti-icing Advisory system (AAS) is installed on the aircraft. Its purpose
is to:
draw the crew attention when ice accretion is detected,

decrease the stall warning threshold in icing conditions with thresholds different in cruise and at take-off,
inform the crew that the warning triggering threshold is decreased via the ICING AOA pushbutton switch.
inform the crew of the airfoil de-icing system operation when ice accretion is no longer detected.
V3011
ACOS v1.6
ATA 30
AAS description
Page 27/ 216
The AAS is composed of:
the ice detector,

the Ice Evidence Probe (IEP),
3 lights in the cockpit:
- the ICING amber light on the Ice Detector panel,
- the ICING AOA green light on the Ice Detector panel,
- the DE ICING blue light on the Memo panel.
V3011
ACOS v1.6
ATA 30
V3011
AAS description
Page 28/ 216
ACOS v1.6
ATA 30
AAS description
Page 29/ 216
Here is the Anti-icing Advisory system principle: ICING amber light. As soon as ice accretion is detected on the ice detector, ICING amber light illuminates
on the ice detector panel. Two cases are possible; if the crew has forgotten to select both ice protection systems (horns anti-icing and airframe de-icing
are not selected ON), the ICING light flashes amber.
ICING illuminates steady amber when ice accretion is detected provided both horns anti-icing and airframe de-icing are selected ON.
ICING Angle Of Attack green light. The ICING Angle Of Attack green light illuminates as soon as one of the horn anti-icing pushbuttons is selected ON.
This reminds the crew that the stall warning Angle Of Attack threshold is lower in icing conditions.
The ICING Angle Of Attack green light can only be extinguished manually by depressing it, provided both horns anti-icing pushbuttons are selected OFF.
This should be done after pilots have confirmed that aircraft is clear of ice, the stall warning Angle Of Attack threshold returns to those values as defined
for flight in normal conditions.
DE-ICING blue light. The DE-ICING blue light illuminates when the airframe de-icing system is selected ON.
The light flashes blue when the airframe de-icing system is still selected ON five minutes after the last accretion detection. With the new operating
procedure, this flashing light must be ignored as the de-icing system now must remain ON until the aircraft is clear of ice conditions.
V3011
ACOS v1.6
ATA 30
AAS description
Page 30/ 216
The MFCs ensure acquisition and management of fault signals and generate associated audio and visual warnings. In case of AAS system failure, the bite
loaded magnetic indicator turns amber on the RH maintenance panel.
The reduced stall warning AOA threshold can be tested through the stick pusher / shaker tests on the LH maintenance panel.
V3011
ACOS v1.6
ATA 30
AAS description
Page 31/ 216
V3011
ACOS v1.6
ATA 30
AAS operation and cockpit controls & indicators
Page 32/ 216
V3012
ACOS v1.6
ATA 30
Page 33/ 216
When ice accretion is detected, without airframe de-icing and / or horns anti-icing selected ON, ICING flashes amber on the Ice Detector panel. Master
Caution and Single Chime are triggered by the CCAS.
Switch ON the anti-icing system. Press the horns RUD & L ELEV pushbutton.
As soon as one horns pushbutton is ON, the ICING AOA green light illuminates on the Ice Detector panel, meaning that the stall warning threshold is
lower in icing conditions. ICING is still flashing amber. Press the Horns AIL & R ELEV pushbutton.
Both horns anti-icing pushbuttons are set to ON. Icing is still flashing amber. Now, switch ON the de-icing system. Press the airframe de-icing pushbutton.
Both anti-icing and de-icing system are now selected ON. Because of the airframe de-icing system on, blue DE-ICING light illuminates on the Memo
panel. Icing stops flashing and illuminates steady amber. Master Caution light extinguishes.
When no more ice accretion is detected by the ice detector, ICING amber light extinguishes on the Ice Detector panel. If aircraft is still in icing conditions,
anti-icing and de-icing systems remain selected. After a temporization of 5 minutes, DE-ICING blue light will start to flash. Let's pass 5 minutes
DE-ICING blue light is now flashing. As soon as aircraft leaves icing conditions, airframe de-icing system have to be disengaged. Depress the airframe deicing pushbutton.
Airframe de-icing system is deselected. Now let's deselect the anti-icing system. Depress the horns RUD & L ELEV pushbutton.
Then, depress horns AIL & R ELEV pushbutton.
Anti-icing system is deselected. But as you noticed, ICING AOA green light remains illuminated and stall warning threshold in icing conditions is still
maintained.
The aircraft can return to the normal stall warning threshold as soon as airframe is free of ice. The pilot can verifiy it by looking at the Ice Evidence Probe
or the propeller spinners.
ICING AOA green light is also a momentary switch. To return to the normal stall warning threshold, this pushbutton has to be pressed to set it OFF.
Aircraft airframe is now free of ice. Press the ICING AOA pushbutton.
Aircraft is in normal conditions and is returned to the normal stall warning threshold.
V3012
ACOS v1.6
ATA 30
Page 34/ 216
A logic inside the MFC's validate, in icing conditions, an intermediate alpha angle value for take-off and for a maximum of 10 minutes after take-off.
For example, during take-off, with anti-icing selected, the stall warning threshold is greater than normal icing conditions threshold.
With anti-icing selected the stall warning threshold is activated at 11 AOA. Only during take-off a greater value is validated when the flaps are at 15 and
the aircraft is on ground or in flight for less than 10 minutes.
V3012
ACOS v1.6
ATA 30
Ice evidence probe description
Page 35/ 216
V3013
ACOS v1.6
ATA 30
Page 36/ 216
An Ice Evidence Probe (IEP) is provided close to the left side window and enables the cockpit crew members to:
visually detect the beginning of ice formation,

visually check that aircraft is free of ice after an icing encounter.
The Ice Evidence Probe is made up of a base secured to the fuselage and a mount which maintains the sensing element in the airstream. The sensing
element consists of matt block cylinder.
In icing conditions, ice accumulation is shown on the profiled block to the cockpit crew members.
During night operation, ice accumulation masks a light source controlled by the NAV lights switch.
V3013
ACOS v1.6
ATA 30
Ice evidence probe operation, cockpit controls and indicators
Page 37/ 216
Light source of the Ice Evidence Probe is supplied when the Navigation lights selector is set to ON. Please do it.
Ok. The visual indicator is lighted by a floodlight through the translucent light diffuser. The check point enables the light on to be checked.
V3014
ACOS v1.6
De-icing description
ATA 30
Page 38/ 216
A De-Icing system on exposed critical areas uses pneumatically inflated boots to shed ice accumulation. Areas de-iced in this manner are:
wings and horizontal tailplane leading edges,

engine air intakes and engine gas paths.
The HP bleed air is used for de-icing.

V3015
ACOS v1.6
ATA 30
Page 39/ 216
Two types of boots are used:
transversal boots which inflate alternate chambers (A & B) along the length of the boot for leading edges and engine gas paths.
annular boots for engine air intake.
When deflated, the boots are held to the structure thanks to a venturi supplied by bleed air.
With this type of boot, there is no need to wait for ice accumulation before selecting the system ON. The system must be used as soon as ice accretion
starts.
V3015
ACOS v1.6
ATA 30
Page 40/ 216
Median and external boots have been extended on the upper surface. This minimizes the chances of ridge ice accretion and so reduces potential
degradation in performances.
V3015
ACOS v1.6
ATA 30
Page 41/ 216
V3015
ACOS v1.6
ATA 30
Wing & horizontal stabilizer de-icing description
Page 42/ 216
V3016
ACOS v1.6
ATA 30
Page 43/ 216
Wing and horizontal stabilizer de-icing is ensured by pneumatic de-icers consisting of boots A and B, alternately inflated by air bled from the High
Pressure compressors of engine 1 and 2.
The system is protected against overtemperature by two overheat thermal switches located on the supply ducts. When temperature is above 230C
upstream of de-ice valve, with Airframe Airbleed pushbutton selected OFF, the FAULT legend illuminates on the Engine De-Ice pushbuttons with CCAS
single chime triggered. With Airframe Airbleed pushbutton selected ON, the FAULT legend illuminates on the Airframe Airbleed pushbutton to indicate this
overtemperature.
The high pressure is regulated through two pressure & regulator shut-off valves, also called de-ice valves. The valves regulate the pressure of the air
bleed from the engine to the same pressure value supplying the de-icers. The air bleed pressure is 20.3 PSI (1.4 bar).
Two shut-off valves, also called isolation valves, are used to isolate the engine from the airframe de-icing systems in case of engine fire or leaks. One
engine is able to supply the whole system, except icing protection of the inoperative engine which is lost.
A pressure switch installed on the crossfeed duct of the icing protection system, monitors the pressure of the air in the airframe supply duct and signals
any pressure drop in the circuit.
The airframe de-icing system utilizes five automatic water drains. They are used to collect liquid from condensation in the ducts. Water is evacuated by
gravity when the circuit is no longer pressurized.
Five dual distributor valves provide, alternately, inflation and deflation of the wing and horizontal stabilizer de-icers boots.
Switches located on the De-Icing panel, together with the MFCs, ensure the control and monitoring of the wing de-icing system.
V3016
ACOS v1.6
ATA 30
Wing & horizontal stabilizer de-icing operation, cockpit controls & indicator
Page 44/ 216
V3033
ACOS v1.6
ATA 30
Page 45/ 216
Without engine running, no air bleed is available, both Pressure & Regulator Shut Off Valves and both Shut Off Valves are spring-loaded to close, needing
air pressure to open.
De-icing AFR AIR BLEED pusbutton is normally pressed, so the valves' solenoids are not supplied.
As no pressure is available, a low pressure is detected in the system by the airframe cross feed line pressure switch. FAULT on the AFR AIR BLEED and
associated alerts are triggered.
As soon as engines are running, High Pressure air bleed is available as it comes directly from the HP stage of the engines.
The four valves open, regulated air pressure is available for the airframe and the engine dual distributor valves.
FAULT light on the AFR AIR BLEED pushbutton extinguishes.
If a low pressure in the system is now detected, FAULT amber legend illuminates on the AFR AIR BLEED pushbutton and the alerts are triggered after a
delay of 5 seconds.
AFR AIR BLEED pushbuttons has to be selected OFF.

As soon as the AFR AIR BLEED pushbutton is selected OFF, the FAULT legend extinguishes and the four valves close. OFF light illuminates white and
alerts are also triggered.
Airframe de-icing is now lost, but engine de-icing can be selected. Press the de-icing ENG1 pushbutton.
Both de-icing ENG pushbuttons have been selected ON. Shut-off Valves keep closed, while the Pressure and Regulator Shut-off valves supply the engine
distributor valves.
Temperature of the HP bleed air is monitored by thermal switches. If it becomes greater than 230C on one engine, FAULT legend illuminates on the AFR
AIR BLEED pushbutton and the associated alerts are triggered.
Note that engine 1 or 2 overheat is determined by a procedure shown in the Engine & Air Intake De-icing chapter.
In case of fire detection, when the fire handle is pulled, both Pressure & Regulator Shut-Off Valves and Shut-Off Valves are supplied to close, isolating the
engine.
If an overheat or low pressure failure is detected in flight, both valves of an engine are energized to close, if this engine's air intake de-icing is not selected
while that of the opposite engine is selected.
In flight, this protects the engine or the airframe, depending on the failure.
As soon as the standby de-icing is selected, all the indications are inhibited, except the fire handles.
V3033
ACOS v1.6
ATA 30
V3033
Page 46/ 216
ACOS v1.6
ATA 30
Page 47/ 216
Regulated pressure is now available for each airframe dual distributor valves.
Airframe pushbutton has to be selected ON to start de-icing of the wings and horizontal stabilizer. Press the AIRFRAME pushbutton.
Normal airframe de-icing cycle selection is automatically performed by MFCs, using ADC's outputs.
MODE SEL AUTO pushbutton is released, no light is on.
As soon as airframe de-icing pushbutton is ON, de-icing starts following the FAST cycle as SAT is greater than -20C.
Time base in the MFCs will supply dual distributor valves in the 1 minute cycle.
When SAT becomes below -20C, ADC's outputs state change, MFCs switch automatically from FAST to SLOW cycle.
Time base in the MFCs will supply dual distributor valves in the 3 minutes cycle.
Automatic cycle selection is performed by both MFC's module B using both ADC's temperature outputs.
Continuous monitoring of this automatic selection is made by MFCs. If one of these components fails (no validity or discrepancy output) FAULT is
triggered on the MODE SEL AUTO pushbutton. Set the MODE SEL AUTO pushbutton to MAN.
Cycle selection can be operated manually with the MODE SEL SLOW / FAST pushbutton by selecting the FAST or SLOW cycle depending on SAT
greater or lower than -20C.
When standby de-icing is selected, MFCs authority on the system is lost.

All normal lights extinguish, OVRD illuminates white on the de-icing MODE SEL / NORM pushbutton.
V3033
ACOS v1.6
ATA 30
Page 48/ 216
Each time the AIRFRAME de-icing pushbutton is selected ON, a blue DE-ICING light illuminates on the memo panel.
MFC 1 and 2 monitor correct operation of the valves and the boots with the pressure switches fitted at each dual distributor valve outputs.
During operation, according to the selected cycle, if a boot A low pressure is detected by any MFC module or all MFC modules, a failure code is recorded
in the MFC maintenance memory. FAULT light illuminates on the AIRFRAME pushbutton and associated alerts are triggered.
During de-icing cycle, the FAULT light, consequent to boot A (or B) failure of distributor valve, illuminates each time the failed boot is supplied. FAULT
extinguishes during the rest of the de-icing cycle.
V3033
ACOS v1.6
ATA 30
Page 49/ 216
Standby de-icing unit is supplied by 28 VDC EMER BUS or BUS 2. It monitors, during normal de-icing, correct operation of the controllers concerning the
engine supplies.
In case of failure detection, the standby unit triggers a FAULT amber legend on the de-icing MODE SEL / NORM pushbutton, ANTI-ICING caution light on
the CAP and both Master Caution amber lights. Press the MODE / NORM pushbutton to select the standby system.
Once MODE / NORM pushbutton released, the OVRD white legend illuminates and the FAULT light extinguishes. The normal system is automatically
neutralized.
Standby de-icing cycle start without monitoring. Each valve will be supplied following the cycle, until pushbutton is selected off. Time base in the standby
controller will supply dual distributor valves in the 1 minute cycle.
V3033
ACOS v1.6
ATA 30
Page 50/ 216
On ground, when outside temperature given by the ADC's is above 3C or with the external power connected, heater elements inside dual valve are not
supplied.
When temperature drops below 3C without external power connected, heaters are supplied by a "half wave" which provides less power supply than the
"full" 115 VAC.
In flight, with temperature above 3C, heaters are not supplied.

As soon as the temperature drops below 3C, wing heater elements inside dual valve are supplied by the "full" 115 VAC. The horizontal stabilizer is still
supplied by the "half wave" supply.
V3033
ACOS v1.6
ATA 30
Page 51/ 216
V3033
ACOS v1.6
ATA 30
Bleed port description
Page 52/ 216
V3018
ACOS v1.6
ATA 30
Page 53/ 216
The HP bleed port is located at the HP compressor level.

High pressure stage of each engine is used to supply the de-icing system.
Air pressure comes directly from the engine bleed ducts.
High pressure is available for the de-icing system as soon as an engine is running even if the high pressure bleed valve is closed as the air tapping is
upstream the valve.
V3018
ACOS v1.6
ATA 30
Thermal switch description
Page 54/ 216
V3019
ACOS v1.6
ATA 30
Page 55/ 216
Two thermal switches are provided in each nacelle on the supply duct, upstream of the pressure & regulator shut-off valve.
The thermal switches are used to detect supply air overheat.
Each comprises a cylindrical body consisting of a detection sensing element linked to an electrical contact in the lower section and a 3 pin electrical
connector in the upper section.
For an air temperature above 230C 11C, the detection sensing element trips and establishes a contact between pin 1 and pin 2 of the electrical
connector.
Contact opens when the temperature decreases to 207C 12C.

The thermal switches are 28 VDC electrical supplied.
V3019
ACOS v1.6
ATA 30
Pressure and regulator shut-off valve description
Page 56/ 216
V3020
ACOS v1.6
ATA 30
Page 57/ 216
V3020
ACOS v1.6
ATA 30
V3020
Page 58/ 216
ACOS v1.6
ATA 30
Page 59/ 216
The right and left pressure & regulator shut-off valves are located in the nacelle on each engine.
Two pressure & regulator shut-off valves (or de-ice valves) regulate the pressure of the air bleed from the engines, to the same pressure supplying the deicers. The air bleed pressure is 20.3 PSI (1.4 bar).
The valve is composed of:
a check valve,
a pressure relief valve,
a ground test port,
a regulating valve,
an electrovalve.
V3020
ACOS v1.6
ATA 30
Shut-off valve description
Page 60/ 216
V3022
ACOS v1.6
ATA 30
Page 61/ 216
V3022
ACOS v1.6
ATA 30
V3022
Page 62/ 216
ACOS v1.6
ATA 30
Page 63/ 216
The right and left shut-off valves are located in the nacelle on each engine.
Two shut-off valves (or isolation valves) are provided to isolate the engine air intake or airfoil de-icing system in case of local failures such as:
engine fire,
leakage or rupture of airfoil de-icing duct,
leakage or rupture of engine air intake de-icing duct.
In the event of leakage or rupture associated to one engine de-icing duct, the shut-off valve isolates that engine while de-icing system is still supplied
through the other engine.
The shut-off valve is composed of:
a solenoid which is 28VDC supplied,

a valve.
V3022
ACOS v1.6
ATA 30
Pressure switch description
Page 64/ 216
V3024
ACOS v1.6
ATA 30
Page 65/ 216
The pressure switch is installed on the crossfeed duct of the airframe de-icing system.
The pressure switch monitors any pressure drop in the airframe de-icing system supplying the pneumatic de-icers.
The pressure switch detects the following pressure level:
for increasing pressure, the electrical circuit closes between A and B when the pressure P = 17 1 PSI (1.172 bar 0.069 bar),
for decreasing pressure, the electrical circuit closes between A and C when the pressure P < 13.5 1 PSI (0.931 bar).
The pressure switch is 28VDC electrical supplied.

V3024
ACOS v1.6
ATA 30
Page 66/ 216
V3025
ACOS v1.6
ATA 30
Page 67/ 216
V3025
ACOS v1.6
ATA 30
V3025
Page 68/ 216
ACOS v1.6
ATA 30
Page 69/ 216
The airframe de-icing system comprises five water drains:
two water drains are located in the LH and RH wing leading edge at RIB13,
a water drain is located in the right wing leading edge at RIB3,
a water drain is located at the beginning of the empennage supply duct in the wing center box.
a water drain is located in the rear cone upstream of the dual distributor valve.
The water drain comprises a cylindrical body in which slides a teflon valve maintained open by a spring when at rest.
The pressurized air maintains the drain in closed position when the air pressure is between 0.725 PSI and 1.08 PSI (50 mbar and 75 mbar). Water
present in the circuit is then collected.
At system shut-down, as soon as the pressure drops below 0.29 PSI (20 mbar), the valve is opened by the action of the spring and the collected water
flows normally by gravity.
V3025
ACOS v1.6
ATA 30
Dual distributor valves description
Page 70/ 216
V3028
ACOS v1.6
ATA 30
Page 71/ 216
V3028
ACOS v1.6
ATA 30
V3028
Page 72/ 216
ACOS v1.6
ATA 30
Page 73/ 216
The airframe de-icing system comprises five dual distributor valves:
two are located in the LH and RH wing leading edge at RIB13,

one is located on the bottom of the vertical stabilizer.
When operating, the dual distributor valve serves to supply pressure for alternate inflation and deflation of the de-icers boots.
When the system is not operative, negative pressure maintains the de-icers against the structure.
The airframe dual distributor valves installed on the aircraft incorporate a water drain and are interchangeable. The valves and drains are electrically
heated.
The dual distrubutor valve mainly consits of
a jet pump,
two pressure switches,
two inflating valves,
two deflating valves,
two chambers A and B,
two solenoids power supplied by 28VDC,
one permanent drain,
one heating resistor power supplied by 115 VACW.
Plugs A and B are used to supply the solenoid valves with 28VDC and monitor the pressure in boots A and B.
Plug C is used to supply with 115VACW heater elements integrated inside the dual distributor valve, to prevent icing inside the valve.
V3028
ACOS v1.6
ATA 30
P30F5
Page 74/ 216
ACOS v1.6
ATA 30
Page 75/ 216
The airframe de-icing system comprises four dual distributor valves:

one is located on the wing centre box,
one is located on the bottom of the vertical stabilizer.
The airframe dual distributor valves installed on the aircraft incorporate a water drain and are interchangeable. The valves and drains are electrically
heated.
The dual distrubutor valve mainly consits of
a jet pump,
two pressure switches,
two solenoids power supplied by 28VDC,
one permanent drain,
one heating resistor power supplied by 115 VACW.
Plugs A and B are used to supply the solenoid valves with 28VDC and monitor the pressure in boots A and B.
Plug C is used to supply with 115VACW heater elements integrated inside the dual distributor valve, to prevent icing inside the valve.
P30F5
ACOS v1.6
ATA 30
Pneumatic de-icers description
Page 76/ 216
V3030
ACOS v1.6
ATA 30
Page 77/ 216
The pneumatic de-icers are made of elastomer with average thickness of 2.5 mm.
They are cemented on the leading edges made of composite for the wings and metal for the horizontal stabilizers.
They have chordwise type boots A and B feeding with two supply valves.
In the lower surface, integrated to the de-icers, two feeding boots A and B provide alternately the active de-icer chamber.
V3030
ACOS v1.6
ATA 30
V3030
Page 78/ 216
ACOS v1.6
ATA 30
Page 79/ 216
The chord protection is extended for the median and external wing de-icers, compared with the internal wing and horizontal stabilizer de-icers.
This is to avoid aerodynamic perturbations made by ice accretion.
Chord protection are for the median and external wing de-icers:
the upper surface of the wing: 12.5%,

the lower surface of the wing: 7%.
Chord protection are for the internal wing and horizontal stabilizer de-icers:
the upper surface of the wing: 5%,

The chord protection is extended for the median and external wing de-icers, compared with the internal wing and horizontal stabilizer de-icers.
This is to avoid aerodynamic perturbations made by ice accretion.
Chord protection are for the median and external wing de-icers:
the upper surface of the wing: 12.5%,

Chord protection are for the internal wing and horizontal stabilizer de-icers:
the upper surface of the wing: 5%,

V3030
ACOS v1.6
ATA 30
De-icing control description
Page 80/ 216
V3031
ACOS v1.6
ATA 30
Page 81/ 216
V3031
ACOS v1.6
ATA 30
V3031
Page 82/ 216
ACOS v1.6
ATA 30
Page 83/ 216
The engine and airframe pneumatic de-icing is controlled and monitored by the MFCs. The computers include an electrical time base which controls the
dual distributor valves.
When operating, MFC 1 and 2 transmit current pulses to the dual distributor valve solenoids following two cycles, normal or slow.
Correct operation of the system is permanently monitored by the MFCs.
Controls and monitoring of dual distributor valves is duplicated:
MFC 1 module A: controls boots A monitors boots A and B

MFC 1 module B: controls boots A
MFC 2 module A: controls boots B monitors boots A and B
MFC 2 module B: controls boots B
V3031
ACOS v1.6
ATA 30
Page 84/ 216
The MFCs module B include a logic in order to select automatically the type of cycles (fast or slow) using SAT derived from Air Data Computer 1 and 2.
V3031
ACOS v1.6
ATA 30
Page 85/ 216
The MFCs process the selected cycle duration in normal mode.

The fast and slow cycles are automatically selected by the MFCs when the MODE SEL AUTO pushbutton is not pressed on the De-icing panel, as follows:
if SAT is greater than -20C, the airframe and engines de-icing high speed cycle is selected by the MFCs. The cycle duration is then 60 seconds.
if SAT is lower than -20C, the airframe and engines de-icing low speed cycle is selected by the MFCs. The cycle duration is then 180 seconds.
Manual selection is possible if one of the automatic selection components has failed by pressing the MODE SEL AUTO pushbutton to MAN. The MAN
white legend then illuminates.
V3031
ACOS v1.6
ATA 30
Standby controller description
Page 86/ 216
V3032
ACOS v1.6
ATA 30
Page 87/ 216
V3032
ACOS v1.6
ATA 30
V3032
Page 88/ 216
ACOS v1.6
ATA 30
Page 89/ 216
A standby de-icing control unit is there to ensure an emergency de-icing in case of failure of the normal system.
Two functions are ensured by this unit:
Detection of normal de-icing system malfunctions (normal mode),

Energization of all the dual distribution valves in one single cycle (standby de-icing mode).
Three cases of failure can be detected:
A permanent supply of both boots A and B for 200 seconds,

No supply of both boots A and B for 200 seconds,
Boot A supplied for 20 seconds while the boot B is not supplied.
To trigger the FAULT legend on the MODE SEL/NORM pushbutton, failure of both engines at the same time has to be detected.
V3032
ACOS v1.6
ATA 30
Page 90/ 216
When a failure is detected, the standby controller generates a signal which triggers illumination of the FAULT legend of the MODE SEL / NORM
pushbutton when this is released and OVRD legend off.
By pressing the MODE SEL / NORM pushbutton, the standby de-icing system is selected on and MFCs authority on the system is lost. All normal lights
extinguish and OVRD white legend illuminates. FAULT light extinguishes.
The airframe and engines de-icing override cycle duration is 60 seconds.

V3032
ACOS v1.6
ATA 30
Page 91/ 216
V3032
ACOS v1.6
ATA 30
Engine & air intake de-icing description
Page 92/ 216
V3034
ACOS v1.6
ATA 30
Page 93/ 216
Engine air intakes and gas path de-icing is ensured by pneumatic de-icers consisting of boots A and B, alternately inflated by HP air.
The system is protected against overtemperature by two overheat thermal switches located on the supply ducts. When temperature is above 230C
upstream of de-ice valve, with Airframe Airbleed pushbutton selected OFF, the FAULT legend illuminates on the Engine De-Ice pushbuttons with CCAS
single chime triggered. With Airframe Airbleed pushbutton selected ON, the FAULT legend illuminates on the Airframe Airbleed pushbutton to indicate this
overtemperature.
The high pressure is regulated through two pressure & regulator shut-off valves, also called de-ice valves. The valves regulate the pressure of the air
bleed from the engine to the same pressure value supplying the de-icers. The air bleed pressure is 20.3 PSI (1.4 bar).
Two shut-off valves, also called isolation valves, are used to isolate the engine from the airframe de-icing systems in case of engine fire or leaks. One
engine is able to supply the whole system, except icing protection of the inoperative engine which is lost.
Two pressure switches installed on each engine, monitor the pressure of the air in the engine de-icers supply ducts, downstream of the dual distributor
valves and signal any pressure drop in the circuit.
The engine de-icing system utilizes two automatic water drains. They are used to collect water obtained by condensation in the ducts. Water is evacuated
by gravity towards the outside when the circuit is no longer pressurized.
Two dual distributor valves alternately provide inflation and deflation of the engine air intakes and gas path de-icers boots.
Switches located on the De-Icing panel, together with the MFCs, ensure the control and monitoring of the engine de-icing system.
V3034
ACOS v1.6
ATA 30
Engine & air intake de-icing operation, cockpit controls & indicators
Page 94/ 216
This complete operation is shown in the airframe de-icing operation module, in the airframe de-icing chapter. AIr bleed source and regulation are common
with the engine de-icing and the airframe de-icing.
Regulated air pressure is available for the engine air intakes de-icers. Engine 1 and 2 pushbuttons have to be selected ON, in case of icing conditions.
Both engine 1 and 2 pushbuttons have been selected ON. An overheat is detected on one engine. FAULT amber light illuminates on the AFR /AIR BLEED
pushbutton and the associated alerts are triggered.
A special procedure has to be followed to know, on which engine, the overheat has been detected. Select OFF the AFR AIR BLEED pushbutton.
V3038
ACOS v1.6
ATA 30
Page 95/ 216
FAULT amber light extinguishes and OFF white light illuminates on the AFR AIR BLEED pushbutton. The shut-off valves close.
10 seconds later, a logic inside each MFC module illuminates the FAULT amber light on the faulty engine pushbutton. Now, deselect the faulty engine
pushbutton.
The faulty engine has been deselected and the AFR / AIR BLEED pushbutton has been selected ON once again. As we are in flight, a special logic keeps
the faulty engine valves closed while the opposite engine ensures its own de-icing and the airframe de-icing.
Note that AFR AIR BLEED FAULT light will extinguish as soon as HP air temperature decreases.
V3038
ACOS v1.6
ATA 30
V3038
Page 96/ 216
ACOS v1.6
ATA 30
Page 97/ 216
Normal engine air intake de-icing cycle is automatically performed by the MFCs, using ADC's outputs.
As soon as engine de-icing pushbuttons are selected ON, de-icing starts following the FAST cycle as SAT is greater than - 20C. Time base in the MFC's
will supply engine dual distributor valves in the 1 minute cycle.
When SAT becomes below - 20C, ADC's outputs state will change, MFC's will switch automatically from FAST to SLOW cycle and the time base will
change to the 3 minutes cycle. You can refer to the airframe de-icing operation module in the airframe de-icing chapter.
When a low pressure is detected by a boot pressure switch, according to the cycle, a failure signal is triggered by the MFC's. For example, an engine 2
low pressure boots B is detected. FAULT amber light illuminates on the ENG 2 pushbutton. The associated alerts are triggered and a failure code is
recorded in the MFC maintenance memory.
When standby de-icing is selected, MFCs authority on the system is lost. All normal lights extinguish.
V3038
ACOS v1.6
ATA 30
Page 98/ 216
Standby de-icing unit monitors, during normal de-icing, correct operation of the MFCs concerning the engine supplies. Please refer to the airframe de-icing
operation module in the airframe de-icing chapter to see the whole operation of the standby de-icing.
V3038
ACOS v1.6
ATA 30
Page 99/ 216
V3038
ACOS v1.6
ATA 30
Page 100/ 216
V3036
ACOS v1.6
ATA 30
Page 101/ 216
V3036
ACOS v1.6
ATA 30
V3036
Page 102/ 216
ACOS v1.6
ATA 30
Page 103/ 216
The dual distributor valves installed on the aircraft incorporate a water drain and are interchangeable.
The dual distrubutor valve mainly consits of:
a jet pump,
two solenoids power supplied by 28VDC.
V3036
ACOS v1.6
ATA 30
Page 104/ 216
Plugs A and B are used to supply the solenoid valves with 28 VDC. Monitoring of the valve is done through separate pressure switches fitted on the
engine de-icing ducts.
V3036
ACOS v1.6
ATA 30
Page 105/ 216
V3036
ACOS v1.6
ATA 30
Page 106/ 216
V3037
ACOS v1.6
ATA 30
Page 107/ 216
V3037
ACOS v1.6
ATA 30
V3037
Page 108/ 216
ACOS v1.6
ATA 30
Page 109/ 216
The engine pneumatic de-icers are made of elastomer with average thickness of 2.5 mm as for the airframe pneumatic de-icers.
Engine ice protection is composed of the following de-icers:
air intake leading edge de-icer,

gas path floor de-icer,
upper gas path throat de-icers,
cooler upper de-icers.
Each pneumatic de-icer is composed of 2 series of deformable boots A and B, air supplied independently one from the other.
In icing conditions, when the system is selected, air is bled from the engine compressors. This air is then distributed to the engine de-icers by means of
the dual distributor valves.
V3037
ACOS v1.6
ATA 30
Anti-icing system description
Page 110/ 216
The Anti-Icing system is provided on the aircraft and consists of electrical heating of:
the probes (permanently heated),

the front windshields (permanently heated),
the side windows (heated for defogging only, not for ice protection),
the propellers,
the flight controls horns.
The power is supplied primarily by AC Wild frequency current.

V3039
ACOS v1.6
ATA 30
Page 111/ 216
V3039
ACOS v1.6
ATA 30
Propeller anti-icing description
Page 112/ 216
V3040
ACOS v1.6
ATA 30
Page 113/ 216
The propeller blade leading edge ice protection system is normally selected only when icing conditions are encountered. It is designed to minimize loss of
propeller performance and possible damage which could result from operation in icing conditions.
Blade anti-icing is ensured by a heating element consisting of electrical resistors embedded in an insulation material and supplied with 115 VACW. The
electrical connection between the fixed part and the rotating part is provided by one brush block per engine.
The heating elements are electrically supplied in cycles. The MFCs serve to control the heating element cycles, following two operating modes.
Propeller heating is controlled by the respective MFC and is individually selected by the associated PROP 1 or 2 pushbutton.
The automatic mode selector (MODE SEL AUTO) automatically controls heating sequence between low or high power cycle according to SAT value.
In case of auto mode failure, a manual mode is available. The MODE SEL AUTO pushbutton must be depressed for anti-icing MODE SEL pushbutton to
be operative. The MAN white legend then illuminates. ON is selected when the SAT is lower than -10C.
Propellers anti-icing is inhibited when Np is below 63 % to prevent overheating. A minimum of 82 % Np is required at all times whilst in icing conditions to
ensure sufficient centrifugal force is developped to remove loose ice.
If significant vibrations occur because of ice accretion on the blades, the Condition Levers must be set to 100 % OVRD position for not less than 5
minutes.
V3040
ACOS v1.6
ATA 30
V3040
Page 114/ 216
ACOS v1.6
ATA 30
Page 115/ 216
The heating elements are electrically supplied in cycles. The MFCs control the heating element cycles, following two operating modes.
minutes.
V3040
ACOS v1.6
ATA 30
V3040
Page 116/ 216
ACOS v1.6
ATA 30
Page 117/ 216
The heating elements are electrically supplied in cycles. The MFCs serve to control the heating element cycles, following two operating modes.
minutes.
V3040
ACOS v1.6
ATA 30
Propeller Anti-icing operation, cockpit controls and indicators
Page 118/ 216
As propeller 1 system is similar to propeller 2 system, here is shown propeller 2 system as example. MFC 1 controls and monitors propeller 1 heating
system while MFC 2 controls and monitors propeller 2 heating system.
28 VDC, coming from Emergency bus is used to supply the control system.
115 VAC Wild from main bus 1 C and main bus 2 A are used for the blades heating elements.
When propeller 1 or 2 pushbuttons are selected ON, system is ready to start but propeller Np greater than 63% is required to start automatically the
system in order not to damage propeller assembly. Engines are running. Please press the ANTI-ICING PROP 2 pushbutton.
V3046
ACOS v1.6
ATA 30
Page 119/ 216
The blue ON legend illuminates on the ANTI-ICING PROP 2 pushbutton indicating that the system has been selected ON.
Np 1 is used for system 1 while Np 2 is used for system 2. In this example, Np 2 is greater than 63%. A signal is then sent to the MFC 2.
Fast cycle can start to work. The time base in the MFC supplies 10 seconds each group of three blades, propeller 2 after propeller 1. As you can see, the
MFC 2 has closed the blades 2, 4 & 6 contactor to allow the blades 2, 4 and 6 heater elements to heat.
V3046
ACOS v1.6
ATA 30
V3046
Page 120/ 216
ACOS v1.6
ATA 30
Page 121/ 216
Normal cycle selection is automatic, when the AUTO MODE SEL pushbutton is released. No light is illuminated on this pushbutton. Let's see how the
automatic selection works.
When the Static Air Temperature (SAT) signals given by both ADC's change, MFC's automatically switch from FAST to SLOW cycle for boots or propeller
cycle depending on the temperature.
When a failure is detected by the MFC's, the FAULT amber light illuminates on the MODE SEL AUTO pushbutton which has to be selected to MAN.
Once selected, the SLOW cycle control will be manually activated by the MODE SEL pushbutton.
A cross check is permanently made by the MFC's, also using an ARINC bus to validate the SLOW cycle control.
Failure detection works for the following cases:
no validity of ADC 1 or ADC 2 or no validity of MFC 1 or MFC 2,
discrepancy between ADC 1 outputs or discrepancy between ADC 2 outputs,
discrepancy between ADC's outputs.
Normal de-icing and anti-icing cycle selection is automatic. To achieve this goal, both MFCs are involved in this system. They receive ADC 1 and ADC 2
temperatures IAS valid signals.
To work properly, the MFC's need all inputs / outputs to be in good state. As soon as one element is not in accordance with the others, the MFC's triggers
a FAULT signal and selection has to be selected manually. Now, let's return to the previous schematic.
A failure has occured and the FAULT amber light illuminates on the MODE SEL AUTO pushbutton. Press this pushbutton to select the manual mode.
V3046
ACOS v1.6
ATA 30
V3046
Page 122/ 216
ACOS v1.6
ATA 30
Page 123/ 216
A failure has occured and the FAULT amber light illuminates on the MODE SEL AUTO pushbutton. Press this pushbutton to select the manual mode.
FAULT amber light extinguishes and the MAN white legend illuminates. Manual selection of the SLOW cycle can be operated when SAT decreases below
-10C, by selecting the MODE SEL pushbutton to ON. Please, do it.
The blue ON legend illuminates on the MODE SEL pushbutton. Propeller heating slow cycle starts. The time base in the MFC supplies 20 seconds each
group of three blades.
The MFC's use current transformers information to detect heating element failures. They monitor the load in the blade heating elements supply circuits.
If abnormal signal is read by MFC, 2.5 seconds later, a failure indication is triggered and, 7 seconds later, a failure code is recorded in the MFC's
maintenance memory.
A monitoring logic inside the MFC's, using current transformer and pushbuttons information triggers a failure signal in case of MFC abnormal operation for
more than 150 seconds.
The propeller anti-icing system can be tested on ground with engines running by means of the PROP A / ICING / CAUTION PUSH ONLY PROP
RUNNING / PTT pushbutton. A FAST anti-icing cycle is then performed.
Note that the test can also be done using the TEST pushbutton on the Np indicator.
Caution: blade heaters power supply has to be cut off if the propeller is not running to avoid damaging the brush block and slip rings.
V3046
ACOS v1.6
ATA 30
Anti-icing control description
Page 124/ 216
V3042
ACOS v1.6
ATA 30
Page 125/ 216
The propeller anti-icing is controlled and monitored by the MFCs. An independant electrical circuit is incorporated for each propeller heating.
Propeller n1 anti-icing is controlled by MFC 1 modules A and B.
Propeller n2 anti-icing is controlled by MFC 2 modules A and B.
V3042
ACOS v1.6
ATA 30
Page 126/ 216
The MFC's module B includes a logic in order to automatically select the type of cycles (fast or slow) using SAT derived from ADC 1 and 2.
The MFC's process the selected cycle duration in normal mode.
The fast and slow cycles are automatically selected by the MFC's when the MODE SEL AUTO pushbutton is not pressed on the de-icing panel.
Manual selection is possible if one of the automatic selection components has failed by pressing the MODE SEL AUTO pushbutton to MAN. The MAN
white legend illuminates . The slow cycle can then be manually selected by pressing the MODE SEL pushbutton to ON.
V3042
ACOS v1.6
ATA 30
Page 127/ 216
The fast and the slow cycles are performed according to the following:
If SAT is greater than -10C, the propellers anti-icing is selected by the MFC's. The cycle duration is then 50 seconds . The MFC's supply each
group of three blades for 10 seconds. There is a pause of 10 seconds before each new cycle.
If SAT is lower than -10C, the propellers anti-icing low speed cycle is selected by the MFC's. The cycle duration is then 83 seconds. The MFC's
supply each group of three blades for 20 seconds. There is a pause of three seconds before each new cycle.
V3042
ACOS v1.6
ATA 30
Brush block description
Page 128/ 216
V3043
ACOS v1.6
ATA 30
Page 129/ 216
The anti-icing system comprises two removable brush blocks, one per engine.
Each brush block includes six brushes, two per track.
The brush block, in contact with the three slip ring strips, ensures electrical supply to the blade heating elements.
a ground test port,
a regulating valve,
an electrovalve.
V3043
ACOS v1.6
ATA 30
Slip ring description
Page 130/ 216
V3044
ACOS v1.6
ATA 30
Page 131/ 216
Each propeller assembly integrates a bulkhead with a slip ring.
The slip ring is composed of three tracks on which the brushes are in contact, thus providing electrical connection and supplying electrical power to the
blade heating elements.
The brush block, in contact with the three slip ring strips, ensures electrical supply to the blade heating elements.
a ground test port,

a regulating valve,
an electrovalve.
V3044
ACOS v1.6
ATA 30
Heater description
Page 132/ 216
Heater description
V3045
ACOS v1.6
ATA 30
Heater description
Page 133/ 216
The propeller is a 568 F Hamilton standard.

Anti-icing is ensured by a heating element bonded to the lower part of the blade leading edges.
Power of each heating element is 1324 Watts.
V3045
ACOS v1.6
ATA 30
Horns anti-icing description
Page 134/ 216
The five horns are electrically heated to avoid ice formation. They are supplied by 115 VACW.
The horns anti-icing system is separated for safety reasons, comprising:
rudder and left elevator horns,

ailerons and right elevator horns.
V3047
ACOS v1.6
ATA 30
Page 135/ 216
When the horns anti-icing pushbuttons are selected ON, the horn heaters are supplied. To prevent any ice accretion, the minimum horn temperature is
10C. Two controllers serve to control the current flow through the horn resistors.
When the pushbuttons are released, the heaters are not supplied. When electrical power is lost on one heater, the associated amber FAULT light
illuminates and CCAS is activated.
As soon as at least one of the HORNS anti-icing pushbuttons is selected ON, the ICING AOA green light illuminates on the Ice Detector panel. The
thresholds for stall alert, stick shakers activation and stick pusher activation are reduced depending on the flaps position.
Note that ICING illuminates steady amber on the Ice Detector panel when ice accretion is detected, provided both horns anti-icing and airframe de-icing
are selected ON.
V3047
ACOS v1.6
ATA 30
Horns operation, cockpit controls & indicators
Page 136/ 216
V3052
ACOS v1.6
ATA 30
Page 137/ 216
Without horns anti-icing pushbuttons selected ON, DC supplies for the controllers and AC supplies for the anti-ice horns are available. Select the HORNS
RUD & ELEV pushbutton ON.
ON light illuminates blue on the RUD& L ELEV pushbutton. Controllers are selected one by one with RUD & L ELEV pushbutton and L / R AIL & R ELEV
pushbutton.
When aircraft is in flight, anti-ice horns are supplied according to the selected controllers.
In the same time, ICING AOA green indicator light on the Ice Detector panel illuminates and a discret is sent to the CCAS to change stick shaker / pusher
activation from normal to icing condition threshold. Select the HORNS L / R AIL & R ELEV pushbutton ON.
ON light illuminates blue on the L /R AIL & R ELEV pushbutton. AC wild bus 1 and 2 different phases are used to balance the load.
When the failure has been detected by the controller comparator, FAULT light on the pushbutton, associated alerts and red faulty channel are triggered by
the controller. If the pushbutton is selected OFF, alerts and FAULT / ON light will extinguish.
V3052
ACOS v1.6
ATA 30
Horns controller description
Page 138/ 216
V3049
ACOS v1.6
ATA 30
Page 139/ 216
The horns are controlled and monitored by two controllers incorporating power relay. They supply power to the horn heating resistors and monitor correct
operation of the horns anti-icing system.
Controller n1 supplies and monitors the rudder horn and the left elevator horn.
Controller n2 supplies and monitors left and right aileron horns and right elevator horn.
V3049
ACOS v1.6
ATA 30
Page 140/ 216
Three annunciator lights located on the front face of each controller and a test circuit integral with the controllers serve to test the correct operation of the
controller internal circuit.
Power is supplied to the controllers via two fixed electrical connectors 1 and 2. They are assigned as follows:
Connector 1: DC supplies,
Connector 2: AC supplies.
Power supply of each controller is 28 VDC; power supply of each horn is 115 VACW through the controller.
V3049
ACOS v1.6
ATA 30
Page 141/ 216
V3049
ACOS v1.6
ATA 30
Horns description
Page 142/ 216
Horns description
V3051
ACOS v1.6
ATA 30
Horns description
Page 143/ 216
The aircraft is equipped with five horns.

The horns are made of nickel. The nickel sheath of a coaxial cable which is brazed on the innner surfaces of the horn, incorporates a chromium-nickel
resistor.
In flight when HORN ANTI-ICING pushbuttons are selected ON, the minimum horn temperature is 10C, to prevent ice accretion.
Each horn is equipped with an electrical connector.
V3051
ACOS v1.6
ATA 30
Probes heating description
Page 144/ 216
V3053
ACOS v1.6
ATA 30
Page 145/ 216
Air data sensors are electrically heated to prevent ice accretion.

The electrically heated probes are:
the 3 pitot probes,

the 6 static ports,
the 2 temperature probes (TAT),
the 2 alpha probes.
The probes are heated both on ground and in flight, except TAT sensors heating which is inhibited on ground.
The probes heating panel, located on the overhead panel, is used to select probes heating. It is composed of three subsystems:
Captain (CAPT),
First Officer (F/O),
Standby (STBY).
PITOT light illuminates amber and CCAS is activated if the pitot is not heated when the associated pushbutton is selected ON. Logic is identical for
ALPHA lights.
On ground, STAT light illuminates amber and CCAS is activated if one of the static ports is not heated when the related pushbutton is selected ON. STAT
light illumination due to heating element failure detection is inhibited in flight.
In flight, TAT light illuminates amber and CCAS is activated if the probe is not heated when the associated pushbutton is selected ON.
V3053
ACOS v1.6
ATA 30
Probes heating operation, cockpit controls & indicators
Page 146/ 216
V3059
ACOS v1.6
ATA 30
Page 147/ 216
When the aircraft is energized, PITOT, STAT and ALPHA amber lights illuminate. OFF white light also illuminates on the CAPT pushbutton.
The pushbutton has to be selected to start the supply of the probe heating elements.
Please select it.
28 VDC is used to supply static heating elements.
115 VAC Wild is used to supply alpha, pitot and TAT heating elements.
TAT is not heated and monitored on ground.
Each supply passes through a current sensor which monitors the heating element current load. It triggers a failure signal in case of abnormal value.
Statics are not monitored in flight.
V3059
ACOS v1.6
ATA 30
Page 148/ 216
As the system is similar to the Captain subsystem, please refer to it.
V3059
ACOS v1.6
ATA 30
Page 149/ 216
This subsystem is used to protect against ice the standby probes.

To perform it, even in emergency situation, 28VDC ESS Bus and 115 VAC STBY Bus are used.
With the STBY pushbutton selected OFF, PITOT and STAT amber lights illuminate.
Select the STBY pushbutton.
STBY subsystem failure is also made by current sensors.
As for CAPT and F/O subsytems, statics are not monitored in flight.
V3059
ACOS v1.6
ATA 30
Pitot probe description
Page 150/ 216
V3055
ACOS v1.6
ATA 30
Page 151/ 216
Three pitot probes are provided on the aircraft.

The three pitot probes are electrically anti-iced by an heating element embedded in the probe's body.
One pitot probe is provided for each Captain, First Officer and Standby subsystems.
V3055
ACOS v1.6
ATA 30
Page 152/ 216
The captain's pitot probe is electrically heated by 115 VAC Wild Bus 1.
V3055
ACOS v1.6
ATA 30
Page 153/ 216
The first officer's pitot probe is electrically heated by 115 VAC Wild Bus 2.
V3055
ACOS v1.6
ATA 30
Page 154/ 216
The standby's pitot probe is electrically heated by 115 VAC Wild Bus 1 in normal supply and by 115 VAC Standby Bus in emergency supply.
V3055
ACOS v1.6
ATA 30
Page 155/ 216
V3055
ACOS v1.6
ATA 30
Static port description
Page 156/ 216
V3056
ACOS v1.6
ATA 30
Page 157/ 216
Six static ports are provided on the aircraft.

The six static ports are electrically anti-iced by an heating element embedded in the static port's body.
Two static ports are provided for each Captain, First Officer and Standby subsystems.
V3056
ACOS v1.6
ATA 30
Page 158/ 216
The captain's static ports are electrically heated by 28 VDC Bus 1.
V3056
ACOS v1.6
ATA 30
Page 159/ 216
The first officer's static ports are electrically heated by 28 VDC Bus 2.
V3056
ACOS v1.6
ATA 30
Page 160/ 216
The standby's static ports are electrically heated by 28 VDC Bus 1.
V3056
ACOS v1.6
ATA 30
Page 161/ 216
V3056
ACOS v1.6
ATA 30
TAT probe description
Page 162/ 216
V3057
ACOS v1.6
ATA 30
Page 163/ 216
Two TAT probes are provided on the aircraft, one for each side of the karman.
Both TAT probes are electrically anti-iced by an heating element embedded in the TAT probe's body.
One TAT probe is provided for each Captain and First Officer subsystems.
V3057
ACOS v1.6
ATA 30
Page 164/ 216
The captain's TAT probe is electrically heated by 115 VAC Wild Bus 1.
V3057
ACOS v1.6
ATA 30
Page 165/ 216
The first officer's pitot probe is electrically heated by 115 VAC Wild Bus 2.
V3057
ACOS v1.6
ATA 30
Page 166/ 216
V3058
ACOS v1.6
ATA 30
Page 167/ 216
Two alpha probes are provided on each side of the aircraft.

Both alpha probes are electrically anti-iced by an heating element embedded in the alpha's probe body.
One alpha probe is provided for each Captain and First Officer subsystems.
V3058
ACOS v1.6
ATA 30
Page 168/ 216
The captain's alpha probe is electrically heated by 115 VAC Wild Bus 1.
V3058
ACOS v1.6
ATA 30
Page 169/ 216
The first officer's alpha probe is electrically heated by 115 VAC Wild Bus 2.
V3058
ACOS v1.6
ATA 30
Windows heating description
Page 170/ 216
V3060
ACOS v1.6
ATA 30
Page 171/ 216
To ensure good visibility for pilots during aircraft operations, the windshields and a part of the side windows are electrically heated.
The system is divided in 2 parts:
the front windshields heating is to protect against ice, fog and also to improve impact resistance under low temperature. It is always selected from
take-off to landing,
the side windows heating is only selected for defogging, when icing conditions are encountered.
The windshield are protected against ice formation by an electrically heated transparent film incorporated between two layers of glass.
It is supplied with 200 VAC Wild and temperature is controlled by an electronic controller which keeps the outer windshield temperature above 2C (70F).
The inner surface remains above 21C (70F) to prevent mist formation.
The side windows are protected by an electrically heated system consisting of small wires embedded between two layers of glass.
It is supplied with 28 VDC and keeps the inner temperature above 21C (70F).
Overheat protection is provided for all windows heating systems; When there is a power loss in a system, a FAULT light illuminates on the associated
pushbutton on the overhead control panel.
V3060
ACOS v1.6
ATA 30
Page 172/ 216
The windshields are protected against ice formation by an electrically heated transparent film incorporated between two layers of glass.
It is supplied with 200 VAC Wild and temperature is controlled by an electronic controller which keeps the outer windshield temperature above 1.6C
(35F).
The inner surface remains above 21C (70F) to prevent mist formation.
The side windows are protected by an electrically heated system consisting of small wires embedded between two layers of glass.
It is supplied with 28 VDC and keeps the inner temperature above 21C (70F).
Overheat protection is provided for all windows heating systems. When there is a power loss in a system, a FAULT light illuminates on the associated
pushbutton on the overhead control panel.
V3060
ACOS v1.6
ATA 30
Page 173/ 216
V3060
ACOS v1.6
ATA 30
Windows heating operation, cockpit controls & indicators
Page 174/ 216
V3066
ACOS v1.6
ATA 30
Page 175/ 216
28 VDC is only used for signalisation. The OFF light illuminates white on the windshield pushbutton, indicating that the system is not selected. Please
select the windshield heating system ON.
Power supply of the windshield heating control unit is activated using 115 VAC Wild. Windshield heating film is supplied by using 200 VAC Wild made by
phase A and B Bus 1.
A bite circuit triggers a fault signal in case of :
over current output,

normal sensor in open or short circuit,
overheat detected : 60 +/- 2.5C (140 +/- 4.5F),
overheat sensor in open or short circuit,
microcomputer failure.
Each controller is designed to test the entire circuit by the windshield HTG PTT switch located on the right hand maintenance panel.
When this switch is pressed and held for a least 5 seconds, it allows FAULT amber legend on the windshield pushbuttons to illuminate and a BITE failure
code to be recorded in the MFC maintenance memory.
If the test is satisfactory, the pushbuttons extinguish after 15 seconds.

If a failure is detected, FAULT legend remains on.
V3066
ACOS v1.6
ATA 30
Page 176/ 216
Left and right side windows are heated by selecting ON the side windows pushbutton. The ON blue light illuminates to indicate that the system is on.
A constant monitoring of thermal sensors is made by the overheat control circuit.
They trigger a failure signal in case of :
overheat condition : 54 +/- 3 C (129.2 +/- 5.4F),

overheat control unit failure.
overheat sensor is open or short circuit,
The MFC 1 monitors Captain side window normal sensor and spare sensor. The MFC 2 monitors First Officer side window normal sensor only.
V3066
ACOS v1.6
ATA 30
Page 177/ 216
V3066
ACOS v1.6
ATA 30
Windshield description
Page 178/ 216
V3062
ACOS v1.6
ATA 30
Page 179/ 216
The aircraft features two front windshields.

The windshield is a glass multi-layer assembly. A heating film is fed with bus bars located at two edges of the transparency day opening. It is located
behind the outer glass layer.
Two temperature sensors are used for windshield heating regulation. A third one is provided as a spare.
V3062
ACOS v1.6
ATA 30
Windshield heating control description
Page 180/ 216
V3063
ACOS v1.6
ATA 30
Page 181/ 216
V3063
ACOS v1.6
ATA 30
V3063
Page 182/ 216
ACOS v1.6
ATA 30
Page 183/ 216
Two Windshield Heating Controls Units, one per windshield, are installed on the forward fuselage section, just after the pressure bulkhead.
The Windshield Heating Control Unit (WHCU) is capable of supplying up to 4 kW of power to the window heater in response to demands generated by the
temperature sensors to maintain the window at a predetermined temperature.
The WHCU is an ON/OFF controller, with the ON setpoint at 40.3C (104.5F) and the OFF setpoint at 42.8C (108F).
The system ensures that the outer surface temperature remains above 1.6C (35F) and that the inner surface temperature remains above 21.1C (70F).
The temperature control is ensured by two protection circuits, inside each conroller, identified as a normal circuit, which monitors the temperature value up
to 43.3 +/- 2.8C (110 +/- 5F), and as an overheat control circuit, which monitors the temperature value up to 60 +/- 2.5C (140 +/- 4.5F).
This wide temperature range is necessary to reduce the overheat relay cycling, this one also located inside each controller extending its deenergizing
state in case of prolonged system operation after normal circuit failure.
V3063
ACOS v1.6
ATA 30
Side windows description
Page 184/ 216
V3064
ACOS v1.6
ATA 30
Page 185/ 216
The aircraft features two heated side windows on each side of the cockpit.
The side window is an acrylic plastic multi-layer assembly.
A heating element, composed of nearby invisible wires and fed with bus bars, is located behind the outer acrylic plastic layer.
A temperature sensor is used for side window heating regulation. A second one is provided as a spare.
V3064
ACOS v1.6
ATA 30
Side window heating control description
Page 186/ 216
V3065
ACOS v1.6
ATA 30
Page 187/ 216
The MFCs are located in the electronic rack (90VU).

Both MFC's are involved in the side window heating system. They ensure monitoring of the system, failure detection and also that the outer surface
temperature remains above 1.6C (35F) and that the inner surface temperature remains above 21.1C (70F).
The temperature control is ensured by one protection circuit, inside each computer, identified as a normal circuit, which monitors the temperature value up
to 39 +/- 0.5C (102 +/- 0.9F), and as an overheat control circuit, which monitors the temperature value up to 54 +/- 3C (129.2 +/- 5.4F).
V3065
ACOS v1.6
ATA 30
Rain protection description
Page 188/ 216
Rain is removed from the windshields by means of the windshields wipers.

The maximum wiper operating speed is 160 knots. Above this speed, rain removal is ensured by air flow.
The wiping system is divided into two symmetrical and completely independent subsystems, controlled by the Captain and First Officer selector switch
respectively.
Wipers operate at 130 cycles per minute on FAST, 80 cycles per minute on SLOW and go to a park position at OFF selection.
V3067
ACOS v1.6
ATA 30
Rain protection operation, cockpit controls and indicators
Page 189/ 216
Captain and First Officer wiper systems are similar. Each wiper system is supplied by 28 VDC. The Capt wiper system is supplied by ESS Bus and the
F/O wiper system by the Main Bus 2.
It is activated by selecting SLOW or FAST the dedicated rotary selector. Set the Capt wiper selector to SLOW.
Electrical motor is now supplied by the SLOW coil. Microswitch on the cam closes. Set the Capt wiper selector to FAST.
FAST coil is supplied. Microswitch is always closed during SLOW or FAST operation. Set the Capt wiper selector to OFF.
Normal supply is now cut off. Motor is still supplied through the microswitch. This causes a reverse rotation until the wiper arm reaches the parking
position.
The wiper blade, attached on the wiper arm, is a rubber blade mounted in a light alloy.
V3071
ACOS v1.6
ATA 30
Moto-converter description
Page 190/ 216
V3069
ACOS v1.6
ATA 30
Page 191/ 216
The electrical motor has two different speeds:
the first one, 6100 RPM 10% or 80 8 wiper arm strokes/mn,

the second one, 9000 RPM 10% or 130 13 wiper arm strokes/mn.
V3069
ACOS v1.6
ATA 30
Page 192/ 216
The electrical motor is equipped with a thermal protection and noise filters.
The mechanical converter transforms continuous clockwise rotation in short alternative rotations.
A microswitch, installed on a cam linked to the output drive shaft, is used when the selector is set to OFF, with the normal supply cut off, to supply the
electrical motor until the wiper reaches the parking position.
V3069
ACOS v1.6
ATA 30
Page 193/ 216
V3069
ACOS v1.6
ATA 30
Wipers description
Page 194/ 216
Wipers description
V3070
ACOS v1.6
Wipers description
ATA 30
Page 195/ 216
Each aircraft windshield is provided with its own wiper.

The wiper arm is made in aluminium and is articulated on a support which is attached to the output drive shaft.
It is equipped with a roller, which ensures the raising up of the blade in parking position.
It is possible to provide a correct blade pressure on the windshield through an adjustable screw located on arm support. This screw acts on the spring
fitted in the splined joint.
The pressure is 3.5 kg (7.868 lbs) in extreme position.

The wiper blade, attached on the wiper arm, is a rubber blade mounted in a light alloy.
V3070
ACOS v1.6
ATA 30
Controls and indicators panels
Page 196/ 216
V3072
ACOS v1.6
ATA 30
Page 197/ 216
Have a look at the anti-icing and de-icing panels.

<1> ON blue light illuminates when the heating elements are supplied according to the Mode Sel pushbutton and if NP is greater than 63%. When
extinguished, the heating elements are not supplied. FAULT amber light illuminates to indicate that electrical power is lost on a blade.
<2> When ON light is extinguished, the propeller LOW power cycle is selected. When the pushbutton is pressed, ON light illuminates blue, the HIGH
power cycle is selected.
<3> The anti-icing and de-icing cycles duration is provided by MFC's using ADC's outputs. FAULT light illuminates amber and the CCAS is activated when
one of the parameters used for the automatic cycle selection is not validated. When the pushbutton is pressed, MAN illuminates white and the AntiIcing and De-Icing Mode Sel pushbuttons are operative. They allow the pilots to select the appropriate timing cycle depending on SAT.
<4> When a pushbutton is pressed in, the ON blue light illuminates and associated horns anti-icing units are activated. The FAULT amber light illuminates
and the CCAS is activated when electrical power is lost on one of the associated units. Note that as soon as at least one of the horns anti-icing
pushbuttons is selected ON, the stall alert threshold is reduced. Horns heating is inhibited on ground.
<5> When pressed in, power is supplied to both side windows heat ststems and the ON blue light illuminates. FAULT amber light illuminates and the
CCAS is activated when there is a power loss.
<6> The engine pushbuttons control the pressure & regulator shut-off valves also called de-ice valves, and the outputs A and B of respective engine
distribution valves. When selected ON, the pressure & regulator shut-off valves are controlled open even if Airframe Airbleed pushbutton is not
selected ON. A signal is sent to the MFC in order to initiate a de-icing cycle. ON light illuminates blue. When the pushbuttons are released, ON light
extinguishes and associated boots stay deflated. It also controls pressure & regulator shut-off valves in closed position, after Airframe Airbleed
FAULT and Eng FAULT.
FAULT amber light illuminates and CCAS is activated when:
associated distribution valve output has been controlled open but no downstream pressure is detected or,
associated distribution valve output has been controlled closed but a downstream pressure is detected,
Airframe Airbleed pushbutton is selected OFF and air temperature upstream of the pressure & regulator shut- off valve exceeds 230C for more than
6 seconds,
inflation sequencing of engine boots A or B is not correct.
<7> The De-Icing Mode Sel pushbutton controls the selection of wings / engines boots inflation cycles when MAN is selected on Mode Sel Auto
pushbutton. When the pushbutton is released, the FAST mode is selected and timing cycle is 60 seconds. When the pushbutton is pressed, the
SLOW mode is selected and timing cycle is 180 seconds. SLOW light illuminates blue.
<8> When the pushbutton is released, normal de-icing operation is performed. When the pushbutton is pressed in, the OVRD white legend illuminates and
the emergency de-icing activation is selected with the FAST mode. All de-icing lights extinguish. This position is used when the associated FAULT
light illuminates. The FAULT amber light illuminates when both MFC modules associated to air intake boots control fail resulting in an incorrect
inflation sequencing.
<9> The Airframe Airbleed pushbutton controls both pressure & regulator shut-off valves (also called de-iced valves) and isolation valves (also called shutoff valves). When the pushbutton is pressed in, both pressure & regulator shut-off valves and shut-off valves are open. When the pushbutton is
V3072
ACOS v1.6
ATA 30
Page 198/ 216
released, OFF light illuminates white and both pressure & regulator shut-off valves and shut-off valves are closed. However, engine de-icing may be
used, but airframe de-icing is never available. FAULT amber light illuminates and the CCAS is activated when:
air pressure downstream of the pressure & regulator shut-off valves stays below 14 PSI for more than 10 seconds,
air temperature upstream of the pressure & regulator shut-off valves exceeds 230C. The alert is inhibited when the pushbutton is released.
<10> The Airframe pushbutton controls the outputs A and B of both wings and stabilizers distribution valves. ON blue light illuminates when the
pushbutton is pressed in and a signal is sent to the MFC in order to initiate a de-icing cycle depending on Mode Sel pushbutton. When the pushbutton
is released, ON light is extinguished and associated boots stay deflated. FAULT amber light illuminates and the CCAS is activated when:
associated distribution valve output has been controlled open but no downstream pressure has been detected or,
associated distribution valve output has been controlled closed but a downstream pressure is detected.
DC AMP ind. Indicates the change charge (CH) / discharge (DCH) current of the selected battery.
BAT AMP reading selector. Enables to select the battery checked by the ammeter.
OVRD pushbutton. Following a dual DC GEN loss, "UND / V" illuminates amber when the MAIN BAT is discharging (STBY BUS below 19.5 volt). OVRD
pushbutton has to be pressed (OVRD illuminates white) to transfer STBY BUSSES (DC and AC through INV 1) to EMER BAT.
V3072
ACOS v1.6
ATA 30
Page 199/ 216
V3072
ACOS v1.6
ATA 30
V3072
Page 200/ 216
ACOS v1.6
ATA 30
Page 201/ 216
Look at the horns and windshields heating panel.

<1> The TAT and ALPHA lights illuminates amber and the CCAS is activated when the respective probe is not heated.
<2> The PITOT light illuminates amber and the CCAS is activated if the associated pitot is not heated in flight or on ground.
<3> The STAT lights illuminate amber and the CCAS is activated when the respective probe is not heated. In flight, static ports are not monitored by the
CCAS.
<4> The CAPT, F/O and STBY pushbuttons control the activation of probe heating of their respective circuits. When a pushbutton is released, OFF light
illuminates white and probe heating is deactivated. Respective probe heat amber light illuminates.
<5> When pressed in, power is supplied to the associated window heat system and OFF light is extinguished. When released, OFF light illuminates white
and window heat system is deactivated. FAULT amber light illuminates and the CCAS is activated when there is a power loss. The light also
illuminates during MFC test.
V3072
ACOS v1.6
ATA 30
V3072
Page 202/ 216
ACOS v1.6
ATA 30
Page 203/ 216
Look at the ice detector and the memo panels.

<1> The ICING AOA light illuminates green as soon as one horns anti-icing pushbutton is selected ON, reminding the crew of stall alarm threshold being
lower in icing conditions. ICING AOA light can only be manually extinguished by depressing it, provided both horns anti-icing are selected OFF. In this
case, stall alarm threshold recovers the values defined for flight in normal condition.
<2> The Ice Detector PTT pushbutton is used to check the ice detector correct operation.
<3> The ICING light illuminates steady amber when ice accretion is detected provided both horns anti-icing and wing de-icing are selected ON. ICING
light flashes amber when ice accretion is detected and horns anti-icing and / or wing de-icing are not selected ON. FAULT amber light illuminates
when a system failure is detected ( a detector fault or a loss of power supply).
<4> The DE-ICING blue light illuminates when airframe de-icing system is ON. It flashes when airframe de-icing system is still selected ON five minutes
after last ice accretion detection.
V3072
ACOS v1.6
ATA 30
V3072
Page 204/ 216
ACOS v1.6
ATA 30
Page 205/ 216
Look at the propeller anti-icing and windshield heating PTT pushbutton. (For Maintenance purposes only).
<1> This pushbutton enables ground testing of the propeller anti-icing system with engines running.
<2> This pushbutton enables the entire system of windshield heating to be tested.
DC CURRENT INDICATOR Indicates the current generated by selected sources. Normal reading for each generator is: less than 300 A.
AC LOAD INDICATOR Indicates in hundred percent the load of selected AC source. Normal reading is below 0.5.
FREQUENCY INDICATOR Indicates frequency, in Hz, of selected AC source. Normal reading is: 400 Hz 5 Hz.
AC VOLTAGE INDICATOR Indicates voltage on selected AC source. Normal reading is 115 V 4 V.
ROTARY SELECTOR Allows for selected sources to display relevant current parameters on indicators.
V3072
ACOS v1.6
ATA 30
V3072
Page 206/ 216
ACOS v1.6
ATA 30
Page 207/ 216
Look at the Capt and F/O wiper rotary selectors.

<1> The Captain and First Officer wiper rotary selector controls their respective windshield wiper. When selected to FAST, wiper operates at 130 cycles
per minute. When selected to SLOW, wiper operates at 80 cycles per minute. When selected to OFF, wiper operation stops at the end-of-travel to
parking position.
This pushbutton enables the entire system of windshield heating to be tested.

DC CURRENT INDICATOR Indicates the current generated by selected sources. Normal reading for each generator is: less than 300 A.
AC LOAD INDICATOR Indicates in hundred percent the load of selected AC source. Normal reading is below 0.5.
FREQUENCY INDICATOR Indicates frequency, in Hz, of selected AC source. Normal reading is: 400 Hz 5 Hz.
AC VOLTAGE INDICATOR Indicates voltage on selected AC source. Normal reading is 115 V 4 V.
ROTARY SELECTOR Allows for selected sources to display relevant current parameters on indicators.
V3072
ACOS v1.6
ATA 30
Boots MFC maintenance test
Page 208/ 216
V3076
ACOS v1.6
ATA 30
Page 209/ 216
A bite advisory, displayed on the right maintenance panel, is used to read, on the ground, all failure codes recorded by MFCs during operation.
A dedicated "BOOTS" position is available on the rotary selector.
Aircraft is on ground, and bite loaded has turned amber. The rotary selector is initially set on the "NORM-FLT" position.
Please select the "BOOTS" position to check if there is a boots failure recorded in the MFC maintenance memory.
Once the system selector is on the "BOOTS" position, the PTA / ERS pushbutton has to be pressed in order to check the system. Press the PTA / ERS
pushbutton.
The 4 and 1 "F" lights illuminate amber so a failure has been memorized in the "BOOTS" system. To define which kind of failure it is, you can either note
which "F" number is illuminated (here the 4 and 1 "F") or add the "F" number (4 plus 1 = 5).
The definition of this failure is given in the Job Instruction Card or in the Flight Crew Operating Manual and is "Left Wing Boot A Fault". By depressing the
PTA / ERS pushbutton once again, the following failure code will be displayed. Press the PTA / ERS pushbutton.
The four "F" lights illuminate. This means that all the failure codes related to the selected system have been displayed.
V3076
ACOS v1.6
ATA 30
Propellers anti-icing test
Page 210/ 216
V3078
ACOS v1.6
ATA 30
Page 211/ 216
Maintenance Operations
System studied:Propellers anti-icing test
Aircraft is on ground, engines are running. The propellers Np is above 63% as indicated by the Np Indicators. Let's perform the propellers anti-icing test.
First of all, deactivate each MFC's module B.
Set the MODE SEL AUTO pushbutton to MAN.

The white MAN light illuminates. Check that PROP MODE SEL is set to OFF. Then set the PROP 1 and 2 pushbutton to ON.
PROP 1 and 2 blue lights illuminate. Wait a complete anti-icing cycle i.e. 50 seconds. No warnings must appear. Set the PROP MODE SEL to ON.
PROP MODE SEL ON blue light illuminates. Wait a complete anti-icing cycle i.e. 83 seconds. No warnings must appear. Release the PROP MODE SEL
to OFF.
PROP MODE SEL ON blue light extinguishes. As with MFC's module B OFF, this test must be performed in the same way with MFC's module B ON and
MFC's module A OFF.
The test can also be accomplished by using the PROP A/ICING/PTT on the right hand maintenance panel. Note that the test must not exceed 160
seconds.
Now, let's continue with the propellers anti-icing and associated warnings test. All MFC's modules must be ON.
On panel 126VU, the following breaker must be open: 25DH PROP1 / ANTI-ICING / PWR SPLY.
The FAULT amber light illuminates twice in 20 seconds on the PROP 1 pushbutton. This corresponds to the period of time when the controllers supply the
propeller 1 group of blades. The FAULT light is extinguished when the propeller 2 blades are supplied.
The CCAS warnings are activated simultaneously to the FAULT illumination. ANTI-ICING caution light illuminates on the CAP, the Master CAUTION lights
come on and the Single Chime is broadcast.
Note that after 150 seconds, FAULT legend on the PROP 1 pushbutton remains ON as well as the associated warnings.
On panel 126VU, the breaker previously open is closed. On the PROP 1 pushbutton, FAULT legend must extinguish as well as the associated warnings.
This test must also be performed in the same way with the propeller 2 power supply circuit breaker open.
V3078
ACOS v1.6
ATA 30
Horns anti-icing test
Page 212/ 216
V3079
ACOS v1.6
ATA 30
Page 213/ 216
System studied:Horns anti-icing test
Warning: Before to perform the horns anti-icing test, note that horns quickly reach a high temperature in about 10 seconds. It is important not to heat
horns for more than 10 seconds and particularly not to touch horns.
First of all, place aircraft in flight configuration. AC wild must be available for the test (engines running or GPU). Set the Weight On Wheels guarded
selector to FLT position.
Then set RUD & L ELEV HORN pushbutton to ON.

The blue ON light illuminates and, at the same time, the ICING AOA green light illuminates on the Ice Detector panel.
On panel 126VU, the following breaker must be open: 51DM HORNS / ANTI-ICING / PWR SPLY / RUD
The FAULT amber light illuminates on the RUD & L ELEV HORN pushbutton. The CCAS warnings are activated simultaneously to the FAULT
illumination. ANTI-ICING caution light illuminates on the CAP, the Master CAUTION lights come on and the Single Chime is broadcast.
On the front face of the associated anti-icing horns controller located on shelf 93VU in the electrics rack, the Channel 2 red light illuminates.
On panel 126VU, the breaker previously open is closed. The FAULT amber light extinguishes on the RUD & L ELEV HORN pushbutton as well as the
associated warnings. Press the TEST pushbutton on the front face of the anti-icing horns controller.
The Channel 2 red light extinguishes.

This test must also be performed with the following power supply circuit breaker open: 63DM HORNS / ANTI-ICING / PWR SPLY / L ELEV
The Channel 1 red light will illuminate on the front face of the anti-icing horns controller during the test.
This test should be performed in the same way with the AIL & R ELEV HORN pushbutton.
By opening the following breakers, the channel 1, 2 and 3 red lights will illuminate on the AIL & R ELEV anti-icing horns controller: 32DM HORNS / ANTIICING / PWR SPLY / R ELEV Channel 1 red light
48DM HORNS / ANTI-ICING / PWR SPLY / L AIL Channel 2 red light
50DM HORNS / ANTI-ICING / PWR SPLY / R AIL Channel 3 red light
Note that if a light remains illuminated on the front face of the anti-icing horns controller, after having pressed the TEST switch, it means that an internal
fault has been detected.
V3079
ACOS v1.6
Summary
ATA 30
Page 214/ 216
ATA 30 ICE & RAIN PROTECTION
V3079
General description
Cockpit panels
Interfaces
10
Features
11
16
18
20
22
24
AAS description
26
32
35
37
38
42
44
52
54
56
60
64
66
70
ACOS v1.6
Summary
ATA 30
V3079
Page 215/ 216
76
80
86
92
94
100
106
110
112
118
124
128
130
Heater description
132
134
136
138
Horns description
142
144
146
150
156
162
166
ACOS v1.6
Summary
ATA 30
V3079
Page 216/ 216
170
174
178
180
184
186
188
189
190
Wipers description
194
196
208
210
212
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 31 INDICATING AND RECORDING SYSTEMS

ATA 31
General description
Page 2/ 186
General description
V3101
ACOS v1.6
ATA 31
General description
Page 3/ 186
The indicating and recording system is divided in two main parts :

The indicating system provides :
systems monitoring through the CCAS (Centralized Crew Alerting System),

indication and control of the system by means of different panels,
and time display with electrical clocks.
The recording system enables various aircraft parameters, as well as voices in the cockpit, to be recorded.
The instruments and controls panel are grouped into 5 main groups :
instrument panels in front of the pilots,

centre pedestal between the two pilots,
consoles on the left and right hand sides of the cockpit,
overhead panel above the pilots,
and miscellaneous panels which do not belong to the groups mentioned above.
V3101
ACOS v1.6
ATA 31
General description
Page 4/ 186
Time is indicated by 2 quartz clocks.

The Captain's clock is located on the 3VU panel and the F/O's clock on the 5VU panel.
Both clocks are identical.
V3101
ACOS v1.6
ATA 31
General description
Page 5/ 186
Many systems are controlled by the two Multi-Functional Computers (MFCs).

Each MFC is composed of two modules A and B.
Their main purposes are :
to control and authorize operation of aircraft systems,

to monitor aircraft systems,
to manage system failures and flight envelope anomalies and to command triggering of associated warnings.
V3101
ACOS v1.6
ATA 31
General description
Page 6/ 186
A Centralized Crew Alerting System (CCAS) continuously monitors all aircraft systems in order to provide the following functions :
ALERT the crew of the existence of a system malfunction or aircraft hazardous configuration with a clear indication of the urgency of the situation,
IDENTIFY the malfunction or the situation without ambiguity.
DIRECT the appropriate corrective action without confusion.
Logic functions are performed by the MFC's B modules which acquire and process system failures and flight envelope protection signals and generate
aural and visual warnings.
Two kinds of logic are possible :

V3101
ACOS v1.6
General description
ATA 31
Page 7/ 186
The recording system collects, formats and records various parameters stored in a memory during the last 50 hours of recording.
The main components are :
the Solid State Flight Data Recorder (SSFDR),

the Flight Data Acquisition Unit (FDAU),
the Flight Data Entry Panel (FDEP),
and the accelerometer.
V3101
ACOS v1.6
ATA 31
Cockpit location
Page 8/ 186
Cockpit location
V3102
ACOS v1.6
ATA 31
Interfaces
Page 9/ 186
Interfaces
V3103
ACOS v1.6
ATA 31
Features
Page 10/ 186
Features
V3104
ACOS v1.6
ATA 31
V3104
Features
Page 11/ 186
ACOS v1.6
ATA 31
V3104
Features
Page 12/ 186
ACOS v1.6
ATA 31
V3104
Features
Page 13/ 186
ACOS v1.6
ATA 31
V3104
Features
Page 14/ 186
ACOS v1.6
ATA 31
Page 15/ 186
V3105
ACOS v1.6
ATA 31
Instruments and control panels description
Page 16/ 186
V3106
ACOS v1.6
ATA 31
Page 17/ 186
The cockpit includes 4 main groups of panels:
instrument panels in front of the pilots,

center pedestal between the two pilots,
consoles on the left and right hand sides of the cockpit,
overhead panel above the pilots.
The instruments panel groups the following VU panels:
the left and right instruments panels 2VU and 6VU, and the main instruments panels 3VU and 5VU.
the upper center instrument panel 4VU which includes:
- the engine indicating panel 400VU,
- the power management panel 401VU,
- the flight controls and landing gear indication panel 404VU,
- the pressurization panel 402VU,
- and the Crew Alerting Panel 403VU.
the glareshield 13VU which accomodates:
- the VOR/DME 1 and Flight Directors BARS on panel 131VU;
- the VOR/DME 2 and Flight Directors BARS on panel 132VU;
- Auto-Pilot control panel.
V3106
ACOS v1.6
ATA 31
Page 18/ 186
The centre pedestal groups the following VU panels :
the lower centre instruments panel 8VU including the controls of the navigation displays,
the mechanical centre pedestal 9VU featuring the engine powerplant, parking brake, and flaps controls panels,
the centre pedestal 11VU which contains the radio communication and navigation control units, the trim control panel 110VU, the ENG TEST panel
114VU, the lights panel 111VU and the recorder panel 112 VU.
V3106
ACOS v1.6
ATA 31
Page 19/ 186
The consoles accomodate the maintenance panels.

The left hand side maintenance panel 101VU is more particulary reserved for avionics, while the right hand side maintenance panel 702VU is more
particulary reserved for the tests of the aircraft's general systems.
V3106
ACOS v1.6
ATA 31
Page 20/ 186
The overhead panel 20VU is mainly for the control and monitoring of various aircraft systems. It accomodates :
the circuit breakers panel 21VU,

and the systems controls panels 22VU, 23VU, 24VU, 25VU, 26VU, 27VU, 28VU, 29VU and 34VU.
V3106
ACOS v1.6
ATA 31
Page 21/ 186
The aircraft contains miscellaneous panels which do not belong to the groups mentioned previously.
In the cockpit, on the RH side, behind the F/O, the electrics racks 90VU and AC/DC electrical power center 120VU are provided.
On the LH side, behind the Captain, the electronics racks 80VU and the observer panel 40VU are provided.
V3106
ACOS v1.6
ATA 31
Page 22/ 186
Close to the cargo door is located the cargo compartment door control panel 5001VU.
In the rear cabin section, the cabin attendant panel is installed close to the toilets.
V3106
ACOS v1.6
ATA 31
Page 23/ 186
The refuelling panel 5004VU is located close to the right main gear fairing.
Installed in the avionics compartment are the AC external power control panel 5000VU and the DC external power control panel 5002VU.
V3106
ACOS v1.6
ATA 31
Electrical clocks description
Page 24/ 186
V3107
ACOS v1.6
ATA 31
Page 25/ 186
V3107
ACOS v1.6
ATA 31
V3107
Page 26/ 186
ACOS v1.6
ATA 31
Page 27/ 186
Two electrical clocks are provided in the cockpit.

Each pilot is provided with an electrical clock. The clock displays:
GMT or local time,

elapsed time,
and chronometer information.
The clock is composed of four hands. One hour hand and one minute hand indicate the time information.
Two hands are used for the chronometer function.
Three setting of function knobs and two bezels are also provided.
On the back face, an internal battery maintains the time counter function for 75 days maxi when the aircraft is de-energized.
V3107
ACOS v1.6
ATA 31
Electrical clocks operation
Page 28/ 186
V3108
ACOS v1.6
ATA 31
Page 29/ 186
The time function is ensured by the two largest hands.

A knob located on the lower left hand corner enables the time to be set.
To do this, pull the knob one notch, adjust the hour by rotating the knob, and push it to activate the function.
Note, that if you pull the knob a second time, the clock is set to off.
The chronometer function is ensured by the two narrow hands. The narrow hand with a triangular head is for the minutes while the other is for the
seconds.
A knob located on the upper right hand corner enables the chronometer to be set.
Press it as follows:
press once to start,

press once again to stop the second hand,
and press once more to reset both hands to the 12 o'clock position.
The integral revolving bezel indicates elapsed time from a start mark (12 hours maxi).
A knob located on the lower right hand corner enables the revolving bezel to be set .
V3108
ACOS v1.6
ATA 31
Page 30/ 186
The Captain's and First Officer's clocks are power supplied by the 28VDC EMER BUS and 28VDC BUS 2 respectively.
Integral lighting of the clock face is provided by three 5VAC / 400 Hz lamps.
An internal battery provides endurance of 75 days maxi for time counting when the aircraft electrical network is de-energized.
V3108
ACOS v1.6
ATA 31
Multifunction computer system description
Page 31/ 186
Numerous logic functions are performed by the MFC system. The system integrates management and monitoring logical functions for different aircraft
systems.
It consists of two computers MFC1 and MFC2 and results in:
reducing the number of relays significantly,

replacing small electronic units which ensure weight saving,
simplifying definition, installation and modifications of related systems.
The computers MFC1 and MFC2 are identical and interchangeable.

An MFC control panel and an MFC maintenance panel are provided.
V3109
ACOS v1.6
ATA 31
Page 32/ 186
The MFC's modules process data received from several aircraft systems.
Each module includes :
a 28VDC dual power supply,

an input/output circuit,
a computation unit,
for modules 1A and 2A only, a hardwired logic independent of the computation unit.
Both MFCs are electrically and mechanically interchangeable. Operational differenciation between MFC1 and MFC2 is made through pin programming.
V3109
ACOS v1.6
ATA 31
Page 33/ 186
After processing, the computation unit transmits orders from the output circuit to the various systems in order to :
control and authorize operation of aircraft systems,

to monitor aircraft sytems,
to manage system failures and flight envelope anomalies and command triggering of associated warnings.
V3109
ACOS v1.6
ATA 31
MFC description
Page 34/ 186
MFC description
V3111
ACOS v1.6
ATA 31
MFC description
Page 35/ 186
Each signal received by a module is converted, if necessary, to a digital signal and then sent either to the computation unit for processing.
For specific functions, the signal processing is performed in the conventional way by a hardwired card.
This avoids computation errors.
The signals from each system are taken into account by one or more modules depending on the degree of reliability/safety required for the system.
V3111
ACOS v1.6
ATA 31
MFC description
Page 36/ 186
The four MFC's modules are interconnected by ARINC 429 busses.

Each module sends all its inputs/outputs status and some information from the internal logics to the three others by ARINC 429 busses (there is one bus
per module). The hardwired cards are not connected to the ARINC 429 busses.
Two additional synchronisation links are installed between the two MFCs for aural warnings and Master Warning and Master Caution lights flashing
synchronisation.
V3111
ACOS v1.6
ATA 31
MFC description
Page 37/ 186
V3111
ACOS v1.6
ATA 31
V3111
MFC description
Page 38/ 186
ACOS v1.6
MFC description
ATA 31
Page 39/ 186
The MFC central unit uses logic circuits. Two kinds of logic are considered:
The logic is positive if:

- a 28V corresponds to a logic level 1,
- and a ground corresponds to a logic level 0.
The logic is negative if:
- a 28V corresponds to a logic level 0,
- and a ground corresponds to a logic level 1.
In order not to consider negative or positive logic, the following agreements are used in the MFC:
If the specified condition on a logic gate input is TRUE, this logic is validated to logic level 1,
If the specified condition is FALSE, this input is validated to logic level 0.
So the logic levels 1 or 0 do not logically depend on a 28V or a ground presence.

For example, the AND gate output (both gates closed) will be set to 1 if both conditions "Gate 1 closed" and "Gate 2 closed" are TRUE, independant of the
presence of 28V, or ground.
V3111
ACOS v1.6
ATA 31
MFC overhead panel description
Page 40/ 186
V3113
ACOS v1.6
ATA 31
Page 41/ 186
The MFC panel is shown in light test.

During normal operation, when selected OFF, the FAULT light extinguishes.
Four illuminated pushbuttons are installed on the overhead panel.
Each of them is dedicated to one module and :
enables module power supply (pushbutton pressed),
indicates if the module is not supplied (OFF legend on),
indicates if the module is faulty (FAULT legend on).
V3113
ACOS v1.6
ATA 31
MFC maintenance panel description
Page 42/ 186
V3115
ACOS v1.6
ATA 31
Page 43/ 186
V3115
ACOS v1.6
ATA 31
V3115
Page 44/ 186
ACOS v1.6
ATA 31
Page 45/ 186
The right side maintenance panel includes a readout display for failures of systems linked to the MFC system.
Recording of these failures is performed by the MFC 1A module.
BITE loaded magnetic indicator :
It indicates that at least one failure has been recorded by the MFCs.
System selector switch :
It is normally placed in "NORM-FLT" position (in all other positions, the "MAINT PANEL" indicator light shows amber on the CAP).
During MFC maintenance memory reading, this selector switch enables the various systems to be selected, in order to consult the failures which have
affected the system involved.
BITE advisory display :
It indicates, through illuminated "F" lights, the binary code of the failure recorded.
The combination of illumination of these four lights enable up to 14 failures per system to be coded : the code/failure definitions are given in the concerned
Job Instruction Card (JIC) or in the Flight Crew Operating Manual (FCOM).
Note that failure reading is only possible with engines shutdown.

PTA/ERS pushbutton :
When a system is selected, PTA pushbutton (Push To Advance) enables recorded failures to be run on the failure display. A "FFFF" code indicates the
end of the list of failures.
When ERS position is selected, this pushbutton serves to erase the system memory; if it is depressed for more than 5 seconds. A "F F" code is then
displayed during erasing.
But if this pushbutton is depressed for less than 2 seconds, an ARINC test is performed (Cross-talk test). A " FF " code is then displayed when successful.
Magnetic indicator test pushbutton :
This pushbutton serves to check operation of the BITE loaded magnetic indicator.
When pressed for more than 3 seconds, the magnetic indicator is activated.
De-activation requires system selector on ERS position and PTA/ERS pushbutton pressed for more than 5 seconds.
Connector outlet :
This connector enables the optional MTS (Maintenance Test Set) system to be conected.
The maintenance team can extract detailed maintenance data for the nine last flights with the TMT (Transportable Memory Terminal) system.
V3115
ACOS v1.6
ATA 31
MFC system operation control & indications
Page 46/ 186
V3117
ACOS v1.6
ATA 31
Page 47/ 186
When the BAT selector is set to the "ON" position, an auto-test of the MFC's occurs before allowing the aircraft to be electrically supplied. Set the BAT
selector to ON.
MFC 1A and 2A FAULT amber lights flash for few seconds during auto-test of the MFC's A modules.
Just after, MFC 1B and 2B FAULT amber lights flash for a few seconds during auto-test of the MFC's B modules.
Once the MFC's B modules are tested, one of the two lamps of the MFC light flashes amber for a few seconds on the Crew Alerting Panel and then
extinguishes. This lamp is electrically supplied by the EMER bus.
In case of the "BAT" selector in "OFF" position and following the opening of the cargo door control panel cover, MFC's 1A and 2A modules and their autotest are electrically supplied.
Therefore, if the "BAT" selector is set to "ON" position after this operation, only 1B and 2B modules auto-test will be performed. Set the BAT selector to
ON.
All MFC's modules are now tested.

The MFC monitors nearly all the aircraft functions. These functions can be treated:
in one module only,

in several modules (redundancy),
partially in two modules, i.e. both modules have to be operative to process this function.
Charts of these functions are found in the FCOM. An example of these charts follows:
The stick pusher function is integrated in modules 1A, 1B, 2A and 2B.
The stall warning function is integrated in modules 1B and 2B.
The stick pusher function is available if modules (1A and 2A) or (1A and 2B) or (1B and 2A) or (1B and 2B) operate. This function is therefore not available
if modules (1A and 1B) or (2A and 2B) are lost.
The stall warning is available if modules 1B or 2B operate. This function is therefore not available if modules 1B and 2B are lost.
V3117
ACOS v1.6
ATA 31
V3117
Page 48/ 186
ACOS v1.6
ATA 31
Page 49/ 186
The MFCs are very reliable, however should they fail, their failure will have consequences on aircraft functions. The loss of these functions will depend on
the specific MFC loss or MFC dual loss.
The procedures following MFC failure examines every contingency and are as follows:
MFC 1A fault,
MFC 1B fault,
MFC 2A fault,
MFC 2B fault.
and the coupling effect:
MFC 1A + 1B fault,
MFC 1A + 2A fault,
MFC 1A + 2B fault,
MFC 1B + 2A fault,
MFC 1B + 2B fault,
MFC 2A + 2B fault.
Let's see an example of MFC module failures and the corresponding procedure following failure ...
V3117
ACOS v1.6
ATA 31
Page 50/ 186
EXAMPLE OF ONE MODULE FAILURE:
A failure is detected on the MFC 1B module. Both Master CAUTION lights flash amber and the single chime is triggered. "MFC" amber light illuminates on
the CAP and the associated "FAULT" light illuminates on the MFC control panel.
Perform the corrective actions for an MFC 1B failure by referring to the corresponding check list given in the Quick Reference Handbook.
Clear the Master CAUTION.
Try reset MFC 1B module, if unsuccessful, module OFF.
Clear the CAP.
Let's have a look at the Module Equipment List ...
V3117
ACOS v1.6
ATA 31
Page 51/ 186
A summary of equivalent losses following a MFC failure is contained in the module equipment list in the Quick Reference Handbook.
V3117
ACOS v1.6
ATA 31
Page 52/ 186
Following a MFC 1B failure, here is the rest of the procedure for the specific actions to perform depending on the flight phase.
The procedure following a MFC 1B failure is completed. Let's see a dual MFC module failure ...
V3117
ACOS v1.6
ATA 31
Page 53/ 186
V3117
ACOS v1.6
ATA 31
V3117
Page 54/ 186
ACOS v1.6
ATA 31
Page 55/ 186
EXAMPLE OF A DUAL MODULE FAILURE:
A failure is detected on the MFC 2B module with the MFC 1B module "OFF". Both Master CAUTION lights flash amber. "MFC" amber light illuminates on
the CAP and the associated "FAULT" light illuminates on the MFC control panel.
Notice that aural alert is ensured by MFC 1B and MFC 2B. In case of both modules failure, as in this example, aural alert is also lost.
Perform the corrective actions for an MFC 1B + 2B failure by referring to the corresponding check list given in the Quick Reference Handbook.
Press the Master CAUTION.
Try reset MFC 2B module, if unsuccessful, module OFF.
Clear the CAP.
Let's have a look at the specific actions to do depending on the flight phase ...
V3117
ACOS v1.6
ATA 31
Page 56/ 186
Following a MFC 1B + 2B failure, here is the rest of the procedure for the specific actions to perform depending on the flight phase.
The procedure following a MFC 1B + 2B failure is completed.
V3117
ACOS v1.6
ATA 31
Page 57/ 186
V3117
ACOS v1.6
ATA 31
V3117
Page 58/ 186
ACOS v1.6
ATA 31
Page 59/ 186
As soon as a failure is recorded in the nonvolatile memory located in the CPU card of the MFC 1A module, the "BITE LOADED" magnetic indicator turns
on amber.
On ground, once engines shutdown, the maintenance team can localize the system failed with the MFC maintenance panel. This one is initially set on the
"NORM-FLT" position.
For example let's check the DOORS system. Select the "DOORS" position.
Once the system selector is set to the "DOORS" position, the PTA / ERS (Push To Advance) pushbutton has to be depressed in order to check the
system. Press the PTA / ERS pushbutton.
The four "F" lights illuminate amber. This means that no failure concerning the selected system (DOORS) has been memorized.
Let's check the "NAV" system. Select the "NAV" position.
As soon as the system selector leaves the "DOORS" position, the four "F" lights extinguish.
The system selector is now on the "NAV" position and the PTA / ERS pushbutton has to be pressed in order to check the system. Press the PTA / ERS
pushbutton.
The 4 and 1 "F" lights illuminate amber so a failure has been memorized in the "NAV" system. To define which kind of failure it is, you can either note
which "F" number is illuminated (here the 4 and 1 "F") or add the "F" number (4 plus 1 = 5).
The definition of this failure is given in the Job Instruction Card or in the Flight Crew Operating Manual and is "EADI 2 overheat". By depressing the PTA /
ERS pushbutton once again, the following failure code will be displayed. Press the PTA / ERS pushbutton.
V3117
ACOS v1.6
ATA 31
V3117
Page 60/ 186
ACOS v1.6
ATA 31
Page 61/ 186
The 8, 2 and 1 "F" lights illuminate amber so another failure has been memorized in the "NAV" system.
The definition of this failure is "AFCS anomaly".
Depress the PTA / ERS pushbutton once more to check if another failure has been memorized in the "NAV" system. Press the PTA / ERS pushbutton.
The four "F" light illuminate. This means that all the failure codes related to the selected system have been displayed.
Once all systems have been checked, the MFC maintenance memory must be erased.
To perform this task, the system selector has to be placed on the "ERS" position. Select the "ERS" position.
The PTA / ERS (Erase) pushbutton must be pressed and held for more than 3 seconds to erase the memory. Press the PTA / ERS pushbutton.
During erasing the extreme "F" lights illuminate. If a problem is detected during erasing, the four "F" lights should illuminate.
The "BITE LOADED" magnetic indicator is now deactivated. When all "F" lights go off, the memory has been erased and the PTA / ERS pushbutton can
be released.
A test of correct operation of all ARINC intermodule links (Cross Talk test) is available with the system selector in this position. The PTA / ERS must be
pressed for less than 2 seconds to perform the test. Press the PTA / ERS pushbutton.
The two middle "F" lights illuminate within the following eight seconds. This code will fade after placing the system selector on the "NORM-FLT" position.
Select the "NORM-FLT" position.
Note that the cross talk function is inhibited for 5 minutes after memory erasure.
V3117
ACOS v1.6
ATA 31
Page 62/ 186
In case of failure of the memorization device detection, setting the system selector on any system results in the illumination of the four "F" lights before
depressing the PTA / ERS pushbutton.
Let's have an example of this failure by checking the WOW & L/G system. Select the "WOW & L/G" position.
The four "F" lights illuminate amber before pressing the PTA / ERS pushbutton, meaning that the memorization device has failed.
The maintenance memory has to be erased as we have seen before to enable failure recording once again.
The MAG IND TEST (magnetic indicator test) pushbutton enables the magnetic light to be tested. This pushbutton must be pressed for more than 3
seconds to activate the "BITE LOADED" magnetic indicator. Press the MAG IND TEST pushbutton.
The maintenance memory must be erased as we have seen previously to deactivate the magnetic indicator.
V3117
ACOS v1.6
ATA 31
CCAS description
Page 63/ 186
CCAS description
The Centralized Crew Alerting System (CCAS) generates the warnings required and which cannot be generated by the systems. The CCAS draws crew's
attention when a failure is detected and guides the crew to the system affected by the failure.
Two kinds of logic are possible:

The CCAS is capable of generating various audio signal broadcast by the audio system and activating various alert lights located on the Captain's and
First Officer's main instrument panels or grouped on a Crew Alerting Panel.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 64/ 186
The architecture of the CCAS, using the two MFC's B modules, ensures system protection against any failure.
Note that the following warnings are not processed by the MFCs:
ENG FIRE, EXCESS CAB p, EXCESS CAB ALT, NAC OVHT and SMOKE.
The corresponding warning lights on the CAP are directly illuminated by the respective system, independently of the MFCs.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 65/ 186
V3118
ACOS v1.6
ATA 31
V3118
CCAS description
Page 66/ 186
ACOS v1.6
CCAS description
ATA 31
Page 67/ 186
The CCAS is composed of:
two Multi-Functionnal Computers (MFCs),

a Crew Alerting Panel (CAP),
two Master WARNING and Master CAUTION lights,
an EMER / AUDIO CANCEL switch,
a T.O CONFIG TEST pushbutton,
a left maintenance panel.
The CCAS receives all the WARNING & CAUTION signals from various aircraft systems.
The MFCs send an audio warning to the Captain's and F/O's loudspeakers and activate the centralized alarms on the CAP.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 68/ 186
Three kinds of visual devices are used:
The Master WARNING and Master CAUTION lights: These flashing lights are used as "attention getters". Together, with aural signals through two
loudspeakers, they allow the crew to detect a failure and identify its degree of urgency. They may be switched off by pushing on the light. This crew
acknowledgement will also silence the associated aural warning.
The Crew Alerting Panel: Grouped on a centrally located panel, these lights are used to identify the origin of a failure. They provide condensed
information of system faults or aircraft abnormal failure configuration.
The local alert light: These lights are generally integrated in the system central panels. They give detailed information on the failure and also direct
the corrective action, being, as much as possible combined with or adjacent to the corrective action control.
V3118
ACOS v1.6
CCAS description
ATA 31
Page 69/ 186
The following two principles have been adopted:
"ALL FLIGHT DECK LIGHTS OUT" concept. In normal operation, all the lights are extinguished except some green, blue or white lights which
indicate system status.
Detection sequence: The detection sequence comprises three different phases:
1. DETECTION: with the attention getters and the loudspeakers.

2. IDENTIFICATION: on the Crew Alerting Panel.
3. ISOLATION: on the system control and indicating panel.
V3118
ACOS v1.6
ATA 31
V3118
CCAS description
Page 70/ 186
ACOS v1.6
CCAS description
ATA 31
Page 71/ 186
Two kinds of aurals have been defined to alert the crew:
Non specific alerts: They are always associated with an alert light.
- A Continuous Repetitive Chime (CRC) is used for all warnings directly identified by a specific CAP light.
- A Single Chime (SC) is used for all cautions directly identified by a CAP system light.
Specific alerts: They are not directly identified by a specific CAP light, the Master CAUTION light or the Master WARNING light.
The list opposite gives the audio signals generated by the system.
Please select the corresponding buttons to hear the sound.
Note: Volume of aural alerts is preset and not affected by position of Captain or First Officer loudspeaker volume control.
A priority order has been defined for aurals in case of simultaneous occurence of warnings: Priority level
1. Stall (cricket),
2. Overspeed (clacker),
3. Flaps unlocked (CRC),
4. Config. (CRC),
5. Propeller brake failure (CRC),
6. Engine fire (CRC),
7. Pitch disconnection (CRC),
8. Excessive cabin altitude (CRC),
9. Nacelle overheat (CRC),
10. Excessive cabine D pressure (CRC),
11. Trim in motion (whooler),
12. Smoke detection (CRC),
13. Oil low pressure (CRC),
14. Landing gear not down (CRC),
15. AP disconnection (cavalry charge).
V3118
ACOS v1.6
ATA 31
V3118
CCAS description
Page 72/ 186
ACOS v1.6
ATA 31
CCAS description
Page 73/ 186
The alerts are classified in four levels (0 to 3) according to their importance and to the urgency of the corrective action required.
Level 3: "WARNING"
This corresponds to an emergency situation requiring prompt crew corrective action.

The following alerts fall into this category:
aircraft in hazardous configuration or limiting flight conditions (e.g stall warning),

serious system failure (e.g engine fire).
These warnings are identified by:
the Master WARNING light flashing red associated with a Continuous Repetitive Chime (CRC) and a red warning light on the CAP.
or a specific aural warning.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 74/ 186
Level 2: "CAUTION"
This corresponds to an abnormal situation of the aircraft requiring timely crew corrective action. Time for taking action will be left to the crew's discretion.
This level mainly comprises system failures having no immediate impact on safety (e.g hydraulic low pressure).
The cautions are identified by the Master CAUTION light flashing amber associated with a Single Chime (SC) and an amber light on the CAP.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 75/ 186
Level 1: "ADVISORY"
This corresponds to a situation requiring crew monitoring.

This level mainly comprises failures leading to a loss of redundancy or degradation of a system (e.g Ground Proximity Warning System fault).
These advisories are identified by an amber local light without Single Chime and without amber Master CAUTION light.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 76/ 186
Level 0: "INFORMATION"
This corresponds to an information situation and requires no special action (e.g spoilers position lights).
This information is provided by blue, green or white lights on the control panels.
Note that there is no CCAS reaction with this level.
V3118
ACOS v1.6
ATA 31
CCAS description
Page 77/ 186
V3118
ACOS v1.6
ATA 31
V3118
CCAS description
Page 78/ 186
ACOS v1.6
ATA 31
CCAS description
Page 79/ 186
Some alerts can be erased by two pushbuttons located on the Crew Alerting Panel: CLR and T.O INHI pushbuttons.
CLR (Clear) pushbutton enables the amber Caution lights to be cleared.
Note that the amber Advisory lights cannot be cleared by pressing this CLR pushbutton.
Note: the lights illuminated on the Crew Alerting Panel show the specific alerts which can be cleared (action on Clear pushbutton) or inhibited (action
on Take-Off Inhibit pushbutton).
Note: the lights illuminated on the CAP show the specific alerts which can be cleared (action on CLR pushbutton) or inhibited (action on TO INHI
pushbutton).
T.O. INHI (Take-Off Inhibit) pushbutton enables the amber caution lights to be inhibited, except for ENG, EFIS COMP and FLT CTL caution lights during
take-off phase. It also enables inhibition of some red warning lights such as ENG 1 & 2 OIL and the three SMOKE warning lights.
Note that the amber advisory lights can not be inhibited by pressing this pushbutton.
Those inhibitions are cancelled:
automatically as soon as one gear leg is not locked down,

or by pressing the RCL (Recall) pushbutton on the CAP.
V3118
ACOS v1.6
ATA 31
V3118
CCAS description
Page 80/ 186
ACOS v1.6
CCAS description
ATA 31
Page 81/ 186
Alert can also be inhibited by the EMER AUDIO CANCEL pushbutton located on the center pedestal. It allows the crew to cancel a nuisance aural for a
whole flight.
Aural warning will be reactivated:
at the next aircraft energization,

after MFC 1B / 2B resetting,
after pressing RCL (Recall) pushbutton,
after T.O configuration test.
Except for:
LDG GEAR warning,

VMO,
VFE,
VLE,
Stall warning,
Pitch trim whooler,
AP disconnection, which will be rearmed as soon as the triggering condition disappears.
V3118
ACOS v1.6
ATA 31
CCAS cockpit location
Page 82/ 186
V3119
ACOS v1.6
ATA 31
CCAS operation with failure
Page 83/ 186
Aircraft is in flight. Suddenly, a fire occurs in engine 1. Your attention is drawn by:
an aural warning: continuous repetitive chime is broadcast,

a visual warning: red Master WARNING lights flash on the Captain's and F/O's main instrument panel. This is the failure alert.
The "ENG1 FIRE" light illuminates on the CAP. It indicates the failure which has activated the warning. This is the failure identification.
A red indication (ENG 1 FIRE handle) illuminates on the control panel of the affected system (local alert) and guides the pilot action (Engine fire handle).
This is the failure isolation.
V3129
ACOS v1.6
ATA 31
Page 84/ 186
First of all, clear the Master WARNING light.

By pressing on the Master WARNING, the flashing light extinguishes and the aural alert is cancelled. Let's have a look at the check list for corrective
procedures.
V3129
ACOS v1.6
ATA 31
Page 85/ 186
V3129
ACOS v1.6
ATA 31
V3129
Page 86/ 186
ACOS v1.6
ATA 31
Page 87/ 186
Let's consider that you have set the Power Levers to the Flight Idle position, that the Condition Levers are now in the feather position and that you shut-off
fuel on engine 1. Pull the fire handle of engine 1.
The "SQUIB" lights illuminate white on the engine 1 fire panel indicating the AGENT pushbuttons which may be activated. The engine 1 fire handle light
remains illuminated because the failure persists. 10 seconds after having pulled the engine 1 fire handle, press the AGENT 1 pushbutton to discharge the
associated fire extinguisher bottle.
The "DISCH" legend illuminates amber on the AGENT 1 pushbutton indicating that the associated fire extinguisher bottle is depressurized.
The fire is now extinguished so the "ENG1 FIRE" light on the CAP and the engine 1 fire handle light go off. The local alert "SQUIB" white legend and
"DISCH" amber legend on engine 1 fire panel remain illuminated indicating your previous action.
Note that if the failure does not disappear, associated local alert lights and CAP light remain illuminated.
V3129
ACOS v1.6
ATA 31
Page 88/ 186
Aircraft is in flight. A low pressure in the blue hydraulic system occurs. Your attention is drawn by:
an aural warning: single chime is broadcast,

a visual warning: amber Master CAUTION lights flash on the Captain's and F/O's main instrument panel. This is the failure alert.
The "HYD" light illuminates on the CAP. It indicates the failure which has activated the warning. This is the failure identification.
An amber indication ("LO PR") illuminates on the control panel of the affected system (local alert) and guides the pilot action. This is the failure isolation.
First of all, clear the Master CAUTION light.
By pressing on the Master CAUTION, the flashing light extinguishes. Let's have a look at the check list for the corrective procedures.
V3129
ACOS v1.6
ATA 31
Page 89/ 186
V3129
ACOS v1.6
ATA 31
V3129
Page 90/ 186
ACOS v1.6
ATA 31
Page 91/ 186
Carry on with the corrective procedures. Switch the BLUE PUMP pushbutton off.
The "OFF" light illuminates white on the hydraulic panel indicating that the hydraulic blue pump is now off. Switch the hydraulic X FEED pushbutton on.
The X FEED "ON" legend illuminates white indicating that the crossfeed valve is open.
Clear the caution light on the CAP.
When the failure has disappeared, pressing the CLR pushbutton extinguishes the CAP amber caution light.
Before starting descent, switch the RCL pushbutton on as notified in the check list.
When the RCL pushbutton is pressed, the CAP light, associated with a failure or a white light "ON" will illuminate. This may affect the approach and
landing. Press CLR pushbutton.
The CAP light extinguishes. Descent can now be initiated.
V3129
ACOS v1.6
ATA 31
Page 92/ 186
The aircraft arrives at the airport gate and stops. Now you have to set the parking brake on. Do that now.
Good! The parking brake is set to on. An advisory "PRKG BRK" amber light illuminates on the CAP. No Master CAUTION or aural alert is triggered for this
alert level.
V3129
ACOS v1.6
ATA 31
Page 93/ 186
The aircraft is in approach. Several information lights can be illuminated, such as the following:
During the flight, a blue hydraulic low pressure occured and corrective actions were performed. The blue pump is now off and the crossfeed valve is
open. Two white information lights are then illuminated on the hydraulic panel.
The aircraft is currently turning to the right and then the right spoiler is extended as indicated on the spoiler indicator panel with the blue information light.
The landing gear is down and locked. The landing gear panel confirms this information by way of the three green triangles illuminated.
As you can see, the information lights do not lead to any illumination of lights on the Crew Alerting Panel.
V3129
ACOS v1.6
ATA 31
CAP description
Page 94/ 186
CAP description
V3122
ACOS v1.6
CAP description
ATA 31
Page 95/ 186
The Crew Alerting Panel (CAP) is composed of:
a printed circuit where implanted lamps are illuminated by the different alerts,
a front face with the inscriptions corresponding to each alert,
three momentary action pushbutton switches.
Each failure indication is illuminated by two 0.67W - 28VDC lamps. The CAP is comprised of:
15 red lights dedicated to the warnings,

18 amber lights dedicated to the cautions and the advisories.
Inscriptions are sun light readable when lamps are on. The CAP face remains black when lamps are off. No dimming is provided.
V3122
ACOS v1.6
ATA 31
CAP description
Page 96/ 186
The RCL (Recall) pushbutton with one stable position is provided with a single indication: RCL.
The RCL legend is permanently visible white on a black background in normal daylight conditions and is white on a black background in night conditions.
When pressed:
All inhibited or cancelled lights illuminate if the respective system is still degraded.
All aural warnings previously cancelled are reactivated. Recall is possible during all phases of operation.
Inhibits the take-off inhibit function.
V3122
ACOS v1.6
ATA 31
CAP description
Page 97/ 186
The CLR (Clear) pushbutton with one stable position is provided with a single indication: CLR.
The CLR legend is permanently visible white on a black background in normal daylight conditions and is white on a black background in night conditions
The CLR pushbutton when depressed, causes amber caution lights to be cleared. Advisory amber lights can not be cleared by this pushbutton.
Note: the lights illuminated on the CAP show the specific alerts which can be cleared (action on CLR pushbutton).
V3122
ACOS v1.6
ATA 31
V3122
CAP description
Page 98/ 186
ACOS v1.6
ATA 31
CAP description
Page 99/ 186
The T.O INHI (Take-Off Inhibit) pushbutton with one stable position is provided with two indications: T.O for the upper legend and INHI for the lower
legend.
The T.O legend is permanently visible white on a black background in normal daylight conditions and is white on a black background in night conditions.
The INHI legend is visible blue on a sunlight readable black background when on. It is not visible when not active. This legend is dimmed by means of the
BRT / DIM switch.
Pressing the T.O INHI pushbutton when aircraft is on ground, enables amber caution lights but not the amber advisory lights to be inhibited during take-off
except for EFIS COMP, FLT CTL and ENG. ENG 1(2) OIL and all SMOKE red warning lights are also inhibited.
Note: The lights illuminated on the CAP show the specific alerts which can be inhibited (action on T.O INHI pushbutton).
This function is cancelled, either automatically as soon as the main landing gear starts retracting, or manually by action on the RCL pushbutton.
Pressing this pushbutton also enables the amber caution lights to be cleared as with action on the CLR pushbutton
V3122
ACOS v1.6
ATA 31
Master warning & caution description
Page 100/ 186
V3124
ACOS v1.6
ATA 31
Page 101/ 186
Each pilot is provided with a Master WARNING and a Master CAUTION lights on the main instrument panels 3VU and 5VU.
Each Master WARNING and Master CAUTION light is provided with four lamps.
The Master WARNING lights flash red when a red system failure is detected. The WARNING lights go off and associated aural warning (Continuous
Repetitive Chime) is deactivated when one of them is pressed.
The 28 VDC EMER bus supplies two lamps of each Master WARNING light while the two others are supplied by the 28 VDC bus 2.
The Master CAUTION lights flash amber when an amber system failure is detected. The CAUTION lights go off when one of them is pressed.
The 28 VDC EMER bus supplies two lamps of each Master CAUTION light while the two others are supplied by the 28 VDC bus 2.
V3124
ACOS v1.6
ATA 31
TO config test description
Page 102/ 186
V3125
ACOS v1.6
ATA 31
Page 103/ 186
V3125
ACOS v1.6
ATA 31
V3125
Page 104/ 186
ACOS v1.6
ATA 31
Page 105/ 186
The CCAS includes a Take-Off configuration warning function. With aircraft on ground, this function is armed:
either when the T.O CONFIG TEST pushbutton is pressed and held,
or when the Power Levers are in the Take-Off position.
The T.O CONFIG TEST pushbutton enables, before take-off:
checking that the aircraft is correct for take-off by simulating Power Levers at T.O position without taking the parking brake into consideration.
performing an automatic Recall (thus reactiving all aural warnings previously cancelled by the EMER AUDIO CANCEL switch).
With the engines running, no amber or white annuciator light is on in the flight compartment, except the amber "PRKG BRK" advisory light on the CAP if
the parking brake is applied.
Before take-off, the T.O CONFIG TEST pushbutton must be pressed and held. Please, perform this action ...
V3125
ACOS v1.6
ATA 31
V3125
Page 106/ 186
ACOS v1.6
ATA 31
Page 107/ 186
When activated, if the aircraft is not in the take-off configuration, this function causes:
the Master WARNING lights to flash red,

the Continous Repetitive Chime to sound,
and the "CONFIG" red light to illuminate on the CAP.
In association, "FLT CTL" or "ENG" amber caution lights come on on the CAP in case of the following conditions:
"FLT CTL" illuminates if:
pitch trim is out of take-off range (green arc),
flaps are not at take-off position (15),
a TLU is in HI SPD position (LO SPEED extinguished),
aileron spring tab is locked (ail lock illuminated on pedestal).
"ENG" illuminates if:
PWR MGT selector is not in T.O position,
Power Lever are in T.O position with the parking brake applied, in normal operation and not in test.
V3125
ACOS v1.6
ATA 31
Emergency audio cancel switch description
Page 108/ 186
V3126
ACOS v1.6
ATA 31
Page 109/ 186
V3126
ACOS v1.6
ATA 31
V3126
Page 110/ 186
ACOS v1.6
ATA 31
Page 111/ 186
The EMER AUDIO CANCEL switch is located on the centre pedestal 902 VU.
The EMER AUDIO CANCEL switch is safety wired guarded.
If a false system indication generates an undue continuous aural warning, the use of this switch will cancel the aural specific to this false alert without loss
of the other aural alerts even if they are identical to the inhibited one.
For example, if this switch is used to cancel a system X failure CRC (Continuous Repetitive Chime), CRC is not cancelled for any system other than
system X.
Cancelled aural warnings will be reactivated:
at the next aircraft energization,

after MFC 1B / 2B resetting,
after pressing the RCL pushbutton,
following a take-off configuration test.
The aural alerts associated with the following will be rearmed as soon as the triggering condition disappears:
landing gear warning,

VMO, VFE, VLE,
stall warning,
pitch trim whooler,
AP disconnection.
V3126
ACOS v1.6
ATA 31
LH maintenance panel description
Page 112/ 186
V3127
ACOS v1.6
ATA 31
Page 113/ 186
V3127
ACOS v1.6
ATA 31
V3127
Page 114/ 186
ACOS v1.6
ATA 31
Page 115/ 186
The WARN section maintenance panel switch is located on the left hand side maintenance panel 101 VU.
On the LH maintenance panel, a "WARN" section allows testing of several warnings which cannot be tested on their own system.
A rotary selector is used to activate the desired warning systems which are the following:
Excessive cabin delta pressure,

Landing gear not down,
Pitch disconnection,
Excessive cabin altitude,
Smoke,
VMO,
Stick pusher / shaker by means of four different tests.
The tests are performed by pressing and holding down the PTT (Push To Test) pushbutton.
The "CHAN 1" and "CHAN 2" legends come on during stick pusher / shaker tests to check both angle-of-attack channels for correct operation.
Note that when the rotary selector is not in the "NORM-FLT" position, the "MAINT PNL" amber advisory light illuminates on the CAP.
V3127
ACOS v1.6
ATA 31
Recording system description
Page 116/ 186
The aircraft flight recorders are:
The Solid State Cockpit Voice Recorder (SSCVR) which will be described in the Communications ATA Chapter,
and the Solid State Flight Data Recorder (SSFDR).
The recorders are automatically energized as soon as the aircraft is on its own electrical supply (without external power connected) and are switched off
automatically ten minutes after engines shutdown.
When the aircraft is on external power, the recorders are off until one engine is started.
But they can be energized by selecting ON the RCDR pushbutton and de-energized by pushing the RESET pushbutton on the pedestal panel.
V3130
ACOS v1.6
ATA 31
Page 117/ 186
The recording system is composed of:
a Flight Data Acquisition Unit (FDAU),

a Solid State Flight Data Recorder (SSFDR),
a Flight Data Entry Panel (FDEP),
and an accelerometer.
V3130
ACOS v1.6
ATA 31
Page 118/ 186
The FDAU receives various signals from aircraft pickoffs.

These signals are digitized and transmitted to the SSFDR.
The FDAU also includes the computation of the Objective Torque from the engine system and displays it with an amber bug on the torque indicator.
V3130
ACOS v1.6
ATA 31
Page 119/ 186
The SSFDR receives parameters from the FDAU in digital format and records them in a memory.
International regulation requires FDR to record for 25 hours. At present, the SSFDR can record for 50 hours ; this extra capacity is to ensure compliance
with the law if more parameters are required in the future.
In case of failure, a fault signal is sent to the FDAU and to the FDEP.
V3130
ACOS v1.6
ATA 31
Page 120/ 186
The FDEP sends documentary data to the FDAU, such as time, flight number, events...
It receives status warning signals from the FDAU and the SSFDR.
It displays engine maintenance codes provided by the EEC and the PEC via the FDAU.
V3130
ACOS v1.6
ATA 31
Page 121/ 186
The accelerometer sends the lateral, longitudinal and vertical acceleration to the FDAU.
V3130
ACOS v1.6
ATA 31
Recorders operation controls & indications
Page 122/ 186
V3140
ACOS v1.6
ATA 31
Page 123/ 186
The external power is now available and set to ON.

The external power is now available and set to ON.
The 11PG relay is then excited and the MFC internal logic causes loss of SSFDR energization.
You want to manually run the SSFDR.
Set the RCDR pushbutton to ON.
By pressing the RCDR pushbutton, the "ON" legend illuminates blue.
The associated contact closes.
The MFC logic enables the 7RK relay to be excited and the SSFDR is then supplied.
Now, you want to stop recording of the aircraft parameters that you manually initialized.
Press the RESET pushbutton.
By pressing the RESET pushbutton, the MFC internal logic causes loss of ground and the 7RK relay opens.
The "ON" legend extinguishes on the RCDR pushbutton.
The SSFDR is no longer supplied.
Note that manual recording can only be achieved with external power set to ON.
As soon as one engine is running the SSFDR is automatically supplied.
Click on the aircraft to disconnect the Ground Power Unit.
Both engines are now running and external power is no longer available.
Aircraft parameters will be recorded during the entire flight...
Aircraft is now on ground and both engines have just stopped.
Battery selector is set to ON and the external power is not available.
The SSFDR is still supplied upon aircraft energization for ten minutes because of the delay in the MFC internal logic.
As soon as ten minutes have passed, the ground is lost and the 7RK relay opens.
The SSFDR stops recording.
V3140
ACOS v1.6
ATA 31
Page 124/ 186
When the aircraft operates, the FDAU acquires several parameters which are used for check or investigation.
The figure shows the main mandatory parameters acquired.
V3140
ACOS v1.6
ATA 31
Page 125/ 186
After acquisition, the parameters are processed and formatted into an ARINC 573 message for the SSFDR.
The format of the message is a FRAME comprising four SUBFRAMES each having a duration of one second.
Each SUBFRAME comprises 64 (128, or 256) words of 12 bits. The same word can contain from 1 to 12 different parameters.
The first word of each SUBFRAME is for message synchronization.
The synchronization of the recorders system is ensured by the FDAU. It transmits the clock signal (GMT) to the Solid State Cockpit Voice Recorder
(SSCVR) as soon as it has transmitted the synchronization word to the SSFDR.
V3140
ACOS v1.6
ATA 31
Page 126/ 186
In addition to its own operation, the FDAU monitors the operation of other parts of the system (SSFDR, FDEP, various parameters).
It transmits various items of failure information to several indicators.
The failure indications are located at two levels:
on the FDEP: 2 lights "STATUS/SYST" and "STATUS/FDAU" which are OFF during normal operation, illuminate amber in case of failure.
on the FDAU: 2 lights "DFDR fail" and "FDAU fail" which are green during normal operation, illuminate red in case of failure.
V3140
ACOS v1.6
ATA 31
Page 127/ 186
V3140
ACOS v1.6
ATA 31
V3140
Page 128/ 186
ACOS v1.6
ATA 31
Page 129/ 186
The principle of the objective torque function is to calculate on the basis of certain parameters, the optimal torque for each engine with respect to the flight
phases.
The objective torque is calculated for each engine every second. The result of the calculation is converted into voltages proportional to the calculated
torque value and displayed on each torque indicator through amber bugs.
The parameters acquired for the calculation of the target torque are the following:
engine rating selection via the power management selector,

propeller speed,
compartment temperature High Flow switch position,
pack valves position,
Air Data Computer inputs such as pressure altitude, Indicated Air Speed and Total Air Temperature.
When the power is supplied, the objective torque function is self-tested by the FDAU.
If the test is successful, the objective torque amber bugs are positioned at 23% for approximately 15 seconds.
Then the objective torque amber bugs are positioned at 100% for 15 seconds before taking real computed value.
If the test is not successful, the bugs remain at 0%.
During operation, if an anomaly is detected, the bugs will move:
to 0% in case of FDAU internal processing unit failure,
to 23% in case of input parameters invalid or out of tolerance.
V3140
ACOS v1.6
ATA 31
Page 130/ 186
The principle of the Aircraft Integrated Data System (AIDS) function is to acquire, on ground and in flight and under certain conditions, a set of parameters
related to the engines and to store them in a mass memory with a storage capacity of at least 50 flights. This is performed by the FDAU.
The processing unit 1 (DMU part of the FDAU equipment) receives all engine parameters and formats them into:
ARINC 573 messages for SSFDR recording,

ARINC 429 messages for the processing unit 2.
The processing unit 2 (FDAU part of the FDAU equipment) stores the messages in the mass memory.
When 80% of the mass memory is filled, a ground discrete activates the magnetic indicator on the maintenance panel.
This discrete is also used to indicate a failure detected at the processing level.
V3140
ACOS v1.6
ATA 31
V3140
Page 131/ 186
ACOS v1.6
ATA 31
V3140
Page 132/ 186
ACOS v1.6
ATA 31
Page 133/ 186
The AIDS does not permanently store the engine parameters. Storage is made under specific conditions in the form of reports:
"Events" report:
Recording is triggered manually from the FDEP by pressing the EVENTS pushbutton.
When this command is given, all AIDS parameters are instantly recorded.
"Cruise" report:
This is made once per flight when aircraft meets certain stability criteria: General conditions:
Speed > 80 kts,

Altitude > 6,000 ft,
-100 ft < altitude variation < +100 ft,
-0.2 g < vertical acceleration variation < +0.2 g,
-5 kts < IAS variation < +5 kts.
Engine conditions:
-0.5% < NH variation < +0.5%,
-1% < torque variation < +1%,
-0.5% < Np variation < +0.5%.
"Threshold" report:
This is made as soon as one of the thresholds of the following parameters is exceeded for more than 3 seconds:
Torque, w NH,
Np, w ITT.
"Take-off" report:
Take-off report is made only once per flight, 10 seconds after detection of the following conditions:
Airspeed > 80 kts,

Aircraft in flight (shock absorbers not compressed).
In addition, this report contains:
Time of operation in hotel mode which is calculated every second,

Number of engine cycles.
V3140
ACOS v1.6
ATA 31
Page 134/ 186
Stored parameters can be extracted by means of a Display Memory Terminal (DMT) connected to the DMT/PC terminal.
This function is used for transferring reports from the DMU mass memory to a DMT report file located on the hard disk.
When the transfer is valid, the reports are not erased but the DMU writes a special mark in the file so as to indicate that the report(s) have already been
transferred to the DMT program.
This is done to prevent previously downloaded reports from being downloaded again.
V3140
ACOS v1.6
ATA 31
Page 135/ 186
V3140
ACOS v1.6
ATA 31
SSFDR description
Page 136/ 186
SSFDR description
V3132
ACOS v1.6
ATA 31
SSFDR description
Page 137/ 186
V3132
ACOS v1.6
ATA 31
V3132
SSFDR description
Page 138/ 186
ACOS v1.6
ATA 31
SSFDR description
Page 139/ 186
The SSFDR is located in the unpressurized tail cone on the RH side of the aircraft.
The Solid State Flight Data Recorder (SSFDR), is the FA2100.
The SSFDR encloses two subassemblies, one containing the data processing part, the other containing the crash protected memory part which is placed
on equipment handle side.
The label "FLIGHT RECORDER - DO NOT OPEN" is written on one side.

The SSFDR has sufficient memory capability to provide a crash survivable record of the most recent 50 hours of flight data preceding a crash event. The
front face includes a portable analysis unit connector (or ATE connector).
An Underwater Locating Beacon (ULB) is mounted on the front face of the SSFDR. This enables recovery of the SSFDR of an aircraft sunk in deep water.
It is automatically activated when immersed in fresh or salt water through an external connection.
It can transmit a 37.5 KHz signal for up to 30 days and its detection is possible in deep sea immersion. The signal can be received by a hydrophone
located on search boats.
V3132
ACOS v1.6
ATA 31
SSFDR operation
Page 140/ 186
SSFDR operation
V3133
ACOS v1.6
SSFDR operation
ATA 31
Page 141/ 186
The SSFDR receives parameters from the FDAU in digital format and records them in flash memories. The digital recording capacity is 50 hours. After
these 50 hours are up, the new data erases the first data.
The SSFDR BITE unit sends a status signal to the FDAU and to the FDEP in order to indicate a failure such as :
absence of more than 10 seconds of the read and write memory signals,
faults in the recording channel,
absence of signal at SSFDR input,
SSFDR supply loss.
The Fault signals illuminate the relevant lights on FDAU and FDEP.
The SSFDR is power supplied by the 115 VAC standby bus.
It is not necessary to remove the SSFDR from the aircraft to retreive the recorded data. This operation can be performed directly on the aircraft by
connecting a portable unit to the ATE connector on the SSFDR front face.
This data is stored and can be analysed in a laboratory on a playback bench.
V3133
ACOS v1.6
ATA 31
FDAU description
Page 142/ 186
FDAU description
V3134
ACOS v1.6
ATA 31
FDAU description
Page 143/ 186
The FDAU is located in the electronic rack 80VU on shelf 81VU.

The Flight Data Acquisition Unit is a short unit with black finish.
Its front face is composed of :
an ATE connector,
two lights FDAU FAIL and DFDR FAIL which can take three states :
- Green when everything is OK,
- Red when a failure has occured,
- Out when power is off.
The FDAU is functionally designed in two main parts. The first part of the FDAU performs the basic functions which consist of :
Acquisition, formatting and processing of parameters. Parameters are formatted in two formats, ARINC 573 for the SSFDR and ARINC 429.
Generation of the GMT.
Generation of the GMT.
The second part of the FDAU is the Data Management Unit (DMU). This ensures the following functions :
Calculation of the objective torque,

Acquisition and storage of the parameters of the AIDS.
Failure of the DMU function can in no case lead to failure of the basic FDAU function which is a regulatory function. The only effect of loss of the DMU part
would be loss of acquisition of the objective torque parameter by the FDAU part.
V3134
ACOS v1.6
ATA 31
FDAU description
Page 144/ 186
The Flight Data Acquisition Unit is a short unit with black finish.
Its front face is composed of :
an ATE connector,
two lights FDAU FAIL and DFDR FAIL which can take three states :
- Green when everything is OK,
- Red when a failure has occured,
- Out when power is off.
V3134
ACOS v1.6
ATA 31
FDAU description
Page 145/ 186
The second part of the FDAU is the Data Management Unit (DMU). This ensures the following functions :
Calculation of the objective torque,
Failure of the DMU function can in no case lead to failure of the basic FDAU function which is a regulatory function. The only effect of loss of the DMU part
would be loss of acquisition of the objective torque parameter by the FDAU part.
V3134
ACOS v1.6
ATA 31
FDAU operation
Page 146/ 186
FDAU operation
V3135
ACOS v1.6
FDAU operation
ATA 31
Page 147/ 186
The FDAU is power supplied by the 28VDC EMER bus when aircraft is on ground.
As soon as aircraft is in flight, the FDAU is power supplied by the 28VDC ESS bus. This is detected by the de-energization of the Weight On Wheel relay.
The real time clock (GMT) is power supplied by an FDAU's internal battery safeguard.
Note that the synchro position transmitters sending their signal to the FDAU, are all power supplied by the 26VAC STBY bus.
The FDAU includes an analog input interface which receives the various signals from the position transmitters and the linear accelerometer and sends
them to a multiplexer. The multiplexer enables convertion of analog data to numerical data.
A discrete input interface receives the discrete signals.

Both analog and discrete input interfaces are connected to the processing unit board trough an internal bus. They are also connected to the rear
connector box and to the ATE connector on the front face.
The processing unit board manages the data coming from the other units and sends it to the output peripherals, such as the FDEP and the SSFDR
through internal busses.
A power supply energizes the accelerometer as well as the FDEP and the internal circuits of the FDAU. The unit also includes a monitoring function.
Inside the FDAU processing unit, a program permanently checks the correct operation of the FDAU by means of a set self-tests :
Check of microprocessor,
Check of PROM and RAM,
Check of analog inputs by tests channels,
Check of ON/OFF discretes by test channels,
Check of SSFDR ARINC transmission,
Check of real time clock,
Check of power supplies,
Check of FDAU/FDEP ARINC transmission.
The result of those tests energizes in case of failure the "SYSTEM" and "FDAU" amber lights on the FDEP front face, as well as the "FDAU" light on the
FDAU front face.
The failure signal coming from the SSFDR is received by the FDAU which energizes the "DFDR" light on the front face and the "SYSTEM" amber light on
the FDEP.
V3135
ACOS v1.6
ATA 31
FDEP description
Page 148/ 186
FDEP description
V3136
ACOS v1.6
ATA 31
FDEP description
Page 149/ 186
V3136
ACOS v1.6
ATA 31
V3136
FDEP description
Page 150/ 186
ACOS v1.6
ATA 31
FDEP description
Page 151/ 186
The FDEP is located on the centre pedestal (121VU panel).

The Flight Data Entry Panel (FDEP) is connected to the FDAU by two ARINC 429 busses to:
display the aircraft flight number by means of four pushbuttons each associated with a thumbwheel marked 0 to 9. The flight number is acquired
permanently by the FDAU,
display and select time, date and year: Date/Year is displayed on request in a four 7- segments display window by pressing a pushbutton designated
"UP DATE". Time and date are modified by means of thumbwheels,
send the "EVENT" pulses to the FDAU to trigger the AIDS recording systems,
display the system warnings,
display the parameters provided by the Engine Electronic Computer (EEC) and the Propeller Electronic Controller (PEC) via the FDAU. Refer to the
Propeller and Power Plant ATA chapters to get a description of this specific function.
V3136
ACOS v1.6
ATA 31
FDEP operation
Page 152/ 186
FDEP operation
V3137
ACOS v1.6
FDEP operation
ATA 31
Page 153/ 186
The FDEP is power supplied by the 28VDC EMER bus when aircraft is on ground.
As soon as aircraft is in flight, the FDEP is power supplied by the 28VDC ESS bus. This is detected by the de-energization of the Weight On Wheel relay.
The real time clock (GTM) is power supplied by an FDAU's internal battery safeguard.
Note that the synchro position transmitters sending their signal to the FDAU, are all power supplied by the 26 VAC STBY bus.
Select one of the followings operations to act on the Flight Data Entry Panel.
If the FDEP UP DATE pushbutton is not pressed, the FDAU interrogates the status of the thumbwheels and enters it into the ARINC 573 cycles as a
"flight number" parameter.
This position is kept during the entire flight.

Date and time can be displayed when the thumbwheel on the left is not in position "8" or "9".
When the UP DATE pushbutton is pressed, the following are successively displayed :
hour/minutes (for example 1042),

month/days (for example September 22),
year (for example 2000).
The displays become blank 5 seconds after the pushbutton has been released.
Now, you want to update the time and the date data. Firstly, hours and minutes have to entered:
1.Place thumbwheel on the left on position "9".
2.Press the UP DATE pushbutton.
3.GMT appears flashing. Insert hours and minutes with the thumbwheels, for example 1058.
4.Press the UP DATE pushbutton again.
The FDAU acquires the data and holds the displays for 10 seconds. Before displays extinguish, enter the month and the day...
Secondly, month and day have to be entered before displays extinguish:
1.Press the UP DATE pushbutton,
2.Month and day appear flashing. Insert month and day with the thumbwheels, for example June 17,
The FDAU acquires the data and holds the displays for 10 seconds. Before displays extinguish, enter the year...
Thirdly, year has to be entered:
1.Press the UP DATE pushbutton,
V3137
ACOS v1.6
FDEP operation
ATA 31
Page 154/ 186
2.Year appears flashing. Insert year with the thumbwheels, for example 2001,
The FDAU acquires the data and holds the displays for 10 seconds.
After updating, do not forget to reset the flight number on the thumbwheels.
Let's have a look at the video to review the procedure.
For maintenance purposes only, the thumbwheel on the left must be placed on position "8", to check the status SYST and FDAU lights and the seven segments on the display.
Press the UP DATE pushbutton.

The lights come on amber and the displays show "8888". After about one second, the displays may show figures corresponding to use in maintenance
mode. To finish the test procedure, place the thumbwheel on the left in a position other than "8".
The displays and lights then go off.
V3137
ACOS v1.6
ATA 31
FDEP operation
Page 155/ 186
V3137
ACOS v1.6
ATA 31
Accelerometer description
Page 156/ 186
V3138
ACOS v1.6
ATA 31
Page 157/ 186
V3138
ACOS v1.6
ATA 31
V3138
Page 158/ 186
ACOS v1.6
ATA 31
Page 159/ 186
The three axis accelerometer is located at the aircraft centre of gravity, under the cabin floor.
The three axis accelerometer is a rectangular unit installed on a machined base which houses the connector and can act as a reference surface.
The accelerometer package consists of :
three identical accelerators mounted in the longitudinal axis, the lateral axis and the vertical axis,
a common biasing circuit to provide the desired null outputs,
an appropriate radio noise filtering circuit.
The position of the sensitive longitudinal acceleration axis is shown by a FWD arrow and the position of the vertical acceleration axis by an UP arrow. The
arrows point in the positive acceleration direction.
All inputs and outputs are routed in a single connector. The three resulting signals are sent to the FDAU.
V3138
ACOS v1.6
Accelerometer operation
ATA 31
Page 160/ 186
The accelerometer is supplied by the FDAU with the 28VDC EMER Bus when aircraft is on ground and with the 28VDC ESS Bus when aircraft is in flight.
The accelerometer sends three signals proportional to the acceleration applied on each axis to the FDAU.
The accelerations are measured in the following ranges:
Lateral acceleration: from -1g to +1g,

Longitudinal acceleration: from -1g to +1g,
Vertical acceleration: from -3g to +6g.
The accelerator output voltage ranges from +200mV to +5000mV.

V3139
ACOS v1.6
ATA 31
Page 161/ 186
V3139
ACOS v1.6
ATA 31
Page 162/ 186
V3141
ACOS v1.6
ATA 31
Page 163/ 186
Look at the Crew Alerting Panel. Location: Center Instruments panel.

<1> Engine fire detected.
<2> Any gear not seen down, locked and:
flaps in Normal Landing position

- ZRA < 500 ft.
either PL at FI and
- ZRA < 500 ft (inhibited until 2.5 mn after gear up).
<3> Cabin press diff > 6.35 PSI.

<4> Cabin above 10,000 ft.
<5> Oil press < 40 PSI (inhibited for 30 sec during engine start).
<6> Elevator uncoupling.
<7> RH nacelle above 170 C.
<8> Avionics smoke.
<9> Forward cargo smoke.
<10> AFT cargo or lavatory smoke.
<11> PL at TO position and PRKG Brake Handle not fully released. PL at TO position or TO config test pressed and:
PWR MGT not at TO.

Flaps not at 15.
Trim out of Green Band.
TLU not at LO SPD.
Aileron lock actuators not fully retracted.
<12> Propeller brake not fully engaged or disengaged.

<13> Spurious retraction if more than 4 difference when flaps extended.
<14> Any MFC module fault or electrical supply loss.
<15> Hydraulic: either tank < 2.5 l or either pump case drain > 121 C or either pump delivery press < 1500 PSI and good conditions to run.
<16> Engine fire loop fault.
<17> Any door not seen locked.
V3141
ACOS v1.6
ATA 31
Page 164/ 186
<18> Loss of windshield heating, homs, prop, static probes on GND only. Common air manifold < 14 PSI, distribution valve fault, ice detector fault, Mode
Sel AUTO fault, inflation sequence not correct, Air Temp > 230.
<19> Low press system < 50 PSI.
<20> Feed Low press < 4 PSI. Fuel Tank low level < 160 kg.
<21> Any DC or AC PWR failure.
<22> Refer to Comp Temp / air bleed overheat or cabin press on instrument panel.
<23> RCAU processing board failure or power loss.
<24> ITT > 800 C (715 C in Hotel Mode):
EEC failure.
GCU fails during start.
Start light ON past 45% NH, Low Pitch detected in flight, HP pump fuel filter pressure drop > 25 PSI = Fuel Clog LT / > 45 PSI = Fuel Clog LT + Fuel
filter by pass.
PEC fault.
PWR MGT not set TO when PLs at TO Pos or TO Config Test.
Incorrect ADC switching.
ENG START selector for ENG2 selected START (with PROP BRAKE ON but Gust Lock not engaged).
<25> TO or TO Config Test: Pitch trim out of green band, flaps not at 15, AIL LOCK actuators not fully retracted, disagreement between AIL LOCK acts
and Gust Lock Lever (caution LT after 8 sec). Flaps asymmetry > 6.7 during flaps actuation. PITCH TRIM ASYM. Stick Pusher/Shaker FAULT. TLU
FAULT.
<26> Automatic idle gate system failure.
<27> Anti-skid channel fault or brake temp > 150.
<28> Two AHRS's disagree 6 (PIT/ROL/ATT). Two ILS Loc disagree 0.6. Two ILS GS disagree 0.2.
<29> Parking brake handle not fully released.
<30> GPWS computer failure or power loss.
<31> Maint panel rotary selector on either panel not in normal FLT position.
<32> When depressed: All inhibited or cancelled caution lights will illuminate if the respective system is still degraded. All aural warnings previously
cancelled are reactivated.
<33> When depressed: All caution lights are cleared (except PRK BRK, GPWS, MAINT panel).
<34> When depressed: Eng Oil, Smoke Lights, all amber lights (except EFIS comp, Parking brakes, GPWS fault, MAINT panel, ENG, FLT CTL) are
V3141
ACOS v1.6
ATA 31
Page 165/ 186
inhibited. INHI illuminates blue.
V3141
ACOS v1.6
ATA 31
V3141
Page 166/ 186
ACOS v1.6
ATA 31
Page 167/ 186
Look at the EMER AUDIO CANCEL switch, the TO CONFIG TEST pushbutton, the FDEP and the RCDR Panel. Location: Centre Pedestal.
<1> The EMER AUDIO CANCEL switch is safety guarded. If a false system indication generates an undue continuous aural, the use of this switch will
cancel the aural specific of this false alert.
<2> The TO CONFIG TEST pushbutton is used before takeoff:
To check if aircraft configuration is correct for take-off by simulating Power Levers at TO position without taking parking brake into consideration.
To perform an automatic RECALL, thus reactivating all aural warnings previously cancelled by the EMER AUDIO CANCEL switch.
<3> Data display: Date and time may be displayed and selected through the UPDATE pushbutton by successive pressures and the data entry panel,
except when the 8 and 9 positions of its first thumbwheel is selected.
<4> Data entry panel: Enables, through four thumbwheels, storing of different data such as hour, minutes, month, day, year, flight number and
maintenance data.
<5> UPDATE pushbutton: Enables data displayed to be updated. Once data is inserted, do not forget to reset the flight number on the data entry panel.
<6> EVENTS pushbutton: When momentarily depressed, the records are marked to identify a special event.
<7> STATUS FDAU light: Illuminates amber when the FDAU has failed.
<8> STATUS SYST light: Illuminates amber when the DFDR has failed.
<9> RCDR pushbutton: When depressed, both cockpit voice recorder and digital flight data recorder are energized. This is the manual mode. ON light
illuminates blue.
<10> RESET pushbutton: When depressed, the RESET pushbutton inhibits recording in the manual mode.
V3141
ACOS v1.6
ATA 31
Page 168/ 186
Look at the CCAS Maintenance panel. (For maintenance purposes only) Location: Left Hand Console.
<1> The rotary selector enables selection of the system to be tested. It must be replaced in the NORM-FLT position before flight.
<2> CHAN lights illuminate green when the two angle-of-attacks are checked for correct operation.
<3> The Push-To-Test (PTT) pushbutton allows the selected test to be activated.
V3141
ACOS v1.6
ATA 31
Page 169/ 186
V3141
ACOS v1.6
ATA 31
V3141
Page 170/ 186
ACOS v1.6
ATA 31
Page 171/ 186
Look at the MFC Maintenance panel. (For maintenance purposes only) Location: Right Hand Console.
<1> The BITE LOADED magnetic indicator indicates that a failure has been recorded by the maintenance system.
<2> The system selector switch is normally placed in NORM-FLT position. In all other positions, the MAIN PNL light comes on amber on the Crew Alerting
Panel. During maintenance operations, this switch enables the various systems to be selected, in order to consult the failures which have affected the
system involved.
<3> The BITE ADVISOR DISPLAY indicates, through illuminated lights, the code of the failure recorded. The combinations of illuminations of these four
lights enable to up to 14 failures per system to be coded.
<4> The PTA / ERS pushbutton enables the following:
When a system is selected, Push To Advance function allows recorded failures to be run on the failure display. The "FFFF" code indicates the end of
the list for the selected system.
When ERS position is selected, if PTA / ERS pushbutton is pressed in for less than two seconds, ARINC test is performed. The "- FF-" code is
displayed successfull. But if PTA / ERS pushbutton is pressed in for more than 5 seconds, system memory is erased and the "F- - F" code is
displayed during erasing.
<5> The TEST pushbutton is used to check operation of the BITE LOADED magnetic indicator. When pressed for more than 3 seconds, the magnetic
indicator is activated.
<6> The connector outlet enables the optional Maintenance Test Set system to be connected.
V3141
ACOS v1.6
ATA 31
Page 172/ 186
Look at the MFC PANEL. Location: Overhead.

<1> The amber light comes on and the CCAS is activated when a malfunction or electrical supply fault is detected in the associated MFC module. The
module becomes inoperative. The FAULT light also flash during self-test of the module.
<2> The OFF light is extinguished when the pushbutton is pressed in. The associated MFC module then operates. It illuminates white, when the
pushbutton is released and then stops the MFC module.
V3141
ACOS v1.6
ATA 31
Page 173/ 186
V3141
ACOS v1.6
ATA 31
Transfer of AIDS reports from FDAU to terminal
Page 174/ 186
V3142
ACOS v1.6
ATA 31
Page 175/ 186
This procedure allows all AIDS reports contained in FDAU bulk memory to be transferred into a terminal.
Task description: Check that the following circuit breakers are closed on circuit breaker panel 21 VU:
4TU DFDR / FDAU / DFDR FLT SPLY

6TU DFDR / DFDR
8TU DFDR / SYNC
159TU DFDR / FDAU / DFDR GND SPLY
Preparation:
Remove access door 213CZ.
V3142
ACOS v1.6
ATA 31
V3142
Page 176/ 186
ACOS v1.6
ATA 31
Page 177/ 186
Preparation:
Remove access door 213CZ.

Open ATE connector located on front face of FDAU.
Connect the PC to ATE connector on FDAU by means of DMT / FDAU cable.
Connect the hardware protection key to the PC.
Energization of aircraft DC and AC constant frequency network:

Aircraft is energized.
Operation of DMT / PC program:
Switch on personal computer.

Initiate DMT program and run it until display of main menu.
Transfer of AIDS reports from FDAU to terminal:
Call "REPORT FUNCTION" menu.

Select an initiate "OTHER TRANSFER / FDAU COMPLETE TRANSFER TO DMT" function.
The transfer of data from FDAU to the PC begins. Once transfer is completed, a floppy disk must be inserted into the PC to transfer data to the
ground based station.
V3142
ACOS v1.6
ATA 31
Page 178/ 186
Transfer of AIDS reports from terminal into a diskette:
Call "REPORT FUNCTION" menu.

Insert a floppy disk into the Personal Computer.
Select an initiate "STANDARD PARAMETER-DMT COMPLETE TRANSFER TO DISKETTE" function.
Remove the floppy disk from the Personal Computer.
The data from can be transferred to the ground based station to be analysed (for Engine Condition Trend Monitoring for example).
V3142
ACOS v1.6
ATA 31
Page 179/ 186
V3142
ACOS v1.6
ATA 31
V3142
Page 180/ 186
ACOS v1.6
ATA 31
Page 181/ 186
De-energization of aircraft DC and AC constant frequency network:
Aircraft is de-energized.
Close-up:
Switch off micro computer.

Disconnect FDAU / terminal connecting lead.
Remove hardware protection key from Personal Computer.
Close ATE connector located on front face of FDAU.
Close access door 213CZ. Make certain that working area is clean and clear of tools and miscellaneous items of equipment.
V3142
ACOS v1.6
ATA 31
Test of MFC environment with PHOBOS
Page 182/ 186
V3143
ACOS v1.6
ATA 31
Page 183/ 186
Check of MFC operation.
Check that the following circuit breakers are closed on circuit breaker panel 21VU: 2UA1 MFC/1A NORM SPLY 2UA2 MFC/2A NORM SPLY 3UA1
MFC/1B NORM SPLY 3UA2 MFC/2B NORM SPLY 4UA1 MFC/1A AUX SPLY/TRU CTL 4UA2 MFC/2A AUX SPLY 5UA1 MFC/1B AUX SPLY 5UA2
MFC/2B AUX SPLY
Check that the following pushbuttons are pressed on panel 25VU: 6UA1 MFC/1B/FAULT/OFF 6UA2 MFC/2B/FAULT/OFF 7UA1
MFC/1A/FAULT/OFF 7UA2 MFC/2A/FAULT/OFF
Preliminary operations.
Install PHOBOS software on the Personal Computer.
Energization of aircraft DC and AC constant frequency network.
Aircraft is energized.
V3143
ACOS v1.6
ATA 31
Page 184/ 186
Preparation.
Remove test plugs access panel.

Connec the PC to connectors 15UA and 16UA located respectively on shelves 91VU and 92VU through the wire delivered with the software.
Operations.
To run PHOBOS, go into directory PHOBOS and type PHOBOS command.

The link between PHOBOS and the MFC is established when the FAULT legend of the module selected on the box flashes.
This indicates that the module is in maintenance mode. It is necessary to manually reset the module to quit the maintenance mode.
V3143
ACOS v1.6
Summary
ATA 31
Page 185/ 186
ATA 31 INDICATING AND RECORDING SYSTEMS
V3143
General description
Cockpit location
Interfaces
Features
10
15
16
24
28
31
MFC description
34
40
42
46
CCAS description
63
82
83
CAP description
94
100
102
108
112
116
122
ACOS v1.6
Summary
ATA 31
V3143
Page 186/ 186
SSFDR description
136
SSFDR operation
140
FDAU description
142
FDAU operation
146
FDEP description
148
FDEP operation
152
156
160
162
174
182
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 32 LANDING GEAR

ATA 32
General description
Page 2/ 256
General description
ATR landing gear is a retractable tricycle, fuselage mounted type. It is electrically controlled and hydraulically actuated.
Gears and doors
Main Landing Gear (MLG) is of lever type inboard retracting, partially below the passenger compartment floor and partially in a specific fairing. Each main
gear assembly is equipped with two wheels and an oleopneumatic shock absorber.
Nose Landing Gear (NLG) is forward retracting. It is housed in a wheel well aircraft nose. The two wheel nose gear assembly includes an oleopneumatic
shock absorber.
V3201
ACOS v1.6
ATA 32
General description
Page 3/ 256
Landing gear extension and retraction
Landing gear extension and retraction is controlled by a control lever located on the centre instrument panel.
The landing gear is actuated by the hydraulic system. In the event of a hydraulic power supply failure, an emergency extension system is provided.
Emergency system
In case of hydraulic or electrical supply failure, the landing gear can be extended by gravity and aerodynamic force. NLG and MLG extend and lock down
with their free fall assisters help.
In the flight compartment, a push/pull handle permits landing gear mechanical unlocking.
V3201
ACOS v1.6
ATA 32
V3201
General description
Page 4/ 256
ACOS v1.6
General description
ATA 32
Page 5/ 256
Wheels and brakes
The four main gear wheels are equipped with multidisc carbon brakes, each operated by one set of five hydraulical pistons. Two modes are available:
normal braking mode: it is controlled by pilot's brake pedals and supplied by the green system.
emergency and parking braking mode: it is controlled by the emergency and parking brake handle and supplied by the blue system.
Each brake is equipped with an automatic adjuster, a wear indicator pin, and an overheat detector. The wheels are fitted with tubeless tires. The main
gear wheels are braked automatically as soon as the pilot selects the landing gear up. The main gear wheels are fitted with fusible plugs which protects
against tire and wheels burst in case of an overheat. These fusible plugs are designed to release internal pressure when wheel temperature exceeds
177C / 350F.
The antiskid system is activated as soon as the gear is down and locked, and as long as the aircraft speed exceeds 10 knots. Each wheel and each pair
of external or internal wheels are monitored.
The aim of the system is to provide the maximum stopping performance by controlling brake pressure in order to minimize wheel slip, brake and tire wear,
depending on runway conditions. Touchdown protection is ensured (spin up, locked wheel).
The system consists of:
4 wheel speed transducers (one per main gear wheel),

1 control box,
1 antiskid module.
A reference velocity signal is generated. The antiskid applies a deceleration law continuously adapting the actual wheel speed to the reference speed.
V3201
ACOS v1.6
ATA 32
General description
Page 6/ 256
Steering
The hydraulically actuated nosewheel steering system is controlled by mechanical linkage from a steering tiller handle on the captain's side panel.
Nosewheel steering is manually controlled, hydraulically actuated and electrically disabled. The nose gear has a range of 60 degrees to either side of
centre.
In addition, nosewheel deflection of 91 is possible during towing with no pressure in the system.
V3201
ACOS v1.6
ATA 32
General description
Page 7/ 256
V3201
ACOS v1.6
ATA 32
V3201
General description
Page 8/ 256
ACOS v1.6
ATA 32
General description
Page 9/ 256
Position and warnings
The landing gear position detection and indication consist of two independant systems.
The primary system is managed by MFC module 1A. The associated gear position is displayed on the main instrument panel.
The secondary system is managed by MFC module 2A. The associated gear position is displayed on the overhead panel.
Each system uses its own detector and indications:
down lock and air/ground signals from proximity sensors,
up lock signal from mechanical limit switches.
Each system commands gear extension and retraction, gear anti-retraction system and the warning associated to "LDG NOT DOWN".
Note: Gear must be considered down when one system indicates three green lights. Each system has its own WOW circuit: WOW 1 into MFC module 1B
and WOW 2 into MFC module 2B. The WOW signals are used by the MFC to have the system using WOW information switched to the appropriate
air/ground configuration.
V3201
ACOS v1.6
ATA 32
V3201
General description
Page 10/ 256
ACOS v1.6
ATA 32
General description
Page 11/ 256
Supplementary gear
A non-retractable type tail bumper is installed on the rear section of the A/C fuselage in order to avoid fuselage contact with the runway when the take-off
or the landing attitude has an angle of 8 degrees or greater.
The equipment includes a skid lever attached to the fuselage and a shock damper which is connected to the fuselage by a ball joint hinge.
The tail prop must be installed before passengers boarding/disembarking. A possible tip up may occur if 7 persons are at the rear of an otherwise empty
aircraft.
Note: When not used, the tail prop can be stored in the rear unpressurized area of the aircraft (behind the AFT bulkhead). Normally, it is stored in the
cabin by the cabin crew.
At each walk around, inspect skid shoe. If signs of ground contacts are observed on skid shoe, check the red indicator:
if this red indicator does not show evidence of wear, aircraft can be flown,
if this red indicator shows evidence of wear, maintenance action is required.
V3201
ACOS v1.6
ATA 32
Page 12/ 256
V3202
ACOS v1.6
ATA 32
Interfaces
Page 13/ 256
Interfaces
V3203
ACOS v1.6
ATA 32
Features
Page 14/ 256
Features
V3204
ACOS v1.6
ATA 32
V3204
Features
Page 15/ 256
ACOS v1.6
ATA 32
V3204
Features
Page 16/ 256
ACOS v1.6
ATA 32
Page 17/ 256
V3205
ACOS v1.6
ATA 32
Main gear and doors description
Page 18/ 256
The main landing gear supports a three section door to restore fairing contour when L/G is locked up.
The main gear trunnion leg actuates, by a rod, the multiple section door which is composed of:
a main L/G door,

two folding doors.
These doors allow to close gear wells in flight conditions.

V3206
ACOS v1.6
ATA 32
Page 19/ 256
Each Main Landing Gear (MLG) consists of:
a trunnion leg,
a trailling arm,
a shock absorber,
a side brace which comprises the locking and unlocking system for the gear in down position,
2 wheels and brakes.
V3206
ACOS v1.6
ATA 32
Struct attachement description
Page 20/ 256
V3207
ACOS v1.6
ATA 32
Page 21/ 256
Each main gear is connected to frames 25 and 27 of the fuselage by a trunnion support plate and two side struts.
V3207
ACOS v1.6
ATA 32
Trunion leg description
Page 22/ 256
V3208
ACOS v1.6
ATA 32
Page 23/ 256
V3208
ACOS v1.6
ATA 32
V3208
Page 24/ 256
ACOS v1.6
ATA 32
Page 25/ 256
Main landing gear trunnion leg upper part has two pivot pins which mate with the aircraft structural hinge point. On its lower end, the trailing arm is pivoted.
The trunnion leg incorporates fittings for the following components:
a shock absorber,
a side brace,
a door link,
a gear uplock roller pin,
a MLG actuator assy,
a free fall assister.
The trunnion leg also incorporates provision for the installation of two proximity switches (one for WOW 1 system the second for WOW 2 system) and
wiring for MLG flight/ground signals.
V3208
ACOS v1.6
ATA 32
Shock absorber description
Page 26/ 256
V3209
ACOS v1.6
ATA 32
Page 27/ 256
The oleopneumatic double acting shock absorber absorbs landing energy and provides an elastic suspension when the aircraft taxies.
It is pivoted between a pin fitted to the trunnion leg and a universal joint fitted to the trailing arm.
The shock absorber external cylinder is provided with filling/inflating single valve which allows the servicing of the shock absorber with dry nitrogen and
hydraulic fluid AIR 3520 (MIL-H-5606).
The nitrogen charging pressure value is 29.5 bar (427.0 PSI) at 15C (59F) with airplane on jacks. The sliding rod, which moves inside the external
cylinder, has a drain valve on its lower part.
V3209
ACOS v1.6
ATA 32
Trailing arm description
Page 28/ 256
V3211
ACOS v1.6
ATA 32
Page 29/ 256
The trailing arm is fitted with the axle which, in its turn, carries the wheels and brakes.
On its underside, the trailing arm is provided with a jack pad to allow gear jacking for wheels replacement and it is also equipped with the attachment for
the lower part of the shock absorber.
At the end of the trailing arm, there are two holes in which an emergency tow ring can be fitted. In addition, provisions for the wheel brake system are
incorporated in the trailing arm.
V3211
ACOS v1.6
ATA 32
Side brace description
Page 30/ 256
V3212
ACOS v1.6
ATA 32
Page 31/ 256
The folding side brace supports and locks the main gear in the extended position.
It is located between the trunnion leg and a fuselage support fitting. It includes two arms connected by a hinge, and a secondary alignement, acting
between the trunnion and the lower arm of the main alignement.
On ground, a safety pin can be installed in two holes on the secondary alignment to prevent gear accidental retraction during maintenance operations.
Two springs, installed between the lower arm and the trunnion, provide the mechanical downlock.
It is unlocked by means of an unlocking actuator, located on the lower arm.

Two proximity switches detect the side brace downlocking (one for primary downlock indicating system, the second for secondary downlock system).
V3212
ACOS v1.6
ATA 32
Main gear doors
Page 32/ 256
Main gear doors
V3213
ACOS v1.6
ATA 32
Main gear doors
Page 33/ 256
The main landing gear supports a three section door to restore fairing contour when L/G is locked up.
The door is hinged on its upper part to the fairing and on its lower one (the largest) to the trunnion leg by an adjustable rod.
The three section have a honeycomb panel type structure and are held together by multiple hinges.
V3213
ACOS v1.6
ATA 32
Nose gear and doors description
Page 34/ 256
V3214
ACOS v1.6
ATA 32
Page 35/ 256
The nose landing gear is of forward retractable type.

It consists of a leg struct and a drag brace. The leg struct incorporating the shock absorber and the nose wheel steering actuating system is composed of
the barrel and the turning tube.
The turning tube is driven by the steering actuator. It turns the wheels on ground. The drag brace supports the gear and keeps it locked down.
The nose landing gear also incorporates two proximity switches (one for WOW 1 system, the second for WOW 2 system) and wiring for flight/ground
signals.
The dual-wheel steerable Nose Landing Gear (NLG) is connected by pivot pins to the fuselage structure on frame 6.
It consists of a leg struct incorporating the shock absorber and the steering system.
Four doors are mechanically connected to the gear to restore fuselage contour.
V3214
ACOS v1.6
ATA 32
V3214
Page 36/ 256
ACOS v1.6
ATA 32
Page 37/ 256
Nose Landing Gear (NLG) consists of:
an actuating cylinder,
a steering actuator,
a turning tube,
a shock absorber,
a drag brace which comprises the locking and unlocking system for the gear in down position,
2 wheels (no brake).
A Nose Landing Gear free fall assister is installed on the wheel well ceiling (not shown on drawing). It is a mechanical spring type (twin springs). The lever
pushes the leg on the towing lug helping the free fall during the initial phase only (about 4 degrees of leg rotation).
V3214
ACOS v1.6
ATA 32
Drag brace description
Page 38/ 256
V3215
ACOS v1.6
ATA 32
Page 39/ 256
The folding drag brace is installed between the fuselage and NLG leg to support and lock the NLG in down position. The downlock is obtained by two
alignments:
a main alignment including an upper Y shaped arm pivoted to the fuselage structure and a lower arm hinged to the leg. The upper arm includes
attachments for NLG actuator assy and for the forward door mechanism. The upper arm and the lower arm are connected by a universal joint;
a secondary alignment acting between the upper arm and the joint. Two locking springs between the upper arm and the secondary alignment ensure
the downlocking of NLG, while an hydraulic actuator provides for down unlocking. On ground a safety pin can be installed in two holes on the
secondary alignment, to prevent NLG accidental retraction during maintenance operations.
A roller pin is provided at the horizontal hinge of the universal joint to ensure uplocking, engaging itself in an "UP LOCK BOX" under the nose well ceiling.
Two proximity switches detect the downlocking of NLG (one for primary downlock system, the second for secondary downlock system).
V3215
ACOS v1.6
ATA 32
Nose landing gear leg description
Page 40/ 256
V3216
ACOS v1.6
ATA 32
Page 41/ 256
NLG leg is of barrel type with two ribbed arms connected to frame 6 by two pivot pins.
On the right ribbed arm, a swivel steering valve is installed, and on the left ribbed arm, a universal joint transmits the pilot control to the steering control
valve.
This one is fitted on the barrel together with the steering actuating cylinder.
The left ribbed arm incorporates also the attachment point for the hydraulic actuator assy, while the barrel incorporates the fittings for the drag brace and
for the aft doors actuation links.
V3216
ACOS v1.6
ATA 32
Turning tube description
Page 42/ 256
V3217
ACOS v1.6
ATA 32
Page 43/ 256
V3217
ACOS v1.6
ATA 32
V3217
Page 44/ 256
ACOS v1.6
ATA 32
Page 45/ 256
The turning tube is fitted on the nose landing gear structure.

The turning tube is housed within the barrel and supported by two bearings. Its drive mechanism is of rack-pinion type, actuated by the steering cylinder.
The turning tube is provided with attachments for:
a torque link upper arm which transmits the steering torque to the wheel axle,
a steering follow up lever,
the tow bar lugs.
The shock absorber sliding rod is located into the turning tube.
Internal shock absorber cams ensure the nose wheels and turning tube exact alignment during landing gear retraction.
V3217
ACOS v1.6
ATA 32
Page 46/ 256
V3219
ACOS v1.6
ATA 32
Page 47/ 256
V3219
ACOS v1.6
ATA 32
V3219
Page 48/ 256
ACOS v1.6
ATA 32
Page 49/ 256
The nose gear shock absorber is of the oleo-pneumatic double acting type. It absorbs landing energy and provides an elastic suspension when the aircraft
taxies.
The shock absorber consists of an inner tube and a sliding rod. The inner tube housed in the barrel and fixed to it, is provided with filling/unflating single
valve which allows the servicing of the shock absorber with dry nitrogen and hydraulic fluid AIR 3520 (MIL-H-5606).
The nitrogen charging pressure value is 25 bar (362 PSI) at 15C (59F) with airplane on jacks. The sliding rod carries an axle on which two wheels are
mounted side by side.
It moves within the turning tube and is turned with it by means of two torque links, furthermore it is equipped with a drain valve which is located in its lower
part.
Two cams, one shaped on the lower part of the inner tube and the other shaped on the sliding rod inner face ensure the nose wheels exact alignment
during gear retraction.
V3219
ACOS v1.6
ATA 32
Page 50/ 256
V3221
ACOS v1.6
ATA 32
Page 51/ 256
The nose gear retracts in a wheel well enclosed by four doors.

The two aft doors are directly linked to the leg strut while the two forward doors are connected to the drag brace upper part through a linkage.
The forward ones open only during nose gear movement while the aft follow gear. All doors close against adjustable stops. On ground, it is possible to
open the forward doors by means of opening mechanisms.
The four doors are made by honeycomb panels.

V3221
ACOS v1.6
ATA 32
Normal system description
Page 52/ 256
The normal operation of the landing gear is obtained by means of the following components:
a control lever,
a hydraulic selector valve, electrically controlled by the Multifunction Computer (MFC),
three operating actuators,
three unlocking actuators, located in the uplock boxes,
three unlocking actuators, located on the side and drag braces.
V3222
ACOS v1.6
ATA 32
Page 53/ 256
V3222
ACOS v1.6
ATA 32
V3222
Page 54/ 256
ACOS v1.6
ATA 32
Page 55/ 256
When the landing gear lever is selected UP, the landing gear selector valve up section is supplied.
Through the M.F.C., if the A/C is in flight, the GREEN pressure is supplied to:
the unlocking actuators located on side and drag braces,

the brakes through the emergency and parking metering valve,
the gear actuators.
The landing gear retracts.

When the landing gear lever is selected DOWN, the landing gear selector valve down solenoid is supplied through the M.F.C.
Then, the GREEN pressure is supplied to:
the uplock boxes,

the gear actuators.
The landing gear extends.
V3222
ACOS v1.6
ATA 32
Landing gear normal extension and retraction operation
Page 56/ 256
V3236
ACOS v1.6
ATA 32
Page 57/ 256
The pilot retracts the landing gear by actuating the control lever (UP position selected). The switching unit in the control lever box energizes the UP
solenoid (+ signal) of the selector valve.
The negative signal is controlled by the MFC. The selector valve powers the retraction lines of the three actuators and concerned unlocking actuators
Note: During LDG retraction, a green hydraulic input is sent to the emergency and parking metering valve to brake the wheels before entering in the wheel
wells.
When the three landing gears reach the selected position, the MFC de-energizes the selector valve UP solenoid which puts both extension and retraction
lines to the return.
So the UP locking is only mechanically ensured by the uplock boxes.

The same philosophy is applied for the extension system. The pilot sets the landing gear control lever to the down position.
The position is electrically transmitted to the hydraulic selector valve which powers the extension lines of the three unlocking actuators. The retraction line
is still connected to the return.
Note: During landing gear extension, green low pressure caution is inhibited to avoid transient warnings.
When the three landing gears reach the down position and the relevant braces are locked, the proximity switches, through the MFC, de-energize the
selector valve which connects the extension line to the return.
The landing gears are mechanically locked down by the side and drag braces locking mechanism.
So, the normal operation is obtained by means of the following components:
a landing gear lever (2 electrical positions),

a hydraulic selector valve electrically operated by the control lever,
up lock boxes,
MLG and NLG actuators,
MLG and NLG unlocking actuators.
So, the normal operation is obtained by means of the following components:
a landing gear lever (2 electrical positions),

a hydraulic selector valve electrically operated by the control lever,
up lock boxes,
MLG and NLG actuators,
MLG and NLG unlocking actuators.
V3236
ACOS v1.6
ATA 32
Landing gear lever description
Page 58/ 256
V3224
ACOS v1.6
ATA 32
Page 59/ 256
The two-position (UP-DOWN) control lever is located on the upper centre instrument panel 4VU and controls the landing gear position.
The lever protrudes from a switching box that houses a solenoid operated lever latch.
The box also contains six microswitches, three of which are utilized by the landing gear control indicating and warning system.
A cam in the switching box prevents the accidental lever actuation.
Two warning lamps, housed within the grip, provide a L/G not downlocked warning to the crew.
V3224
ACOS v1.6
ATA 32
Landing gear lever operation
Page 60/ 256
When in flight, the lever must be pulled to overcome the cam in the switching box, and to actuate a switch that energizes the latch solenoid.
On ground (three shock absorbers compressed), the solenoid is de-energized by M.F.C. 1 or/and by M.F.C. 2 and the latch pin locks the control lever.
In flight (three shock absorbers extended), the M.F.C. 1 or/and M.F.C. 2 energize the solenoid which retracts the latch pin and the lever can be actuated.
V3225
ACOS v1.6
ATA 32
Page 61/ 256
V3225
ACOS v1.6
ATA 32
Landing gear selector valve description
Page 62/ 256
V3226
ACOS v1.6
ATA 32
Page 63/ 256
V3226
ACOS v1.6
ATA 32
V3226
Page 64/ 256
ACOS v1.6
ATA 32
Page 65/ 256
The electro-hydraulic selector valve is located in the rear area of the left main gear well and switches the pressurized hydraulic fluid to the retraction or the
extension lines .
The electrical supply to each solenoid is provided by the 28VDC standby bus and it is controlled by the control lever position and the respective M.F.C.
The valve is provided with two spools which control the hydraulic pressure: the upper one for normal operation and the lower one for emergency
extension.
The upper spool is spring-loaded and hydraulically balanced at both ends. The lower spool is spring- loaded at one side and actuated by the emergency
lever on the other.
The emergency lever is mechanically actuated to put both extension and retraction lines to the return and to cut the pressure inlet in case of an
emergency extension.
V3226
ACOS v1.6
ATA 32
Up lock boxes description
Page 66/ 256
V3228
ACOS v1.6
ATA 32
Page 67/ 256
The NLG UP lock box is installed below the NLG wheel well ceiling, and two MLG UP lock boxes are installed on the fuselage skin, inside each main gear
fairing.
Each UP lock box consists of:
a hook, spring-loaded to lock L/G in up position by the roller pin;

a link, spring-loaded to lock the hook;
a one-way hydraulic actuator acting on the link to unlock the hook;
a lever acting on the link rotation axis for the emergency extension;
one microswitch, detecting the hook position through the link, for the retraction and the indicating systems.
V3228
ACOS v1.6
ATA 32
Main gear actuator description
Page 68/ 256
V3230
ACOS v1.6
ATA 32
Page 69/ 256
Each MLG is equipped with a two-way hydraulic actuator which is supplied by the green system through the landing gear selector valve.
The actuator is connected between the aircraft structure and MLG trunnion leg.
It is internally fitted with a dash-pot, which allows a damping at the end of the retraction stroke.
It is also provided with a restrictor valve at the retraction port, to slow MLG extension.
V3230
ACOS v1.6
ATA 32
Nose gear actuator description
Page 70/ 256
V3232
ACOS v1.6
ATA 32
Page 71/ 256
The actuator is a two-way hydraulic cylinder connected between the leg strut and the upper part of the drag brace. It is provided with:
a restrictor valve on the retraction port, to slow the gear extension,

a hydraulic box valve on the extension ports, which allows a free flow for the extension and a restricted flow at the end of the retraction stroke, to
damp the final stroke of the piston.
It is also provided with a restrictor valve at the retraction port, to slow MLG extension.
V3232
ACOS v1.6
ATA 32
Main gear unlocking actuator description
Page 72/ 256
V3234
ACOS v1.6
ATA 32
Page 73/ 256
A one-way hydraulic actuator is installed at each side brace lower arm . It is supplied by L/G selector valve, UP line at the same time as the actuating
cylinders.
When supplied, the internal rod retracts acting on the secondary alignment unlocking and allowing the side brace to fold.
On each hydraulic supply line, located on the MLG legs, a self-cleaning restrictor is installed to improve MLG damping effect during the extension phase.
V3234
ACOS v1.6
ATA 32
Nose gear unlocking actuator description
Page 74/ 256
V3235
ACOS v1.6
ATA 32
Page 75/ 256
The one-way cylinder is installed on the drag brace upper Y-shaped arm and is supplied by L/G selector valve UP line.
When supplied the rod retracts and unlocks the secondary alignment allowing the drag brace to fold.
In operation, hydraulic pressure entering through port A displaces the rod, causing it to retract.
Extension of the rod is obtained through an external force, when the supply pressure is removed.
During the movements, the opposite chamber is vented to atmosphere through holes in the rod.
V3235
ACOS v1.6
ATA 32
Landing gear emergency system description
Page 76/ 256
The emergency extension system consists of:
a handle located on the rear part of the pedestal,

two forward gearboxes located under flight compartment floor and a third located under passenger compartment floor,
a mechanical NLG free fall assister,
two pneumatic MLG free fall assisters,
three UP lock box levers.
With no hydraulic power supply, L/G can be released from the uplocked position, by the emergency system. When released, both NLG and MLG extend
by their own weight and free fall assisters.
V3237
ACOS v1.6
ATA 32
Landing gear emergency extension operation
Page 77/ 256
Landing gear extension is achieved by pulling the emergency handle. It rotates one of the two forward gearboxes, which provides:
actuation of the NLG uplock box lever, through the axial gearbox,
by cables, operation of the AFT gearbox, which moves two push/pull cables to actuate the MLG uplock box levers. A third push/pull cable actuates
the landing gear selector valve emergency lever.
V3242
ACOS v1.6
ATA 32
Page 78/ 256
During landing gear free descent, a check valve in the green hydraulic return manifold, allows oil suction from the hydraulic reservoir to avoid cavitation of
the landing gear actuators: it can occur because of the different volumes of their chambers involved in the extension stroke (ref ATA 29).
V3242
ACOS v1.6
ATA 32
Page 79/ 256
V3242
ACOS v1.6
ATA 32
Gear boxes and emergency handle description
Page 80/ 256
V3238
ACOS v1.6
ATA 32
Page 81/ 256
V3238
ACOS v1.6
ATA 32
V3238
Page 82/ 256
ACOS v1.6
ATA 32
Page 83/ 256
The aft box is driven by cables which are actuated by the forward boxes assembly. The aft box, in its turn, actuates the MLG uplock boxes levers and L/G
selector valve emergency lever by push-pull cables.
Each emergency lever acts on the up lock box link rotation axis (the link locks the hook in closed position).
The lever is connected to the link in such a way, that it remains motionless during normal hook operation and acts on it during emergency extension.
V3238
ACOS v1.6
ATA 32
Selector valve description
Page 84/ 256
V3239
ACOS v1.6
ATA 32
Page 85/ 256
The lever of the landing gear selector valve is operated by the emergency extension handle via push-pull cables.
The lever actuates the valve lower spool compressing the spring in such a way that: the IN port of the valve is closed and UP and DOWN ports are
connected to the RET line, regardless of upper spool position.
So both chambers of the three actuating cylinders and the unlocking actuators are connected to the green system return line, to prevent cavitation of
actuators during landing gear emergency extension.
V3239
ACOS v1.6
ATA 32
Nose LDG free fall assister description
Page 86/ 256
V3240
ACOS v1.6
ATA 32
Page 87/ 256
The NLG free fall assister lever pushes at the towing point for a leg rotation angle of 4 degrees only, allowing opening the door.
The NLG extension rotation is helped by the aerodynamic load. Emergency landing gear extension is performed by pulling the emergency handle
actuating the NLG uplock box lever through the coaxial gearbox.
V3240
ACOS v1.6
ATA 32
Main LDG free fall assister description
Page 88/ 256
V3241
ACOS v1.6
ATA 32
Page 89/ 256
The MLG free fall assister lever is a pneumatic spring (nitrogen/oil accumulator).
The assister uses a filling port and an inflating valve to refill and inflate the oil and the nitrogen at a precharging pressure value of 119 bar (1725.5 psi) at
15C.
During extension the assister acts to fully extend MLG.

It is connected to the fuselage and to the MLG leg, and is also provided with a low pressure indicator, which shows red when the pressure drops below 90
bar (1305 psi).
V3241
ACOS v1.6
ATA 32
Wheels description
Page 90/ 256
Wheels description
The four main gear wheels are equipped with multidisc carbon brakes. The nose landing gear is not braked. The wheels are fitted with tubeless tires. The
wheels are divided to facilitate tire installation and removal.
The two wheel valves are held together by bolts and self- locking nuts. Sealing between the two valves is obtained by a preformed packing.
The main gear wheels are fitted with fusible plugs which protect against tire and wheel burst in the event of overheat. These fusible plugs are designed to
release internal pressure when the wheel temperature exceeds 177C / 350F.
V3243
ACOS v1.6
ATA 32
Wheels description
Page 91/ 256
The four main gear wheels are equipped with multidisc steel brakes. The nose landing gear is not braked. The wheels are fitted with tubeless tires. The
wheels are divided type to facilitate tire installation and removal.
The two wheel valves are held together by bolts and self- locking nuts. Sealing between the two valves is obtained by a perfomed packing.
The main gear wheels are fitted with fusible plugs which protect against tire and wheel burst in the event of overheat. These fusible plugs are designed to
release internal pressure when the wheel temperature exceeds 177C / 350F.
S3243
ACOS v1.6
ATA 32
Normal braking description
Page 92/ 256
The four main gear wheels are equipped with multidisc carbon brakes.
Each brake is operated by one set of five hydraulically powered pistons.
Normal braking mode is controlled by pilot's brake pedals and supplied by green system.
Normal braking is provided with an antiskid (A/S) system which controls the pressure metered from the green system to the brake: four sensors transmit
the wheel speed signals to an electronic box, which controls an electro- hydraulic antiskid module for maximum braking efficiency.
Each brake is equipped with an automatic adjuster (to compensate brake wear), a wear indicator pin, and an overheat detector. The main gear wheels are
braked automatically as soon as the pilot selects up on the landing gear control lever.
V3244
ACOS v1.6
ATA 32
Page 93/ 256
Leak sensitive valves (hydraulic fuses) are installed to prevent hydraulic fluid loss in the braking system, should an abnormal leakage occur.
The two normal and emergency braking systems are completely independant up to downstream of the antiskid module.
The same components and line routes of the emergency system are used to park the aircraft.
V3244
ACOS v1.6
ATA 32
Normal braking operation control and indication
Page 94/ 256
V3264
ACOS v1.6
ATA 32
Page 95/ 256
The normal braking system is supplied by the green hydraulic system.

The normal braking system is supplied by the green hydraulic system. Green pressure is metered through an independent hydraulic circuit by the pilot's
pedals.
The pressure applied to the brakes is controlled by the antiskid module which maintains the main wheels at the limit of skid, preventing wheel lock.
Four transducers transmit the wheel speed signals to an electronic box, which controls the electro-hydraulic antiskid module for maximum braking
efficiency.
Four fuses are installed downstream of the antiskid module. They prevent hydraulic fluid loss in the case of a hydraulic line rupture.
A brake overtemperature indicating system is installed to alert the crew in case of an abnormal brake temperature. That raises the protection of the aircraft
against the risk of fire in the landing gear bay.
The normal braking system uses the following components :
A reservoir installed on the forward bulkhead, which supplies oil to the master cylinders.
Two master cylinders, linked to the pedals, which pressurize the oil to the reservoir.
A metering valve installed in the hydraulic bay, left fairing. It uses the pressure generated by each cylinder (RH or LH) to meter the pressure to the
RH or LH line of the antiskid module.
The antiskid system is composed of:
One electro-hydraulic A/S module with four fuses, in the hydraulic bay.
One low pressure relief valve fitted on the A/S return (not shown).
One electronic control box.
Four speed transducers, installed in the main wheel axles.
Four brakes, one for each main wheel.
Let's perform a normal braking. Please clic on the pedals.

When the pilot's pedals are pressed, the master cylinder pistons are drawn down. This pressurizes the oil of the independant circuit supplied by the
braking reservoir.
The pressures generated by the master cylinders are sensed by the corresponding pistons of the metering valve. Displacements of metering valve pistons
are transmitted to the modulating spool which opens the IN port.
The metered pressure is supplied through a filter to the pressure nozzle and the upper part of the antiskid module. The hydraulic pressure is now applied
to the brakes.
The wheel speed transducer sends an AC signal proportionnal of the wheel speed, to the antiskid control box which transmits an electrical command to
the servo valves of the antiskid module.
When a skid is detected, with antiskid ON, the corresponding antiskid flapper controls braking pressure. Skid is then controlled.
When braking action on pedals is released, braking pressure is drawn to the green return system.
V3264
ACOS v1.6
ATA 32
Page 96/ 256
With antiskid OFF, the skid control is lost. Pilot pedal's action must be modulated to avoid wheel skid.
When braking action on pedals is released, braking pressure is drawn to the green return system.
V3264
ACOS v1.6
ATA 32
Page 97/ 256
V3264
ACOS v1.6
ATA 32
V3264
Page 98/ 256
ACOS v1.6
ATA 32
Page 99/ 256
As soon as the A/C is energized, the brake overtemperature system is operating.

When an overheat is detected (for example on Right INBOARD wheel, temperature is higher than 150C):
CAUTION and single chime are activated.

HOT amber light on BRK TEMP panel.
WHEEL amber light illuminates on CAP.
A failure code is recorded in the MFC memory

When The temperature decreases, the alarm resets.
Brake must be inspected to cure the problem.
Test push button is pressed on BRK TEMP panel on 702 VU RH maintenance panel. If the BRK TEMP test is correct, HOT amber light illuminates on
BRK TEMP cockpit panel. If the test is not correct, HOT amber light does not illuminate.
V3264
ACOS v1.6
ATA 32
Page 100/ 256
V3246
ACOS v1.6
ATA 32
Page 101/ 256
The unpressurized reservoir is installed at STA 2962 and is divided into two compartments.
The fluid used in the reservoir is of the same type used for the hydraulic systems: phosphate ester type IV.
Each compartment supplies oil to a dual master cylinder (pilot and copilot side), by gravity. The reservoir is equipped with a drain port and a cap for the
refilling of both compartments. The reservoir capacity is:
minimum level 2 x 37 cm3 (2 x 2.26 cubic inches),
maximum level 2 x 65 cm3 (2 x 4 cubic inches).
V3246
ACOS v1.6
ATA 32
Pedals description
Page 102/ 256
Pedals description
V3247
ACOS v1.6
ATA 32
Pedals description
Page 103/ 256
The brakes are mechanically controlled by pivoting the upper end of rudder pedals.
Each pedal is connected through a linkage to the relevant master cylinder which generates the braking control pressure.
The pedal linkage incorporates a load-feel / return spring.
V3247
ACOS v1.6
ATA 32
Master cylinder description
Page 104/ 256
V3248
ACOS v1.6
ATA 32
Page 105/ 256
V3248
ACOS v1.6
ATA 32
V3248
Page 106/ 256
ACOS v1.6
ATA 32
Page 107/ 256
Each dual master cylinder is installed below the pedal set. Each cylinder is connected to the relevant pedal by a lever and it is hydraulically connected to
the brake metering valve.
Internally the cylinder consists of:
an actuating rod counteracted by a spring,

a piston with relief holes.
When the lever is actuated by the pedal the rod moves against the spring forcing to close the holes in the piston and drawing it down to pressurize the oil
sent to the metering valve.
Releasing the pedal the spring force returns the actuating rod to the rest position allowing the oil to flow through the piston relief holes thus depressurizing
the circuit.
V3248
ACOS v1.6
ATA 32
Metering valve description
Page 108/ 256
V3249
ACOS v1.6
ATA 32
Page 109/ 256
V3249
ACOS v1.6
ATA 32
V3249
Page 110/ 256
ACOS v1.6
ATA 32
Page 111/ 256
The metering valve is a dual type. It is provided with four ports connected to the pilot and copilot master cylinders, two ports connected to the pressure
and the returns of the green hydraulic system and two ports to send the metered pressure to the L and R brakes, through the Antiskid Module.
The two sides (L/R) of the valve are the same, each of them including:
an upper piston and a lower piston which are actuated by the oil pressure displaced by the (L/R) master cylinders,
a spring which connects the pistons to a modulating spool,
a modulating spool which connects the (L/R) brakes to the pressure or return port depending on the pedal position.
On pilot pedal input, the pressure generated by each master cylinder is sensed by the corresponding piston which acts on the spring.
It transmits the piston displacement to the modulation spool which opens the IN port proportional to the generated pressure, to obtain a variable pressure
for the brakes.
The spool stroke is counteracted by a spring. When the pedals are released, the spool closes the IN line and connects the brake line to the return line.
V3249
ACOS v1.6
ATA 32
Antiskid module description
Page 112/ 256
V3251
ACOS v1.6
ATA 32
Page 113/ 256
V3251
ACOS v1.6
ATA 32
V3251
Page 114/ 256
ACOS v1.6
ATA 32
Page 115/ 256
The A/S module is installed in the rear area of the left main gear well. Oil pressure from the normal metering valve (L and R side) to the A/S module is
modulated to each brake according to the electrical signals received from A/S control box.
If A/S system is switched off, the module does not perform any control on the oil flowing through itself. The modulealso receives the oil pressure from the
parking / emergency braking valve without performing any modulation on it, to supply the brakes in parking or emergency operations.
The module consists of:
four 3-way servo-valves each containing a pressure nozzle, a return nozzle and a modulating flapper,
four spool valves, which are spring-loaded in the open condition, to permit an instantaneous fluid flow through the module to the brakes, when A/S
system is inoperative,
four shuttle valves switching the normal or the park / emergency pressure to the brakes,
four fuses are also installed at the module outlets, to avoid fluid loss from the module if a brake line breaks.
V3251
ACOS v1.6
ATA 32
Hydraulic fuse description
Page 116/ 256
V3253
ACOS v1.6
ATA 32
Page 117/ 256
Each of the four fuses stops the flow of hydraulic fluid to the respective brake in the event of a line failure.
The fuse allows oil flow up to 30 PSI of differential pressure at its IN-OUT ports, with a self reset in 5 sec against a minimum pressure difference of 18
PSI, and stops oil flow at a differential pressure beyond 30 PSI.
Each of the four fuses is provided with a bypass valve with a manually operated lever, actuated for maintenance purposes.
V3253
ACOS v1.6
ATA 32
Low pressure relief valve description
Page 118/ 256
V3255
ACOS v1.6
ATA 32
Page 119/ 256
The valve is installed downstream of the common return of the A/S module and of the metering valve and consits of a spring- loaded poppet.
Because of the unpressurized hydraulic returns, it provides a back-up pressure of 25 PSI at the return of A/S module to ensure the fuse operation in the
event of a brake line failure, even if the pressure applied to the brake is released (zero differential pressure through the fuse).
V3255
ACOS v1.6
ATA 32
Wheels speed transducer description
Page 120/ 256
V3256
ACOS v1.6
ATA 32
Page 121/ 256
Two transducers are mounted inside each main gear axle. Its shaft is equipped with a coupling which is driven by the hubcap on the wheel axis.
The speed signal is a sine wave having 36 pulses for one complete revolution wheel.
The speed sensor sends to the control box a sinusoidal varying voltage, with a frequency proportional to the rotational speed of the wheel.
V3256
ACOS v1.6
ATA 32
Antiskid control box description
Page 122/ 256
V3257
ACOS v1.6
ATA 32
Page 123/ 256
V3257
ACOS v1.6
ATA 32
V3257
Page 124/ 256
ACOS v1.6
ATA 32
Page 125/ 256
The antiskid control box is housed on shelf 91 VU in the RH electronic racks and is powered from 28 VDC EMER BUS and 28 VDC ESS BUS.
Electrical supply is controlled by an A/S pushbutton switch on the centre instrument panel through the L/G lever (down position) and a gear selected UP
relay.
The box receives inputs from the wheel speed sensors and from ground and flight position relays to perform the following functions:
to provide individual wheel deceleration control,

to preclude inadvertent brake application prior to MLG wheel spin up (touchdown protection),
to avoid tire scuffing (locked wheel crossover protection),
to avoid A/S system operation during aircraft low speed maneuvers (low speed protection).
The unit is provided with self-tests usable by crew members and by maintenance personnel.
The unit also gives "fault" advisories to the captain and first officer whenever a damage occurs to any speed sensor, servo valve coil or power input.
V3257
ACOS v1.6
ATA 32
Antiskid control panel description and test pb
Page 126/ 256
V3259
ACOS v1.6
ATA 32
Page 127/ 256
The antiskid system is provided with an automatic test, to verify A/S protection capabilites.
The system verifies the integrity of valves, speed sensors and input power. During normal operation, if a short circuit or a loss of continuity of power is
detected, the system illuminates the relevant "F" amber fault light in flight compartment.
It gives a constant wheel speed signal to the box to verify, with the aircraft in air mode, the spin up override capability. If performed on ground with the
pressure applied to the brakes, the test allows observation of the brake compression and release.
If A/S system is armed during taxiing, the test is inhibited at speeds above 17 knots, to prevent erroneous fault annunication.
During ANTISKID test (pushbutton pressed in), 4 F amber lights are illuminated:
6 seconds when aircraft is on ground,

3 seconds when aircraft is in flight.
V3259
ACOS v1.6
ATA 32
Brakes description
Page 128/ 256
Brakes description
V3260
ACOS v1.6
ATA 32
Brakes description
Page 129/ 256
V3260
ACOS v1.6
ATA 32
V3260
Brakes description
Page 130/ 256
ACOS v1.6
ATA 32
Brakes description
Page 131/ 256
Each main gear wheel is fitted with a carbon brake. The four brake units are interchangeable for either right or left hand installation.
The brakes have two rotating disks and five pistons. They are hydraulically operated at a pressure of 3000 PSI and are fully released by five return
springs. Each brake assembly is mainly composed of:
a housing,
a backplate,
torque tube,
a thrust ring assembly,
two rotating disks,
a stationary disk (double stator),
five hydraulic actuating pistons, with an incorporated self- adjusting mechanism.
V3260
ACOS v1.6
ATA 32
Brakes description
Page 132/ 256
The brake housing is bolted together with an integral torque tube/back plate to contain a pressure plate, two rotating and one stationary disk. The
stationary disk and the pressure plate are keyed to the torque tube to prevent their rotation.
The rotating disks are equipped with eight key slots on the outer diameter to engage the drive keys in the wheel and to transmit the brake force to the
wheel. The brake housing contains a socket to engage a torque pin on MLG trailing arm.
The brake housing is provided with two pressure ports and two bleed ports for R or L installation with respect to the trailing arm.
V3260
ACOS v1.6
ATA 32
Brakes description
Page 133/ 256
V3260
ACOS v1.6
ATA 32
Brakes operation
Page 134/ 256
Brakes operation
V3261
ACOS v1.6
Brakes operation
ATA 32
Page 135/ 256
This hydraulically operated multi-piston plate brake incorporate a heat pack assembly comprising structural carbon components. Automatic adjusters are
incorporated in each cylinder assembly to maintain a pre-set working clearance as wear occurs in the heat pack. Thus, a constant fluid displacement is
maintained, which ensures that each brake of the multi-brake system has a similar reaction time.
When the fluid pressure is applied through the drillings and cylinder liners to the piston,
The pistons move to apply a direct thrust, through the spreader plate, to the pressure stator assembly.
Braking action is performed !
When the pressure is released, the spring return the pistons to the brake off position.
The primary movement of the piston is limited by the clearance between the guide shoulder and the end plate. Any movement in excess of this, during
heat pack wear, draws the friction bush along the retraction pin. The correct working clearance of the brake unit is thus maintained as the heat pack
wears.
Automatic adjusters are incorporated in each cylinder assembly to maintain a pre-set working clearance as wear occurs in the heat pack.
Thus, a constant fluid displacement is maintained, which ensures that each brake of the multi-brake system has a similar reaction time.
Please clic to simulate a complete life brake cycle.
The wear has been compensated each time and now, the heat pack shall be replaced (indicator pin gives wear remaining information when brake are
pressurized).
V3261
ACOS v1.6
ATA 32
Brakes temperature transducer and transmitter description
Page 136/ 256
V3262
ACOS v1.6
ATA 32
Page 137/ 256
The brake temperature transmitters are located on MLG trailing arm. Two brake temperature transmitters are fitted on each MLG.
Each transmitter is supplied by the 28VDC STBY bus, it receives temperature signals from transducers which are compensated, amplified and sent to the
M.F.C 1 (M.F.C 2) which monitor brake temperature.
Temperature transducers (thermocouples) are installed on the brake assy. The thermocouple sends a voltage signal proportional to brake temperature to
the M.F.C 1 (M.F.C.2) through a brake temperature transmitter.
The thermocouple consists of a chromel-alumel junction.

V3262
ACOS v1.6
ATA 32
Parking and emergency braking description
Page 138/ 256
V3265
ACOS v1.6
ATA 32
Page 139/ 256
Emergency and parking braking mode is controlled by the emergency and parking handle and supplied by the blue system.
If the normal system fails to operate, emergency aircraft braking is obtained by pulling progressively aft the brake handle on the flight compartment
pedestal. The emergency braking system is powered by blue system through an accumulator capable of six complete braking maneuvers.
In case the blue hydraulic system pump does not operate or does not provide sufficient hydraulic power, the emergency braking system can be supplied
through the auxiliary electric pump system.
The hydraulic pressure is supplied to the brakes through A/S module. For safety purposes two additional fuses are installed upstream of A/S module.
The green hydraulic pressure from the L/G selector valve UP line is used to meter the blue pressure to the brakes in order to stop MLG wheels rotation in
their wells.
The parking/emergency braking system consists of the following main components:
a BRK lever,
a parking/emergency braking metering valve (PEBMV),
a parking/emergency braking accumulator,
two fuses, of the same type used for A/S modules.
The same components and line routes of the emergency system are used to park the aircraft. The two normal and emergency braking systems are
completely independent up to downstream of the antiskid module.
V3265
ACOS v1.6
ATA 32
V3265
Page 140/ 256
ACOS v1.6
ATA 32
Page 141/ 256
Emergency and parking braking mode is controlled by the emergency and parking handle and supplied by the blue system.
If the normal system fails to operate, emergency aircraft braking is obtained by pulling progressively aft the brake handle on the flight compartment
pedestal. The emergency braking system is powered by blue system through an accumulator capable of six complete braking maneuvers.
In case the blue hydraulic system pump does not operate or does not provide sufficient hydraulic power, the emergency braking system can be supplied
through the auxiliary electric pump system.
The hydraulic pressure is supplied to the brakes through A/S module. For safety purposes two additional fuses are installed upstream of A/S module.
The green hydraulic pressure from the L/G selector valve UP line is used to meter the blue pressure to the brakes in order to stop MLG wheels rotation in
their wells.
The parking/emergency braking system consists of the following main components:
a BRK lever,
a parking/emergency braking metering valve (PEBMV),
a parking/emergency braking accumulator,
two fuses, of the same type used for A/S modules.
The same components and line routes of the emergency system are used to park the aircraft. The two normal and emergency braking systems are
completely independent up to downstream of the antiskid module.
V3265
ACOS v1.6
ATA 32
Parking/emergency braking operation and indication
Page 142/ 256
V3273
ACOS v1.6
ATA 32
Page 143/ 256
The parking/emergency braking system is supplied by the blue hydraulic system.

It is mechanically actuated by the brake lever on the cockpit pedestal and hydraulically operated through a Parking Emergency Braking Metering Valve
(PEBMV).
The hydraulic pressure is supplied to the brakes through the internal runs, shuttle valves and fuses of the antiskid module.
The green hydraulic pressure from the landing gear selector valve UP line is used to meter the blue pressure to the brakes, in order to stop the main
landing gear wheels rotation in their wells during landing gear retraction.
For safety purposes, the connection between the PEBMV and the antiskid is obtained using two additional fuses which supply the LH outboard / RH
inboard and the LH inboard / RH outboard.
Four hydraulic fuses installed downstream of the antiskid module, prevent hydraulic fluid loss in case of a hydraulic line rupture.
During an emergency braking, a gradual movement of the aft brake lever allows the blue hydraulic pressure to the brakes (500 PSI) to be metered.
When the pilot moves aft the brake lever the movement is transmitted to the lever of the PEBMV through a push-pull cable. This PEBMV is supplied by a
pressure of 3000 PSI to the brakes.
The hydraulic pressure is supplied to the brakes through the both fuses and through the internal runs, shuttle valve of Antiskid module.
The hydraulic fluid is now going to the brakes (parking position) ...
V3273
ACOS v1.6
ATA 32
Parking control lever / emergency brake and control lever switch description
Page 144/ 256
V3266
ACOS v1.6
ATA 32
Page 145/ 256
The lever is located on the left side of the centre pedestal, near the engine Power Levers.
It runs from the BRK OFF to PARKING position: moving the lever from BRK OFF position, releases a microswitch for the parking indication on the CAP.
The BRK lever base drives a push-pull cable and it is hinged on the upper side to a lever handle whose movement lifts a spring-loaded pin, which takes a
roller running over a cam.
The cam profile is designed to return the lever to BRK OFF position (slight slope profile) or to ensure BRK lever in aft position (park detent).
V3266
ACOS v1.6
ATA 32
Parking control lever / emergency brake and control lever switch operation
Page 146/ 256
The BRK lever can be pulled aft to provide emergency braking, until a stop in the cam profile is reached by the roller: to engage the parking position, the
captain moves the lever handle to the left to allow the roller to overcome the stop.
So the lever can be further pulled until the roller reaches the park detent.
When parking brake microswitch is released, PRKG BRK amber light illuminates on CAP.
V3267
ACOS v1.6
ATA 32
Page 147/ 256
V3267
ACOS v1.6
ATA 32
Parking/emergency braking metering valve description
Page 148/ 256
V3268
ACOS v1.6
ATA 32
Page 149/ 256
V3268
ACOS v1.6
ATA 32
V3268
Page 150/ 256
ACOS v1.6
ATA 32
Page 151/ 256
The valve, located in the rear of the left main gear well is actuated through its lever.
The lever acts on a rod which transmits the lever displacement to the modulating spool through a spring.
A spring-loaded piston, actuated by the hydraulic pressure from L/G selector valve UP line, also actuates the modulating spool by drawing the rod forward
thus compressing the spring.
The valve is provided with the following ports:
BRAKE, to the brakes via fuses and A/S module. The port is alternately connected to the hydraulic pressure or to the return of the blue system,
IN, from parking accumulator (blue system),
RET, to blue return line,
UP/BR, from L/G selector valve UP line (green system).
V3268
ACOS v1.6
ATA 32
Page 152/ 256
V3270
ACOS v1.6
ATA 32
Page 153/ 256
Leak sensitive valves (hydraulic fuses) are installed to prevent hydraulic fluid loss in the braking system, should an abnormal leakage occur.
Each of the 2 fuses stops the flow of hydraulic fluid to the respective brake in the event of a line failure.
The fuse allows oil flow up to 30 PSI of differential pressure at its IN-OUT ports, with a self reset in 5 sec against a minimum pressure difference of 18
PSI, and stops oil flow at a differential pressure beyond 30 PSI.
Each of the 2 fuses is provided with a bypass valve with a manually operated lever, actuated for maintenance purposes.
V3270
ACOS v1.6
ATA 32
Parking/emergency braking accumulator
Page 154/ 256
V3272
ACOS v1.6
ATA 32
Page 155/ 256
V3272
ACOS v1.6
ATA 32
V3272
Page 156/ 256
ACOS v1.6
ATA 32
Page 157/ 256
The parking accumulator is located in the rear area of the left main gear well. It is a fluid and compressed nitrogen, piston-separated type.
The accumulator provides a reserve supply of fluid under pneumatic pressure to effect parking or emergency braking.
The accumulator is pre-charged with nitrogen at a pressure of 103.4 bar (1500 PSI) at 20C (68F). Its total capacity is 1.2 lt (0.32 USG).
The accumulator is provided with:
a hydraulic pressure transmitter which sends signals to PARK ACCU dial of the triple indicator in the flight compartment,
a pressure release button, which allows the pressure in the parking and emergency braking system to be discharged to the return,
a pressure relief valve to protect the accumulator against accidental overpressures,
a check valve, to avoid accumulator discharge if a blue system line failure occurs,
a nitrogen inflating valve,
a gas pressure port, connected to the relevant gauge which is located near the accumulator.
V3272
ACOS v1.6
ATA 32
Page 158/ 256
During an emergency braking, a gradual aft BRK lever movement allows the blue hydraulic pressure to the brakes to be metered, while a full aft
movement allows the insertion of the parking brake, signalled by light PRKG BRK on CAP.
A push-pull cable transmits the BRK lever position to the lever of the PEBMV, supplied by a pressure of 3000 PSI through the parking accumulator.
This pressure value is metered by the valve from 0 to 2030 PSI to the brakes.
If both blue and auxiliary supply sources are not available the parking accumulator allows six complete braking maneuvers.
V3272
ACOS v1.6
Steering description
ATA 32
Page 159/ 256
The system consists of the following main components:
a handwheel mechanism, to allow pilot steering control,

a swivel selector valve, which cuts the oil pressure if Nose Landing Gear is not in down position,
a differential control valve, which receives pilot and feedback inputs to pressurize left or right chambers of the actuator,
two anti-shimmy valves on the actuator,
a solenoid valve is located on the hydraulic bay of the aircraft. It prevents system actuation if the aircraft is not on ground.
V3274
ACOS v1.6
ATA 32
V3274
Page 160/ 256
ACOS v1.6
ATA 32
Page 161/ 256
The steering system allows the nose gear wheels to be steered during taxiing or parking to enable aircraft maneuvers on ground. Maximum angle to right
or left is 60 with respect to centre position.
Hydraulic supply for operation of the system comes from the blue system. The steering system has also an antishimmy function which ensures a damping
action in order to keep the nose gear wheels aligned at high speeds.
On ground with hydraulic power switched off, NLG wheels can be towed 91 per side without any link disconnection.
The nosewheel steering system is controlled through N/W STEERING switch and handwheel.
The hydraulic pressurized fluid moves an actuator on NLG leg strut, which transmits the torque to the turning tube through a rack-pinion mechanism.
Two torque links connect the turning tube to the axle, to drive the wheels when the steering is actuated.
Feedback links on the turning tube cancel the pilot input to the control valve, when the selected turning angle is reached.
V3274
ACOS v1.6
ATA 32
Steering system operation
Page 162/ 256
V3282
ACOS v1.6
ATA 32
Page 163/ 256
The nose landing gear steering is hydraulically achieved by the blue system. It is manually operated through a handwheel at left console.
The corresponding 28VDC EMER BUS circuit braker and the ON/OFF switch are both closed. Two conditions have to be fulfilled:
Landing gear lowered - The swivel selector valve is open. When NLG is in down position, the valve connects control valve pressure line to blue
hydraulic pressure and control valve return line to blue return.
The solenoid valve is electrically supplied by the electronic system (on ground, with all three shock absorbers compressed). This ensures that
inadvertent angular movement of nose wheel cannot take place when the aircraft is in flight.
Please select handwheel to turn NLG to the right.

At the same time, the plate in the differential control selector valve is tilted by the mechanical control system displacing a distribution slide valve, directing
the fluid to one or the other cylinder of the actuator. Direction of the movement is controlled by the handwheel. The opposite cylinder is connected to the
hydraulic system return line.
The feedback device transmits the movement to the plate in the differential control valve and cancels out the effect of the pilot's input. The supply to the
steering actuators cut off and the angular movement of the rotating tubes ceases. So, as long as the pilot maintains his control displacement, the wheels
will remain displaced.
If the pilot increases or reverses the control selection, the rotating tube will turn in the same or reverse direction, until the feedback device cancels out the
new control input.
In flight, the solenoid valve is de-energized and the steering system is connected to the blue system return, through the valve while the pressure is in
standby at the valve inlet.
When NLG is in up position, the swivel valve shuts the hydraulic pressure of the blue system and connects the differential control valve to the return, thus
avoiding any steering movement.
V3282
ACOS v1.6
ATA 32
Handwheel mechanism description
Page 164/ 256
V3275
ACOS v1.6
ATA 32
Page 165/ 256
The steering handwheel, located on the forward leftside of the flight compartment is connected to the steering differential control valve, via a teleflex
gearbox, a push/pull cable and a torque tube that crosses the pressure bulkhead and is connected to the input lever by means of a universal joint.
When the handwheel is rotated, the teleflex gearbox transmits linear motion through the push/pull cable which in turn rotates the torque tube and
consequently the input lever of the differential control valve.
The handwheel can rotate 112 per side corresponding to steering angles 60.
A bungee-type spring assembly is installed parallel to the push/pull cable to provide for centering of the handwheel when it is released. A momentary push
switch for interphone communications is conveniently located in the handwheel.
V3275
ACOS v1.6
ATA 32
Steering solenoid valve and cockpit control switch description
Page 166/ 256
V3276
ACOS v1.6
ATA 32
Page 167/ 256
The solenoid valve is installed in the rear area of left main gear well. It is of an electro-hydraulic normally closed valve.
The solenoid is supplied by 28VDC through the relay (3GC) controlled by N/W STEERING control valve inhibit switch and a double AIR/GROUND signal
provided by M.F.C. 1B or M.F.C. 2B.
The valve is composed of a solenoid-actuated ball valve, and a piston with restrictor spring-loaded to close.
Three ports connect the valve to the blue system pressure, to the swivel valve, and to the blue return respectively.
V3276
ACOS v1.6
ATA 32
Steering solenoid valve and cockpit control switch operation
Page 168/ 256
In flight the solenoid valve is de-energized and the steering system is connected to the blue system return, through the valve while the pressure is in
standby at the valve inlet.
On ground, with all three skock absorbers compressed, the solenoid is energized through N/W STEERING switch and a signal from both M.F.C. B
modules. When the solenoid is energized the ball valve closes the return line and allows the pressure to feed the steering system.
V3277
ACOS v1.6
ATA 32
Page 169/ 256
V3277
ACOS v1.6
ATA 32
Swivel selector valve description
Page 170/ 256
V3278
ACOS v1.6
ATA 32
Page 171/ 256
The swivel selector valve is located in NLG at strut leg hinge axis, right side. The valve consists of a fixed part and a rotating part following the strut leg
movement.
The valve is equipped with four ports to connect pressure and return of the blue hydraulic system (fixed part) to pressure and return of the differential
control valve (rotating part).
When NLG is not in down position, the valve shuts the hydraulic pressure of the blue system and connects the differential control valve to the return, thus
avoiding any steering movement.
When NLG is in down position, the valve connects control valve pressure line to blue hydraulic pressure and control valve return line to the blue.
V3278
ACOS v1.6
ATA 32
Steering differential control valve description
Page 172/ 256
V3279
ACOS v1.6
ATA 32
Page 173/ 256
V3279
ACOS v1.6
ATA 32
V3279
Page 174/ 256
ACOS v1.6
ATA 32
Page 175/ 256
The control valve is installed on NLG leg strut, above the steering actuator.
Two lines connect the actuator chambers to the valve ports B, C. The two ports A and D allow connection of the valve to the blue hydraulic pressure and
the return through the swivel valve and the solenoid valve.
The valve is equipped on the upper side with a lever linked at its ends to pilot's driving mechanism and to feed-back linkage.
Inside the control valve, the lever control valve is connected to a rocking plate which drives the operating sliding rod.
The steering turning speed is determined by the restrictor, controlling the oil flow from the non-return valve, which holds the pressure in the event of a
supply failure.
The control valve has an interconnecting valve to allow both actuator chambers to be interconnected (anti-shimmy and towing operations), a push rod
controlled by the supply pressure, keeps the valve at its seat, separating the chambers as long as the pressure is applied.
An accumulator is also located in the control valve. It is spring- loaded type, with its piston provided with a relief valve which connects the accumulator to
the return.
The accumulator holds the return lines in the valve at a pressure of 10 bar (140.5 PSI) and re-supplies the actuator chambers through two calibrated
valves.
The restrictor pressurizes the whole control valve and actuator when the aircraft is in ground mode and the steering is not operated.
V3279
ACOS v1.6
ATA 32
Steering differential control valve operation
Page 176/ 256
V3280
ACOS v1.6
ATA 32
Page 177/ 256
The differential control selector valve is connected at A to the supply system, at B and C to the services systems (steering cylinder opposite chambers)
and at D to the return system. It is actuated at N by the pilot's control and slaved at M to a NLG wheel steering control feedback devices. A load applied at
one end of the lever, while the other remains fixed, actuates the rocker which in turn actuates the slide rod in either sense.
Supply at A When no load is applied to the lever, the rocker is in equilibrium in a plane parallel to the upper face of the body under the action of the spring
(r) on the slide rod. This one is also in a neutral position; it cuts off the direct supply from A to the service systems B and C. A leak remains, however, on
the internal face of the piston and shoulders: valve (a) opens and pressure rises equally in service systems B and C. Simultaneously, the hydraulic fluid
enters into the accumulator chamber, pushing back the piston. At the end of the piston travel, the ball in the pressure relief valve (d) comes in contact with
the plunger and releases the supply pressure to return line D. The non-return valves (b) and (c) are pressed against their seats.
Supply at A: pilot's control at N The slide valve moves and permits supply at B (or at C, depending on the chosen sense) through the related restrictor.
Simultaneously, communication is established between port B (or C) and the accumulator chambers. The fluid redirected to B (or C) pushes back the
piston of the accumulator. At the end of the travel, the pressure relief valve (d) opens and releases the fluid redirected toward return line D.
Feedback of the movement at M The nosewheel steering movement controlled by the pilot at N is mechanically fed back into the lever at M. N is then in a
fixed position and the load applied at M brings back the rocker and the slide valve to their original, neutral position. The direct supply from A toward B (or
C) and return from C (or B) toward D are interrupted. We have again the hydraulic configuration described in figure, detail 1, with the rocker in the
horizontal position, but with the lever at a pivoting angle and is maintained as long as the pilot holds his control at N. When the pilot actuates again the
control at N to increase the steering angle of the wheels or to realign them, the slide valve moves again until the feedback device brings it back into the
neutral position.
Zero pressure at A The non-return valve (a) is closed and prevents complete pressure drop in the service systems. Minimal pressure is provided by the
accumulator through the non-return valves (b) and (c). The slide valve is in the neutral position, but B and C can be interconnected through the
interconnection valve (e). This allows the nosewheel steering to take place with a zero hydraulic pressure when the aircraft is towed.
V3280
ACOS v1.6
ATA 32
Antishimmy valve description
Page 178/ 256
V3281
ACOS v1.6
ATA 32
Page 179/ 256
The valves are located at each actuator chamber inlet. They ensure an anti-shimmy function, damping rapid steering movements of the nose wheels.
The damping is ensured by restrictors in the valves in the direction in which the fluid flows out of the cylinder.
Beyond a pressure limit the valves open to avoid any system deterioration.
V3281
ACOS v1.6
ATA 32
Indicating and warning description
Page 180/ 256
V3283
ACOS v1.6
ATA 32
Page 181/ 256
The position and warning system consists of:
two electrical systems for determining and displaying the uplock and downlocked position,
two electrical systems for generating and displaying the warnings,
two electrical systems for determining the air or ground mode of the aircraft for the systems requiring flight/ground information.
The position and warning system receives flight/ground information from:
the limit switches mounted in the up lock boxes which sense the uplocked position,
the proximity sensors mounted on the gears for downlocked position, and Weight on Wheels.
The system consists of two separate electrical circuits (primary and secondary) which enable the crew to know each gear position.
The primary circuit also drives the landing gear solenoid selector valve to supply hydraulic pressure for landing gears extension and retraction.
On ground, it also enables checking inadvertant uplocked position of an uplock hook when the related gear is down and locked.
MFC1 provides:
Primary landing gear position,
Primary landing gear warning,
Weight on Wheels 1.
MFC2 provides:
Secondary landing gear position,

Secondary landing gear warning,
Weight on Wheels 2.
V3283
ACOS v1.6
ATA 32
Landing gear indicating and warning operation
Page 182/ 256
The primary indicating system uses the primary downlock proximity switches and primary uplock switches in the uplock boxes. Primary indicating system
power supply = 28VDC from Standby BUS.
The secondary indicating system uses the secondary downlock proximity switches and secondary uplock switches in the uplock boxes. Secondary
indicating system power supply = 28VDC from BUS2. Now, set landing gear lever to UP position.
V3289
ACOS v1.6
ATA 32
Page 183/ 256
As the landing gear lever is selected to UP position, the landing gear is still downlocked.
M.F.C. illuminate Primary and Secondary UNLK red lights.
Then, the M.F.C.'s supply the UP solenoid of the landing gear selector valve. Landing gear starts to retract, downlock green lights extinguish.
As soon as landing gear is sensed UP locked by the M.F.C. through the UP lock boxes, UNLK red lights extinguish.
V3289
ACOS v1.6
ATA 32
Page 184/ 256
Landing gear are UP locked. All lights are extinguished. Please select landing gear lever to DOWN position.
As soon as landing gear lever is set to DOWN, UNLK red lights illuminate as long as the landing gear are not DOWN locked.
Green downlock lights are illuminated by the M.F.C. which senses landing gear position through the downlock proximity switches (fitted on NLG and MLG
side braces).
V3289
ACOS v1.6
ATA 32
Page 185/ 256
After the end of the landing gear retraction sequence, if a landing gear is not in the correct UPLOCK position, primary and secondary indicating system will
illuminate the corresponding UNLOCK red lights.
V3289
ACOS v1.6
ATA 32
Page 186/ 256
After the end of the landing gear extention sequence, if a landing gear is not in the correct DOWNLOCK position, primary and secondary indicating system
will illuminate the corresponding UNLOCK red lights. Note : CCAS is activated depending on A/C condition.
V3289
ACOS v1.6
ATA 32
Page 187/ 256
A disagreement between the primary and Secondary indicating system could occur in the case of a proximiy switch or microswitch set failure. In this case,
downlock position of the NLG will be considered as true.
On ground, an UNLK red light could illuminate in case of an inadvertent closure of an Uplock box during maintenance operations. To release the
corresponding Uplock box, pull the emergency landing gear lever, located at the rear of the centre pedestal.
V3289
ACOS v1.6
ATA 32
V3289
Page 188/ 256
ACOS v1.6
ATA 32
Page 189/ 256
In the final approach, flaps must be set at 30, Power Levers at low power and landing gear locked down before descending below 500 ft.
In the event of final approach with the landing gears not extended, as soon as the radio altitude drops below 500 ft:
Continuous Repetitive Chime (CRC) is activated, w LDG GEAR NOT DOWN red warning lights illuminates on CAP,
MASTER WARNING flashes, w red light on landing gear lever illuminates.
Try to cancel Continuous Repetitive Chime by pushing on the Master Warning pushbutton.
The Continuous Repetitive Chime with LDG GEAR NOT DOWN warning, cannot be cancelled by pushing the Master Warning pushbutton during final
approach. (PLA's low power, flaps 30, landing gear up, below 500 ft).
Only the EMER AUDIO CANCEL lockwired switch can be used to cancel the CRC. Select landing gear lever down.
All warnings extinguish when the last LDG is locked down. Secondary indicating system is used for the warning. Warning will be also cancelled in case of
Go Around.
LDG GEAR NOT DOWN warning is also triggered, when gears UP, descending below 500 ft with no PL at TO power and at least 1 PL at FI without flaps
at 30. Push the master WARNING pushbutton.
With this configuration (no flaps) which does not necessarily lead to a landing, "CRC" can be cancelled by pushing on the master WARNING pushbutton,
in that case.
The LDG GEAR NOT DOWN warnings can be tested on ground through the WARN rotary selector on the LH maintenance panel.
V3289
ACOS v1.6
ATA 32
Limit switches description
Page 190/ 256
V3285
ACOS v1.6
ATA 32
Page 191/ 256
A limit switch is located in each Up Lock Box. It is actuated by rotation of the hook when L/G is uplocked.
The switch is internally equipped with two contacts to supply the primary and secondary indicating circuits of the M.F.C. 1 and M.F.C. 2.
Beyond a limit pressure the valves open to avoid any system deterioration.
V3285
ACOS v1.6
ATA 32
Proximity switches description
Page 192/ 256
V3286
ACOS v1.6
ATA 32
Page 193/ 256
V3286
ACOS v1.6
ATA 32
V3286
Page 194/ 256
ACOS v1.6
ATA 32
Page 195/ 256
The proximity switches are used for the following systems:
indicating and warning,

ground and flight position relays,
cargo door indicating.
They are variable inductance sensors, which operate in conjunction with M.F.C.'s to detect the position of an associated ferromagnetic target. Each
sensor consists of a non magnetic stainless steel threaded housing. It suports a cap containing a coil with a basic inductance of a 4.75 mHy, by seals.
Each pair of sensors and associated targets are installed at those parts in relative motion: when the desired position between them is reached (downlock
of the brace strut, shock absorbers full extension), the target approaches the sensor, which increases its inductance up to 5 mHy (switching point).
In this condition, the nominal gap between the sensor head and the target is about 0.1 inches.
The variation of the sensor inductance is transmitted to the M.F.C.'s which performs the logic functions for the concerned systems.
V3286
ACOS v1.6
ATA 32
MFC description
Page 196/ 256
MFC description
V3288
ACOS v1.6
ATA 32
MFC description
Page 197/ 256
V3288
ACOS v1.6
ATA 32
V3288
MFC description
Page 198/ 256
ACOS v1.6
MFC description
ATA 32
Page 199/ 256
The M.F.C. system (Multifunctions Computer) performs logical functions for different aircraft systems. The system consists of two identical computers,
each of them is made of two independant modules. Each module has:
its own power supply,
its own microprocessor,
its own input/output interface.
M.F.C. 1 consists of modules M.F.C. 1A and M.F.C. 1B.
M.F.C. 2 consists of modules M.F.C. 2A and M.F.C. 2B.
Each module works independently and asynchronously. The two computers are installed in the electrical rack (90VU). M.F.C. 1 is attached to 91VU shelf
and M.F.C. 2 to 92VU shelf by means of a metallic rack. The computers receive information from the L/G systems and give outputs for the primary and
secondary indicating and warning circuits, and for the WOW 1 and the WOW 2, to perform the following logic functions:
(1) Indicating and warning.
(2) FLIGHT/GROUND relays monitoring.
The M.F.C. receives information from the L/G lever switches to compare the lever position with L/G position. The M.F.C. gives the following primary and
secondary outputs, to the L/G indicating and warning systems:
L/G downlocked to illuminate the green arrow lights (primary and secondary indicating),
L/G disagreement position with the lever position to illuminate red UNLK lights (primary and secondary indicating).
A back-up L/G primary downlocked output is provided by M.F.C. in case of loss of the primary and secondary L/G indicating systems due to a double
module failure affecting the two L/G systems.
V3288
ACOS v1.6
ATA 32
Landing gear associated relays description
Page 200/ 256
V3290
ACOS v1.6
ATA 32
Page 201/ 256
Proximity switches at each landing gear shock absorber provide GROUND/FLIGHT signals to the M.F.C.:
to drive the landing gear associated relays (these relays constitute the interface with these systems requiring GROUND/LIGHT information),
to supply GROUND/FLIGHT information to those systems inplimented within the M.F.C. modules requiring GROUND/FLIGHT status.
Two circuits of the M.F.C., namely WOW 1 and WOW 2, are used for this purpose. The WOW 1 proximity switches provide signals to the M.F.C. 1B
module. The WOW 2 proximity switches provide signals to the M.F.C. 2B module.
On ground, for maintenance purposes, a NORMAL/FLIGHT MODE SWITCH is installed on RH maintenance panel (702VU). This switch, in FLIGHT
position, allows flight conditions simulation when aircraft is still on ground.
V3290
ACOS v1.6
ATA 32
Landing gear associated relays operation
Page 202/ 256
A total of 6 "WOW proximity switches" are installed on the landing gear (2 per L/G).
One proximity switch is used for WOW 1 and one proximity switch is used for WOW 2.
WOW n1 is supplied with 28 VDC EMER BUS.
WOW channel 1A: GROUND when the 3 shock absorbers are compressed. It can be forced to FLIGHT with the WOW switch.
For example, a stage of the 31GB relay is used to allow anti-icing electrical supply at the TAT probes in flight.
TAT probes can be warmed on ground, by switching the WOW switch to "FLT".
V3291
ACOS v1.6
ATA 32
Page 203/ 256
WOW channel 1B: FLIGHT when the 3 shock absorbers are released. It can be overriden with the WOW switch.
V3291
ACOS v1.6
ATA 32
Page 204/ 256
WOW channel 1C: GROUND when the main landing gear shock absorbers are compressed. It can be overriden with the WOW switch.
V3291
ACOS v1.6
ATA 32
Page 205/ 256
WOW channel 1D: FLIGHT when the main landing gear shock absorbers are released.
The 41GB is a special FLT/GND position relay. It operates in the same way as WOW 1D, but as it gives FLT/GND information to the DC/AC BPCUs for
external power connection, it is not forced to FLT on ground by the WOW switch.
But it can be forced to FLT position, during Ground Test, when the aircraft is on jacks, to recover external power.
V3291
ACOS v1.6
ATA 32
Page 206/ 256
WOW system n2 is supplied with 28VDC BUS2.

Same functions are used for WOW 2 channels as for WOW 1.
WOW channel 2A: GROUND when the 3 shocks absorbers are compressed.
WOW channel 2B: not used.
WOW channel 2C: GROUND when main landing gear shock absorbers are compressed.
WOW channel 2D: FLIGHT when main landing gear shock absorbers are released.
V3291
ACOS v1.6
ATA 32
Page 207/ 256
Channels of WOW 2 can be overriden with the WOW switch.

As soon as the WOW switch is set to "FLT" position, "MAINT PNL" amber light illuminates on CAP.
A BITE code will be stored in case of WOW proximity switch failure (WOW 1 or 2).
V3291
ACOS v1.6
ATA 32
Supplementary gear description
Page 208/ 256
A non-retractable tail skid is installed on the rear section of the A/C fuselage in order to avoid fuselage contact with the runway when the take-off or the
landing attitude has an angle of 8 degrees or greater.
The equipment includes:
a skid lever attached to the fuselage at STA 22290,

a shock absorber which is connected to the fuselage by a ball joint hinge at STA 22593.
V3292
ACOS v1.6
ATA 32
Page 209/ 256
V3292
ACOS v1.6
ATA 32
Skid lever and shock damper description
Page 210/ 256
V3293
ACOS v1.6
ATA 32
Page 211/ 256
V3293
ACOS v1.6
ATA 32
V3293
Page 212/ 256
ACOS v1.6
ATA 32
Page 213/ 256
The skid lever is made from an aluminium alloy forging. A replaceable stainless-steel plate (shoe), attached by four screws to the skid lever, covers the
contact area. This shoe is painted red to provide evidence of skid touch-down.
A fiberglass fairing, aerodynamically shaped, is attached by five screws to the upper part of the skid lever to prevent water and stones from entering when
the tail skid is not compressed.
The skid lever is attached to the fuselage structure and to the shock damper by two steel pins with self- lubricating bushings.
To avoid aerodynamic problems, the gap, between the skid lever and the fuselage fairing, is closed by seals. On both sides of the tail skid the fuselage is
equipped with structural vertical "Limit Stroke Detector".
These items are designed in order to be deformed when the skid lever stroke is greater than 112 mm. These two "Limit Stroke Detector" are also painted
red.
V3293
ACOS v1.6
ATA 32
Page 214/ 256
The tail skid oleo-pneumatic shock damper is fitted with a separator piston between the oil and the nitrogen.
The nitrogen chamber is located in its lower part and the nitrogen charge pressure is 29.7+/-1 bars at 15C. The upper cylinder is hinged to the fuselage
structure and the lower (sliding rod) is hinged to the skid lever.
Servicing: the oil filling/drainage port for the oil is located on the shock damper upper cylinder. Shock damper filling is performed by removing the central
floor panel located in the aft attendant's station.
The nitrogen charging valve is located on the sliding rod attachment, and is angled five degrees upwards from normal. By removing five screws the fairing
can be disassembled, thus making it possible to charge the shock damper from outside of the aircraft.
V3293
ACOS v1.6
ATA 32
Page 215/ 256
V3293
ACOS v1.6
ATA 32
Tail prop
Page 216/ 256
Tail prop
V3294
ACOS v1.6
ATA 32
Tail prop
Page 217/ 256
On ground during passengers boarding / desembarking, the tail prop must be installed on the tail skid to avoid a possible tipping-up.
Note: When not used, the tail prop is stored in the rear unpressurized area of the aircraft (beyond the aft bulk compartment). The tail prop can be also
stored in the rear cargo (optional).
V3294
ACOS v1.6
ATA 32
Landing gear panels and lever
Page 218/ 256
V3295
ACOS v1.6
ATA 32
Page 219/ 256
Have a look at the Overhead and the Centre Panel.

<1> Gear position secondary system It is controlled by M.F.C. 2.
UNLK red light: gear not in selected position or uplock box not opened (on ground).
Green light : downlock engaged.<1>
<2> Gear position primary system It is controlled by M.F.C. 1.
UNLK red light: gear not in selected position or uplock box not opened (on ground).
Green light : downlock engaged.
<3> Landing gear lever The lever must be pulled out prior to selectingthe two possible positions:
UP: the landing gear retraction is selected.

DOWN: the landing gear extension is selected.
Gear handle red light: illuminates when any gear is not sensed down and locked with RA < 500 ft. A latch prevents selection UP on ground.
V3295
ACOS v1.6
ATA 32
Antiskid panel
Page 220/ 256
Antiskid panel
V3296
ACOS v1.6
ATA 32
Antiskid panel
Page 221/ 256
Have a look at the centre Panel.

<1> Antiskid channels "Fault" lights illuminates amber and the CCAS is activated if a failure is detected in the associated channel. Antiskid is lost on the
associated wheel.
<2> ANTISKID pushbutton It controls activation/deactivation of the antiskid system:
Pb pressed in: antiskid system is activated.

OFF white light illuminates when Pb is released: antiskid system is deactivated.
<3> TEST pushbutton Press the pushbutton to initiate an automatic sequential test to verify the primary antiskid protection capabilities of the system. Test
duration:
In flight: 3 seconds
On ground: 6 seconds CAUTION: Do not perform the test with engines running, without parking brake set. The antiskid channel FAULT lights
illuminate during the test. If one channel is sensed as failed, the associated FAULT amber light remains illuminated.
Note: the test is inhibited when wheel speed exceeds 17 kt.
<4> BRK TEMP Hot amber light illuminates and the CCAS illuminates when, at least one of the brakes temperature exceeds 160C.
V3296
ACOS v1.6
ATA 32
Parking/emergency and normal brake handle
Page 222/ 256
Have a look at the centre pedestal, near Power and Condition Levers.
<1> BRK OFF position The lever is spring-loaded to OFF position. Brakes are released. PRKG BRK amber light is extinguished on CAP.
<2> EMER position A metered pressure is applied to the brakes. Pressure = 500 PSI. PRKG BRK amber light illuminates on CAP.
<3> PARKING position Full pressure is applied to the brakes. Pressure = 3000 PSI. PRKG BRK amber light illuminates on CAP.
V3297
ACOS v1.6
ATA 32
Nose wheel steering operation
Page 223/ 256
Nose wheel steering is operated by the BLUE hydraulic system. Control is achieved using the steering control handwheel, mounted on the captain's
lateral console.
A guarded switch, located near the back of the steering handwheel, is used to depressurize the steering system if required. If the aircraft has to be towed
with pressurized blue hydraulic system, nose wheel steering must be in OFF position.
If the blue system is lost, the aircraft can be guided using differential braking and engine thrust.
An internal mechanism returns the wheel to the centred position when the aircraft is airborne.
V3298
ACOS v1.6
ATA 32
Normal braking operation
Page 224/ 256
V3299
ACOS v1.6
ATA 32
Page 225/ 256
Normal braking uses hydraulic pressure from GREEN system. Pedals control normal braking.
Note: each brake is equipped with a wear indicator pin.
The normal system uses an antiskid system which controls the hydraulic pressure for maximum braking efficiency. The antiskid is available as soon as the
gear is locked down. Ground speed must be > 10 knots. It operates by individual control of each wheel with coupling by internal and external pairs.
The antiskid system is controlled and monitored from a panel located on the centre instrument panel. Antiskid pushbutton controls activation of the
antiskid system.
Touchdown protection: at main gear compression, the braking action is inhibited as long as wheel spin does not exceed 35 knots. This inhibition is limited
to 5 seconds maximum.
Antiskid amber light illuminates and the CCAS is activated when antiskid is lost on associated channel.
Note: in case of electrical supply loss of the antiskid system, the brake can be directly pressurized.
Now, please select antiskid test pushbutton.
The test duration is approximately six seconds on ground, and three seconds in flight. If the channel fails, associated FAULT light remains illuminated.
Note: the test is inhibited when wheel speed exceeds 17 knots. Caution: if parking brake is not applied, the antiskid test will cause a loss of normal brake, so
the plane can move.
The brake temperature is located below the antiskid panel. HOT amber light illuminates and CCAS is activated when carbon brake temperature is higher
than 150C. Please select BRK TEMP pushbutton.
When the BRK TEMP PTT pushbutton is depressed, CAUTION amber light, WHEELS on CAP, Hot amber light illuminate and single chime is triggered.
V3299
ACOS v1.6
ATA 32
Emergency braking operation
Page 226/ 256
Emergency and parking braking is supplied with hydraulic pressure from BLUE system. Brake lever on centre pedestal controls emergency and parking
braking. Out of EMER and PARKING notches, the lever is spring-loaded to OFF position. Please select brake lever to EMER position.
From OFF to EMER position, the pressure sent to brakes gradually increases up to 500 PSI. As soon as the lever is no longer in the BRK OFF position,
PRKG BRK amber light illuminates on the CAP. Please select brake lever to PARKING position.
At parking position, 3000 PSI is applied to the brakes.

If the BLUE circuit is not under-pressure, the braking accumulator allows at least six brake applications at full braking pressure. Accumulator pressure is
monitored by the triple indicator on the centre panel.
V32A0
ACOS v1.6
ATA 32
Page 227/ 256
V32A0
ACOS v1.6
ATA 32
Landing gear normal operation
Page 228/ 256
V32A1
ACOS v1.6
ATA 32
Page 229/ 256
The nose and the main landing gear are hydraulically operated (green system).
Located on the centre instrument panel are:
primary indicating system,

landing gear lever.
Secondary indicating system is located on the overhead panel.

Now, let's perform the pattern.
THREE GREENS!!! ... We are lined-up for take-off.
Aircraft take-off has been performed successfully. Positive climb is established. Please set the landing gear lever to UP position.
Two isolated systems (1 and 2) indicate the landing gear position.
System 1 on the centre panel.
System 2 on the overhead panel.
Each UNLK red light illuminates when:
respective gear is not locked in lever selected position,

on ground, the uplock box is not in the right position.
Note: as soon as the lever is selected UP, the main gear wheels are braked automatically.
Green lights are extinguished. Landing gear is now UP and LOCKED. Now, carry on with the pattern.
Alarm is activated if:
FLAPS = 15 or 30 according to the model and Zra < 500ft,

Or, at least one power lever at Flight Idle and Zra < 500ft.
Now, please clear Master WARNING on CAP.

Set landing gear lever to DOWN position.
Each UNLK red light illuminates. Landing gear is travelling.
Green lights illuminates. Landing gear is down and locked.
Aircraft can be landed safely. Let's go for landing.
OK, good landing. End of landing gear system operation in normal condition.
GREAT ! What a nice belly landing!!! Anyway, you have reached the ground. Please do not forget to extend landing gear next time. First, you have to buy
a new aircraft.
V32A1
ACOS v1.6
ATA 32
Landing gear abnormal operation
Page 230/ 256
V32A2
ACOS v1.6
ATA 32
Page 231/ 256
The nose and the main landing gear are hydraulically operated (green system).
Located on the centre instrument panel are:
primary indicating system,

landing gear lever.
Secondary indicating system is located on the overhead panel.

Now, let's perform the pattern.
THREE GREENS!!! We are lined-up for take-off.
Aircraft take-off has been performed successfully. Positive climb is established. Please set the landing gear lever to UP position.
Two isolated systems (1 and 2) indicate the landing gear position.
System 1 on the centre panel.
System 2 on the overhead panel.
Each UNLK red light illuminates when:
respective gear is not locked in lever selected position,

on ground, the uplock box is not in the right position.
Note: as soon as the lever is selected UP, the main gear wheels are braked automatically.
Green lights are extinguished. Landing gear is now UP and LOCKED. Now, carry on with the pattern.
Now, landing gear can be extended. In the event of normal system failure, the landing gear is extended mechanically. A guarded handle, on the centre
pedestal, permits mechanical unlocking. The extension is performed by gravity and the downlock is assisted by free fall assister. Set landing gear lever to
DOWN position.
TWO GREENS ONLY! UNLK red light is still illuminated . Both primary and secondary indicating systems display the same information. Nose landing gear
is not extended.
The gear must be considered DOWN by the crew as soon as one system indicates it DOWN (three GREEN lights). Now, please follow appropriate
procedure following failure.
L/G GRAVITY EXTENSION
L/G LEVER........................................................DOWN
EMER EXTENSION HANDLE..............PULL ABOVE PEDESTAL LEVEL Caution: Do not twist the angle when operating
If the handle comes down Pull again and maintain up to green lights illuminated TCAS..............................................................TA only
If unsuccessful LDG with abnormal L/G procedure...........APPLY
In the event of normal system failure, the landing gear is extended mechanically. The guarded handle, on the centre pedestal, permits mechanical
unlocking. Landing gear extension is performed by gravity and the downlock is assisted by free fall assister.
Well done ! All is DOWN and LOCKED. Let's go for landing.

V32A2
ACOS v1.6
ATA 32
Page 232/ 256
Aircraft can be landed safely.

OK, good landing. End of landing gear system operation in abnormal condition.
V32A2
ACOS v1.6
ATA 32
Page 233/ 256
V32A2
ACOS v1.6
ATA 32
MFC bite test WOW, L/G and BRK position
Page 234/ 256
As soon as the failure is recorded in the non volatile memory located in the CPU card of the M.F.C. 1A module, the "BITE LOADED" magnetic indicator
turns amber.
On ground, once engines are shut down, the maintenance team can localize the system failed with the MFC maintenance panel. This is initially set on the
"NORM-FLT" position. For example, let's check the Weight On Wheels and Landing Gear system.
Select the "WOW and L/G" position.

V32A3
ACOS v1.6
ATA 32
Page 235/ 256
Once the system selector is set to "WOW and L/G" position, the PTA/ERS (Push-to-Advance) pushbutton has to be depressed in order to check the
system. Press the PTA/ERS pushbutton.
The 4 and 1 "F" lights illuminate amber so a failure has been memorized in the "WOW and L/G" system. To define which kind of failure is detected, you
can either note which "F" number is illuminated (here the 4 and 1 "F") or add the "F" number (4 plus 1 = 5). The definition of this failure is given in the Job
Instruction Card or in the Flight Crew Operating Manual and is "Nose gear sec. Dnlk Prox Switch Fail".
By depressing once again the PTA/ERS pushbutton, the next failure code (if any) will be displayed. Press the PTA/ERS pushbutton.
The four "F" lights illuminate. This means that all the failure codes related to the selected system have been displayed Now, let's check the "BRK" system.
Select the "BRK" position.
V32A3
ACOS v1.6
ATA 32
Page 236/ 256
As soon as the system selector leaves the "WOW and L/G" position, the four "F" lights extinguish. The system selector is now on the "BRK" position and
the PTA/ERS pushbutton has to be pressed in order to check the system. Press the PTA/ERS pushbutton.
The four "F" lights illuminate amber. This means that no failure concerning the selected system (BRK = BRAKES) has been memorized. Then, M.F.C.
memory can be erased (procedure described in ATA 31 - Indicating and Recording chapter).
V32A3
ACOS v1.6
ATA 32
Page 237/ 256
V32A3
ACOS v1.6
ATA 32
Antiskid box test
Page 238/ 256
Antiskid box test
V32A5
ACOS v1.6
Antiskid box test
ATA 32
Page 239/ 256
Aircraft DC and AC constant frequency networks are energized.

M.F.C. operation is checked:
1. On overhead circuit breaker panel 21VU check that the corresponding antiskid box unit circuit breakers are closed.
2. On panel 25VU, check that M.F.C. corresponding pushbutton switches are pressed. Green and/or blue hydraulic sytem(s) are pressurized with
electric pump(s).
Preparation of the aircraft:
1. Make certain that the antiskid and WOW corresponding circuit breakers are closed on panel 121VU.
2. Remove access panel (214CZ).
ANTISKID operational test: On panel 404VU:
Make certain that antiskid is in "ON" position.

Make certain that landing gear control lever is in "DOWN" position.
Note: the following tests (A,B,C,D) must be repeated for every position of the wheel select switch (LO,LI,RI,RO). Let's consider the Left Outer Wheel (LO).
Select a following test
WIRING TEST
Place wheel select switch on the left outer wheel (LO) position. Set wheel position to LO.
Press XDCR switch:
Master "Caution", single chime and "wheels" on CAP are activated.
Check the failure shown by the illumination of the led's:
left red led: short circuit,

right led led: open circuit,
centre green led: valid condition.
Release XDCR switch. Same operation must be done for valve pushbutton.
V32A5
ACOS v1.6
ATA 32
V32A5
Antiskid box test
Page 240/ 256
ACOS v1.6
Antiskid box test
ATA 32
Page 241/ 256
SKID RESPONSE TEST
Note: make certain that parking brake lever is in "OFF" position and that chocks are positioned under wheels. Check brake accumulator pressure on cabin
gauge (3000 psi). Brake pedal (capt or f/o side) is applied. From outside the aircraft, verify that the selected brake is blocked (Left Outer Wheel considered
(LO)).
Press VALVE switch and SKID switch ( same clic).

Master "Caution", single chime and "wheels" on CAP are activated. Verify the momentary illumination of the left green LED followed by centre green LED
illumination.
Check on 404VU the "F" lights:
with wheel select switch (LI & RI) "F" are lighted in inboard position,
with wheel select switch (LO & RO) "F" are lighted in outboard position, When skid switch is released, verify that selected brake releases.
Verify the illumination of right green LED followed by centre green LED illumination after 10 to 30 secs. Release valve switch and brake pedal.
V32A5
ACOS v1.6
Antiskid box test
ATA 32
Page 242/ 256
LOCKED WHEEL TEST
Please press locked wheel switch and valve switch (same click).
Master "Caution", single chime and "wheels" on CAP are activated. Verify the illumination of right green led.
On 404VU, check the corresponding "F" amber lights:
With wheel select switch (LI & RI) "F" are lighted in inboard position.
With wheel select switch (LO & RO) "F" are lighted in outboard position. Then release locked wheel switch and valve switch.
V32A5
ACOS v1.6
ATA 32
Antiskid box test
Page 243/ 256
FRONT PANEL TEST
Wheel select switch is set to OFF position. Press TEST switch for about 2 seconds and then release it.

On panel 404VU, "F" legends of left and right antiskid fail caution lights are illuminated during the test sequence (6 seconds).
You apply brake pedals, observing the brakes stack. Then release the brake pedals and engage parking brake and remove chocks.
V32A5
ACOS v1.6
Antiskid box test
ATA 32
Page 244/ 256
Then, when all the tests have been performed:
Green and/or blue hydraulic sytsem(s) are de-pressurized.

Before leaving the aircraft, replace access panel of the antiskid box. Aircraft DC and AC constant frequency networks are de-energized.
V32A5
ACOS v1.6
ATA 32
Antiskid box test
Page 245/ 256
V32A5
ACOS v1.6
ATA 32
S32A5
Antiskid box test
Page 246/ 256
ACOS v1.6
Antiskid box test
ATA 32
Page 247/ 256
Aircraft DC and AC constant frequency networks are energized.

Green and/or blue hydraulic system(s) are pressurized with electric pump(s).
Preparation of the aircraft:
1. Make certain that the antiskid and WOW corresponding circuit breakers are closed on panel 121VU.
2. Remove access panel (214CZ).
ANTISKID operational test: On panel 404VU:
Make certain that antiskid is in "ON" position.

Make certain that landing gear control lever is in "DOWN" position.
Note: the following tests (A,B,C,D) must be repeated for every position of the wheel select switch (LO,LI,RI,RO). Let's consider the Left Outer Wheel (LO).
Select a following test
WIRING TEST
Place wheel select switch on the left outer wheel (LO) position.
Press XDCR switch:
Check the failure shown on the band by the meter:
left meter indicator: short circuit,

right meter indicator: open circuit,
centre meter indicator: valid condition.
Release XDCR switch. Same operation must be done for valve pushbutton.
S32A5
ACOS v1.6
ATA 32
S32A5
Antiskid box test
Page 248/ 256
ACOS v1.6
Antiskid box test
ATA 32
Page 249/ 256
SKID RESPONSE TEST
Note: make certain that parking brake lever is in "OFF" position and that chocks are positioned under wheels. Check brake accumulator pressure on cabin
gauge (3000 psi). Brake pedal (capt or f/o side) is applied. From outside the aircraft, verify that the selected brake is blocked (Left Outer Wheel considered
(LO)).
Press VALVE switch and SKID switch ( same clic).

Master "Caution", single chime and "wheels" on CAP are activated. Verify a shift of the meter from the left band to the green part.
Check on 404VU the "F" lights:
with wheel select switch (LI & RI) "F" are lighted in inboard position,
with wheel select switch (LO & RO) "F" are lighted in outboard position, When skid switch is released, verify that selected brake releases.
Verify a right shift of the meter from the left hand red band to the middle of the green band. After a while, a natural decay of the pointer toward left margin
of the green band should be noted. Release VALVE switch and brake pedal.
S32A5
ACOS v1.6
Antiskid box test
ATA 32
Page 250/ 256
LOCKED WHEEL TEST
Please press locked wheel switch and valve switch (same click).
Master "Caution", single chime and "wheels" on CAP are activated. Verify a right shift of the meter pointer in the middle of the green band.
On 404VU, check the corresponding "F" amber lights:
With wheel select switch (LI & RI) "F" are lighted in inboard position.
With wheel select switch (LO & RO) "F" are lighted in outboard position. Then release locked wheel switch and valve switch.
S32A5
ACOS v1.6
ATA 32
Antiskid box test
Page 251/ 256
FRONT PANEL TEST
Wheel select switch is set to OFF position. Press TEST switch for about 2 seconds and then release it.

On panel 404VU, "F" legends of left and right antiskid fail caution lights are illuminated during the test sequence (6 seconds).
You apply brake pedals, observing the brakes stack. Then release the brake pedals and engage parking brake and remove chocks.
S32A5
ACOS v1.6
Antiskid box test
ATA 32
Page 252/ 256
Then, when all the tests have been performed:
Green and/or blue hydraulic sytsem(s) are de-pressurized.

Before leaving the aircraft, replace access panel of the antiskid box. Aircraft DC and AC constant frequency networks are de-energized.
S32A5
ACOS v1.6
Summary
ATA 32
Page 253/ 256
ATA 32 LANDING GEAR

General description
S32A5
12
Interfaces
13
Features
14
17
18
20
22
26
28
30
Main gear doors
32
34
38
40
42
46
50
52
56
58
60
62
ACOS v1.6
Summary
ATA 32
S32A5
Page 254/ 256
66
68
70
72
74
76
77
80
84
86
88
Wheels description
90
92
94
100
Pedals description
102
104
108
112
116
118
120
122
126
ACOS v1.6
Summary
ATA 32
S32A5
Page 255/ 256
Brakes description
128
Brakes operation
134
136
138
142
144
146
148
152
154
159
162
164
166
168
170
172
176
178
180
182
190
192
MFC description
196
ACOS v1.6
Summary
ATA 32
S32A5
Page 256/ 256
200
202
208
210
Tail prop
216
218
Antiskid panel
220
222
223
224
226
228
230
234
Antiskid box test
238
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 33 LIGHTS

ATA 33
Lighting general description
Page 2/ 96
V3301
ACOS v1.6
ATA 33
Page 3/ 96
This chapter deals with normal and emergency aircraft lighting for the cockpit and the cabin, as well as exterior and ground service lighting.
For aircraft lighting, different systems are installed:
controlled from the cockpit:

- cockpit lighting,
- cabin signs lighting,
- emergency lighting,
- exterior lighting.
controlled from the cabin attendant panel:
- cabin lighting,
- emergency lighting,
- rear cargo compartment lighting.
controlled from exterior panels:
- FWD cargo compartment,
- Main and Nose Landing Gear wells,
- FWD and AFT avionics compartment,
- refuelling panel.
V3301
ACOS v1.6
ATA 33
V3301
Page 4/ 96
ACOS v1.6
ATA 33
Page 5/ 96
Cockpit Lighting
The cockpit lighting is provided with integral instrument lighting. For illumination of work surfaces and side consoles, incandescent spot lights and flood
lights are installed. The intensity of all instrument and panel lighting can be adjusted. Storm lights located below the glareshield provide an augmentation
of the lighting intensity.
As soon as DC Normal bus is supplied, six lights located below the glareshield, and one light on the overhead panel directed to the pedestal illuminate.
The general cockpit illumination is obtained from two dimmable DOME lights.
Cabin Signs
"FASTEN SEAT BELTS" and "RETURN TO YOUR SEAT" sign in the toilet and / or "NO SMOKING" cabin signs may be selected. They will be
accompanied by a high and low chime in the cabin.
Each PSU (Passenger Service Unit) includes 1 or 2 reading light(s) and an attendant call membrane key. A brief aural signal is heard.
V3301
ACOS v1.6
ATA 33
Page 6/ 96
Cabin And Cargo Lighting
Normal cabin lighting consists of two rows of fluorescent lights. In addition, separate lighting is installed in the rear cargo compartment.
These lights are operated from the cabin attendant panel. The forward cargo bay is lit from a switch located outside, on the cargo door operating panel.
A switch located RH of the entrance door, provides 2 min illumination of two emergency lights and the cockpit entrance light. Another switch located at the
cockpit entrance panel (40VU) provides the same functions. As soon as passenger door is open, Ground Handling bus is available (entrance light power
supply) .
V3301
ACOS v1.6
ATA 33
V3301
Page 7/ 96
ACOS v1.6
ATA 33
V3301
Page 8/ 96
ACOS v1.6
ATA 33
Page 9/ 96
Emergency lighting
EXIT CEILING and EXTERIOR emergency lights are supplied with 6 VDC. Two sources are available:
DC STBY BUS via a voltage divider.

6 V integral batteries charged from the DC STBY BUS with a 10 mn capacity.
In case of system activation, lights will be supplied by DC STBY BUS. If this source fails, the batteries will be utilized automatically.
With aircraft batteries supply only, the cockpit lighting is restricted to:
RH DOME light with the possibility of switching it off,

LH three lights located below the glareshield,
Overhead panel light illuminating the pedestal.
Emergency evacuation path marking near the floor is a photoluminescent system.
V3301
ACOS v1.6
ATA 33
Lights cockpit cargo and cabin attendant panels location
Page 10/ 96
V3302
ACOS v1.6
ATA 33
V3302
Page 11/ 96
ACOS v1.6
ATA 33
V3302
Page 12/ 96
ACOS v1.6
ATA 33
Interfaces
Page 13/ 96
Interfaces
V3303
ACOS v1.6
ATA 33
Features
Page 14/ 96
Features
This module gives general information about ATR family features.

Please, click on features labels, on the left of this screen, for futher information about ATR features.
When depressing relevant pushbutton, the following light illuminate for 2 minutes:
cabin attendant panel Exit light,

forward emergency Exit light,
flight compartment Entrance light.
These light are available without supplying the aircraft electrical network, using the ground handling bus.
V3304
ACOS v1.6
ATA 33
Page 15/ 96
V3305
ACOS v1.6
ATA 33
Flight compartment light panel description
Page 16/ 96
V3306
ACOS v1.6
ATA 33
Page 17/ 96
The flight compartment light panel comprises:
the DOME light switch,

the STBY COMPASS switch,
the STORM switch. Select switch(es) for more information.
V3306
ACOS v1.6
ATA 33
Page 18/ 96
The two flight compartment dome lights are controlled by DOME switch having three positions: BTR / DIM / OFF.
In normal operation, the two DOME lights are supplied by 28 VDC BUS 1. The two DOME lights can be dimmed by means of switch in DIM position.
In the event of loss of 28 VDC BUS 1, only RH DOME lights remains ON. It is then supplied with 28 VDC EMER BUS with only full brightness, regardless
of the switch position (DIM or BRT).
Standby compass switch
The standby compass light is supplied with 28 VDC EMER BUS.

V3306
ACOS v1.6
ATA 33
Page 19/ 96
In case of bad weather conditions (storms), this lighting provides an intense brightness to instrument panels.
It comprises two 6W fluorescent lights supplied, via two ballast units, by 28 VDC BUS 1.
These two fluorescent lights are located under the glareshield of centre instrument panel.
On the overhead panel, on panel 23 VU, STORM switch controls illumination of:
both fluorescent lights,
floodlighting is overriden to the maximum intensity.
This lighting is intense, without possibility of adjustment.

V3306
ACOS v1.6
ATA 33
Annunciator light panel description
Page 20/ 96
V3308
ACOS v1.6
ATA 33
Page 21/ 96
The system enables the crew to perform an automatic test of the flight compartment annunciator lights. The annunciator light panel comprises a switch
with 3 positions (TEST/BRT/DIM).
Position BRT: Current annunciator lights illuminate in full brightness.

Position DIM: Current annunciator lights are dimmed.
Position TEST: All annunciator lights illuminate in full brightness. Fuel quantity, TAT/SAT, TAS, FUEL flow display 8's. Engine indicators TQ, NP, ITT, NH
show 1888 code. Auto-press display control shows 18800.
V3308
ACOS v1.6
ATA 33
Annunciator light panel operation
Page 22/ 96
All the annunciator lights can be tested to check correct bulb operation.
When annunciator light test switch is selected to TEST position, it:
adds a positive signal to the annunciator lights equipped with a permanent ground,
adds a ground signal to the annunciator lights equipped with a permanent positive signal,
sends an input to the MFC; to activate all their annunciator light outputs (fault).
Note: during a light test, if some MFC modules are not supplied, corresponding lights will not illuminate.
V3309
ACOS v1.6
ATA 33
Page 23/ 96
The bright and dim modes are controlled by ANN LT switch 2LP located on overhead panel 22VU. This switch controls the transistors which ensure
annunciator light dimming.
When the switch is in BRIGHT position, the dimming units are supplied. The transistors are conducting and the resistances are short-circuited.
Annunciator light dimming is achieved by placing the switch in DIM position: the transistor is not conducting and the resistance is in series with the
annunciator light.
V3309
ACOS v1.6
ATA 33
Console and reading light panel description
Page 24/ 96
V3310
ACOS v1.6
ATA 33
Page 25/ 96
V3310
ACOS v1.6
ATA 33
V3310
Page 26/ 96
ACOS v1.6
ATA 33
Page 27/ 96
Each panel comprises two knobs:
upper knob adjusts the side console light,

lower knob adjusts the reading light brightness.
Captain's Console light This console light is supplied with 28VDC BUS 1. Lighting is controlled by CAPT CONSOLE LT rheostat located on panel 2VU.
First Officer's Console lights This area comprises two lights. These lights are supplied with 28VDC BUS 2. They are controlled by F/O CONSOLE LT
rheostat located on panel 6VU.
Captain's reading light Captain's reading light is located in the overhead panel lining. It is supplied with 28VDC BUS1. This reading light is equipped with a
4.8 W lamp. It is controlled by a CAPT READING LT rheostat located on panel 2VU.
First Officer's reading light The first Officer's reading light is located in the overhead panel lining. It is supplied with 28VDC BUS2. This reading light is
equipped with a 4.8 W lamp. It is controlled by F/O READING LT rheostat located on panel 6VU.
V3310
ACOS v1.6
ATA 33
Instrument and panel light panel (integral lighting) description
Page 28/ 96
V3312
ACOS v1.6
ATA 33
Page 29/ 96
V3312
ACOS v1.6
ATA 33
V3312
Page 30/ 96
ACOS v1.6
ATA 33
Page 31/ 96
The instrument and integral lighting panel comprises:
the INST rotary selector,

the DSPL rotary selector,
the PNL rotary selector.
Select rotary selector for more information.

INST rotary selector
This selector controls the integral lighting of the instruments on the overhead panel, glareshield and the centre panel.
Display rotary selector
DSPL potentiometer located on panel 111VU enables display brightness to be adjusted.

Several indicators are provided with alphanumerical display:
AUTO PRESS control,

FUEL QTY indicators,
TAT / SAT indicator.
Brightness adjustment is provided by a direct current power supply from 28 VDC ESS BUS which provides variable voltage from 0.8 to 5 Volts.
Panel rotary selector
This selector controls the instrument integral panels lighting and the emergency instruments lighting.
V3312
ACOS v1.6
ATA 33
Floodlight panel description
Page 32/ 96
V3314
ACOS v1.6
ATA 33
Page 33/ 96
FLOODLIGHT ROTARY RHEOSTAT
Following lights are controlled by LT FLOOD dual rheostat with single control and located on panel 112VU.
4 lights located under the glareshield, on the dividing line between centre instrument panel and Captain's and First Officer's instrument panel,
Two miniature lights with dimmer caps are located near panels 2VU and 6VU.
The centre pedestal is lit by a floodlight located on panel 21VU. A special cut-out mask delimits the area to be lit. This floodlight is equipped with a
4.5 V lamp.
The captain lights and the pedestal light are supplied with 28VDC EMER BUS. The first officer lights are supplied with 28VDC BUS 1. When storm switch
is set to ON, flood brightness adjustment is overriden.
V3314
ACOS v1.6
ATA 33
Entrance light panel description
Page 34/ 96
V3316
ACOS v1.6
ATA 33
Page 35/ 96
When depressing entrance light pushbutton (from flight compartment or from aft passenger entrance door), the following lights illuminate (2 minutes time
delay):
Cabin attendant panel Exit light,
Forward emergency Exit light,
Flight compartment Entrance light.
These lights are available without supplying the aircraft electrical network, using the ground handling bus.
A second FWD Cargo lighting switch is located on flight compartment entrance light panel.
V3316
ACOS v1.6
ATA 33
Signs and memo panels description
Page 36/ 96
V3318
ACOS v1.6
ATA 33
Page 37/ 96
V3318
ACOS v1.6
ATA 33
V3318
Page 38/ 96
ACOS v1.6
ATA 33
Page 39/ 96
The passenger SIGNS panel controls are:
the NO SMOKING switch,

the SEAT BELTS switch.
When NO SMOKING switch is selected to NO SMK position:
NO SMOKING signs in the passenger compartment illuminate,

NO SMOKING blue light on the indicator light panel (MEMO panel) illuminates,
high and low chime is heard in the cabin.
SIGNS and Memo panel lights power supply is 28VDC from BUS 2.
When SEAT BELTS switch is selected to SEAT BELTS position:
SEAT BELTS blue signs in the passenger compartment illuminate,

SEAT BELTS blue light on the indicator light panel (MEMO panel) illuminates,
high and low chime is heard in the cabin.
SIGNS and Memo panel lights power supply is 28VDC from BUS 2.
V3318
ACOS v1.6
ATA 33
Galley light description
Page 40/ 96
V3319
ACOS v1.6
ATA 33
Page 41/ 96
The galley area lighting is provided by a fluorescent light. This light is controlled by "GALLEY" membrane key located on attendant panel 2MW.
GALLEY light power supply is 28 VDC from Service bus.
V3319
ACOS v1.6
ATA 33
Lavatory light description
Page 42/ 96
V3321
ACOS v1.6
ATA 33
Page 43/ 96
Lavatory lighting consists of two systems:
the normal lighting system: it is supplied by the 28 VDC SVCE BUS. When LAV membrane key, located on panel 2MW, is pressed, lavatory
fluorescent light comes on;
the emergency lighting system: it is supplied by the 28 VDC EMER BUS. Lavatory emergency light, located on lavatory PSU, is lit when the lavatory
door is locked closed (as microswitch provides electrical circuit continuity).
V3321
ACOS v1.6
ATA 33
Lateral passengers lights description
Page 44/ 96
V3323
ACOS v1.6
ATA 33
Page 45/ 96
V3323
ACOS v1.6
ATA 33
V3323
Page 46/ 96
ACOS v1.6
ATA 33
Page 47/ 96
Illumination of the passenger compartment is provided by two lateral strips of fluorescent lights (10 on the R side and 11 on the L side), each of them
supplied by a ballast unit.
Lighting is controlled from attendant panel 2MW by means of pushbutton switch "LAT PASS".
On ground, the DC SVCE BUS is supplied by the electrical ground power unit via the ground connector; the busbar is energized as soon as GND SVCE
BUS pushbutton switch on panel 2MW is pressed.
Pressing the pushbutton switch "LAT PASS" results in power supply of every other fluorescent light in a zigzag pattern (half lighting of both side).
If the 28VDC SVCE BUS is not supplied by the electrical ground power unit via the ground connector, the MIN CAB LT switch (23VU overhead panel)
provides power supply of lateral lighting fluorescent lights (minimum lighting). These lights are supplied through 28VDC ESS BUS.
As soon as engines are started up (or DC GPU available and connected), the 28VDC BUS1 and 28VDC BUS2 are supplied. The lights which were not
supplied are serviceable. All fluorescent lights are supplied through corresponding circuit breakers. Power of the fluorescent light is 36W.
V3323
ACOS v1.6
ATA 33
Upper passengers lights (ceiling) description
Page 48/ 96
V3325
ACOS v1.6
ATA 33
Page 49/ 96
The passenger compartment upper lighting consists of two rows of fluorescent lights (10 on the right side, 10 on the left side), each of them being supplied
by a ballast unit.
This lighting system is controlled from cabin attendant panel 2MW by meams of pushbutton switch "CEILING". 28VDC UTIL BUS2 supplies 10 fluorescent
lights and 28VDC UTIL BUS1 supplies the 10 remaining ones.
Activation of "CEILING" enables power supply of all the upper fluorescent lights through relevant circuit breakers. The power of each fluorescent light is
36W.
V3325
ACOS v1.6
ATA 33
Entry light description
Page 50/ 96
V3327
ACOS v1.6
ATA 33
Page 51/ 96
The aft entrance area lighting is provided by a fluorescent light.

This light, supplied by a ballast unit through relevant circuit breakers, is controlled by "ENTRANCE" membrane key located on attendant panel 2MW.
Entry light is supplied by 28VDC SVCE BUS busbar.
V3327
ACOS v1.6
ATA 33
Passengers reading lights description
Page 52/ 96
V3329
ACOS v1.6
ATA 33
Page 53/ 96
Each PSU (Passenger Service Unit) includes 2 reading lights.

Each passenger can switch ON or OFF the reading light via a membrane key located adjacent to the reading light.
Passenger reading lights are supplied with ACW BUS 1 and BUS 2. Passenger reading lights are controlled by SERVICE BUS 1 and BUS 2.
V3329
ACOS v1.6
ATA 33
Passengers calls description
Page 54/ 96
V3331
ACOS v1.6
ATA 33
Page 55/ 96
V3331
ACOS v1.6
ATA 33
V3331
Page 56/ 96
ACOS v1.6
ATA 33
Page 57/ 96
The call system is supplied from the 28VDC UTIL BUS1. Attendant call is achieved by pressing call membrane key located on the PSU (Passenger
Service Unit).
The lighted signs or aural messages can be transmitted to:
the flight compartment,

the passengers,
the lavatory.
On each PSU, a light annunciator comes on to show the area from which the call is made.
A brief aural signal is heard. A "FWD" passenger, "AFT" passenger or "LAVATORY" light, located on attendant panel comes on to indicate that a
passenger call has been made from the passenger compartment or the lavatory. The light can be extinguished by pressing the pushbutton switch again.
V3331
ACOS v1.6
ATA 33
Cargo and service compartment lights description
Page 58/ 96
V3333
ACOS v1.6
ATA 33
Page 59/ 96
This system provides lighting for maintenance and cargo loading operations.
The above functions are accomplished respectively by:
forward and aft cargo compartment lighting.

Refuel / Defuel panel lighting.
FWD and AFT Avionics compartments.
Wheel wells lighting.
CARGO COMPARTMENT LIGHTING
The Forward baggage compartment lighting is achieved by means of a fluorescent light. Electrical Power is supplied from 28VDC SVCE BUS.
Control is achieved by means of 2 two-way switches, one located on electronics rack 80VU (panel 40VU: cockpit entrance panel), the other one outside
the aircraft on the fuselage (panel 5001VU: cargo door control panel).
The aft baggage compartment is lit by a dome light 6LU controlled by ''CARGO'' membrane key located on cabin attendant panel.
REFUELING PANEL LIGHTING
Refueling panel illumination during ground operations is provided by a light installed in the aft part of the right main landing gear fairing and controlled by a
microswitch.
The light comes on by opening the refuel / defuel door. This action causes the closure of the microswitch 20QU which allows the light to be supplied by 28
VDC GROUND HANDLING BUS.
AVIONICS COMPARTMENT
The system consists of :
one aft avionics compt light with a white colour 30W lamp, installed in aft avionics compartment.
one avionics compt switch located inside the tail cone.
one forward avionics compt lamp (30W) fitted with its switch, installed in the forward avionics compartment.
The lights are supplied by 28 VDC SERVICE BUS.

WHEEL WELLS LIGHTING
The system consists of :
two (L and R) main wheel well lights with a white colour 30W lamp, installed in the respective main landing gear bay,
one nose wheel well light with a white colour 30W lamp, installed in the nose landing gear bay,
one NLG SVCE LT switch 5LM located on the 5000VU panel,
one main L/G LT switch 8LM located on the refueling panel 5004VU.
The lights are supplied by 28VDC service bus.
V3333
ACOS v1.6
ATA 33
Beacon lights description
Page 60/ 96
V3334
ACOS v1.6
ATA 33
Page 61/ 96
V3334
ACOS v1.6
ATA 33
V3334
Page 62/ 96
ACOS v1.6
ATA 33
Page 63/ 96
Collisions in flight are prevented by two white flashing lights installed respectively on the uppermost and lowest points of the aircraft and controlled by a
switch.
one top anti-collision light, installed on the vertical fin tip,

one bottom anti-collision light, installed on the bottom of the main landing gear fairing,
a top anti-collision light power supply unit,
one beacon EXT LT switch, installed on the EXT LT section 27VU, in the flight compartment.
Each light is equipped with a 45W lamp and a transformer, which converts the input voltage from low to high values.
The lights are supplied by 28VDC service bus or by the 28VDC BUS 1.
V3334
ACOS v1.6
ATA 33
Navigation lights description
Page 64/ 96
V3336
ACOS v1.6
ATA 33
Page 65/ 96
The position of the aircraft is indicated by navigation lights installed on the wing tips and tail cone and controlled by a switch.
a red navigation light on the LH wing tip,

a green navigation light on the RH wing tip,
a white rear navigation on the tail cone,
one NAV/EXT/LT switch installed on the overhead panel EXT LT section 27 VU in the flight compartment.
Each navigation light is equipped with one 28VDC 50W lamp. The lights are supplied by 28VDC SVCE bus or by 28VDC bus 1.
Note: Ice evidence probe light illuminates when navigation light switch is set to NAV position.
V3336
ACOS v1.6
Strobe lights description
ATA 33
Page 66/ 96
Additionnal illumination to improve the aircraft visibility in adverse athmospheric conditions is provided by three flashing lights installed on the wing tips
and tail cone, and controlled by a switch.
three white strobe lights installed respectively on the wing tips and tail cone, close to the navigation lights,
one strobe EXT/LT switch 1LC located on EXT LT panel 27VU in flight compartment.
The lights are synchronized at 60 flashes per minute. The synchronizing function is provided by the power supply unit. The lights are supplied by
115VACW BUS 2 and by 115VACW BUS 1.
V3338
ACOS v1.6
ATA 33
Page 67/ 96
Additionnal illumination to improve the aircraft visibility in adverse athmospheric conditions is provided by three flashing lights installed on the wing tips
and tail cone, and controlled by a switch.
three white strobe lights installed respectively on the wing tips and tail cone, close to the navigation lights,
one strobe EXT/LT switch 1LC located on EXT LT panel 27VU in flight compartment.
The lights are synchronized at 60 flashes per minute. The synchronizing function is provided by the power supply unit. The lights are supplied by
115VACW BUS 2 and by 115VACW BUS 1.
V3338
ACOS v1.6
ATA 33
Logo lights description
Page 68/ 96
V3340
ACOS v1.6
ATA 33
Page 69/ 96
Illumination of the company logo located on the vertical fin, is provided by two lights installed on the horizontal stabilizer lower surface and controlled by a
switch.
two L and R lights installed on both sides of the horizontal stabilizer lower surface, close to the leading edge,
one LOGO/EXT LT switch installed on the overhead panel EXT LT section 27VU in the flight compartment.
Each light is equipped with a 90W lamp and a lens deflector which gives the deviation necessary to direct the beam towards the vertical fin surface. The
lights are supplied by 28VDC service bus.
V3340
ACOS v1.6
ATA 33
Taxi and take-off lights description
Page 70/ 96
V3342
ACOS v1.6
ATA 33
Page 71/ 96
An adequate illumination of pilots field of vision during taxi maneuvers is provided by taxi / take-off lights installed on the nose landing gear and controlled
by a switch.
two L and R taxi and take-off lights, installed side by side on the nose landing gear leg,
one TAXI EXT/LT switch located on the overhead panel EXT/LT section 27VU in the flight compartment.
The lights are supplied by 115VACW BUS 2, and each is equipped with a sealed beam 150W lamp and autotransformer.
TAXI and TAKE-OFF lights supply is automatically cut off as soon as the landing gear lever is selected to UP.
V3342
ACOS v1.6
ATA 33
Landing lights description
Page 72/ 96
V3344
ACOS v1.6
ATA 33
Page 73/ 96
Adequate illumination, during landing, is provided by two fixed landing lights installed in the forward part of main landing gear fairing bay and each one
controlled by a switch.
two L and R landing lights, installed on the forward part of the main landing gear fairing bays,
two L and R LAND/EXT LT switches installed on overhead panel EXT LT 27 VU in the flight deck.
Each landing light is equipped with a 28VAC, 450W, sealed beam, quartz halogen lamp and an autotransformer. The lights are supplied by 115VACW
BUS 1 (LH light) and by 115VACW BUS 2 (RH light).
The electrical control circuits are supplied by 28VDC BUS 1 (LH circuit) and by 28VDC BUS 2 (RH circuit).
V3344
ACOS v1.6
ATA 33
Wing lights description
Page 74/ 96
V3346
ACOS v1.6
ATA 33
Page 75/ 96
Monitoring of critical areas, such as wings and engines during flight under ice conditions, is allowed by two lights installed on the fuselage and controlled
by a switch.
One L wing and ENG/SCAN light installed on the cargo door;

One R wing and ENG/SCAN light installed on the side of the fuselage forward section;
One wing EXT/LT switch installed on the overboard panel EXT LT sect. in the flight compartment.
Each light consists of a 28 VDC, 100 W lamp of the sealed deviation type necessary to direct the beam towards the wing leading edge and the engine air
intake. The lights are supplied by the 28 VDC BUS 2.
V3346
ACOS v1.6
ATA 33
Signs panels and cabin attendant panel description
Page 76/ 96
V3348
ACOS v1.6
ATA 33
Page 77/ 96
V3348
ACOS v1.6
ATA 33
V3348
Page 78/ 96
ACOS v1.6
ATA 33
Page 79/ 96
The emergency lighting system enables passenger and crew to exit safely from the aircraft during emergency evacuation. Emergency lights are supplied
by emergency batteries. The emergency system operation is controlled by means of ON/ARM/DISARM three-position switch, located on flight
compartment overhead panel (24VU). In order to prevent inadvertent operation, this switch can be locked in any of the three positions. Emergency lighting
can also be controlled from cabin attendant panel in passenger compartment, by pressing "EMERGENCY LIGHT" pushbutton switch. Action on this
pushbutton switch, after removing safety guard,overrides all positions of cockpit switch 2WL.
A. ARM Position. This is the normal switch position during flight. The emergency lighting is automatically actuated as soon as both DC generators are lost
or when the standby bus voltage is below 18V. Otherwise, the emergency lighting remains off and the 6V emergency batteries are slowly charged when
the power supply voltage is 28V (STDBY BUS).
B. ON Position. The emergency lighting comes on whether or not the power supply voltage is 28V. (The 6V emergency batteries will be discharged only
when the onboard network voltage decreases below 18V). Batteries are charged if power supply voltage is 28V.
C. DISARM Position. The emergency lighting is off whether or not the power supply voltage is 28V. This is the normal position of the switch when the
aircraft is on ground. The batteries are charged as long as the aircraft network power supply voltage is 28V. the DISARM caution light located on
overhead panel 24VU comes on if 28V power supply is available on aircraft network.
V3348
ACOS v1.6
ATA 33
Emergency exit lights description
Page 80/ 96
V3349
ACOS v1.6
ATA 33
Page 81/ 96
V3349
ACOS v1.6
ATA 33
V3349
Page 82/ 96
ACOS v1.6
ATA 33
Page 83/ 96
V3349
ACOS v1.6
ATA 33
V3349
Page 84/ 96
ACOS v1.6
ATA 33
Page 85/ 96
The emergency lighting system is independent from the main lighting system. It consists of :
Exterior lighting
3 floodlights, located on the fuselage for ground lighting.

1 stair integrated ground floodlight.
Interior lighting
5 dome lights located in the ceiling in the passenger compartment axis.

2 EXIT signs located at each end of the passenger compartment and showing the location of emergency exits.
4 EXIT signs located above or next to the emergency exits
4 EXIT signs located next to the emergency exists in the vicinity of the floor.
V3349
ACOS v1.6
ATA 33
Emergency exit lights power supply description
Page 86/ 96
V3350
ACOS v1.6
ATA 33
Page 87/ 96
Number of EMERGENCY POWER SUPPLY = 4.

The power suppy units consist of a 28/6V converter provided for power supply of bulbs belonging to the whole emergency lighting system. They also
include a charged battery and the logic circuits required for power supply of the various lights. they are equipped with 5 outputs in parallel to supply the
various emergency lights.
The internal electronics circuit is provided with a device which prevents discharge of emergency lighting batteries during storage. On the aircraft, the
power supply units are also equipped with a device preventing emergency lighting battery discharge below the threshold, which would affect the system
operation.
Dome lights, floodlights, EXIT signs at emergency exits and aisle ends, are supplied by power supply units.
V3350
ACOS v1.6
ATA 33
Emergency exit lights power supply operation
Page 88/ 96
The batteries are charged from the 28 VDC standby bus.

In ARM position, Emergency lights will automatically illuminate if both DC generators are lost or if standby bus voltage drops below 18 VDC.
V3351
ACOS v1.6
ATA 33
Annunciator lights test maintenance operation
Page 89/ 96
Energization of AC and DC aircraft constant frequency network has been performed. To perform annunciator light test, all system circuit breakers must be
closed. MFC operation is checked.
Operational test of annunciator light test system: On panel 22 VU, place switch ''ann lt / test /brt / dim'' (2LP) in ''test'' position.
V3355
ACOS v1.6
ATA 33
V3355
Page 90/ 96
ACOS v1.6
ATA 33
Page 91/ 96
Check that all annunciator lights in the flight compartment are illluminated. All alphanumeric indicators display ''eights'' and both engine fire handles red
lights illuminate.
Check that all annunciator lights in the flight compartment are illluminated. All alphanumeric indicators display ''eights'' and both engine fire handles red
lights illuminate.
On panel 22 VU, place switch ''ann lt / test /brt / dim'' (2LP) in ''BRT'' position.
When switch ''ann lt / test / brt / dim'' (2 LP) is in ''BRT'' position:
annunciator lights that were not illuminated before the test, extinguish.
''eights'' display goes off.
both engine fire handles red lights extinguish.
De-energization of AC and DC aircraft constant frequency network is then performed.
V3355
ACOS v1.6
ATA 33
Taxi and take-off light operational test
Page 92/ 96
System studied: Taxi and Take Off lights
Energization of AC and DC aircraft constant frequency network has been performed.

TAXI AND TAKE-OFF lights operational test:
On panel 122vu make certain that the relevant following circuit breakers are closed.
On panel 27 VU place ext lt / TAXI & TO switch 1lr in TAXI & TO position.
V3356
ACOS v1.6
ATA 33
Page 93/ 96
Check that LH and RH taxi and take-off lights 3LR and 6LR come on.
On panel 27vu replace switch 1LR in OFF position.
De-energization of AC and DC aircraft constant frequency network is then performed.

V3356
ACOS v1.6
ATA 33
Replacing of a grilled bulb
Page 94/ 96
System studied: Grilled bulb
After performing an annunciator light test, a grilled bulb is located on a pushbutton switch. To replace grilled bulb:
Locate spare bulbs kit box installed behind co-pilots seat.

Locate pushbutton extracting tool.
Properly insert extractor into periphery of relevant pushbutton switch in order to grip it and to slide it out of its housing.
Remove and replace grilled bulb(s) with spare bulbs available from the kit box.
Perform an annunciator light test to check bulb(s) replacement.
V3357
ACOS v1.6
Summary
ATA 33
Page 95/ 96
ATA 33 LIGHTS
V3357
10
Interfaces
13
Features
14
15
16
20
22
24
28
32
34
36
40
42
44
48
50
52
54
58
60
64
ACOS v1.6
Summary
ATA 33
V3357
Page 96/ 96
66
68
70
72
74
76
80
86
88
89
92
94
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 34 NAVIGATION SYSTEM

ATA 34
General description
Page 2/ 246
General description
V3401
ACOS v1.6
General description
ATA 34
Page 3/ 246
The aircraft navigation systems provide the crew with information required for a flight in compliance with safety requirements.
This data can be divided into 8 groups :
flight environment data,

attitude and direction,
Electronic Flight Instrument System,
Navigation,
Air traffic,
aircraft internal aids,
landing,
flight management computing (see chapter AFCS).
V3401
ACOS v1.6
ATA 34
V3401
General description
Page 4/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 5/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 6/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 7/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 8/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 9/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 10/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 11/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 12/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 13/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 14/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 15/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 16/ 246
ACOS v1.6
ATA 34
V3401
General description
Page 17/ 246
ACOS v1.6
ATA 34
Cockpit panels
Page 18/ 246
Cockpit panels
V3402
ACOS v1.6
ATA 34
V3402
Cockpit panels
Page 19/ 246
ACOS v1.6
ATA 34
V3402
Cockpit panels
Page 20/ 246
ACOS v1.6
ATA 34
V3402
Cockpit panels
Page 21/ 246
ACOS v1.6
ATA 34
V3402
Cockpit panels
Page 22/ 246
ACOS v1.6
ATA 34
V3402
Cockpit panels
Page 23/ 246
ACOS v1.6
ATA 34
Interfaces
Page 24/ 246
Interfaces
V3403
ACOS v1.6
ATA 34
Features
Page 25/ 246
Features
V3404
ACOS v1.6
ATA 34
V3404
Features
Page 26/ 246
ACOS v1.6
ATA 34
V3404
Features
Page 27/ 246
ACOS v1.6
ATA 34
V3404
Features
Page 28/ 246
ACOS v1.6
ATA 34
V3404
Features
Page 29/ 246
ACOS v1.6
ATA 34
V3404
Features
Page 30/ 246
ACOS v1.6
ATA 34
V3404
Features
Page 31/ 246
ACOS v1.6
ATA 34
Page 32/ 246
V3405
ACOS v1.6
ATA 34
V3405
Page 33/ 246
ACOS v1.6
ATA 34
V3405
Page 34/ 246
ACOS v1.6
ATA 34
Air Data System description
Page 35/ 246
V3406
ACOS v1.6
ATA 34
V3406
Page 36/ 246
ACOS v1.6
ATA 34
Page 37/ 246
The aircraft navigation systems provide the crew with information required for a flight in compliance with safety requirements. This data can be divided into
several groups. One of these groups is called "flight environment data" which comprises normal and standby A.D.S.
Air data is supplied by two primary Air Data Systems (ADS) and by conventional standby pitot and static instruments.
The system comprises :
2 Air Data Computers (ADC),

2 Altimeters (ALTM),
2 Air Speed Indicators (ASI),
2 TCAS Vertical Speed Indicators (VSI),
1 True AirSpeed / Temperature indicator (TAS/TAT).
A servo within each instrument moves the instrument pointers and counters.
There is no direct connection between pressure / static sources and primary instruments. Failure of the respective ADC or electrical failure to the
servomotors will render the instruments inoperative and cause the indicators to freeze.
A switch, located on main instrument panel 3VU, enables the two EEC's, the FDAU, the H.T.1000 and the TAS/ TEMP indicator to be switched either on
ADC1 or ADC2. A warning indicates any switching anomalies.
The standby air data instruments are :
1 Standby AirSpeed Indicator (STBY ASI),

1 Standby Altimeter (STBY ALTM).
These instruments provide backup for primary systems and are fully functional without any electrical source.
Each normal and standby air data circuit has two static ports located on each side of the fuselage (between frame 4 and 5 for normal circuit and between
3 and 4 for standby circuit).
Each circuit also has a pitot probe. The pitot probes are located between frame 1 and 2 on the left hand side for captain and standby circuits, and between
the same frames on the right hand side for the first officer circuit.
Total Air Temperature sensors are located on the RH and LH side of the karman.
V3406
ACOS v1.6
ATA 34
Air Data System Operations & Cockpit controls and indicators
Page 38/ 246
The ADC 1 computes the following parameters :
Vertical speed to the Vertical Speed Indicator TCAS,

Altitude pressure to the altitude indicator,
Computed airspeed (CAS) and maximum allowable airspeed (VMO) to the airspeed indicator,
True AirSpeed (TAS), Static AirSpeed (SAT) to the TAT-SAT/TAS indicator through the ADC switch when selected on ADC1. Temperature
information is provided by the total air temperature probe.
V3418
ACOS v1.6
ATA 34
Page 39/ 246
The airspeed indicator displays the airspeed and the VMO indication which are computed by the ADC.
The airspeed indicator outputs also an airspeed signal to the symbol generator. This signal is compared with an airspeed reference approach signal which
is set by the command airspeed set knob. Note : This knob controls also the command airspeed set cursor.
The symbol generator, in turn, delivers a fast/slow signal to the ADI. The pointer on the ADI indicates if the aircraft flies faster, slower or at the speed
selected by the knob.
In case of failure (s), flag "OFF" or "VMO" appears as per logics.

Note: Airspeed signal loss of ref airspeed for approach will lead to a red cross on the F/S scale.
V3418
ACOS v1.6
ATA 34
Page 40/ 246
The ADC provides coarse altitude (counter) and fine altitude (pointer) to the indicator.
The "BARO" set knob provides a baro correction to the air data computer and allows the display on the barometric counters of the barometric pressure in
inches of mercury and millibars.
In case of failure, a red "OFF" flag appears on the indicator as per the logic.
V3418
ACOS v1.6
ATA 34
Page 41/ 246
The following takes into account only the vertical speed (V/S) function of the indicator. The ADC provides altitude rate outputs to the indicator which
displays rates of climb or descent.
If the indicator is not able to display vertical speed information, the vertical speed pointer disappears when V/S flag appears in black on a yellow
background.
V3418
ACOS v1.6
ATA 34
Page 42/ 246
The indicator receives the True AirSpeed (TAS), the Static Air Temperature (SAT), the Total Air Temperature (TAT) and an air data valid signal from the
ADC 1 or ADC 2 (depending on the switching).
As the indicator displays normally the TAT, the "SAT" switch has to be pressed to display the SAT.
If the air data valid signal goes invalid, both displays are blank except for a single dash in the middle digit of each display.
To recover, the ADC switch has to be selected on ADC 2. Note : The selection switches only the information which are shown on the drawing and not all
the outputs (not shown) of each ADC
Note: FAULT illuminates if ADC selection does not match with switch position.
V3418
ACOS v1.6
ATA 34
Page 43/ 246
The ADC 2 computes the following parameters :
Vertical speed to the Vertical Speed Indicator TCAS,

Altitude pressure to the altitude indicator,
Computed airspeed (CAS) and maximum allowable airspeed (VMO) to the airspeed indicator,
True AirSpeed (TAS), Static AirSpeed (SAT) to the TAT-SAT/TAS indicator through the ADC switch when selected on ADC2. Temperature
information is provided by the total air temperature probe.
V3418
ACOS v1.6
ATA 34
Page 44/ 246
The airspeed indicator displays the airspeed and the VMO indication which are computed by the ADC.
The airspeed indicator outputs also an airspeed signal to the symbol generator. This signal is compared with an airspeed reference approach signal which
is set by the command airspeed set knob. Note : This knob controls also the command airspeed set cursor.
The symbol generator, in turn, delivers a fast/slow signal to the ADI. The pointer on the ADI indicates if the aircraft flies faster, slower or at the speed
selected by the knob.
In case of failure (s), flag "OFF" or "VMO" appears as per logics.

Note: Airspeed signal loss of ref airspeed for approach will lead to a red cross on the F/S scale.
V3418
ACOS v1.6
ATA 34
Page 45/ 246
The ADC provides coarse altitude (counter) and fine altitude (pointer) to the indicator.
The "BARO" set knob provides a baro correction to the air data computer and allows the display on the barometric counters of the barometric pressure in
inches of mercury and millibars.
In case of failure, a red "OFF" flag appears on the indicator as per the logic.
V3418
ACOS v1.6
ATA 34
Page 46/ 246
The following takes into account only the vertical speed (V/S) function of the indicator. The ADC provides altitude rate outputs to the indicator which
displays rates of climb or descent.
If the indicator is not able to display vertical speed information, the vertical speed pointer disappears when V/S flag appears in black on a yellow
background.
V3418
ACOS v1.6
ATA 34
Page 47/ 246
The indicator receives the True AirSpeed (TAS), the Static Air Temperature (SAT), the Total Air Temperature (TAT) and an air data valid signal from the
ADC 1 or ADC 2 (depending on the switching).
As the indicator displays normally the TAT, the "SAT" switch has to be pressed to display the SAT.
If the air data valid signal goes invalid, both displays are blank except for a single dash in the middle digit of each display.
To recover, the ADC switch has to be selected on ADC 1. Note : The selection switches only the information which are shown on the drawing and not all
the outputs (not shown) of each ADC
Note: FAULT illuminates if ADC selection does not match with switch position.
V3418
ACOS v1.6
ATA 34
Air Data Computers description
Page 48/ 246
V3411
ACOS v1.6
ATA 34
Page 49/ 246
V3411
ACOS v1.6
ATA 34
V3411
Page 50/ 246
ACOS v1.6
ATA 34
Page 51/ 246
The Air Data Computers (ADC) are units in the LH electronics rack :
ADC 1 on shelf 83 VU,

ADC 2 on shelf 82 VU,
On the front face of Air Data Computers (ADC) :
a PS pressure port for static pressure,

a PT pressure port for total pressure,
a SSEC DISABLE pushbutton : this pushbutton allows to cancel the Static Source Error Correction (of no interest for line maintenance and only
useful in workshop),
an identification plate,
an handle.
The Air Data Computer is a microprocessor based digital computer which accepts both digital and analog inputs, performs digital computations, and
supplies both digital and analog outputs.
It houses the pitot and static pressure transducers and the computation circuitry necessary to generate the information outputs displayed on the pilot
indicators and used by other aircraft systems.
V3411
ACOS v1.6
ATA 34
AHRS Operations & Cockpit controls and indicators
Page 52/ 246
V3428
ACOS v1.6
ATA 34
Page 53/ 246
The flux valves detect the magnitude and direction of the earth's magnetic field which is sent to the dual remote compensator.
The dual remote compensator compensates the flux valves by inserting small DC voltages to cancel the errors caused by magnetic disturbances.
Heading is sent to each AHRU.
The AHRU's provide heading and attitude information on the ASCB (private bus and ASCB bus) to SGU1 and SGU2 to display the heading on the EHSI's
and attitude on the EADI's respectively.
Note: information is also sent to the AFCS (Automatic Flight Control System).
In addition, roll and pitch informations are sent to the weather radar to stabilize the antenna.
Heading is sent from each AHRU to its opposite RMI.
Should an AHRU overheat occur, the "BITE LOADED" magnetic indicator will turn on.
This could lead to a possible "ATT FAIL" message on the EADI and "HDG FAIL" message on the EHSI.
When the TAS data from the ADC is lost, the "A/ERECT FAIL" light illuminates amber.
The AHRU will continue to operate without auto-erect capability.
Note: if the aircraft is stabilized (unaccelerated level flight), a gyro fast erection may be performed by depressing the associated pushbutton for 15
seconds. When released, the pushbutton remains illuminated as long as the TAS signal is lost.
V3428
ACOS v1.6
ATA 34
AHRU description
Page 54/ 246
AHRU description
V3421
ACOS v1.6
ATA 34
AHRU description
Page 55/ 246
V3421
ACOS v1.6
ATA 34
V3421
AHRU description
Page 56/ 246
ACOS v1.6
ATA 34
AHRU description
Page 57/ 246
The Attitude and Heading Reference Unit (AHRU) is an attitude and heading sensor which provides digital and selected outputs for aircraft guidance,
control and display.
The AHRU replaces the traditional vertical and directional gyros with a higher reliability, smaller size, and lower power design.
The strapdown mechanization also provides additional outputs of aircraft dynamic quantities such as body rates and accelerations.
Vertical mode:
The AHRU provides two modes of operation for the vertical axis of pitch and roll:
Normal mode uses the true airspeed to meet the required performance specifications.
Basic mode provides continued functional capability at reduced performance level should the system lose the TAS . Reversion to the basic mode is
automatic and annunciated by illumination of the A/ERECT FAIL pushbutton light located on the corresponding panel:
- Captain for AHRU 1.
- F/O for AHRU 2.
When the AHRS operates in basic mode (FAIL amber light illuminated), the pushbutton must be pressed for 15 seconds after any aircraft manoeuvre
in pitch or roll to obtain fast erection.
V3421
ACOS v1.6
ATA 34
V3421
AHRU description
Page 58/ 246
ACOS v1.6
ATA 34
AHRU description
Page 59/ 246
Heading mode :
The AHRU operates at all times in the slaved mode.

In this mode the heading is slaved to the flux valve.
To prevent errors due to the "North turning " phenomena, the flux valve slaving is cut-ofrf during manoeuvres which induce such errors.
Cooling:
The AHRU uses a self-contained 28 VDC fan. In addition, ambiant air is extracted by the aircraft air conditioned system.
A thermal sensor is provided to detect any abnormal temperature increase.
A discrete ground is processed by the MFC and failure can be displayed on the "BITE ADV DISPLAY" located on the F/O maintenance panel.
The "BITE LOADED" magnetic indicator is illuminated amber. By turning the rotary knob on "NAV" position. AHRS overheat conditions are shown by 2
following "BITE ADV DISPLAY" status :
V3421
ACOS v1.6
ATA 34
STBY Compass
Page 60/ 246
STBY Compass
V3426
ACOS v1.6
ATA 34
STBY Compass
Page 61/ 246
V3426
ACOS v1.6
ATA 34
V3426
STBY Compass
Page 62/ 246
ACOS v1.6
ATA 34
STBY Compass
Page 63/ 246
The aircraft is equipped with a standby compass indicator located on the upper left section of the centre instrument panel.
The standby compass is an independent magnetic instrument which provides the crew with a constant indication of aircraft magnetic heading.
It allows the heading provided by the main heading systems to be checked and acts as a backup when these systems are out of order.
The standby compass consists of a magnetic element free to rotate inside the compass bowl, immersed in a damping liquid.
The magnetic element is connected to a graduated compass card which indicates magnetic heading by moving in front of a lubber line.
The upper mounting plate is provided with a graduated scale on the forward edge used for deviation A correction by rotating the standby compass on its
mounting screws.
Below this scale are two holes marked B and C allowing, by means of a special key, control of the compensation devices associated with the East/West
and North/South axis. The two compensation devices are gear mechanisms which control the position of a pair of magnets. Compensation adjustment is
carried out on a compensation base with engines shut-down and all circuit breakers closed. The position of the magnets is repeated by the pointers on the
top of the mounting plate.
A replenishment access is provided on the front face.

A non magnetic lamp is used for illumination of the compass card through the lower part of the heading information viewing window. The 28 VDC lighting
power for the standby compass is provided by the emergency bus bar.
V3426
ACOS v1.6
ATA 34
STBY Horizon
Page 64/ 246
STBY Horizon
V3427
ACOS v1.6
ATA 34
STBY Horizon
Page 65/ 246
V3427
ACOS v1.6
ATA 34
V3427
STBY Horizon
Page 66/ 246
ACOS v1.6
ATA 34
STBY Horizon
Page 67/ 246
The aircraft is equipped with a standby horizon indicator located on the upper left section of the centre instrument panel.
It is supplied by the ESS BUS bar (28VDC) or by HOT EMER BAT BUS when ESS BUS voltage is under 18 VDC.
The standby horizon is an independent instrument which provides the crew with a constant indication of aircraft attitude.
It allows attitude provided by the main attitude systems to be checked and acts as a back up when these systems are out of order.
Pitch information Aircraft symbol is fixed. The pitch drum in the centre of the instrument is divided into two zones representing the sky and the earth. The
two zones are separated by the reference horizon. The centre part of the drum is graduated from -80 to + 80 in 5 intervals.
Roll information The drum is fixed to a roll pointer which moves in front of a dial graduated at 0, +/- 10, +/- 20, +/- 30, +/- 60 and +/- 90.
Quick caging Rapid realignment of the gyroscope can be obtained by pulling the knob.
Warning A red fluorescent flag appears if a failure occurs in the electrical power supply of the instrument or if abnormal rotation speed of the gyroscope is
detected.
V3427
ACOS v1.6
ATA 34
Electronic Flight Instrument System description
Page 68/ 246
The EFIS is an electronic system which processes data supplied by different sources (AHRS, ADC, AFCS, NAV and ADF) and displays it on two Cathode
Ray Tubes (CRT) in front of each pilot.
V3429
ACOS v1.6
ATA 34
Page 69/ 246
V3429
ACOS v1.6
ATA 34
V3429
Page 70/ 246
ACOS v1.6
ATA 34
Page 71/ 246
The EFIS consists of the following components:
four Electronic display units (EADI and EHSI),

two Symbol Generator Units (SGU),
two EFIS Control Panels (ECP),
two Instrument remote controllers.
The EFIS displays pitch roll attitude, heading course orientation, flightpath commands, weather radar data, optional terrain data and flight director mode
and source annunciators. Aircraft equipped with GNSS can also display GPS waypoint navigation information and advisory Vertical Navigation (VNAV).
The EFIS integrates essential display information from sensors, automatic flight control, navigation, performance and caution-warning systems into the
pilot's prime viewing area.
Each symbol generator can drive all four display units so that if a symbol generator fails, the remaining symbol generator drives the displays on both sides
of the cockpit.
If a display unit fails, a composite attitude/heading format can be displayed on the remaining operational display unit on that side of the cockpit.
The crew manually selects different attitude, air data and navigation sources for display using the EFIS Control Panel or remote switches.
Desired course and heading are selected using the instrument remote controller.
Critical display information is monitored within the EFIS by comparison monitors.
V3429
ACOS v1.6
ATA 34
EFIS Operation & Cockpit controls and indicators
Page 72/ 246
V3440
ACOS v1.6
ATA 34
Page 73/ 246
The Symbol Generator Unit (SGU 1(2)) receives data from AHRS1, AHRS2, NAV1...
Each pilot can independently select his display format using the EFIS Control Panel and functions as shown on the control panel.
The Captain's instrument remote controller interfaces with the Captain's SGU to supply independent selection of course for display on the Captain's EHSI
and a common selection of heading for both Captain and First Officer sides.
The First Officer's instrument remote controller interfaces with the First Officer's SGU to supply independant selection of course for display on the First
Officer's EHSI.
It also interfaces with the AFCS computer to supply a common selection of altitude for both pilots. The selected altitude is displayed on the Advisory
Display Unit (ADU).
In the event of a display unit failure, the HSI or ADI dim control on the ECP is turned to OFF position to present a composite display on the remaining
good display unit.
If one SGU input/output processor fails, red crosses are displayed on the relevant ADI or HSI. The SG FAIL appears red on the EADI and amber on the
EHSI.
To recover the information, the Capt's EFIS SG pushbutton has to be depressed. Please do it.
"SYS 2" white light illuminates on the Capt's EFIS SG pushbutton and "CAPT 2" green light illuminates on the F/O's EFIS SG pushbutton.
An SGU, EADI or EHSI overheat will be indicated by the BITE LOADED magnetic indicator located on the RH MFC maintenance panel.
On battery or with both DC generators lost, information will be displayed on the Captain's EADI and EHSI.
Captain's side is power supplied by 28 VDC STBY Bus while First Officer's side is power supplied by 28 VDC Main Bus 2.
V3440
ACOS v1.6
ATA 34
Symbol Generator Unit (SGU) Description
Page 74/ 246
V3431
ACOS v1.6
ATA 34
Page 75/ 246
Each Symbol Generator Unit (SGU) includes three main parts: A - Data input: Part acquiring data from attitude, heading and navigation systems,
B- ASCB input / output: Part sending and receiving data from ASCB bus enabling exchange of digital data with others systems,
C- Symbol generation: Part generating the picture sent to the EADI and EHSI CRT's.
V3431
ACOS v1.6
ATA 34
V3431
Page 76/ 246
ACOS v1.6
ATA 34
Page 77/ 246
The Symbol Generator Unit is the heart of the EFIS system. The received inputs come from:
the GNSS and NAV receivers for navigation displays and EFIS comparison monitoring,
the radio altimeter for radio altitude and decision height indicating,
the respective airspeed bug indicator for displaying airspeed deviations,
both AHRS for attitude and heading display and EFIS comparison monitoring,
the weather radar for display of weather radar information on the EHSI,
the AFCS for mode annunciation, heading selection, flight director command and coupling information.
All inputs are processed and transmitted to the electronic displays by video signals as a function of the selections made on the EFIS control panel.
The SGU forms all symbols, alphanumeric text and colors displayed on the EADI and EHSI Cathode Ray Tubes (CRT).
V3431
ACOS v1.6
ATA 34
VOR System description
Page 78/ 246
The VHF Omnidirectional Range (VOR) is a ground-based navigation aid, measuring radials from a facility.
Bearing information is shown by the Radio Magnetic Indicators (RMI) and by the Electronic Horizontal Situation Indicators (EHSI).
The system provides an aural signal to allow VOR station identification. The frequency used for the VOR system ranges between 108 and 117.95 Mhz
giving 200 channels in VOR/LOC mode (50 Khz spacing).
The VOR information is also displayed on the EHSI's, depending on the selection on the EFIS control panel.
On the EHSI, it also gives the lateral deviation between the aircraft heading radial and the radial selected by the pilot via the course selector of the
instrument remote controller.
V3441
ACOS v1.6
ATA 34
Page 79/ 246
V3441
ACOS v1.6
ATA 34
V3441
Page 80/ 246
ACOS v1.6
ATA 34
Page 81/ 246
The 2 VOR receivers are independent but use a common antenna (top of vertical stabilizer).
Each receiver is controlled by the associated NAV control box on the glareshield panel. Audio signals are transmitted to the remote control audio unit
(RCAU).
The normal operating status is :
NAV system 1 sends data to SGU1(Captain) which in turn provides EHSI1 with information. It also sends bearings to both RMI1 and RMI2.
NAV system 2 sends data to SGU2 (first officer) which in turn provides EHSI2 with information. It also sends bearings to both RMI 1 and RMI 2.
The NAV information transfer CAPT " F/O can be performed through the ASCB multidirectionnal bus. NAV information transfer is achieved by means of
Captain (or F/O) VOR/ILS switching.
Please select F/O switching.

Both captain HSI and F/O EHSI are supplied by the same NAV source (1).
Please select CAPTAIN switching.
Both Captain EHSI and F/O EHSI are supplied by the same NAV source (2). Note : Priority is given to the captain in switching actions : When the Captain
uses SYST2, the First officer cannot use SYST1 for the same information.
V3441
ACOS v1.6
ATA 34
VOR System Operation, Controls and indications
Page 82/ 246
V3445
ACOS v1.6
ATA 34
Page 83/ 246
Aircraft is in flight. Let's consider only First Officer NAV instrument dedicated to VOR utilization. Only VOR2 will be studied. F/O NAV control box is
switched to OFF. Please set F/O NAV control box to ON.
F/O NAV control box is ON. TOULOUSE VOR (117.7 Mhz) is displayed (Upper Navigation box frequency activated). The following information is
displayed on F/O EHSI :
Bearing 2 source annunciator (Green)
Bearing 2 pointer (double green shaft)
TO/FROM indicator (magenta) Please set F/O RMI VOR2 selector to VOR position (double green shaft).
When F/O RMI VOR2 selector is set to VOR position, same F/O EHSI information is displayed. Yellow Course deviation bar is controlled with CRS 2
remote controller for interception of selected radial.
In this example, the course deviation bar is selected to 325 and shows that the aircraft is on the left side of the bearing (deviation bar on the right). To
intercept the 325 course (145 Radial from TOULOUSE), aircraft has to be turned to approximately 030 to intercept it. Deviation bar will centre as the
aircraft intercepts the radial and will automatically turn onto track if NAV has been selected with AP engaged. Now let's perform VOR system test. Aircraft
must be on ground.
Aircraft has landed and is now on ground, VOR2 control unit is still operative. CRS is selected to 360. VOR system test can be performed. Now, please
select TEST pushbutton On F/O NAV control box.
When test pushbutton On F/O NAV control box is pressed :
The NAV box control unit amber display intensity is modulated from maximum to minimum (VOR self TEST is in progress).
RMI and EHSI VOR display are flagged (VOR signal seems lost) and about 4 seconds later
both RMI and EHSI VOR Bearing 2 pointers (double green shaft) indicate 000 (NORTH) and Course deviation bar is centered. Note : DME test is also
performed. VOR2 displays 100 NM and GSPD displays 100 KTS.
Then RMI and EHSI VOR Bearing 2 pointers return to their initial position (330). If no fault is detected during VOR self test, four dashes will be displayed
in the upper amber digit line and the fault code 00 appears in the lower amber digit line.
If an abnormal condition, but not a failure, is detected during self-test (e.g : low level signal,... etc), the diagnostic FLAG and code is displayed as shown.
If a failure is detected during self test, the diagnostic code DIAG appears in the upper amber digit line of the NAV control box, and relevant fault code is
displayed in the lower amber digit line. The table below gives the equivalence between the fault code and the detected failures or abnormal conditions.
V3445
ACOS v1.6
ATA 34
VHF Omni Directional Range system components
Page 84/ 246
V34i5
ACOS v1.6
ATA 34
V34i5
Page 85/ 246
ACOS v1.6
ATA 34
V34i5
Page 86/ 246
ACOS v1.6
ATA 34
Distance Measuring Equipment System description
Page 87/ 246
Distance Measuring Equipment is a dependant position determining system which processes data for different components (S.G.U,
A.F.C.S computer, G.N.S.S) and displays information on E.H.S.I in front of each pilot.
V3446
ACOS v1.6
ATA 34
Page 88/ 246
The Distance Measuring Equipment is a medium range navigational aid operating in the 1,025 to 1,150 MHz frequency range with 1 MHz spacing.
It indicates the slant distance of the aircraft from a selected DME station on EHSI.
It also computes:
Ground Speed (GSPD),

Time-To-Go (TTG) information.
which are selectable through the GSPD / TTG pushbutton on the EFIS control panel.
V3446
ACOS v1.6
ATA 34
Page 89/ 246
V3446
ACOS v1.6
ATA 34
V3446
Page 90/ 246
ACOS v1.6
ATA 34
Page 91/ 246
DME system is composed of:
Two DME antennae,

Two DME interrogators,
Two VOR / ILS / DME control units.
Distance data is transmitted to the SGU's via a proline II digital bus and then transferred to the ASCB.
DME channeling may be accomplished through either NAV 1 or NAV 2 control box.
Each DME interrogator delivers a beacon identification audio signal to the RCAU.
DME interrogators are connected to the ATC and TCAS systems through a suppressor coaxial to avoid simultaneous transmission.
Indications are displayed on CAPT EHSI for DME 1 and on F/O EHSI for DME 2 in Full, Arc or Composite mode.
DME 1 system is power supplied by the DC BUS 1 bar (28 VDC).
DME 2 system is power supplied by the DC BUS 2 bar (28 VDC).
V3446
ACOS v1.6
ATA 34
DME System Operation, Controls and indications
Page 92/ 246
There is no integrated self test for the DME system. It can be checked according to the following procedure:
DME test:
An extensive self test diagnostic routine can be initiated by pressing the test button with the control unit switched on.
The self test routine takes approximately 10 seconds to complete. A few seconds after pressing the test pushbutton, the numeric display shows a test
distance of 100 NM and the DME aural code will be AOK. If GSPD is selected, the test will show 100 KTS, simultaneously if TTG is selected, the test will
show 60 mn.
Completion of the test is indicated when all displays return to normal.

V3450
ACOS v1.6
ATA 34
Distance measuring equipment system components
Page 93/ 246
V34i6
ACOS v1.6
ATA 34
V34i6
Page 94/ 246
ACOS v1.6
ATA 34
V34i6
Page 95/ 246
ACOS v1.6
ATA 34
Automatic Direction Finder System description
Page 96/ 246
The aircraft is provided with an Automatic Direction Finder (ADF) system.

It's an airborne automatic radio compass which provides relative bearing indication to selected Non Directional Beacon (NDB) or broadcast stations.
The system provides an aural signal to allow NDB identification.
V3451
ACOS v1.6
ATA 34
Page 97/ 246
ADF bearing information can be displayed on the RMIs and / or on the EHSIs.
V3451
ACOS v1.6
ATA 34
V3451
Page 98/ 246
ACOS v1.6
ATA 34
Page 99/ 246
The ADF system is composed of:
two ADF receivers,

two ADF control units,
two ADF antennae,
two RMI's,
two ADF adapters.
The ADF system is composed of two subsystems. ADF1 system corresponds to the Captain's side while ADF2 system corresponds to the First Officer's
side.
The ADF information is sent to both RMI's by the ADF receivers.

It can also be displayed on the EHSI's through the SGU's, depending on the selection on the EFIS Control Panels.
Frequency used ranges between 190 and 1749.5 KHz.
V3451
ACOS v1.6
ATA 34
Page 100/ 246
The ADF information is displayed on the RMI. The single yellow needle shows the ADF 1 bearing when the left switch is set to ADF position.
The double green needle shows the ADF 2 bearing when the right switch is set to ADF position.
By switching n1 and n2 bearing selectors on the EFIS Control Panel, the ADF 1 and / or ADF 2 information can be displayed on the associated EHSI, in
full display mode as well as in arc display mode.
V3451
ACOS v1.6
ATA 34
Page 101/ 246
V3451
ACOS v1.6
ATA 34
ADF System Operation, Controls and indications
Page 102/ 246
V3456
ACOS v1.6
ATA 34
Page 103/ 246
When the ADF 1 control unit is set to on, it displays the active and preset frequencies stored in memory when the equipment was last turned off. Rotate
the switch to ADF position.
Let's display a new preset frequency. The outer knob of the frequency selector is used to change the thousands and hundreds digits. First rotate the outer
knob to change the Khz value.
The inner knob of the frequency selector is used to change the tens and units digits by 1 Khz increments when first rotated or by 0.5 Khz increments for
the first two increments when the direction of rotation is reversed. Now select the inner knob to change the Khz value.
You have set a new preset frequency. To set it active, you have to transfer it to the active display. Select the XFR/MEM toggle switch to XFR position.
The two frequencies are transferred and ACT annunciator flashes amber. Note that if ACT annunciator continues flashing, this indicates that the
transceiver is not tuned to the frequency displayed in the active display.
V3456
ACOS v1.6
ATA 34
V3456
Page 104/ 246
ACOS v1.6
ATA 34
Page 105/ 246
All the elements required to perform the ADF 1 system test (on Captain's side). To perform the ADF test, the aircraft must be outside, far from metallic
objects. Please set the ADF 1 control unit to ANT position.
The ADF 1 control unit mode selector being on ANT position, the ADF 1 system is now power supplied.
To perform the ADF 1 self-test, you must select as active frequency, the frequency of a near NDB station. This selection has been made for you. The NDB
identification audio signal is audible. Please, select ADF 1 position on the n1 bearing selector on the ECP.
ADF is now selected on both EHSI's. You can see that when the mode selector switch is on the ANT position and with ADF 1 selected on the ECP, the
blue pointers on the EHSI's disappear. Select ADF 1 on the RMI's.
ADF is now selected on both RMI's and on both EHSI's.

Because the mode selector is on the ANT position, the yellow single pointers on the RMI's are parked on the 3 o'clock position and the blue pointers on
the EHSI's are still off. Now, set the ADF 1 control unit to ADF position.
The ADF control unit mode selector is set to ADF position. The NDB identification audio signal is still audible.
Note that in this configuration, the yellow single pointers on the RMI's and the blue pointers on the EHSI's indicate the NDB direction. Now, press the test
button on the ADF 1 control unit.
When the test button is pressed on the Captain's ADF control unit, the yellow single pointers on the RMI's and the blue pointers on the EHSI's rotate all 90
degrees clockwise from previous valid indication. At the same time, a 1000 Hz tone can be heard by setting the ADF mode selector to TONE position.
The pointers will again indicate the NDB direction when the TEST button of the Captain's ADF control unit is released.
Simultaneously, with the information displayed on RMI's and on EHSI's when pressing the TEST button, some information is displayed on the ADF 1
control unit.
When the TEST button is pressed on the Captain's ADF control unit, the intensity display is modulated from the minimum to maximum to indicate that the
self-test is in progress.
If no fault is detected during the self-test, four dashes will be displayed in the upper window and the fault code "00" is displayed in the lower window.
If a failure is detected during the self-test, the diagnostic code "DIAG" is displayed in the upper window and a fault code is displayed in the lower window.
The table shown gives the equivalence between the fault codes and the detected failures :
V3456
ACOS v1.6
ATA 34
Automatic Direction Finder system components
Page 106/ 246
V34i7
ACOS v1.6
ATA 34
V34i7
Page 107/ 246
ACOS v1.6
ATA 34
V34i7
Page 108/ 246
ACOS v1.6
ATA 34
V34i7
Page 109/ 246
ACOS v1.6
ATA 34
Global Navigation Satellite System description
Page 110/ 246
Using information provided by a constellation of 24 satellites (the HT1000 is able to track up to 12 satellites at a time), GNSS is an automatic
tridimensional (latitude, longitude, altitude) location and navigation means. Three different zones of databases are available.
GPS can give three dimensional position measurements accurate to within 50 ft (15m).
A Differential Global Positioning System (DGPS), not yet fitted to ATR aircraft, can give navigation accuracy to within 1.5 meters vertically and 1 meter
horizontally.
V3457
ACOS v1.6
ATA 34
Page 111/ 246
V3457
ACOS v1.6
ATA 34
V3457
Page 112/ 246
ACOS v1.6
ATA 34
Page 113/ 246
The HT1000 GNSS provides full flight navigation system that performs navigation and route planning.
It reduces the workload in route planning, navigation, aircraft guidance and monitoring of flight progress.
The pilot defines the route from the origin to the destination by data entry into the Multifunction Control Display Unit (MCDU).
The HT1000 system provides automated en route and terminal area guidance along defined procedures including Standard Instrument Departures (SID),
Standard Terminal Arrival Routes (STAR) approaches, and holding patterns.
It can fly lateral offsets to the defined path.
During flight, the guidance function compares the aircraft's actual position with the desired flight path and generates steering commands to the autopilot.
Direct guidance is also provided from the aircraft's present position to any flight plan waypoint.
In addition, the HT1000 computes predicted arrival times at waypoints along the route and to the flight's destination.
V3457
ACOS v1.6
ATA 34
V3457
Page 114/ 246
ACOS v1.6
ATA 34
Page 115/ 246
The HT1000 GNSS interfaces with several navigation components.

It mainly comprises the following components :
a Navigation Processor Unit (NPU),

a Multifunction Control Display Unit (MCDU),
a GPS antenna,
a configuration module,
an optional Data Loader.
The omnidirectional GPS antenna is installed on the top of the aircraft's fuselage. It receives, amplifies and conditions signals from all GPS satellites in
view. The antenna transmits these signals to the GPS receiver in the NPU.
The Navigation Processor Unit (NPU) is the processing unit of the HT1000 system. It contains the GPS receiver, computers, navigation database and the
required external system interfaces.
The NPU receives the GNS/ FMS signal data from the GPS antenna and other aircraft systems, for example the ADC, to compute position and course
information. It then processes and codes the information for output to the MCDU and to equipment such as the autopilot and the EHSI's.
A nonvolatile navigation database is stored in the NPU which includes the information the pilot would normally determine by reference to navigational
charts and maps. This information is displayed on the MCDU.
The navigation database has to be updated every 28 days on the ground using a specific Data Loader. The effective date periods are displayed on the
MCDU ident page.
The Multifunction Control Display Unit (MCDU) is the interface between the pilot and the HT1000 system. It is used to enter, monitor and revise routes, to
display information, and to select operational modes.
It provides readout capability along with verification of data entered into memory.
Route and advisory data are continuously available for display on the MCDU.
The MCDU provides a full alphanumeric keyboard plus function and line-select keys.
The configuration module stores the setup information about the aircraft.
The optional Data Loader is used to update the HT1000 system software and data files.
Navigation is normally performed using the GPS sensor (GPS mode). In the case where the GPS position becomes unavailable, the HT1000 reverts to
DME-DME mode, if the radio coverage allows it.
If not, the Dead Reckoning mode (DR) is used as a back-up utilizing true airspeed, heading and the last computed wind data.
V3457
ACOS v1.6
ATA 34
V3457
Page 116/ 246
ACOS v1.6
ATA 34
Page 117/ 246
The EFIS can display multiple waypoints from the HT1000 system by pushing the MAP button on the ECP with the long range NAV selected and setting
the weather radar to an appropriate range. Multiple waypoints are then shown on the EHSI.
The NAV source annunciation identifies the source which supplies the EHSI. This information is in blue when only one crew member uses GNSS. It
becomes amber when both Capt and F/O use GNSS as navigation source.
The waypoints are displayed, with a white track line connecting them, as follows:
Next RNV waypoint is shown in magenta, Other RNV waypoints are shown in white, Airport is indicated by a white circle, VOR station is indicated by this
symbol.
Only VOR/DME or RNV waypoints are presented on the MAP display.

VOR 1 is displayed in blue while VOR 2 is displayed in green.
An amber WPT annunciator illuminates when approaching a waypoint. The amber DGR annunciator is displayed at the same location when the ''UNABLE
RNP" message is displayed on the MCDU (when the radio navigation deteriorates).
Please, refer to the EFIS chapter for a description of the differents EHSI's items.
V3457
ACOS v1.6
ATA 34
GNSS Operation, Controls and indications
Page 118/ 246
V3463
ACOS v1.6
ATA 34
Page 119/ 246
Maintenance data is available, via the MCDU, to troubleshoot the GNSS HT1000 system.
No periodic maintenance or calibration is required on the HT1000 system. System maintenance is performed on an on-condition basis only.
Each component comprising the HT1000 system is continually tested utilizing the Built-In Test Equipment (BITE) when the system is in operation. This
method of testing will notify the operator of a system component failure.
When the system status changes, or a fault occurs within the system, the MSG annunciator on the MCDU illuminates and a message is displayed in the
scratchpad (bottom line of display).
The maintnenance data is accessible through the DATA INDEX page by selecting the MAINTENANCE 6R LSK (Line Select Key).
Please select it.
The MAINTENANCE INDEX page allows access to CONFIGURATION, BITE HISTORY, RETURN TO SERVICE, INTERFACE CHECK and MSG
RECALL data, to assist in the proper operation and maintenance of the system.
Press one of the LSK to get a brief description of the different maintenance pages.
The normal method of configuring an aircraft is to program the configuration module using the Data Loader.
Each unique aircraft and input/output combination, has a configuration identifier.
The tail number, nose number and SIDE are not included as part of the configuration and must be entered using the MODIFY CONFIG pages.
This current identifier represents the aerodynamic, engine, I/O configuration for an ATR Model 72-500 aircraft.
It is configuration number 16 and the configuration has been programmed using the Data Loader rather than manually.
Note that, on the configuration identifier, the last letter gives the configuration origin:
an "M" indicates the origin of the configuration was via manual entry,
a "P" indicates the origin of the configuration was programmed from a Data Loader.
Select the REVIEW CONFIG 5L LSK to see the REVIEW CONFIG page.
The REVIEW CONFIG pages are intended for the following:
to allow review of the configuration information,

to insert the tail number, nose number, SIDE into the configuration module memory.
Select the EXIT 6R LSK to return to the CONFIGURATION page.

Select the MAINT INDEX 6L LSK to return to the MAINTENANCE INDEX page.
The system stores all failures which can be reviewed on the BITE HISTORY pages.
By pressing the available left LSK's, the operator can get more details concerning each failure.
All stored failures can be erased by pressing the ERASE ALL 6R LSK.
V3463
ACOS v1.6
ATA 34
Page 120/ 246
Selecting the RETURN TO SERVICE begins the RTS BITE with time to completion displayed.
The tests run are:
a CRC check of all internal HT1000 programs,

a test of each processor's ability to read, write and correctly address all RAM,
verification of proper execution of Maths Co-processor,
verification of all inter-processor communication links,
testing to verify all system input and output functions.
If failures occur, they will be displayed at the completion of the test.

When INTERFACE CHECK is selected, the adjacent display appears on the MCDU.
Selections under DISCRETES are:
ON/VALID,
OFF/VALID.
Selections under AUTOPILOT are:
L30, w R15,
L15, w R30.
0,
Selections under CDI DEFLECTION are:
FULL-RIGHT, w FULL-LEFT,
HALF-RIGHT, w HALF-LEFT.
CENTER,
Selections under TO/FR are:
TO,
FROM.
The right column displays the outputs based on the configuration module for the synchros.
Selection under each synchro include 000 to 330 in 30 degree increments.
The format of the MESSAGE RECALL page is shown beside.
This page displays all current HT1000 messages.
V3463
ACOS v1.6
ATA 34
Page 121/ 246
V3463
ACOS v1.6
ATA 34
GNSS components
Page 122/ 246
GNSS components
V34i8
ACOS v1.6
ATA 34
V34i8
GNSS components
Page 123/ 246
ACOS v1.6
ATA 34
V34i8
GNSS components
Page 124/ 246
ACOS v1.6
ATA 34
V34i8
GNSS components
Page 125/ 246
ACOS v1.6
ATA 34
V34i8
GNSS components
Page 126/ 246
ACOS v1.6
ATA 34
Air Traffic Control system description
Page 127/ 246
The Air Traffic Control system (A.T.C.) is a dependent position determining system which processes data for air traffic controllers with altitude information
provided through Air Data Computers.
V3464
ACOS v1.6
ATA 34
Page 128/ 246
The Air Traffic Control system (ATC) is dedicated to provide air traffic controllers with information required to identify and track an aircraft.
The ground control station sends an interrogation signal and the transponder of the aircraft replies by transmitting and encoded signal enabling aircraft
identification and altitude to be known.
The transponder is also equipped with Mode "S" capability which allows air to air data exchange between TCAS equipped aircraft.
V3464
ACOS v1.6
ATA 34
Page 129/ 246
V3464
ACOS v1.6
ATA 34
V3464
Page 130/ 246
ACOS v1.6
ATA 34
Page 131/ 246
ATC system is composed of:
four ATC antennae,

two ATC transponders,
one ATC control unit.
ATC system is connected to ADC 1 or 2 which provides encoded altitude data.

On the ATC control unit, a "1/2" switch allows the crew to operate either system 1 or system 2.
ATC system is connected to DME system by a coaxial suppressor to avoid simultaneous operation of ATC and DME systems.
ATC 1 system is power supplied by the DC EMER BUS bar (28 VDC).
ATC 2 system is power supplied by the DC BUS 2 bar (28 VDC).
V3464
ACOS v1.6
ATA 34
ATC System Operation, Controls and indications
Page 132/ 246
The ATC system is equipped with a self test which is activated by setting the mode selector from "OFF" to power the unit and then by pressing the TEST
button on the control unit.
If the ATC transponder is functioning correctly, "AL" will be displayed in the upper window and the actual altitude will be displayed, in thousands of feet
with 100 feet increments in the lower window.
Here an altitude of 2,060 ft is indicated by the number 2.1.

Note: When ATC system test is initiated, the active display intensity will modulate from minimum to maximum.
If a fault is detected during self test, "DIAG" will be displayed in the upper window and a FAULT code will be displayed in the lower window.
FAULT codes displayed in the lower window correspond to the following causes:
V3468
ACOS v1.6
ATA 34
Page 133/ 246
V3468
ACOS v1.6
ATA 34
ATC Antenna
Page 134/ 246
ATC Antenna
V3465
ACOS v1.6
ATA 34
ATC Antenna
Page 135/ 246
Four ATC antennae (1 and 2) are mounted on the fuselage between frames 16-17.
Two of them are located on the top, two are mounted under the fuselage.
All four antennae are identical and are connected to each interrogator by means of a 50 ohm coaxial cable with PTFE (PolyTetraFluoroEthylene)
insulation.
Electrical bonding is ensured through the antenna base and attaching screws.
V3465
ACOS v1.6
ATA 34
ATC Transponder
Page 136/ 246
ATC Transponder
V3466
ACOS v1.6
ATC Transponder
ATA 34
Page 137/ 246
Transponder 1 an Transponder 2 are located in the LH electronics racks, respectively on shelves 85VU and 84VU.
ATC transponder provides mode A (aircraft identification and location) and mode C (aircraft identification, location and uncorrected barometric altitude)
replies to interrogation from ground based radar.
In addition, it provides mode S replies to selective interrogation from ground based radar and aircraft TCAS systems. Mode S replies include all the
information supplied by modes A and C plus a unique aircraft identifier.
Mode S transponders also provide the capability for a digital data link between aircraft and ground stations and aircraft to aircraft. It also enhances
the operation of TCAS, and ATC communications.
The interrogation signals are sent on the 1,030 Mhz frequency. The reply signals are sent on the 1,090 MHz frequency.
V3466
ACOS v1.6
ATA 34
ATC Control Unit description
Page 138/ 246
V3467
ACOS v1.6
ATA 34
Page 139/ 246
V3467
ACOS v1.6
ATA 34
V3467
Page 140/ 246
ACOS v1.6
ATA 34
Page 141/ 246
ATC control unit is located on the centre pedestal.

The ATC control unit enables selection of the active code on which the transponder is tuned.
The upper part of the face features the following:
an upper display window showing the active code on which the transponder is tuned.
a lower window showing "ID" label when pressing ident pushbutton.
both windows are also used together to display:
- aircraft current altitude during self test.
- a diagnostic message during self test.
two types of annunciators: ACT and TX
- ACT illuminates amber during code changes. It also flashes when the actual reply code is not identical to the code shown in the active code
display.
- TX illuminates amber when the ATC replies to an interrogation.
a "1/2" position switch, which allows selection of the transponder, which will be controlled by the control box.
The lower part of the face features the following:
a four-position power and mode switch:

- on OFF position, the control box and transponders are deenergized.
- on STBY position, the system is under power, but does not transmit replies.
- on ON position, the transponder replies to both mode A and mode C interrogations but without flight level information.
- on ALT position, the system is in normal operating position and replies with Flight Level information.
a code select knob:
- the outer knob is used for selection of the two left hand digits.
- the inner knob is used for selection of the two right hand digits. The select range is from 0000 to 7777. For emergency codes 7700 and 7600,
the display flashes the code for approximately 5 seconds before sending the code.
an IDENT button which is used to transmit a special identification pattern when requested to "squawk ident" by the air traffic control. ID letters are
displayed under the active code.
a TEST button is used to initiate the self test routine of ATC system. It can also initiate the self test routine of TCAS system if it is turned on.
a PRE (preset) button:
- Pushing and holding the PRE button while turning the code select knob allows selection of a code for storage. The stored code can be
recalled by momentarily pressing the PRE button again.
a light sensor is provided to automatically control the display brightness.
V3467
ACOS v1.6
ATA 34
Chronological account of TCAS
Page 142/ 246
WARNING: TCAS II regulations may vary in certain countries. Pilots are urged to check the respective regulations when a flight is intended with TCAS II
equipped aircraft.
Historical background: In 1981, the FAA initiated the development of the TCAS (Traffic Alert and Collision Avoidance System). In parallel to TCAS, ICAO
has developed standards for ACAS (Airbone Collision Avoidance Systems).
The Traffic alert and Collision Avoidance System (TCAS) is a family of airbone devices that provide collision avoidance for a wide range of aircraft types.
After several years of development and analysis, the improvement of TCAS has given birth to three systems.
V3469
ACOS v1.6
ATA 34
Page 143/ 246
TCAS I provides Traffic Advisories (proximity warnings) only, to assist the pilot in visually locating the intruder aircraft. It is intended for use by smaller
commuter aircraft and by general aviation aircraft.
V3469
ACOS v1.6
ATA 34
Page 144/ 246
TCAS II provides Traffic Advisories and Resolution Advisories (recommended escape maneuver) in a vertical direction, to avoid conflicting traffic. Airline
aircraft, and larger commuter and business aircraft will use TCAS II equipment.
TCAS II Version 7 has been available from the beginning of 1999 and is acceptable by most regulatory authorities. Version 7.0 improves TCAS
compatibility with air traffic control systems. The most significant enhancements are the introduction of a horizontal miss distance filter and 25 ft vertical
tracking, compatibility with RVSM ( Reduced Vertical Separation Minimal) operations and the reduction of electromagnetic interferences.
V3469
ACOS v1.6
ATA 34
Page 145/ 246
TCAS III provides the same advisories as TCAS II. However, Resolution Advisories provide also horizontal maneuvers. TCAS II and III provide advisories
in coordination with surrounding TCAS equipped aircraft.
V3469
ACOS v1.6
ATA 34
V3469
Page 146/ 246
ACOS v1.6
ATA 34
Page 147/ 246
ACAS (Airbone Collision Avoidance System) I, II, III have the same standards as TCAS I, II, III. As far as these equipments are concerned, only TCAS,
built by three American manufacturers, complies with ICAO (International Civil Aviation Organisation) ACAS standards.
No ACAS III equipment currently exits, and none is likely to appear in the near future because of technical and operational difficulties.
TCAS version 7 hamonizes TCAS II with ICAO ACAS II definition.
ICAO (International Civil Aviation Organisation) requirements: The carriage of Airbone Collision Avoidance System (ACAS) is now nearly mandatory for all
passenger carrying aircraft through out the world. Turbo prop aircraft, with a MTOW (Maximum Take-Off Weight) greater than 15,000 Kg or carrying more
than 30 passengers, have been required to be fitted with ACAS II since January 2000 to operate within the airspaces of the ECAC member states.
ACAS II meets the current standards in annex 10 of the International Civil Aviation Organisation convention. TCAS II version 7 equipment (RCTA DO 185
A), associated to mode S transponders, will meet these requirements. This is the standard equipment now fitted to ATR aircraft.
V3469
ACOS v1.6
ATA 34
TCAS system purpose
Page 148/ 246
TCAS system purpose
TCAS II is an airborne Traffic alert and Collision Avoidance System which operates without support from ATC ground stations.
The system interrogates aircraft transponders in the surrounding airspace and processes their replies.
In respect to these replies and to the flight path of other aircraft, it determines their threat potential.
Depending on the threat potential, the system provides Traffic Advisories, alerts and vertical maneuver resolution called Resolution Advisory, in order to
avoid collision.
The alerts are given using aural and visual warnings.

It should be noted that TCAS II provides no protection against aircraft that do not have an operating transponder.
V3470
ACOS v1.6
Protected volumes
ATA 34
Page 149/ 246
Protected volumes
To evaluate the threat potential of other aircraft (intruders), the system divides the space around TCAS II equipped aircraft (own aircraft) in five volumes:
Closest Point of Approach volume (CPA volume).

Others Advisory volume (OA volume)
Proximate Advisory volume (PA volume).
Traffic Advisory volume (TA volume).
Resolution Advisory volume (RA volume).
RA volume has different proportions according to the altitude of own aircraft.

V3471
ACOS v1.6
ATA 34
Protected volumes
Page 150/ 246
Own aircraft is assumed to occupy a volume, not a point.

The CPA volume is a group of points around own aircraft in which the intruder must not enter.
V3471
ACOS v1.6
ATA 34
Protected volumes
Page 151/ 246
This is the first volume that an intruder enters but it is not a threat yet.
As soon as an intruder enters this volume, the system provides only a visual warning to the pilot on the TA / RA VSI in order to help him to locate the
intruder.
V3471
ACOS v1.6
ATA 34
Protected volumes
Page 152/ 246
This is the second protected volume that an intruder enters.

As soon as an intruder enters this volume, the system provides only a visual warning to the pilot on the TA / RA VSI in order to help him to locate the
intruder.
V3471
ACOS v1.6
ATA 34
Protected volumes
Page 153/ 246
This is the third protected volume that an intruder enters.

As soon as an intruder enters this volume, the system provides an aural and a visual warning to the pilot in order to help him to locate the intruder.
TA limit is about 20 - 45 seconds from CPA volume in range, 1200 ft high above or below own aircraft.
V3471
ACOS v1.6
ATA 34
Protected volumes
Page 154/ 246
This is the fourth volume that an intruder can enter.

As soon as an intruder enters this volume, the system provides vertical maneuver information to the pilot to enable avoidance action to be taken.
RA limit is about 15 - 35 seconds from CPA volume in range, 400 - 700 ft high above or below own aircraft.
V3471
ACOS v1.6
ATA 34
Protected volumes
Page 155/ 246
The TTR-920 TCAS Receiver-Transmitter has several limits that are set by the aircraft's wiring and / or the computers software program. The limits are
based on the aircraft's maximum climb rate, gear, flap positions, etc. The limits affect the RAs and TAs that the TTR-920 gives to the pilots. The following
table lists the advisories or modes that are limited and their parameters.
V3471
ACOS v1.6
ATA 34
Architecture
Page 156/ 246
Architecture
V3472
ACOS v1.6
Architecture
ATA 34
Page 157/ 246
TCAS II system consists of:
one top mounted directional antenna,

one bottom mounted directional antenna,
one TCAS II transceiver,
one TCAS control panel,
two Traffic Advisory / Resolution Advisory Vertical Speed Indicators (TA/RA VSI's).
There are also connections for information exchange with:
ATC 1 and 2 Control Panels,

GPWS computer,
AHRS 2,
FDAU and Radio Altimeter 1.
V3472
ACOS v1.6
ATA 34
Architecture
Page 158/ 246
Transmits and receives UHF signals for the detection of any intruders.
Manages all operations with interfaces.
Computes the intruder trajectory and provides signal to generate the appropriate intruder symbol on the VSI display, and the associated aural warning.
The information issued from the transceiver is sent to the FDAU for recording.
V3472
ACOS v1.6
ATA 34
Architecture
Page 159/ 246
Both are used for transmitting and receiving.

They detect the bearing of the intruder which is in the detection volume of TCAS II.
V3472
ACOS v1.6
ATA 34
Architecture
Page 160/ 246
Only one ATC Transponder is active at a time, the other is in standby.

Both transponders are linked to the TCAS II transceiver.
In addition to their active functions, they allow data exchange between own aircraft and TCAS II equipped intruders.
V3472
ACOS v1.6
ATA 34
Architecture
Page 161/ 246
Traffic Advisories and Resolution Advisories are displayed on the two TA / RA VSI's.
They provide:
information about intruder location in the surrounding airspace,

trajectory modification orders,
system status messages.
V3472
ACOS v1.6
ATA 34
Architecture
Page 162/ 246
The Radio Altimeter 1 provides radio altitude information directly to the TCAS II transceiver.
Below 2,500 ft, TCAS II uses radio altitude information as a reference to determine sensitivity levels.
Barometric altitude is still used to determine relative altitude of the intruder.
No RA information below 700 ft.
V3472
ACOS v1.6
ATA 34
Architecture
Page 163/ 246
Each Air Data Computer provides the barometric altitude to its related ATC transponder.
This information is sent to the TCAS II transceiver via the operating transponder.
Over 2,500 ft, the TCAS II uses barometric altitude information as a reference.
The operating Air Data Computer also sends barometric vertical speed data directly to the TA/RA VSI displays.
V3472
ACOS v1.6
ATA 34
Architecture
Page 164/ 246
The AHRS 2 sends heading information to TCAS II transceiver to locate the (threat) intruder.
V3472
ACOS v1.6
Architecture
ATA 34
Page 165/ 246
The FDAU records own aircraft flight information.
V3472
ACOS v1.6
ATA 34
Architecture
Page 166/ 246
GPWS warnings have priority over TCAS II aural warnings.

In case of GPWS warning, TCAS II aural warnings are inhibited.
Resolution Advisories are still available on TCAS II displays.
V3472
ACOS v1.6
ATA 34
Architecture
Page 167/ 246
V3472
ACOS v1.6
ATA 34
TCAS Operation principle
Page 168/ 246
V3473
ACOS v1.6
ATA 34
Page 169/ 246
We suppose that own aircraft is flying at 10,000 ft and that the intruder is equipped with a Mode A transponder.
Own aircraft TCAS II system interrogates the surrounding airspace at a rate of 360 degrees per second.
Intruder is out of detection limit so, nothing is displayed on the TA / RA VSI's.
The interrogation-answer cycle begins as soon as the intruder reaches the detection limit.
Intruder now reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a Mode A code.
Own aircraft TCAS II processes distance and bearing of the intruder and diplays the intruder symbol on the TA / RA VSI's.
TCAS II displays the intruder without any data tag.
During all subsequent interrogations, TCAS II calculates range and bearing again and processes intruder flight path.
This process is called Tracking.
When the intruder reaches TA limit, TCAS II continues tracking. The symbol representing the intruder on the TA / RA VSI's changes in shape and colour.
An aural warning also announces this Traffic advisory.
Intruder does not transmit any altitude data, therefore it is considered as being at the same altitude.
With a threat aircraft equipped with mode A only, TCAS II does not provide any Resolution advisory as the intruder reaches the RA limit.
V3473
ACOS v1.6
ATA 34
V3473
Page 170/ 246
ACOS v1.6
ATA 34
Page 171/ 246
We suppose that own aircraft is flying at 10,000 ft and that the intruder is equipped with a mode C or a mode S transponder.
Own aircraft TCAS II system interrogates the surrounding airspace at a rate of 360 degrees per second.
Intruder is out of detection limit so, nothing is displayed on the TA / RA VSI's.
The interrogation - answer cycle begins as soon as the intruder reaches the detection limit.
Intruder now reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a mode C or a mode S code.
Own aircraft TCAS II processes bearing, distance and relative altitude of the intruder.
TCAS II displays the intruder symbol on the TA / RA VSI's.
During all subsequent interrogations, TCAS II calculates range, bearing and altitude again and processes intruder flight path.
This process is called Tracking.
As soon as the intruder reaches TA limit, TCAS II continues tracking. The symbol representing the intruder on the TA / RA VSI's changes in shape and
colour.
An aural warning also announces this Traffic advisory.

As soon as the intruder reaches RA limit, TCAS II models the instrument path on the CPA volume. It computes the vertical separation for climbing and
descending.
Then it selects the direction providing the greater separation, choosing also the least disruptive vertical rate maneuver that achieves safe separation.
Choosen maneuver is shown on the VSI's and announced to the pilots.
V3473
ACOS v1.6
ATA 34
V3473
Page 172/ 246
ACOS v1.6
ATA 34
Page 173/ 246
The interrogation - answer cycle begins as soon as the intruder reaches the detection limit.
As own aircraft TCAS is the first which has detected the other one, it initiates a data exchange with intruder TCAS system.
Intruder reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a mode S code sending also informaton used by own aircraft TCAS for coordination.
Own aircraft TCAS II processes bearing, distance and relative altitude of the intruder.
TCAS II displays the intruder symbol on the TA / RA VSI's.
During all subsequent interrogations, TCAS II calculates range, bearing and altitude again and processes intruder flight path.
This process is called Tracking. It still exchanges information with the intruder TCAS system.
As soon as the intruder reaches TA limit, TCAS II continues tracking.
The symbol representing the intruder on the TA /RA VSI's changes in shape and colour. An aural warning also announces this Traffic advisory.
Data exchange always takes place between both aircraft.
As soon as the intruder reaches RA limit, TCAS II models the instrument path on the CPA volume. It computes the vertical separation for climbing and
descending.
Then it selects the direction providing the greater separation, using data received from the intruder system to coordinate the maneuver.
Choosen maneuver is shown on the vertical speed indicators and announced to the pilots.
V3473
ACOS v1.6
ATA 34
TCAS components
Page 174/ 246
TCAS components
V34i9
ACOS v1.6
ATA 34
V34i9
TCAS components
Page 175/ 246
ACOS v1.6
ATA 34
V34i9
TCAS components
Page 176/ 246
ACOS v1.6
ATA 34
V34i9
TCAS components
Page 177/ 246
ACOS v1.6
ATA 34
Weather Radar System Description
Page 178/ 246
The PRIMUS 660 weather radar system is a lightweight, X-band digital radar that is designed for weather detection and ground mapping.
The purpose of the system is to detect storms along the flightpath and give the pilot a visual color indication of rainfall intensity. After proper evaluation,
the pilot can chart a course to avoid storm areas.
V3491
ACOS v1.6
ATA 34
Page 179/ 246
The PRIMUS 660 Weather Radar System consists of the following components:
the weather radar Receiver Transmitter Antenna (RTA),

the weather radar controller.
The AHRU 1 stabilizes the weather radar antenna in roll and pitch.
Weather radar information is displayed on EHSI's through the SGU's.
V3491
ACOS v1.6
ATA 34
Page 180/ 246
The weather radar system detects and displays different rainfall levels for ranges up to 300 NM in a 60 sector on each side of the aircraft's path.
Weather radar information is displayed on the EHSI in the partial compass ARC or MAP mode.
Weather radar can also be used in ground mapping mode to display ground obstacles.
Warning: The system performs the functions of weather detection or ground mapping. It should not be used nor relied upon for proximity warning or
anticollision protection.
V3491
ACOS v1.6
ATA 34
Page 181/ 246
V3491
ACOS v1.6
ATA 34
V3491
Page 182/ 246
ACOS v1.6
ATA 34
Page 183/ 246
In weather detection mode, storm intensity levels (from level 0 to level 4) are displayed in four bright colors contrasted against a dark background.
Areas of heaviest rainfall appear in magenta, next heaviest appears in red, rainfall of medium intensity appear in yellow and areas of weakest rainfall
appear in green.
In GMAP mode, selected on the weather radar controller, prominent landmarks are displayed that enable the pilot to identify coastline, hilly and
mountainous regions, as well as cities or even large structures.
Video levels (from level 0 to level 3) of increasing reflectivity are displayed as black, cyan, yellow and magenta.
A Rain Echo Attenuation Compensation Technique (RCT) mode automatically increases receiver gain as a function of attenuation due to intervening
rainfall. At the point the receiver gain has reached its maximum available value, a cyan field is displayed indicating an out-of-calibration region. This
minimizes the chance of overlooking severe storms because they are "hidden" behind intervening rainfall.
Target Alert (TGT) mode, selected on the weather radar controller, indicates when level 3 (red) or greater weather is present in a sector beyond the
currently displayed range.
Range rings and distance read out are displayed in contrasting colors to help to evaluate storm cells.
V3491
ACOS v1.6
ATA 34
Weather Radar System Operation, Controls and Indications
Page 184/ 246
V3496
ACOS v1.6
ATA 34
Page 185/ 246
The weather radar is controlled from the weather radar controller which allows selection of modes, range and antenna tilt.
Selections are sent to the weather radar receiver transmitter antenna.
The receiver transmitter generates an X band radio frequency for the purposes of weather detection and ground mapping.
A 9345 25 MHz signal is transmitted to the antenna.
Echo signals received by the antenna are routed to the receiver which processes the signals.
Processed data is sent to the EHSI's through the Symbol Generator Units.
Weather information is displayed provided the ARC mode is (are) activated on the EFIS Control Panel(s).
This ARC mode is selected by pressing the FULL/ARC pushbutton.
Note that ground obstacles can be displayed by pressing the MAP pushbutton on the EFIS Control Panel.
Dimming on the EHSIs can be performed by the WX DIM knob on the EFIS Control Panel.
The antenna is stabilized in roll and pitch by motors controlled by AHRU 1.
STBY position is used to keep the radar in a ready state while taxiing, loading, etc
In standby, the antenna does not scan, the transmitter is disabled, the display memory is erased and the antenna is stowed in a tilt-up position.
STBY can be selected anytime it is desired to keep power on the system without transmitting.
The system contains a forced standby function. This permits the Weight-On Wheels (WOW) switch to force the radar into standby automatically. When
this occurs, the mode STBY is displayed even if in WX, GMAP or FP mode.
To override the forced STBY, the STAB pushbutton on the weather radar controller must be pressed four times within 3 seconds.
WARNING: If forced STBY is overridden the radar is transmitting until the mode switch is returned to the STBY position.
V3496
ACOS v1.6
ATA 34
Weather radar system components
Page 186/ 246
V34j1
ACOS v1.6
ATA 34
V34j1
Page 187/ 246
ACOS v1.6
ATA 34
V34j1
Page 188/ 246
ACOS v1.6
ATA 34
Radio Altimeter System Description
Page 189/ 246
The radio altimeter system determines the height of the aircraft above the ground irrespective of atmospheric pressure.
The radio altimeter sends a signal to the ground and measures the elapsed time between signal transmission and reflected signal reception. Then the
system computes the distance from the aircraft to the ground.
One of the main characteristics of the radio altimeter system is that it locks onto the leading edge of the reflected wave which enables it to measure the
distance between the aircraft and the nearest obstacle. It can therefore operate over non-flat ground surfaces.
V3497
ACOS v1.6
ATA 34
Page 190/ 246
The radio altimeter gives accurate height information when flying below 2500 feet and is particularly useful during the approach phase.
The radio altimeter information and the decision height (DH) are displayed on the EADI's.
V3497
ACOS v1.6
ATA 34
Page 191/ 246
The radio altimeter system comprises the following components:
One transmission antenna and one reception antenna,

One transceiver.
Altitude information is transmitted to the EADI's through the SGU's.

V3497
ACOS v1.6
ATA 34
V3497
Page 192/ 246
ACOS v1.6
ATA 34
Page 193/ 246
The radio altimeter information is displayed on the bottom right corner of the EADI's by a 4 blue digits followed by the white RA label.
The range of the display is from - 20 to + 2500 feet.
The resolution is:
10 feet above 200 feet,

5 feet from 200 feet to 10 feet,
1 foot below 10 feet.
Radio altitude is not displayed above 2500 feet.

The decision height is displayed on the bottom left corner of the EADI's by 3 blue digits followed by the white DH label.
The range of the display is from 0 to + 990 feet and the resolution is 10 feet.
Decision height selection is made by means of the DH/ TEST inner knob on the EFIS Control Panel (ECP).
V3497
ACOS v1.6
ATA 34
Page 194/ 246
When the aircraft height is equal to or lower than the selected DH value + 100 feet, a white box is displayed on the EADI, left of the RA.
When the aircraft height is equal to or lower than the selected DH value, the amber DH annunciator is displayed in this white box.
A yellow runway symbol appears at the bottom of the sphere when the radio altitude is lower than 200 feet and moves up linearly until it comes into
contact with the aircraft symbol, for a height lower than or equal to 3 feet.
When invalid radio altitude occurs, amber dashes are displayed on each digit instead of radio altitude and DH displays.
WARNING: when decision height is set to 0, decision height is not displayed on the EADI's.
V3497
ACOS v1.6
ATA 34
Radio Altimeter System Operation, Controls and Indications
Page 195/ 246
The radio altimeter transceiver sends a signal to the ground via the transmission antenna, under the fuselage, when the aircraft is flying below 2500 feet.
The ground reflected signal is picked up by the reception antenna and transmitted to the transceiver.
The signal is processed by the transceiver to define the aircraft altitude. The altitude information is transmitted by two outputs to both SGU's and then to
the EADI's.
Decision height selection is made by means of the DH / TEST inner knob located on each EFIS Control Panel.
When the radio altimeter indicates an altitude lower than or equal to 500 feet, and the landing gear is not extended, the CCAS generates a "LANDING
GEAR NOT DOWN" signal and broadcasts the continuous repetitive chime.
Altitude information is also transmitted to the GPWS, to the autopilot system, to the TCAS system and to the flight data recorder.
V34A1
ACOS v1.6
ATA 34
Page 196/ 246
The test sequence is inhibited when the APP (Approach) mode is engaged on the AFCS control panel.
V34A1
ACOS v1.6
ATA 34
Page 197/ 246
V34A1
ACOS v1.6
ATA 34
V34A1
Page 198/ 246
ACOS v1.6
ATA 34
Page 199/ 246
Press the EFIS DH/TEST inner knob on the First Officer's EFIS Control Panel to perform the Decision Height Test sequence.
Have a look at Captain's EADI:
runway symbol falls,

RA information becomes 95 or 100 feet.
Have a look at Captain's EADI:
runway symbol falls,

Simultaneously, on the First Officer's EADI, warning is activated:
all flags are displayed,

dashes are displayed instead of DH information,
Releasing the DH/TEST pushbutton on the First Officer's ECP causes the previous configuration to be displayed on both EADI's.
This radio altimeter test must be continued by pressing the DH / TEST inner knob on the Captain's ECP. The same test sequence takes place on the
EADI's but symetrically.
V34A1
ACOS v1.6
ATA 34
Radio altimeter system components
Page 200/ 246
V34j2
ACOS v1.6
ATA 34
V34j2
Page 201/ 246
ACOS v1.6
ATA 34
GPWS Description
Page 202/ 246
GPWS Description
V34A2
ACOS v1.6
ATA 34
GPWS Description
Page 203/ 246
The Ground Proximity Warning System (GPWS) provides alerts in case of dangerous flight path conditions which would result in inadvertent ground
contact if maintained.
To achieve this function the GPWS generates visual (warning or caution light) or aural (synthetic voice) warnings or cautions by processing signals
supplied by other A/C systems (air data system, radio altimeter, flaps, landing gear)
The system generates alerts only between 50ft and 2500ft AGL (Above Ground Level). Six alert modes are established with defined danger envelopes :
Mode 1 excessive sink rate

Mode 2 excessive terrain closure rate
Mode 3 descent after take-off
Mode 4 inadvertent proximity to terrain with landing gear or flaps not in landing configuration (terrain clearance)
Mode 5 descent below ILS glideslope
Mode 6 descent below minimums.
V34A2
ACOS v1.6
ATA 34
V34A2
GPWS Description
Page 204/ 246
ACOS v1.6
GPWS Description
ATA 34
Page 205/ 246
The GPWS includes :
A GPWS computer
Two GPWS-G/S pushbuttons
A GPWS FAULT amber light on CAP
A GPWS switch
The GPWS switch controls the whole system. FLAPS OVRD intermediate position inhibits mode 4 and enables reduced flap landing configuration.
The GPWS computer triggers Aural alerts through RCAU.
GPWS computer receives information from :
Radio altitude transceiver

SGU (Decision Height)
ADC1 data
Glide deviation (ILS2)
Landing gear lever position .
CCAS (flaps position transmitter)
Go Around Mode
AFCS Back Course Mode
Note : GPWS is inhibited in case of stall warning signals generated by the CCAS.
V34A2
ACOS v1.6
ATA 34
GPWS operation, controls and indications
Page 206/ 246
V34j3
ACOS v1.6
ATA 34
GPWS computer
Page 207/ 246
GPWS computer
V34j4
ACOS v1.6
ATA 34
EGPWS Description
Page 208/ 246
EGPWS Description
V34F4
ACOS v1.6
ATA 34
EGPWS Description
Page 209/ 246
The Honeywell MK VIII Enhanced Ground Proximity Warning System (EGPWS) is installed on ATR aircraft to comply with the FAA and JAA regulations.
This requires the installation of a Terrain Awareness and Warning System (TAWS) to enhance the basic GPWS.
In addition to the basic GPWS functions (mode 1 to 5), the EGPWS incorporates the following enhanced functions:
Mode 4 update: Envelope & Aural Alerts

Mode 6 update: Altitude and call-outs
Terrain awareness Alerting and Display (TAD)
Terrain Clearance Floor (TCF) The new functions use information (position, altitude) provided by the aircraft systems and a terrain database stored
in EGPWS.
This information is processed in EGPWS computer to trigger aural and visual alerts, supplying terrain information on EFIS, in addition to the basic GPWS
modes.
V34F4
ACOS v1.6
ATA 34
V34F4
EGPWS Description
Page 210/ 246
ACOS v1.6
ATA 34
EGPWS Description
Page 211/ 246
The EGPWS basic architecture includes:
An EGPWS computer
Two GPWS-G/S pushbuttons
A GPWS FAULT amber light on CAP
An EGPWS pushbutton located on 2VU captain side
The computer can be tested using the CAPT or F/O GPWS pushbuttons.
The EGPWS switch controls the whole system. FLAPS OVRD intermediate position inhibits mode 4 and enables reduced flap landing configuration.
EGPWS computer receives information from :
Radio altitude transceiver

SGU 1 and 2 (Decision Height)
ADC1 data
Glide deviation (ILS2)
Landing gear lever position .
CCAS (flaps position transmitter)
Go Around Mode
AFCS Back Course Mode
The EGPWS computer triggers Aural alerts through RCAU.

Note : EGPWS is inhibited in case of stall warning signals generated by the CCAS.
V34F4
ACOS v1.6
EGPWS Description
ATA 34
Page 212/ 246
EGPWS system improved architecture includes:

-
Two RDR/TERR display selection pushbuttons.

A FAULT/OFF terrain (TERR) pushbutton.
EGPWS computer receives information from the following systems:

-
GNSS / GPS system.

Weather radar system range.
AHRS1.
RDR/TERR pushbuttons select required display on EHSIs.

When possible terrain conflict is detected, a pop up signal from EGPWS computer triggers terrain mode display on EHSI, through SGUs.
V34F4
ACOS v1.6
ATA 34
EGPWS operation, controls and indications
Page 213/ 246
V34j5
ACOS v1.6
ATA 34
EGPWS computer
Page 214/ 246
EGPWS computer
V34j6
ACOS v1.6
ATA 34
Instrument Landing System Description
Page 215/ 246
The purpose of the ILS system is to allow the aircraft to follow an optimum descent axis in order to land in poor meteorological conditions.
This descent axis is determined by the intersection of a localizer beam...
and a glide slope beam (3 incline).
The ILS enables measurement of:
angular deviation between aircraft flight path and glide slope,

angular deviation between aircraft flight path and runway alignment (LOCALIZER BEAM).
LOC transmitter operates on a frequency of 108.1 to 111.95 MHz. GLIDE SLOPE transmitter operates on 328.6 to 335.4 MHz.
V34A5
ACOS v1.6
ATA 34
Page 216/ 246
GLIDE SLOPE and LOCALIZER DEVIATIONS are displayed on the Electronic Horizontal Situation Indicators (EHSI).
The display can be a FULL MODE display ...
..... or an ARC display.
GLIDE SLOPE and LOCALIZER DEVIATIONS are also displayed on the Electronic Attitude Director Indicators (EADI).
V34A5
ACOS v1.6
ATA 34
Page 217/ 246
V34A5
ACOS v1.6
ATA 34
ILS Operation, Controls and Indications
Page 218/ 246
V34A9
ACOS v1.6
ATA 34
Page 219/ 246
ILS glide and localizer signals are sent from the respective antenna to the VOR / ILS / MRK receivers. The coaxial cables between VOR / LOC antenna,
glide antenna and VOR / ILS / MKR receivers are of the 50 W type with PTFE insulation.
ILS information (glide slope deviation + localizer deviation + flags) is sent from VOR / ILS / MKR receivers to EADI's and EHSI's through SGU's and can
be transferred from one side to the other...
... via Capt and F/O switching device.
Note: Flag information consists of one G/S and one VOR / LOC validity signal.
The NAV control units tune and control the VOR / ILS / MKR receivers via a "PRO LINE II" bus.
When either pilot is using his control unit on an ILS frequency, the corresponding VOR needle on the RMI parks at 3 o'clock.
ILS information (glide slope deviation + localizer deviation + flags) is also sent to the FDAU (Flight Data Acquisition Unit).
ILS information (glide slope deviation + localizer deviation + flags) and the VOR or ILS mode signal are sent to AFCS via the ASCB bus.
The VOR or ILS mode signal and the glide slope deviation from VOR / ILS / MKR receiver 2 are sent to the GPWS.
ILS transmitter identification signals are sent to the RCAU (Remote Control Audio Unit).
In normal configuration, each EHSI and EADI receives information from its corresponding VOR / ILS / MKR receiver. But in case of failure, the Captain or
the First Officer can connect his EHSI and EADI on the remaining source by using the VOR / ILS pushbuttons.
When the F/O VOR / ILS pushbutton is pressed, all EHSI's and EADI's are connected to the Captain's VOR / ILS / MKR receiver through ASCB bus.
When the Captain VOR / ILS pushbutton is pressed, all EHSI's and EADI's are connected to the F/O's VOR / ILS / MKR receiver through ASCB bus. F/O
VOR / ILS switching pushbutton is inoperative in this configuration. Priority is given to the Captain.
V34A9
ACOS v1.6
ATA 34
V34A9
Page 220/ 246
ACOS v1.6
ATA 34
Page 221/ 246
The ILS 1 system is tested when an ILS frequency is selected on the Captain's VOR / ILS / DME control unit and the TEST button is pressed.
If an ILS frequency is selected, the test can be performed without signal reception.
ILS - Self test: 1 - Turn on the control unit.
2 - Select an ILS frequency. Carry on ...
The ILS 1 system is now power supplied, the active frequency being an ILS frequency, you can now press on the test button of the Captain's VOR / ILS /
DME control unit.
When the TEST button is pressed, on the Captain's EHSI:
Red crosses are displayed on the localizer and GLIDE SLOPE scales.
Approximately 3 seconds later:
the red crosses disappear,

the lateral deviation bar moves to the right (2/3 scale),
the glide slope pointer moves down (2/3 scale).
Similarly, the test produces the same result on the EADI:
Red crosses are displayed on the localizer and GLIDE SLOPE scales.
Approximately 3 seconds later:
the red crosses disappear,

the lateral deviation bar moves to the right (2/3 scale),
the glide slope pointer moves down (2/3 scale),
and in addition marker lights illuminate.
Test of the system
When the TEST button is pressed on the Captain's VOR / ILS / DME control unit, the intensity display is modulated from the minimum to the maximum to
indicate that the self test is in progress then ...
If no fault is detected during self test, four dashes will be displayed in the upper window and the fault code "00" is displayed in the lower window.
If an abnormal condition but not a failure is detected during self test (E.G.: low level signal, etc), the diagnostic "FLAG" and code is displayed in the upper
window and a FAULT code is displayed in the lower window.
If a failure is detected during self test, the diagnostic code "DIAG" is displayed in the upper window and a FAULT code is displayed in the lower window.
The table below gives the equivalence between the FAULT codes and the detected failures or abnormal conditions.
Note: If a fault condition existed prior to actuating self test, the diagnostic code and the associated FAULT code are displayed approximately 3 seconds
after the TEST button is pressed.
The receiver will return to normal operation after approximately 15 seconds, even if the TEST button is held.
Note : The ILS self test is inhibited during auto pilot operation.
V34A9
ACOS v1.6
ATA 34
V34A9
Page 222/ 246
ACOS v1.6
ATA 34
Page 223/ 246
V34A9
ACOS v1.6
ATA 34
ILS components
Page 224/ 246
ILS components
V34j7
ACOS v1.6
ATA 34
V34j7
ILS components
Page 225/ 246
ACOS v1.6
ATA 34
V34j7
ILS components
Page 226/ 246
ACOS v1.6
ATA 34
Marker System Description
Page 227/ 246
Although most markers are being replaced by ILS / DME, the system remains in many parts of the world. Its function is to provide indications to the flight
crew of the aircraft's position with respect to the ILS descent axis.
Three markers beacons are available. They are located at known distances on the centreline of the runway.
Marker beacons transmit on a frequency of 75 MHz.
Marker beacon identification is provided to the crew when passing through its beam by means of a specific audio signal and a specific visual information.
V34B1
ACOS v1.6
ATA 34
V34B1
Page 228/ 246
ACOS v1.6
ATA 34
Page 229/ 246
The marker beacon visual information is displayed on EADI's (Electronic Attitude Director Indicator). The white box is displayed when an ILS frequency is
selected.
The following letters are displayed in the box when the corresponding marker signal is detected:
O for Outer marker,

M for Middle marker,
I for Inner marker.
Visual display is coupled with corresponding audio annunciation.

A two-position switch enables receiver sensitivity to be selected:
LO position for normal position in approach,

HI position increases receiver sensitivity so that beacons can be detected at high altitude.
V34B1
ACOS v1.6
ATA 34
MKR System Operation, Controls and Indications
Page 230/ 246
V34B4
ACOS v1.6
ATA 34
Page 231/ 246
The coaxial cables between antenna and antenna coupler and between antenna coupler and receivers are of the 50 W type with PTFE insulation.
Marker information is sent to EADI's through SGU's.
On the EADI, a white box is displayed to show the marker beacon annunciator location when an ILS frequency is selected:
detection of the outer marker will cause a blue "O" to be displayed.

detection of the middle marker will cause an amber "M" to be displayed.
detection of the inner marker will cause a white "I" to be displayed.
The VOR / ILS / MKR receiver 1 also sends signals to the FDAU (Flight Data Acquisition Unit), ...
... and to the RCAU (Remote Control Audio Unit).
A two-position switch enables receiver sensitivity to be selected:
LO position for normal position in approach,

HI position increases receiver sensitivity so that beacons can be detected at high altitude.
The receivers are driven and controlled by the NAV Control Units via a serial output data bus.
V34B4
ACOS v1.6
ATA 34
V34B4
Page 232/ 246
ACOS v1.6
ATA 34
Page 233/ 246
The marker system is tested automatically when the TEST button is pressed on the Captain's VOR / ILS / DME control unit and either a VOR or a LOC
frequency is selected.
The power system is now power supplied. The active frequency being an ILS frequency, you can now press on the TEST button of the Captain's VOR /
ILS / DME control unit.
When the TEST button is pressed, the active and the preset display intensity will modulate from minimum to maximum to indicate that self test is in
progress then ...
If no fault is detected:
a 30 Hz tone is sent to the RCAU.

the letters O, I and M are displayed on both EADI's.
the upper window of the control unit displays dashes and the lower window displays the fault code "00".
If a fault is detected on the marker system, the upper window of the VOR / ILS / DME control unit displays the diagnostic message "DIAG" and the lower
window displays the fault code "32".
Note: A fault code different of "32" indicates that a fault has been detected either on the VOR system or on the ILS system.
The system will return to normal operation after appoximately 15 seconds, even if the TEST button is held.
V34B4
ACOS v1.6
ATA 34
Maker system components
Page 234/ 246
V34j8
ACOS v1.6
ATA 34
V34j8
Page 235/ 246
ACOS v1.6
ATA 34
HT 1000 return to service test
Page 236/ 246
V34B6
ACOS v1.6
ATA 34
Page 237/ 246
The maintenance index page allows the access to CONFIGURATION, BITE HISTORY, RETURN TO SERVICE, INTERFACE CHECK, and MSG
RECALL data, to assist in the propper operation and maintenance of the system.
Please press on 6R Line Select Key (LSK).

Maintenance index page is then displayed. To perform the RTS BITE test, RETURN TO SERVICE line must be selected.
Please press on 3L Line Select Key (LSK).
Selecting the RETURN TO SERVICE page begins the RTS BITE with time to completion displayed. The following tests are performed:
a CRC check of all HT1000 program and database memory.
A test of each processor's ability to read, write and correctly address all RAM.
Verification of proper execution of Maths Co-processor.
Verification of all inter-processor communication links.
Testing to verify all system input and output functions (Analog tests / Digital tests / Discrete tests).
Please select an HT1000 BITE test result possibility.
V34B6
ACOS v1.6
ATA 34
Page 238/ 246
HT1000 BITE test pass
If RETURN TO SERVICE BITE completes with no failures, following display appears.

V34B6
ACOS v1.6
ATA 34
Page 239/ 246
HT1000 BITE test fail
If failures occur, they will be listed at the completion of tests.

Failures that affect the system ability to operate on the aircraft, according to the configuration module contents, are listed first and colored yellow.
Note: Failures which do not affect the installation are listed second and colored white.
V34B6
ACOS v1.6
ATA 34
MFC right maintenance panel NAV code maintenance operation
Page 240/ 246
As soon as a failure is recorded in the non volatile memory located in the CPU card of the MFC 1A module, the "BITE LOADED" magnetic indicator turns
amber.
On ground, once the engines are shutdown, the maintenance team can localize the system failed with the MFC maintenance panel. This is initially set on
the "NORM-FLT" position.
For example, let's check the NAV system.

Select the "NAV" position.
V34B7
ACOS v1.6
ATA 34
Page 241/ 246
V34B7
ACOS v1.6
ATA 34
V34B7
Page 242/ 246
ACOS v1.6
ATA 34
Page 243/ 246
Once the system selector is set to "NAV" position, the PTA / ERS (Push-To-Advance) pushbutton has to be depressed in order to check the system.
The 8 "F" light and the "2" F light illuminate amber so a failure has been memorized in the "NAV" system.
To define which kind of failure is detected, you can either note which "F" number is illuminated or add the "F" number.
The definition of this failure is given in the Job Instruction Card or in the Flight Crew Operating Manual and is "SGU 2 overheat".
By depressing once again the PTA / ERS pushbutton, the following failure code will be displayed.
The four "F" lights illuminate. This means that all the failure codes related to the selected system have been displayed.
V34B7
ACOS v1.6
Summary
ATA 34
Page 244/ 246
ATA 34 NAVIGATION SYSTEM

General description
Cockpit panels
18
Interfaces
24
Features
25
32
35
38
48
52
AHRU description
54
STBY Compass
60
STBY Horizon
64
68
72
74
78
82
84
87
92
93
96

V34B7
102
ACOS v1.6
Summary
ATA 34
V34B7
Page 245/ 246
106
110
118
GNSS components
122
127
132
ATC Antenna
134
ATC Transponder
136
138
142
TCAS system purpose
148
Protected volumes
149
Architecture
156
168
TCAS components
174
178
184
186
189
195
200
GPWS Description
202
206
GPWS computer
207
ACOS v1.6
Summary
ATA 34
V34B7
Page 246/ 246
EGPWS Description
208
213
EGPWS computer
214
215
218
ILS components
224
227
230
234
236
240
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 35 OXYGEN

ATA 35
General description
Page 2/ 73
General description
V3501
ACOS v1.6
ATA 35
General description
Page 3/ 73
ATR is a pressurized aircraft certified at Flight Level 250.

According to European and American airworthiness regulation, it is equiped with oxygen supply in case of cabin pressure loss, noxious gas or smoke
emission.
The oxygen system of the ATR has been designed to supply cockpit crew members and observer, the cabin crew and 25 % of passengers during 30 min :
4 minutes to descend from 25000 ft to 14000 ft,

Continuation of flight between 14000 ft and 10000 ft for 26 minutes.
Oxygen system is provided to crew members and passengers by means of several systems :
a fixed oxygen installation composed of :

- Oxygen storage and supply system, located in the cockpit,
- Crew oxygen distribution system,
- Passengers oxygen distribution system.
portable systems which include :
- Portable oxygen units for the cabin attendants,
- Cabin attendants breathing equipments.
V3501
ACOS v1.6
ATA 35
V3501
General description
Page 4/ 73
ACOS v1.6
General description
ATA 35
Page 5/ 73
3 oxygen masks used in case of :
Pressure drop oxygen is provided during 120 mn,

Smoke or noxious gas emission oxygen is provided during 15 mn.
Smoke goggles located on each side of the cockpit near oxygen crew masks.
The main system provides passenger protection through a pax valve. It controls flow to pax oxygen boxes.
One diluted oxygen mask is stored in each box.
Portable oxygen bottles are stored under cabin attendant seats. They permit a continuous diluted flow to both cabin attendants at 13000ft for duration of
30 mn. Each of this bottles is equipped with a diluted oxygen mask.
Protective breathing equipments are located in the luggage box of the cabin. It is used only in case of smoke or noxious gas emission.
V3501
ACOS v1.6
ATA 35
Cockpit panels and oxygen cabin layout
Page 6/ 73
V3502
ACOS v1.6
ATA 35
Interfaces
Page 7/ 73
Interfaces
V3503
ACOS v1.6
ATA 35
Features
Page 8/ 73
Features
V3504
ACOS v1.6
ATA 35
V3504
Features
Page 9/ 73
ACOS v1.6
ATA 35
V3504
Features
Page 10/ 73
ACOS v1.6
ATA 35
Oxygen Safety precautions
Page 11/ 73
V3505
ACOS v1.6
ATA 35
Oxygen crew and passengers systems Description
Page 12/ 73
The oxygen system is used by the flight crew members and passengers to sustain a brutal loss of cabin pressure.
Crew members can also use their oxygen masks in case of smoke.
The crew and passenger oxygen systems are composed of 3 subsystems:
the oxygen storage and supply,

the crew oxygen distribution (pilots and observer),
the passengers oxygen distribution.
V3506
ACOS v1.6
ATA 35
Oxygen storage and supply Description
Page 13/ 73
The main component of the oxygen storage and supply is a high pressure gaseous oxygen cylindric bottle.
The oxygen cylinder is the common reservoir for :
crew oxygen distribution,

passenger oxygen distribution.
The valves and switches are fitted on the oxygen storage / supply system to allow oxygen flow control and monitoring.
V3507
ACOS v1.6
ATA 35
Oxygen storage and supply operation
Page 14/ 73
V3526
ACOS v1.6
ATA 35
Page 15/ 73
A/C configuration:
Aircraft is de-energized
All lights are extinguished
Oxygen bottle shut off valve is closed
No oxygen in the circuit
Now the aircraft must be energized and oxygen bottle main shut off valve open.
A/C configuration:
Aircraft is energized,
oxygen bottle shut-off valve is opened,
OFF white light on Main supply push button is illuminated.
On cockpit overhead panel, pressure gauge indicates oxygen pressure by means of pressure regulator/transmitter and the pressure is regulated at 78
PSI.
Now Main supply push button must be pressed in.

A/C configuration:
Aircraft is energized
Oxygen bottle shut-off valve is opened
OFF white light on Main supply push button extinguishes
Crew feed stop valve opens and supplies oxygen to distributor manifold.
Now Pax supply push button must be set to ON.
A/C configuration:
ON blue light on Pax supply push button illuminates
Pax feed stop valve opens and passenger distribution oxygen system is supplied.
A/C configuration:
When oxygen overpressure occurs in the bottle or regulator, the overpressure safety relief allows oxygen flow to be ejected overboard.
A Green disk is fitted on aircraft external skin. It blows out when pressure is > 20 PSI. Then a yellow colour appears. This system indicates oxygen
Overpressure to the crew during walk around.
A/C configuration:
V3526
ACOS v1.6
ATA 35
Page 16/ 73
If oxygen pressure drops below 50 psi in the LP circuit,
LO PR amber light on Main supply push button illuminates

Master CAUTION light, single chime and oxygen label on C.A.P. are activated.
The loss of oxygen pressure is detected by LP pressure switch, fitted on the distributor manifold.
A/C configuration:
Aircraft is de-energized
Oxygen bottle shut-off valve is closed
When connected to a nitrogen source, Test port allows:
Leak test of Oxygen systems,

Cleaning,
Functional test of Oxygen systems and equipment.
V3526
ACOS v1.6
ATA 35
Page 17/ 73
V3526
ACOS v1.6
ATA 35
Oxygen cylinder description
Page 18/ 73
V3509
ACOS v1.6
ATA 35
Page 19/ 73
The main characteristics of the cylinder, which supplies oxygen to the crew and passenger distribution system are :
capacity: 2182 l (77 ft3) in standard conditions (normal temperature = 21 C and pressure = 1013 mbar).
Nominal charge: Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the oxygen distribution system. A discharge port is provided for
overpressures.
This high pressure oxygen cylinder is located vertically, inside the flight compartment in front of the left electronic rack (80 VU).
V3509
ACOS v1.6
ATA 35
Main shut off valve description
Page 20/ 73
V3510
ACOS v1.6
ATA 35
Page 21/ 73
The slow-opening manual shut-off valve is designed with metal/metal type seats, to avoid ignitions (explosions).
V3510
ACOS v1.6
ATA 35
Pressure gauge description
Page 22/ 73
V3511
ACOS v1.6
ATA 35
Page 23/ 73
The direct pressure reading gauge is fitted on the oulet of the oxygen bottle.
The gauge indicates cylinder pressure with main shut-off valve open, or closed.
V3511
ACOS v1.6
ATA 35
Pressure regulator / transmitter description
Page 24/ 73
V3512
ACOS v1.6
ATA 35
Page 25/ 73
V3512
ACOS v1.6
ATA 35
V3512
Page 26/ 73
ACOS v1.6
ATA 35
Page 27/ 73
The HP regulator/transmitter is composed of two stages:
A high pressure stage including: A high pressure transducer sending an electrical signal to a remote indicator located on the cockpit oxygen panel.
A low pressure stage including: A downstream pressure regulation at a nominal value of 78 8 PSI (5,38 0,55 bars) for a flow of 200 l/mn (normal
temperature = 21 C and pressure = 1013 mb).
A port with an integrated pressure relief valve limits the pressure as follows:
opening: 120 4 PSI (8 0,25 bars),

overpressure limited at: 160 PSI (11, 65 bars).
Note: Regulated pressure does not exceed 94 PSI (6,48 bars) for all flow variations, or pressures within the following limits:
flow variation: 10 to 200 l/mn (0,35 to 7 ft3/mn),
pressure variation: 100 to 2025 PSI (6,9 to 140 bars).
V3512
ACOS v1.6
ATA 35
High and low overpressure safety relief and device description
Page 28/ 73
V3514
ACOS v1.6
ATA 35
Page 29/ 73
In the case of a rise in ambient temperature, the oxygen increases and causes the expansion of the cylinder pressure.
The oxygen is discharged by:
the cylinder safety valve (HP overpressure),

the low pressure stage overpressure safety port of the HP regulator/transmitter.
The oxygen is discharged overboard by a safety circuit equipped with an overboard discharge indicator.
The discharge indicator is composed of a green plastic blow-out disc, visible from outside the aircraft.
The green plastic blow-out disc is ejected from its housing when subjected to any pressure exceeding 20 PSI (1,38 bars), releasing the yellow color inside
the indicator body.
V3514
ACOS v1.6
ATA 35
Renewal of oxygen source description
Page 30/ 73
V3515
ACOS v1.6
ATA 35
Page 31/ 73
The renewal of the oxygen source can be done in two ways:
by changing the oxygen cylinder (Note: it is possible to fill the oxygen cylinder in the workshop),
on the aircraft, by means of a filling system connected to the HP regulator/ transmitter.
The filling system consists of:
a pipe connected to the HP regulator/transmitter (routed through the electronic rack 80 VU and connected to a filling port),
a ventilation duct in which the oxygen duct is routed, through the rack 80 VU,
a filling port fitted with a check valve, protected by a door behind the electronic rack 80 VU.
The oxygen flow is maximum for an inlet pressure of 100 PSI (7 bars) (normal temperature = 21 C and pressure = 1013 mbar)
V3515
ACOS v1.6
ATA 35
Crew feed stop valve description
Page 32/ 73
V3516
ACOS v1.6
ATA 35
Page 33/ 73
The crew feed stop valve is operated by the Main supply push button, located on the cockpit overhead panel.
The crew feed stop valve solenoid controls opening and closing of the oxygen flow. The control unit is fitted on the crew feed valve.
V3516
ACOS v1.6
ATA 35
Manifold distributor description
Page 34/ 73
V3518
ACOS v1.6
ATA 35
Page 35/ 73
The following are connected to the supply manifold:
2 supply pipes for the crew,

1 supply pipe for passengers,
1 pipe for test port assy,
1 LP pressure switch.
The manifold is located near the oxygen cylinder.

V3518
ACOS v1.6
ATA 35
LP pressure switch description
Page 36/ 73
V3519
ACOS v1.6
ATA 35
Page 37/ 73
The LP pressure switch, installed on the supply manifold, provides an electrical signal to LO PR light of the MAIN SUPPLY push button on the cockpit
overhead panel when a pressure falls to 50 5 PSI (3,45 0,35 bars).
V3519
ACOS v1.6
ATA 35
Pax feed stop valve description
Page 38/ 73
V3521
ACOS v1.6
ATA 35
Page 39/ 73
The pax feed stop valve is operated by the pax supply push button, located on the cockpit overhead panel.
The pax feed stop valve solenoid controls the opening and closing of the oxygen flow. The control unit is fitted on the pax feed stop valve.
V3521
ACOS v1.6
ATA 35
Test port description
Page 40/ 73
V3523
ACOS v1.6
ATA 35
Page 41/ 73
The test port is equipped with a bayonet connection with an integrated check valve. An airtight cap covers the test port. It is designed to be fitted with a
PURITAN 110 11 test connector.
Max pressure to be applied is: 94 PSI (6,5 bars). This test enables a leakage test after any component replacement, functional test if the oxygen cylinder
is not installed and cleaning pipes operations.
V3523
ACOS v1.6
ATA 35
Oxygen crew distribution description
Page 42/ 73
A rigid duct connects the supply maniflod to the masks assy via flexible hoses.
They are fitted with self sealing coupling for easy disconnect.
The crew oxygen mask consists of:
an inflatable harness,
a regulator knob,
a microphone,
an airtight facepiece equipped with: a manual valve which supplies oxygen through a flexible hose and permits demisting of the anti smoke goggles.
V3527
ACOS v1.6
ATA 35
Oxygen crew distribution operation
Page 43/ 73
The regulator can also assume the following functions. Please click on a label for more information about these functions.
Harness inflating: By pressing on the right clip, the pressure oxygen is sent to the harness. When the clip is released, the oygen is discharged out.
V3533
ACOS v1.6
ATA 35
Page 44/ 73
Normal supply: Inhalation: The regulation diaphragm, subjected at a negative pressure, opens the main valve control. The main valve, under the effect of
the control pressure variation, opens the circuit. The user breathes a mix of O2 / air. The air quantity is regulated by the aneroid capsule.
V3533
ACOS v1.6
ATA 35
Page 45/ 73
Normal supply: Exhalation: Under the effect of the pressure, the regulation diaphragm closes the main valve control. It also lifts from its seat to allow the
exhaled mixture out. The main valve closes the user circuit. The overpressure valve evacuates the O2 accumulated in the regulation diaphragm.
V3533
ACOS v1.6
ATA 35
Page 46/ 73
Pure 02 supply: When the normal / 100% selector is in 100% position, the ambient air inlet is closed. The user breathes pure 02
V3533
ACOS v1.6
ATA 35
Page 47/ 73
Constant positive pressure supply: Operation of the regulator, under a constant positive pressure, is enabled through the emergency rotation knob. The
normal / 100% selector is in the normal / 100% position to supply pure oxygen.
When emergency rotation knob is selected: Permanent pressurization of the regulation diaphragm prevents closure of the main valve's control circuit. This
operation can be temporary by pushing on the continuous button and turning the knob in the clockwise direction (locking). The pressure of oxygen depends on
the valve regulation, which prevents excessive pressure in the chamber.
V3533
ACOS v1.6
ATA 35
Crew oxygen masks description
Page 48/ 73
V3529
ACOS v1.6
ATA 35
Page 49/ 73
The mask assembly consists of a mask stowed in a box. This box is fitted with two door flaps, maintaining the mask in its housing. The LH flap is equipped
with a TEST/RESET slider and a blinker indicator.
V3529
ACOS v1.6
ATA 35
Smoke goggle description
Page 50/ 73
V3531
ACOS v1.6
ATA 35
Page 51/ 73
Smoke goggles are located near oxygen mask stowage boxes and, when worn, can be automatically demisted by oxygen supplied from oxygen mask.
V3531
ACOS v1.6
ATA 35
3rd occupant mask with oxygen adapter extension description
Page 52/ 73
V3532
ACOS v1.6
ATA 35
Page 53/ 73
The 3rd occupant's oxygen mask is fitted with an oxygen adapter extension box, which can be used as far away as the forward cargo compartment.
V3532
ACOS v1.6
ATA 35
Passengers oxygen distribution description
Page 54/ 73
The passenger fixed oxygen system ensures that the passengers are supplied with oxygen in the event of a loss of "cabin pressurization".
The fixed oxygen system supplying the passengers is connected to the supply manifold of the flight crew supply system.
The pax feed stop valve enables passenger oxygen supply by direct action of the crew on the flight compartment control and monitoring panel.
Number of supplied passengers = 25% simultaneously
The system comprises a fixed installation supplying pax masks uniformly distributed in the passengers compartment.
V3534
ACOS v1.6
ATA 35
Passenger oxygen distribution system operation
Page 55/ 73
During inhalation, the inhalation and diluter valves open, allowing an air/oxygen mixture into the mask.
During exhalation, the exhalation bag closes and the exhaled air is evacuated out of the mask.
During exhalation, the reservoir bag receives the oxygen from the distribution system, avoiding any loss of oxygen between the inhalation and exhalation
cycles, thus limiting oxygen consumption to the user's requirements.
The flow indicator, installed on the flexible supply line, serves to check oxygen supply to the user.
V3541
ACOS v1.6
ATA 35
Altitude compensating regulator description
Page 56/ 73
V3536
ACOS v1.6
ATA 35
Page 57/ 73
The altitude compensating regulator feeds oxygen boxes in case of rapid depressurization of the passengers compartment.
The oxygen compensator regulates the pressure in the distribution pipes such that the required oxygen flow depending of the cabin altitude is correctly
assumed by each masks. It operates between 25000ft and 10000ft cabin altitude.
Note : Because of the cabin altitude compensating regulators, passengers oxygen supply is not available on ground (oxygen regulators closed < 10000ft).
V3536
ACOS v1.6
ATA 35
Passenger masks description
Page 58/ 73
V3540
ACOS v1.6
ATA 35
Page 59/ 73
The supply line is a PVC type, 2,5m long (8,2 ft).

It is comprised of a flow indicator and linked to the passenger fixed distribution
The oxygen module door is opened by introducing a manual release tool into the small hole of the door and pushing it.
The manual release tool is located in the flight attendant's seat storage compartment.
V3540
ACOS v1.6
ATA 35
Portable Oxygen system description
Page 60/ 73
The cabin attendant portable oxygen system comprises the following equipments :
oxygen cylinder, capacity 120 liters with nominal charge 1800 PSI (124 bars),
sustaining oxygen mask,
smoke hood.
V3542
ACOS v1.6
ATA 35
Page 61/ 73
V3542
ACOS v1.6
ATA 35
Portable Oxygen bottle description
Page 62/ 73
V3543
ACOS v1.6
ATA 35
Page 63/ 73
The cabin attendant's portable oxygen ensures the protection of the cabin attendants and allows them to move around in the passenger compartment in
the following conditions :
loss of pressure,
smoke or noxious gas emission.
Note: The portable oxygen system can also be used by the flight crew.
V3543
ACOS v1.6
ATA 35
Protective breathing equipment description
Page 64/ 73
V3545
ACOS v1.6
ATA 35
Page 65/ 73
V3545
ACOS v1.6
ATA 35
V3545
Page 66/ 73
ACOS v1.6
ATA 35
Page 67/ 73
Grasp red access handle and pull forcibly to disengage the cover. Locate red I.D. tag and pull sharply to tear open vacuum sealed bag.
Pull PBE out of vacuum sealed bag and shake hood to open.
Place both hands into the neckseal opening with palms facing each other and PBE visor facing downward with the KO2 container resting top of hands.
With the head bent forward, guide the PBE neckseal over the top of the head and down over the face using the hands to shield the face and glasses from
oronasal mask cone.
With both hands, grasp the adjustment straps at the lower corner of the visor and pull outward sharply to actuate the starter candle.
With the straps still in hand and head bent forward, pull backward to secure the oronasal mask cone high on the nose for a tight seal.
If wearing glasses, you may adjust the position of the lenses to rest on top of the oronasal mask cone by moving the side of the frame through the hood
fabric. Do not attempt to adjust through the neckseal as this will result infiltration of the surrounding atmosphere into the interior of the hood.
When the neckseal is positionned at the neck and the KO2 cannister is resting on the nape of the heck, remove the hands, checking to see that clothing is
not trapped in the seal and hair does not protrude between the seal and the neck. Pull the protective neck shield down to cover the collar and upper
shoulder area.
V3545
ACOS v1.6
ATA 35
Oxygen panel
Page 68/ 73
Oxygen panel
V3547
ACOS v1.6
ATA 35
Oxygen panel
Page 69/ 73
<1> HP INDICATOR Oxygen bottle pressure is displayed in PSI x 1000. The scale is marked by 2 color arcs:
RED ARC: from 0 to 85 PSI,

GREEN ARC: from 85 to 2025 PSI. If preflight pressure is < 1400 PSI, quantity must be checked to be adequate for intended flight.
<2> MAIN SUPPLY PUSH BUTTON Controls the crew feed stop valve. When the push button is switched on, the valve is opened and low pressure
oxygen is supplied to the cockpit crew oxygen masks.
OFF: the valve is closed. OFF illuminates white.

LO PR: illuminates amber and the CCAS is activated when a low pressure (< 50 PSI) is detected in the low pressure distribution circuit.
<3> PAX SUPPLY PUSH BUTTON
ON: Passengers supply valve is opened. ON illuminates blue. Pb released: Passengers supply valve is closed.
V3547
ACOS v1.6
ATA 35
Leak test and cleaning of the oxygen system
Page 70/ 73
To perform leak test and cleaning of the oxygen system, a dry nitrogen bottle is needed. This bottle must be equiped with a pressure reducing valve, a
bleed valve, an isolation valve, a precision pressure gauge.
Nitrogen flexible hose is fitted on the oxygen system test port to perform the tests.
Oxygen system safety warning must be applied and not exceed 94 PSI during the test.
V3549
ACOS v1.6
ATA 35
Operational test of crew oxygen mask and micro, by means of box test
Page 71/ 73
Test
Check
When crew mask operational test is not performed sucessfully, oxygen system components configuration have to be checked :
DC network enregized.
Oxygen bottle main shut-off valve open.
Main supply pressed in.
Interphone operational.
V3550
ACOS v1.6
Summary
ATA 35
Page 72/ 73
ATA 35 OXYGEN
V3550
General description
Interfaces
Features
11
12
13
14
18
20
22
24
28
30
32
34
36
38
40
42
43
48
50
ACOS v1.6
Summary
ATA 35
V3550
Page 73/ 73
52
54
55
56
58
60
62
64
Oxygen panel
68
70
71
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 36 PNEUMATIC SYSTEM

ATA 36
General description
Page 2/ 46
General description
V3601
ACOS v1.6
ATA 36
General description
Page 3/ 46
The pneumatic system supplies aircraft systems which use pressurized air.
These systems are:
Air conditioning,
Ventilation,
Pressurization,
De-icing.
Compressed air is bled from the engine compressors at the LP or HP stages.
Look at the following picture to find the LP and HP ports on the engine.
Bleed air protection systems are:
OVERHEAT, two thermal sensors are fitted on pneumatic ducts, downstream of the bleed air shut-off valve.
OVERPRESSURE, a pressure sensor is installed upstream of the bleed air shut-off valve.
AIR LEAK, sensing elements are fitted beside the bleed air ducts.
The LP and HP ducts join together to form a single duct.

Pressure and temperature switches monitor the bleed air, which flows through the bleed air shut-off valve, which regulates air pressure.
Check valves are fitted on the LP ports. They prevent reverse flow towards the LP compressor, when HP pressure is used (HP bleed valve opens at low
power engine range). Both bleed air shut-off valve and HP valve are controlled by engine bleed push button on overhead panel.
A check valve is fitted on the LH duct. It prevents reverse flow to the left engine bleed, during Hotel Mode.
A crossfeed valve permits the interconnection of subsystems bleed ducts to supply both air conditioning packs. Opens only on ground.
V3601
ACOS v1.6
ATA 36
Cockpit panels
Page 4/ 46
Cockpit panels
V3602
ACOS v1.6
ATA 36
Interfaces
Page 5/ 46
Interfaces
V3603
ACOS v1.6
ATA 36
Features
Page 6/ 46
Features
V3604
ACOS v1.6
ATA 36
V3604
Features
Page 7/ 46
ACOS v1.6
ATA 36
V3604
Features
Page 8/ 46
ACOS v1.6
ATA 36
Pneumatic Safety Precautions
Page 9/ 46
V3605
ACOS v1.6
ATA 36
Engine Bleed air supply system Description
Page 10/ 46
The pneumatic system consists of two separate bleed duct subsystems, left and right.
Each bleed duct subsystem is fed by the corresponding LP and HP engine compressors.
V3606
ACOS v1.6
ATA 36
Page 11/ 46
The ducts from the LP and HP ports join inside the engine nacelle to form a single duct.
Several valves and pneumatic components are fitted on this duct.
The duct passes from the engine nacelle through the centre wing leading edge, the interspace between the fuselage external skin and internal lining to the
front undercarriage area.
V3606
ACOS v1.6
ATA 36
V3606
Page 12/ 46
ACOS v1.6
ATA 36
Page 13/ 46
Air is usually bled from the Low Pressure (LP) compressor stage.
Two flow limiting venturis are installed inside the LP and HP bleed ducts immediately after the compressor outlets. They provide protection against excess
bleed overflow, into the engine nacelle, in case of downstream duct failure.
A LP Check valve, installed in the LP bleed duct at the engine bleed port, prevents reverse flow towards the LP compressor, when the HP bleed valve is
opened.
When pressure from the LP stage is < 25 psi, the bleed air source is automatically switched to the High Pressure (HP) compressor stage. HP bleed valve
opens at low power engine ranges and regulates air pressure at 25 psi in flight and 38 psi on ground.
A thermal sensor fitted on the engine HP stage monitors HP temperature. Monitoring of the HP temperature is inhibited in flight.
A Bleed Air Shut-Off valve is fitted immediately downstream the engine fire-wall in the fairing between the engine nacelle and the wing. It controls bleed
airflow for the air conditioning.
A pressure switch is installed upstream the bleed air shut-off valve, to avoid overpressure on the ducts.
V3606
ACOS v1.6
ATA 36
V3606
Page 14/ 46
ACOS v1.6
ATA 36
Page 15/ 46
Two thermal switches are installed downstream the bleed air shut-off valve, to avoid overtemperature on the ducts. In case of an air overheat, an OVHT
associated light illuminates on the Air Bleed panel.
Bleed Air check valve avoids airflow towards left engine compressor, in Hotel mode. This valve is installed only on LH side.
A Crossfeed valve is installed in the pressurized underfloor area. The X valve open light, on the air bleed panel, illuminates when the crossfeed valve is
open (only on ground).
The Engine Bleed push button electrically supplies the HP Bleed Valve and Bleed Air shut-off valve, which are pneumatically actuated. They automatically
close when OVHT, Leak, Fire handle pulled or prop brake on (left valve only) and during engine start. A Fault light indicates that the Bleed Air shut-off
valve position disagrees with the push button selection, or in case of OVHT, Leak, or valve failure.
A leak detection system is installed downstream the bleed air shut-off valve. The system monitors duct air leaks up to the air conditioning pack valve. In
case of air leak detection, an associated Leak light illuminates on the Air Bleed Panel.
V3606
ACOS v1.6
ATA 36
Engine Bleed air supply system operation
Page 16/ 46
V3620
ACOS v1.6
ATA 36
Page 17/ 46
A/C on ground:
both engines are shut down,

engine 1 (2) bleed push button are press in,
PROP BRAKE is ON.
Engine 1 (2) bleed push button fault lights are illuminated.

A/C on ground. Engine 2 start:
RH HP valve opens,
NH 45% + 30s: RH bleed shut-off valve opens,
engine 2 bleed push button fault light extinguishes,
X valve open light illuminates.
Pneumatic system is regulated at 38 psi.

A/C on ground.
Engine 1 start:
LH HP valve opens,
LH bleed shut-off valve stays closed.
A/C on ground.
PROP BRAKE is now set to off,

X valve open light extinguishes,
LH bleed shut-off valve opens.
A/C in flight.
When PL angle is set > 37:

- HP valves close,
- pneumatic system is supplied with LP port.
When PL angle is set < 37 and pressure is < 25 psi:
- HP valves open,
- pneumatic system is regulated at 25 psi.
Overpressure detected.
When bleed air pressure > 80 psi is detected in the RH bleed air duct by the RH overpressure switch:
- RH bleed shut-off valve close,
- RH engine 2 bleed push button fault a mber light illuminates.
Valve will re-open when pressure will become normal.
(Note: same on LH side).
Air overheat detected.

V3620
ACOS v1.6
ATA 36
Page 18/ 46
If a temperature in the RH bleed air duct exceeds 274 C, the RH overtemperature switches cause:
RH bleed shut-off valve to close,
RH HP bleed valve to close,
RH OVHT light is illuminated,
RH engine 2 bleed push button fault amber light illuminates.
Engine fire handle pulled.

When engine 2 fire handle is pulled, it causes:
RH bleed shut-off valve to close,
RH HP bleed valve to close,
RH engine 2 bleed push button fault amber light illuminates.
V3620
ACOS v1.6
ATA 36
Page 19/ 46
V3620
ACOS v1.6
ATA 36
HP Bleed air valve description
Page 20/ 46
V3608
ACOS v1.6
ATA 36
Page 21/ 46
The valve is fitted on the HP manifold located in the engine nacelle.

HP valve is normally closed. It is a shut-off valve with a dual differential pressure regulator which regulates HP bleed air pressure supply in low power
conditions and during ground operation.
With both solenoids de-energized the valve is closed.

HP valve is energized with corresponding PL angle between 13 and 37.
With only the shut-off solenoid energized, the valve is ready to open and uses low reference pressure as required to maintain bleed air duct pressure.
HP valve low pressure reference is: 25 psi.
With both solenoids energized, the valve operates at high reference pressure only on ground.
HP valve high pressure reference is: 38 psi.
Valve position is monitored by micro-switches.
V3608
ACOS v1.6
HP Bleed air Thermal resistance
ATA 36
Page 22/ 46
This platinum resistance sensor inside an hermetic stainless steel case on the engine HP compressor stage.
The resistance of the sensor changes with temperature.
When this thermal sensor detects a temperature > 270 C on HP port, the HP bleed valve is closed and the MFC bite loaded magnetic indicator (located
on maintenace panel), turns yellow.
No caution light on the engine Air Bleed Panel (22 VU).

Note: This function is only activated on ground.
V3610
ACOS v1.6
ATA 36
LP Bleed air check valve description
Page 23/ 46
The valve is fitted in the LP manifold located in the engine nacelle.

It has two semi-circular butterfly flaps.
The flaps are held closed by means of a spring. An arrow on the body indicates airflow direction.
The valve prevents reverse airflow into the engine LP compressor when the HP bleed is operating.
V3611
ACOS v1.6
ATA 36
Bleed air shut off valve description
Page 24/ 46
The bleed air shut-off valve is fitted in the bleed air duct immediately after the fire wall in the fairing between the engine nacelle and the wing.
It is a spring-loaded, normally closed shut-off valve, which is pneumatically actuated and electrically controlled.
With the solenoid energized the valve is ready to open. When air is available, the valve opens.
When the solenoid is de-energized the valve closes.

Note: This valve is closed during UPTRIM (ATPCS). It is also closed during engine start until NH 45% + 30s.
V3612
ACOS v1.6
ATA 36
Page 25/ 46
V3612
ACOS v1.6
ATA 36
Bleed air overtemperature switches description
Page 26/ 46
V3614
ACOS v1.6
ATA 36
Page 27/ 46
These two switches are identical and are fitted in the bleed air duct downstream the bleed air shut-off valve.
They are hermetically sealed, stainless steel probes. They monitor the air bleed. In case of overtemperature, the bleed air shut-off valve and the HP bleed
valves are closed, OVHT light illuminates on the air bleed control panel.
The operating range of the bleed air overtemperature switches is 274 6,7 C (525 12 F), and the reset temperature is 250 C (482 F).
The hystersis value is 5,55 C (10 F) below the switching temperature.
V3614
ACOS v1.6
ATA 36
Bleed air pressure switch description
Page 28/ 46
V3616
ACOS v1.6
ATA 36
Page 29/ 46
The pressure switch is fitted on the bleed air duct, upstream the bleed air shut-off valve.
When air bleed pressure > 80 psi, overpressure switch sends a signal to the MFC which closes the bleed air shut-off valves. Fault light illuminates on the
corresponding air bleed push button.
When the bleed air pressure detected by the overpressure switch decreases to 70 psi, bleed air shut-off valve can re-open.
V3616
ACOS v1.6
ATA 36
Page 30/ 46
This valve is fitted in the crossfeed duct located in the pressurized underfloor area.
It is an electrically controlled, pneumatically actuated shut-off valve. It interconnects the right and left ducting to allow bleed air to flow from the system
which is operating to the other side.
When the solenoid is energized the valve is ready to open. When bleed air is available, the valve opens.
When the solenoid is de-energized, the valve closes.
V3617
ACOS v1.6
ATA 36
Bleed air check valve description
Page 31/ 46
The valve is fitted in the bleed air duct located in the central wing section. It has two semi-circular butterfly flaps.
The flaps are held closed by means of a spring.
An arrow on the body indicates air flow direction.
The valve prevents reverse airflow to the left engine compressors when the right engine is operating in Hotel Mode.
V3619
ACOS v1.6
ATA 36
Wing leading edge ventilation system description
Page 32/ 46
The wing leading edge ventilation system maintains a low temperature level inside the portion of the wing leading edges between fuselage and engine
nacelles.
The system allows eventual fuel vapours to escape, preventing possible fire due to a hot air bleed duct leakage.
In flight only, ventilation is obtained by means of a ram air intake scoop (also called NACA air inlet), located in the top of the engine nacelle.
A distribution duct is also installed in the leading edge internal area.
No monitoring or control is provided.
V3621
ACOS v1.6
ATA 36
Air leak detection system description
Page 33/ 46
The air leak detection system is a continuous monitoring system. The system is installed in order to detect duct leakages by thermal wire sensing element.
Air leak detection system consists of two subsystems, one for each bleed system.
This system is installed in the following areas:
wing leading edge and wing to fuselage fairing,

upper and lower fuselage floor,
air conditioning pack area.
V3622
ACOS v1.6
ATA 36
Page 34/ 46
The air leak detection system consists of two single loops, one for each engine, a control unit and an indicating system.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major part of the high temperature ducts to collect and direct leaking air to
the sensing elements.
Each loop consists of six sensing elements located along the engine bleed air ducts.
The air leak detection system protects LH and RH bleed air shut-off valves and the crossfeed valve ducts.
V3622
ACOS v1.6
ATA 36
Air leak detection system operation
Page 35/ 46
When an element of the leak detection wire heats to the alarm temperature of 153 C ( 8 C), the air leak control unit sends a signal.
This electrical signal illuminates the corresponding LEAK legend and, after one second delay, the bleed air shut-off valve and HP valve close.
In case of a left engine duct air leak:
left bleed shut-off valve closes,

left HP bleed valve closes,
crossfeed valve closes (if open) and is inhibited to open.
Note: If an air leak occurs on RH bleed air duct, RH HP and shut-off valves close with the same sequence.
V3627
ACOS v1.6
ATA 36
Control unit description
Page 36/ 46
The control unit is installed on shelf 92VU in the electronic rack.

It is an electronic device with two monitoring circuits.
The level circuit initiates an alarm when the impedance of the continuous element reaches a predetermined low level.
V3624
ACOS v1.6
ATA 36
Page 37/ 46
V3624
ACOS v1.6
ATA 36
Sensing elements description
Page 38/ 46
V3626
ACOS v1.6
ATA 36
Page 39/ 46
Sensing elements are fitted closed to the pneumatic ducts. When an air leak occurs, the air is drawn to holes, located in front of the leak detection wire.
The elements consist of a solid nickel conductor embedded in an insulating material and encased in an inconel tube hermetically sealed at both ends.
They are located all along the bleed air ducting.
The voids and clearances between the tubing, porous ceramic insulators, and centre conductors are saturated with an eutectic salt mix.
When the element is exposed to hot gasses or any overheat condition, the impedance between the centre conductor and outer casing drops sharply.
The air leak wiring is composed of:
pure nickel,
porous aluminium oxide,
inconel tubing.
When the element heats up to the alarm temperature of 153 8 C, the control unit emits a signal to illuminate the corresponding LEAK legend and, after
a one second delay, the bleed air shut-off and HP valves close (X feed valve also if open).
V3626
ACOS v1.6
ATA 36
Air bleed panel
Page 40/ 46
Air bleed panel
V3628
ACOS v1.6
ATA 36
Air bleed panel
Page 41/ 46
Look at the Air Bleed Panel.

<1>OVHT light.
Amber light illuminates when bleed duct temperature exceeds 274 C (525 F).
Auto closes bleed valves (shut-off and HP).
Associated engine bleed push button may be reseted after cooling.
<2>LEAK light.
Amber light illuminates when loop temperature exceeds 153 C.

Auto closure of shut-off and HP bleed valves (one second delay) and crossfeed valve if used on ground.
<3>X VALVE OPEN light.
Amber light illuminates when the crossfeed valve is open.

Open on ground only.
Inhibited in flight.
Auto open when only one engine is running (Hotel Mode or Taxiing).
<4>Engine 2 (1) Bleed Push button. Controls both bleed air shut-off and HP bleed valves. Inhibited during engine start.
FAULT: amber light illuminates in case of bleed valve position disagreement with the relevant push button (Lack of bleed air or electrical supply,
overpressure, OVHT, Leak and Fire handle pulled).
OFF: white light illuminates with push button released. HP and bleed valves are closed.
V3628
ACOS v1.6
ATA 36
Air leak detection system operational test/check
Page 42/ 46
Air Leak push button test:
Both engine loops are tested simultaneously by pressing the Air Bleed Leak PTT push button switch.
The push button is located on maintenance panel 702VU:
If the Leak indicators illuminate, the system is functional.

If any indicator remains off when the PTT button is pressed, a fault exists in the relevant sensing element.
Depressing the air leak momentary switch, located on the maintenance panel causes the leak lights to illuminate.
This test checks the continuity of the loops, the controller and the associated warnings.
If the test is performed with engines running, the results are the same but the engine 1 (2) bleed do not close.
V3632
ACOS v1.6
ATA 36
Page 43/ 46
V3632
ACOS v1.6
ATA 36
V3632
Page 44/ 46
ACOS v1.6
ATA 36
Page 45/ 46
Air Leak detection system check:
Air Bleed Leak PTT push button is pressed on maintenance panel. Only one Leak amber light illuminates. The Leak bulbs are checked with the
annunciator light test and both Leak lights illuminate.
After trouble shooting operation one loop open circuit has been detected.
Air leak detection system check has to be performed, with the following sequence:
1 - LH or RH wing leading edges,
2 - LH or RH wing to fuselage fairings,
3 - LH or RH fuselage sidewalls,
4 - fuselage underfloor,
5 - LH or RH conditioning pack area.
V3632
ACOS v1.6
Summary
ATA 36
Page 46/ 46
ATA 36 PNEUMATIC SYSTEM
V3632
General description
Cockpit panels
Interfaces
Features
10
16
20
22
23
24
26
28
30
31
32
33
35
36
38
Air bleed panel
40
42
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 38 WATER WASTE

General description
ATA 38
Page 2/ 20
General description
The water & waste system consits of the following systems:
Potable water system

Toilet system
Waste water drain system
The potable water system uses the water tank. It is located in the pressurized section, attached to the back of the toilet unit.
The potable water service panel is located on the LH side of the fuselage, after of the entry door.
The toilet system operates using the water in the toilet tank. The toilet service panel is located under the fuselage. The waste water drain system is used for
toilet tank.
V3801
ACOS v1.6
ATA 38
System control panels
Page 3/ 20
V3802
ACOS v1.6
ATA 38
Interfaces
Page 4/ 20
Interfaces
V3803
ACOS v1.6
ATA 38
Features
Page 5/ 20
Features
V3804
ACOS v1.6
ATA 38
V3804
Features
Page 6/ 20
ACOS v1.6
ATA 38
Toilet tank precautions
Page 7/ 20
V3805
ACOS v1.6
ATA 38
Potable water description
Page 8/ 20
The potable water system comprises :
a potable water service panel,

a water tank, above the potable water service panel.
V3806
ACOS v1.6
ATA 38
Page 9/ 20
The potable water service panel consists of a filling coupling with a cap, a filling and draining valve control handle and an overflow port. The overflow port
is blanked off automatically when the service panel door is closed.
An inhibit system prevents closing of the service panel door if the filling and draining valve control handle is not the closed position.
The capacity of the water tank is 15 liters (4 US gal.).
Ventilation is ensured by passager compartment ambient air from a valve installed on the upper part of the tank. The shape of this valve prevents water
from overflowing during filling operations.
V3806
ACOS v1.6
ATA 38
Operation
Page 10/ 20
Operation
The potable water system comprises a filling system and a distribution system.
The filling system is composed of :
a standard filling coupling,

a manually controled, two-position filling and draining valve,
a filling pipe connecting the filling coupling to the lower part of the tank,
an overflow system consisting of a pipe connecting the upper part of the tank to the overflow port located on the service panel.
V3807
ACOS v1.6
ATA 38
Operation
Page 11/ 20
The potable water system comprises a filling system and a distribution system.
The distribution system permits water to be gravity distributed from the tank to the wash basin.
The distribution pipe taps water from the filling pipe, because the faucet and the connection are situated at different levels.
The distribution pipe will automatically empty when the tank is drained for maintenance purposes or for extended parking periods in freezing weather.
The faucet is a push-to-operate type. It closes and remains closed when not pressed.
V3807
ACOS v1.6
Toilet system Description
ATA 38
Page 12/ 20
The toilet water system consists of :
a toilet service panel,

a toilet tank,
a filling and flushing system,
a waste disposal and toilet flushing system.
V3808
ACOS v1.6
ATA 38
Page 13/ 20
The toilet service panel comprises a standard coupling (A) enabling the toilet tank to be drained.
The drain hose outlet is closed on the service panel by a removable safety plug and a cap.
Another standard coupling (B), closed by a plug, is used to flush and fill the toilet tank.
A waste drain valve control handle allows the toilet tank to be emptied .
The tank leakage drain outlet is automatically blanked off when the service panel door is closed.
V3808
ACOS v1.6
ATA 38
Page 14/ 20
The toilet tank is made of composite material and has a total capacity of 70 liters, including 8.7 liters for cleaning.
The tank is fitted with a vent line which uses pax compartment ambient air.
V3808
ACOS v1.6
ATA 38
Page 15/ 20
The filling and flushin system comprising :
a standard coupling for connection to the service vehicle,

a pipe connecting the coupling to a check valve fitted on the upper part of the tank,
a hose connecting the check valve and the atomizer which are parts of the filter motor pump assembly.
V3808
ACOS v1.6
ATA 38
Page 16/ 20
The waste disposal and toilet flushing system comprises a filter motor pump assembly. This includes :
a flush motor supplied with 28V DC SVCE BUS,

the pump which has a capacity of 50 l/mn at 0.5 bar,
a filter basket which separates solid particles from liquid,
a timer which controls the flush cycle. The flush motor operates 10+/-2 seconds and the flush system is primed again after 6+/-2 seconds.
V3808
ACOS v1.6
ATA 38
Page 17/ 20
V3808
ACOS v1.6
ATA 38
Operation
Page 18/ 20
Operation
V3809
ACOS v1.6
ATA 38
Operation
Page 19/ 20
During filling and flushing operations, clean water from the service vehicle flows under pressure through the check valve and to the anti-syphon valve and
to the atomizer via a connecting pipe.
The pressurized water is used to spray and clean the filter basket of the filter motor pump assembly and the interior of the waste tank.
In normal flushing operation, waste water mixed with clean water is filtered and used for toilet flushing. The waste disposal and toilet flushing system is the
filter motor pump assembly. This includes:
an electrical circuit, supplied with 28V DC SVCE BUS;
a hose which ducts the filtered liquid from the pump to the upper part of the waste tank.
The evacuation system comprises:
a drain valve located inside the toilet tank, controlled by means of cable from the service panel;
a toilet waste drain which connects the lower part of the tank of the coupling on the service panel.
There are two types of draining:
the waste water flows through a drain line when the wash basin plug is opened. This plug remains closed as long as the control is not operated;
the anti-corrosion tank (located under the toilet tank) is drained automatically via leakage drain valve.
V3809
ACOS v1.6
Summary
ATA 38
Page 20/ 20
ATA 38 WATER WASTE
V3809
General description
Interfaces
Features
Operation
10
12
Operation
18
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 50 STRUCTURE

ATA 50
Structure General description
Page 2/ 80
The ATR structure is composed of :
Fuselage
Wings
Stabilizers
Nacelles
The structure is also composed of :
Windows
Doors
V5001
ACOS v1.6
ATA 50
Page 3/ 80
V5001
ACOS v1.6
ATA 50
Metallic and non-metallic materials
Page 4/ 80
V5002
ACOS v1.6
ATA 50
Page 5/ 80
The metallic materials normally used are :
LIGHT ALLOY. These alloys, that constitutes the major part of the structure, are of differents types :
- 2024 clad. The copper, containing aluminium alloy, exhibits good fatigue properties.
- 7075 clad. The zinc, containing aluminium alloy, presents high strength properties and good resistance to corrosion.
- 7010. Advanced aluminium alloy is used with the T74 or T7651 heat treatment, which correspond to better fatigue and stress corrosion
resistance.
STEEL.The steels used have a maximum strength of 125 Hb, thus allowing a larger fatigue strength margin. In particular condition, a super alloy with
a resistance of 152 Hb is used ( inconel bolts for wing - fuselage junction).
TITANIUM ALLOY. Is used in the engine nacelle for the tubular frame and attache lugs.
The alloys are generally subjected to surface treatments:
- Aluminium alloys: they are electro-chemically anodised with either chromic acid or phosphoric acid.
- Titanium alloys: they generally are not protected unless when in contact with different materials, in this case, they are sand blasted and
painted. Small parts are treated by sulphuric acid anodising.
- Steel: they are generally cadmium clad plated.
The metallic parts of the structure are protected against corrosion with clad sheets, alodine or anodising treatment on bare aluminium and primer
enamel and facing sealant on critical areas; special treatments are used when differents materials are in contact.
V5002
ACOS v1.6
ATA 50
V5002
Page 6/ 80
ACOS v1.6
ATA 50
Page 7/ 80
The non metallic materials are generally composite which is an assembly of aligned fibers bonded together by an organic synthesis resin. The mainly
used fibers are:
Glass or Kelvar: high strength and low regidity
Carbon: high strength and high rigidity
The composite used on the structure are divided into three groups:
Carbon Structures
Kevlar / Nomex Sandwich
Fiberglass / Nomex Sandwich
In most cases, the composite materials cold repair is possible, the detailed instructions will be given in the applicable maintenance documentation.
V5002
ACOS v1.6
Fasteners
ATA 50
Page 8/ 80
Fasteners
The structure is fastened by several types of fasteners.

The mainly used are :
Rivets. Generally in aluminium alloy or monel for particular cases.
Permanent bolts. in titanium HI-LOCK fasteners, aluminium or steel nuts.
Removable bolts. According standard Torque set or HI-torque.
Tension bolts. High resistance stainless steel or incolonel bolts.
Bonding. Used for metal to metal connection.
V5003
ACOS v1.6
ATA 50
Fasteners
Page 9/ 80
V5003
ACOS v1.6
ATA 50
Painted and unpainted areas
Page 10/ 80
V5004
ACOS v1.6
ATA 50
Page 11/ 80
The structure parts are generally painted. The paints used are :
a primer loaded with chromate for a better resistance to corrosion and more especially to skydrol or fuel.
a polyrethane enamel for a better adaptation to surface strains and vibrations, hence a better resistance to corrosion.
Note : the following areas are unpainted :
Pitot / static ports, probes, antennas.

Triangular plates indicating the fuselage datum and all other labels.
Seals.
Static dischargers coupling areas.
Horns.
V5004
ACOS v1.6
ATA 50
Interfaces
Page 12/ 80
Interfaces
V5005
ACOS v1.6
ATA 50
Composite material
Page 13/ 80
Composite material
V5006
ACOS v1.6
ATA 50
V5006
Composite material
Page 14/ 80
ACOS v1.6
ATA 50
V5006
Composite material
Page 15/ 80
ACOS v1.6
ATA 50
V5006
Composite material
Page 16/ 80
ACOS v1.6
ATA 50
No step area
Page 17/ 80
No step area
V5007
ACOS v1.6
ATA 50
Precautions to use or handling of dangerous
Page 18/ 80
V5008
ACOS v1.6
ATA 50
Windows
Page 19/ 80
Windows
V5009
ACOS v1.6
ATA 50
Fuselage general & zonal station identification
Page 20/ 80
V5010
ACOS v1.6
ATA 50
Page 21/ 80
The aircraft fuselage is a semi-monocoque construction manufactured in aluminium alloy except some parts which are in composite.
The fuselage consists of frames and panels. The frames are manufactured in 7075-T6 material realised in section spliced together ; the cross section of
the frame is of C or Z type generally obtained by forming. The frames mostly stressed by higher loads are built in 7075-T73 machined aluminium forging.
In the lower and side part of the fuselage, the frames are shear tied to the skin.
Stringers are tied to the frames. They are made mainly of 7075 material, generally obtained by forming. The stringers are attached to the other fuselage
components by rivets and designed to withstand compression loads to transmit loads.
A crease beam runs along the pressurised fuselage at the intersection of the two fuselage lobes to take the link loads coming from pressurisation and to
transfer the floor shear loads to the fuselage skin. The beams are manufactured utilising 7075 material. They comprise a web and two plates differently
arranged according to the specific purpose. The web and the plates can be integral and riveted. The beams are designed mainly to strength the frames in
their plane to support the floor panels and to withstand shear loads.
The panels can be of two types : skin or floor panels. the skin panels are made in 2024-T3 skin shiffened by 7076-T6 riveted stringers. In the skin, a wide
use of double bonding and chemical milling has been made. In the sections 13 and 16, where the thinner gages require their use, bonded tear stops are
widely used.
The aircraft is broken down into zones, thus providing an easy location of systems/sub-systems/components or structure elements. The system adopted is
based on A.T.A. 100 Specification.
The Zoning system is based on three figure groups which are made up as follows : t Major Zones and Sections, t Major Sub-zones, t Specific Zones. All
zones are identified by a three-digit number.
V5010
ACOS v1.6
ATA 50
Fuselage nose section
Page 22/ 80
The nose fuselage (section 11) extends from frame 0 to 13.

It includes :
A radome, in Kevlar, with nomex core, attached, by means four quick opening latches, before frame 1.
The flight compartment with a roof hatch emergency exit.
NLG wheel well with NLG fittings and the avionics compartment door.
The fuselage nose section is essentially of stringerless construction with the frames placed at half of normal spacing. The skins are chemically milled in
2024-T3 material.
V5011
ACOS v1.6
ATA 50
Fuselage forward centre section
Page 23/ 80
The forward center fuselage (section 13) extends from frame 13 to 23. It includes :
forward cargo compartment with relevant door.

forward passengers compartment with relevant windows and emergency exits.
V5012
ACOS v1.6
ATA 50
Fuselage centre section
Page 24/ 80
V5013
ACOS v1.6
ATA 50
Page 25/ 80
The centre fuselage (section 15) extends from frame 23 to 29. It includes :
The middle part of the passenger compartment with relevant windows.

Wing and MLG attachments and MLG wheel well.
Wing to fuselage fairing.
MLG fairing.
Two replaceable ice shields protect the part of the fuselage in correspondence of the proppeler rotation plane in order to protect the structure by the
blade's rotation. In the same area the windows are reinforced.
Two machined frames (frame 25 and frame 27) support the wing and MLG fittings. They are manufactured in two sections spliced at BL 0 and delimit,
together with a pressure plate, the MLG wheel wells. The keel beam provides the necessary continuity to the fuselage compression side. Landing gears
loads are introduced into fuselage by two box structures. Two pressure decks are placed forward and afterward with respect to wing opening in skin.
V5013
ACOS v1.6
ATA 50
Fuselage rear centre section
Page 26/ 80
V5014
ACOS v1.6
ATA 50
Page 27/ 80
The rear centre fuselage (section 16) extends from frame 29 to 42. It includes :
The coat room.

The galley.
The toilet unit.
The passenger entry door.
The entry area with a service door / emergency exit.
The aft part of the passenger compartment.
ATR 72 models only. A non retractable type tail skid is installed on the rear section in order to avoid fuselage contact with the runway when the take-off or
the landing are accomplished with an angle greater of 8 degrees. The tail skid comprises a skid lever and a shock damper.
V5014
ACOS v1.6
ATA 50
Fuselage tail section
Page 28/ 80
The tail fuselage (section 18) extends from the frame 42 to 48, the three aft frames (front, rear and aft bulkhead) take the fin loads, the upper segments
are 7075-T73 machined forging, the rest of the frame is in bent sheet. The tail section is not pressurised. It includes :
The rear pressure bulkhead.
The rear avionics compartment and relevant door.
The tail cone, manufactured in Kevlar/Nomex, is attached to the frame 47 with screws ; its rearmost portion accomodates external lighting
components.
V5015
ACOS v1.6
Fuselage attach fittings
ATA 50
Page 29/ 80
Fuselage attach fittings ensure links between:
The fuselage and:

- the wing centre box
- the main landing gear.
V5016
ACOS v1.6
ATA 50
Fuselage fairings
Page 30/ 80
Fuselage fairings
V5017
ACOS v1.6
ATA 50
Fuselage fairings
Page 31/ 80
Wing to fuselage fairing
It is placed around the zone of fuselage wing connection. Panels are manufactured using composite materials and are supported by metallic ribs.
All the panels are removable to provide access to the system components located in the fairing.
MLG fairing :
It is placed in lower part of fuselage section 15 (section 14).

Panels are manufactured in Kevlar/Nomex sandwich and are supported by aluminium ribs. All the panels providing access to system components
are removable.
MLG fairing restores the aerodynamic profile around MLG and contains components relevant to conditioning, hydraulic and light systems.
The MLG doors are built in Kevlar/Nomex sandwich.
V5017
ACOS v1.6
ATA 50
Wing general
Page 32/ 80
Wing general
The ATR is a high wing aircraft consisting of three main components :
A rectangular centre box.

Two trapezoidal outboard boxes, one for each side of the centre wing box.
The centre wing box and the outboard wing boxes are jointed with traction bolts and access is provided by removable panels on wing upper surface.
The wing and the two relevant longitudinal shear webs are attached to the fuselage with expansion bolts and brace struts at the fuselage main frames.
The wing structure is composed of several ribs.
V5018
ACOS v1.6
ATA 50
Wing general
Page 33/ 80
V5018
ACOS v1.6
ATA 50
Wing centre box
Page 34/ 80
Wing centre box
V5019
ACOS v1.6
Wing centre box
ATA 50
Page 35/ 80
The centre wing box is a conventional construction of light alloy composed of integrally machined panels. The centre wing box extends from the ribs 13
left and 13 right.
The wing centre box upper surface includes one front panel, two centre removable panels and one rear panel ; the lower surface includes one single
panel, one centre panel and one rear panel.
The zone between the ribs 4 and 13, left and right, contains the fuel tanks. The centre box comprises two spars (front and rear), upper and lower surface,
13 sheet metal ribs and 14 machined ribs.
Sealing fasteners and sealing materials are resistant to the approved fuels. All the aluminium alloy parts forming the tank internal structure are vacublasted, anodised and painted before assembly.
The wing centre box includes :
leading edges
inner flap
V5019
ACOS v1.6
ATA 50
Wing outer box
Page 36/ 80
Wing outer box
V5020
ACOS v1.6
ATA 50
Wing outer box
Page 37/ 80
The outer wing box structure is made of top and bottom integrally stiffened panels supported by spars and ribs.
It is built in the same way than the center wing box and, to this, jointed at rib 13 by means traction bolts. The outboard wing boxes are used, from rib 13 to
rib 23, as part of left and right fuel tank, the vent surge tank is located between ribs 23 and 24.
The same type of sealing used for the center wing is used for the outboard wing box. Each outboard box is composed of one machine panel and
conventional skin and stringer panels.
Each outboard wing box includes :
a leading edge,
an outer flap,
an aileron outboard of the flaps in the area of the wing tip equipped with heated horns,
a spoiler.
V5020
ACOS v1.6
ATA 50
Wing tips
Page 38/ 80
Wing tips
Wing tips provide aerodynamic continuity between the wing and the aileron horn and are located at the end of the outer boxes, the wing tip accomodates,
at the front end, the navigation lights.
V5021
ACOS v1.6
Wing leading edges
ATA 50
Page 39/ 80
Wing leading edges
Each wing includes six leading edge elements:
two leading edges on the centre wing,

four leading edges on the outer wing.
The structure comprises the lightening protections and the pneumatic de-icers.
V5022
ACOS v1.6
ATA 50
Wing trailing edges
Page 40/ 80
Wing trailing edges
Trailing edges are fixed to the wing rear spar and comprise the following control surfaces:
ailerons on the outboard wing tip,

outer flap on the outboard wings,
spoilers on the outboard wings,
inner flap on the centre wing.
V5023
ACOS v1.6
ATA 50
Wing ailerons
Page 41/ 80
Wing ailerons
The aileron includes:
load carrying box,

tab,
overlapping leading edge,
horn.
V5024
ACOS v1.6
ATA 50
Wing spoilers
Page 42/ 80
Wing spoilers
The spoilers are located above the end of the outer flap and between ribs 21 and 24 at the upper fixed trailing edge panel.
V5025
ACOS v1.6
Wing fairings
ATA 50
Page 43/ 80
Wing fairings
The fairings are located on the wing lower surface.
V5026
ACOS v1.6
Wing flaps
ATA 50
Page 44/ 80
Wing flaps
The flaps are located :
on the outer wing for the outer flaps,

on the center wing for the inner flaps.
V5027
ACOS v1.6
ATA 50
Stabilizers
Page 45/ 80
Stabilizers
V5028
ACOS v1.6
ATA 50
V5028
Stabilizers
Page 46/ 80
ACOS v1.6
ATA 50
V5028
Stabilizers
Page 47/ 80
ACOS v1.6
ATA 50
V5028
Stabilizers
Page 48/ 80
ACOS v1.6
ATA 50
V5028
Stabilizers
Page 49/ 80
ACOS v1.6
ATA 50
Nacelle general and engines
Page 50/ 80
V5029
ACOS v1.6
ATA 50
V5029
Page 51/ 80
ACOS v1.6
ATA 50
V5029
Page 52/ 80
ACOS v1.6
ATA 50
V5029
Page 53/ 80
ACOS v1.6
ATA 50
Windows general
Page 54/ 80
Windows general
V5030
ACOS v1.6
ATA 50
V5030
Windows general
Page 55/ 80
ACOS v1.6
ATA 50
V5030
Windows general
Page 56/ 80
ACOS v1.6
ATA 50
V5030
Windows general
Page 57/ 80
ACOS v1.6
ATA 50
V5030
Windows general
Page 58/ 80
ACOS v1.6
ATA 50
V5030
Windows general
Page 59/ 80
ACOS v1.6
ATA 50
General
Page 60/ 80
General
This part describes the most important visual checks that must be accomplished on the structural part in the event of anomalous aircraft flight conditions.
An access platform is necessary for visual inspection of upper section of the fuselage, wings and stabilizers.
If damages or anomalies are found during the visual inspection refer to relevant chapter in the structural repair manual.
V5031
ACOS v1.6
ATA 50
General
Page 61/ 80
V5031
ACOS v1.6
ATA 50
Check after flight in turbulence or after hard landing
Page 62/ 80
V5032
ACOS v1.6
ATA 50
Page 63/ 80
In case of flight in turbulence or if a hard landing is reported visually check that: (refer to JIC 05-51-10 for hard landing and JIC 05-51-11 for flight in
turbulence)
the centre and wing upper and lower skin panels do not show wrinkling,
there are no screws (1) and rivets (2) lost,
the wing to fuselage fairings (3) are not damaged,
there are no fuel leaks on the wing lower surface,
the fuselage skin panels are not cracked or deformed specially on the upper part of the fuselage (4),
there are no loose rivets (5) at longitudinal panel junction lines particularly in the zone aft bulkhead (6),
the forward and rear pressure bulkheads are not damaged,
floor panels are not damaged,
the stabilizer structure, especially at fuselage attach points, do not show damages,
the stabilizer skin panels do not show wrinkling,
there are no screws and rivets lost,
there fairings (7) are not damaged,
cowls and fairings nacelles are not damaged,
nacelle under wing box (8) and the nacelle to wing junction do not show damages.
V5032
ACOS v1.6
ATA 50
Check after flight in hail storm
Page 64/ 80
V5033
ACOS v1.6
ATA 50
Page 65/ 80
In case of flight in hail storm, pay particular attention to the condition of the: (as per JIC 05-51-12)
radome,
fuselage upper section, dorsal fin,
windows, windshield and framing,
fairings,
de-icing boots,
leading and trailing edges,
moving surfaces,
navigation lights,
nacelle cowls and fairings.
V5033
ACOS v1.6
ATA 50
Check after struck lightening
Page 66/ 80
V5034
ACOS v1.6
ATA 50
Page 67/ 80
In the event of lightning strike, usually two kinds of damages are possible: (as per JIC 05-51-13)
direct damages due to the lightning,

damages resulting from static electrical discharge from aircraft.
The damages due to the direct action of the lightening are usually located on the leading edges, on the horizontal and vertical stabilizers and on the
radome ; instead, the parts most affected from static electrical discharge are, generally, the protruding sections such as antenna, propellers, aileron horns,
trailing edges.
In both cases a detailed visual check of the structure must be performed with particular attention to :
the wing to fuselage fairings,

skin panels and hinge point,
fuselage upper section and dorsal fin,
windshield panel and passengers compartment windows,
fuselage skin panels and riveting, frames of doors and emergency exits,
lower ans upper wing surfaces skin panels,
leading and trailing edges,
engine nacelles.
V5034
ACOS v1.6
ATA 50
Check for corrosion
Page 68/ 80
Check for corrosion
V5035
ACOS v1.6
ATA 50
Check for corrosion
Page 69/ 80
V5035
ACOS v1.6
ATA 50
Bird strike
Page 70/ 80
Bird strike
V5036
ACOS v1.6
ATA 50
Bird strike
Page 71/ 80
In the event of bird strike a visual check must be performed in order to assure that the structure does not show evidence of displacement, distortion,
fastener hole elongation or tear-out, flaking paint, skin cracks, pulled or missing fasteners, propeller and engine inlet. (as per JIC 05-31-17).
Pay particular attention to the following critical zones are not damaged:
Nacelle structure,
Stabilizers leading edge,
Wing leading and trailing edge,
Honeycomb panels for cracks delamination or core damage,
Flight compartments windows,
Fairing,
Propellers and engine inlets.
V5036
ACOS v1.6
Jacking
ATA 50
Page 72/ 80
Jacking
Five jacking points allow the complete aircraft to be raised.

Two jacking points are located on the lower surface of the wing, directly below the wing rear spar.
Two jacking points are located on the lower part of the fuselage nose section.
And an other one on the lower part of the fuselage rear centre section.
V5037
ACOS v1.6
ATA 50
Fuselage alignment
Page 73/ 80
Fuselage alignment
To permit the fuselage alignment, several datum lines are placed.They are tringular reference points with a red central point.
V5038
ACOS v1.6
ATA 50
Hosting and mooring
Page 74/ 80
Hosting and mooring
V5039
ACOS v1.6
ATA 50
V5039
Hosting and mooring
Page 75/ 80
ACOS v1.6
ATA 50
Composite repair
Page 76/ 80
Composite repair
Composite material application on the ATR aircraft represents a significant technology improvment. Such an improvment has led to major advantages
over the competition in terms of weight saving, improved fatigue and damage tolerance, reduced corrosion behaviour and has largely contributed to the
ATR aircraft success in service operation.
Composite structural components, when damaged in service, may be easily repaired within their own maintenance organisation.
Repairs to composite materials are mainly of two types :
cosmetic repairs following minor damage,

structural repairs of damage that may compromise the structural integrity. An accurate inspection must be made in order to locate and precisely
define the damage and the extent of separation due to such damage.
V5040
ACOS v1.6
ATA 50
V5040
Composite repair
Page 77/ 80
ACOS v1.6
ATA 50
V5040
Composite repair
Page 78/ 80
ACOS v1.6
Summary
ATA 50
Page 79/ 80
ATA 50 STRUCTURE
V5040
Fasteners
10
Interfaces
12
Composite material
13
No step area
17
18
Windows
19
20
22
23
24
26
28
29
Fuselage fairings
30
Wing general
32
Wing centre box
34
Wing outer box
36
Wing tips
38
Wing leading edges
39
Wing trailing edges
40
ACOS v1.6
Summary
ATA 50
V5040
Page 80/ 80
Wing ailerons
41
Wing spoilers
42
Wing fairings
43
Wing flaps
44
Stabilizers
45
50
Windows general
54
General
60
62
64
66
Check for corrosion
68
Bird strike
70
Jacking
72
Fuselage alignment
73
Hosting and mooring
74
Composite repair
76
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 52 DOORS

ATA 52
Doors general description
Page 2/ 99
This chapter deals with all DOORS fitted on ATR. Aircraft doors are designed to enable safe compartment pressurization. Doors have their own warning
system. For further information about landing gear doors, refer to the landing gear chapter.
Entry door. A door located on aft LH side of the passenger compartment is provided for access to the aircraft. The entry door is an outward opening, non
plug type door with a net opening of 0.72 m (28.5") wide, without hand-rails, and 1.75 m (68.8") high.
The mechanism is essentially composed of two handles, a lifting cam and locking shoot bolts placed on the rear part of the door. Folding hand-rails are
attached to the integrated stair structure, by means of a link to the fuselage structure, automatically erect when the door is open.
V5201
ACOS v1.6
ATA 52
Page 3/ 99
Service door. The service door is an outward opening, non plug type door, with a net opening of 0.69 meter (27 inches) wide and 1.27 meters (50 inches)
high.
Opened position is forward. Door operation can be performed manually from inside or outside of the airplane.
Cargo door. The cargo door is an outward opening, non plug type door hinged at its upper edge giving a net clear opening of 1.30 meter (51 inches) wide
by 1.57 meter (62 inches) high.
The door is actuated by an electrical actuator. A hold open structure maintains the cargo door in the open position. It also protects the door from wind
gusts. The cargo door is unlocked by two levers and operated from a panel located outside.
V5201
ACOS v1.6
ATA 52
Page 4/ 99
Cockpit communication door. A machined door with a net opening of 17.5 centimeters (7 inches) wide and 15 centimeters (6 inches) high is located
immediately below the Captain's side window.
Forward compartment door. An inward opening manually operated hatch in the forward section of the nose landing gear bay gives external access to the
avionics compartment behind the main instrument panel.
Aft avionics compartment door. This door gives access to the rear unpressurized area of the aircraft (beyond the aft bulk compartment).
V5201
ACOS v1.6
ATA 52
Page 5/ 99
Cockpit emergency exit hatch. An emergency exit is provided for evacuation of the flight compartment.
One plug type hatch located in the cockpit roof is provided as an emergency exit for the flight crew. One escape rope is located in a compartment on top
of the electric rack near the exit. Some steps are provided for hatch access in the corridor RH side. Pilot overhead hatch is located in the flight
compartment fuselage structure, between FR 9 and FR 12.
Emergency exit doors. Two emergency exits (type III) are provided for evacuation of the passenger compartment. These two doors are located on each
side of the fuselage compartment, between FR 18 and FR 19, and between STR 6 and STR 12.
Rear entry door and service door can also be used as emergency exits (type I).
V5201
ACOS v1.6
ATA 52
V5201
Page 6/ 99
ACOS v1.6
ATA 52
Page 7/ 99
Doors warning and indicating.
Doors warning system is used by the flight crew to check the correct locking of aircraft doors.
When all doors are safely closed, aircraft pressurization can be performed. The doors dedicated panel is located on 25 VU overhead panel.
The unlock amber lights are associated with:
CAUTION flashing amber lights,

DOOR amber light on the CAP,
a single chime audio alert.
The test pushbutton switch ensures check of the microswitches system of cabin door and service door. OK corresponding green light illuminates if there is
no problem during the test.
V5201
ACOS v1.6
ATA 52
Page 8/ 99
V5202
ACOS v1.6
ATA 52
Interfaces
Page 9/ 99
Interfaces
V5203
ACOS v1.6
ATA 52
Features
Page 10/ 99
Features
V5204
ACOS v1.6
ATA 52
V5204
Features
Page 11/ 99
ACOS v1.6
ATA 52
V5204
Features
Page 12/ 99
ACOS v1.6
ATA 52
V5204
Features
Page 13/ 99
ACOS v1.6
ATA 52
V5204
Features
Page 14/ 99
ACOS v1.6
ATA 52
Page 15/ 99
V5205
ACOS v1.6
ATA 52
Entry door description
Page 16/ 99
V5206
ACOS v1.6
ATA 52
Page 17/ 99
The entry door is hinged on lower side (2 hinges), and opens downwards and outwards. When open, it is supported on the ground by a rubber tired
integral roller.
The entry door consists of:
a door box which contains the actuating mechanism,

a stair box which is bolted on its inner surface. It gives access to the actuating mechanism when removed. It comprises 5 integral steps. A sixth
folding step follows the door motion.
the folding step, hinged on the fuselage, protects the door seal when the door is open. The pressure seal is depressed by door edges in the door
closed position.
an emergency light is located on the second step of the entry door. It is only used for emergency evacuation.
a folding handrail erects when the door opens.
a balance and damper mechanism comprises two springs and a damper. The springs balance the weight of the door. The damper minimizes the
acceleration of the door during door opening / closing operations.
V5206
ACOS v1.6
ATA 52
Page 18/ 99
The latching system deploys six shoot bolts, which move together. The locking system operates three latchlocks.
The two systems are sequenced such that the latchlocks, all moving together, engage when the shootbolts are in the final latched position.
The upper latch door drive-shaft operates the vent door. It remains opened in order to show evidence of a failure in the latching and locking operation.
Two springs keep the mechanism against stops in both the open and closed positions.
In the event of any unlatched shoot bolts, vent door will not close. This prevents the aircraft to be pressurized to an unsafe level.
Attached to the latchlock pins, indication flags bearing the words "LOCKED" and "UNLKD" show through the four viewer ports the door status.
V5206
ACOS v1.6
ATA 52
Page 19/ 99
V5206
ACOS v1.6
ATA 52
Entry door structure description
Page 20/ 99
V5207
ACOS v1.6
ATA 52
Page 21/ 99
V5207
ACOS v1.6
ATA 52
V5207
Page 22/ 99
ACOS v1.6
ATA 52
Page 23/ 99
The passenger door structure can be divided into two parts:
door box,
stair box. The stair becomes integral with door when bolted on its inner surfaces.
Door box structure consists mainly of the following parts, in aluminium alloy material connected by clips and fastened with rivets and hi-lock:
Outer skin provided with four cutouts, one for vent door, one for outer handle box, one for view port and one to house the ground support roller
installation.
Door pan Four Z-sections spliced to provide a frame along the door periphery.
Fourteen horizontal beams and vertical intercostals constitute the stiffening structure of the door.
Inner skin used to close internally the box structure and provided with six large cutouts allows access to complete door actuating the mechanism
when the stair box is removed from the door box.
Stair box consists of the following parts in aluminium alloy material (except for the treads) coupled with rivets, screws and bolts:
Forward and aft side panels (two places).

Steps (five places). Consisting of a vertical panel, a tread support panel and a bonded tread panel of nonmetallic honeycomb core and glass fabric
reinforced epoxy plies, provided anti sliding pads.
Clips, angles and stiffeners, to strengthen and connect the stair box.
A pressure seal is installed on the fuselage along the surrounding sill structure of door opening and is depressed by door edges when the door is closed.
A fail safe cable is installed between balance and door stair.
V5207
ACOS v1.6
ATA 52
Door internal mechanism description
Page 24/ 99
V5208
ACOS v1.6
ATA 52
Page 25/ 99
The door internal mechanism consists of the following parts:
Drive shaft: it operates the latching and locking mechanism from the movement of the handles.
Latching mechanism: it mainly consists of six shoot bolts which lock the door into the fuselage when the door is closed and are retracted in the door
structure during door opening.
Locking mechanism: it mainly consists of three latchlock pins which lock the shoot bolts in fuselage when the door is closed and release the shoot
bolts to open the door.
Vent door mechanism: it consists of pressure vent door actuated by locking mechanism.
V5208
ACOS v1.6
ATA 52
Vent door description
Page 26/ 99
V5209
ACOS v1.6
ATA 52
Page 27/ 99
A vent door is attached to the locking / unlocking mechanism for safety reasons.
The vent door opens when the entry door is unlocked.
It also provides residual aircraft pressurization to be evacuated before unlocking the door. System is made as such as if aircraft pressurization is greater
than 6 PSI p from inside, door opening is not possible.
Also, if the door is not correctly locked, the vent door staying opened prevents the aircraft to be pressurized to an unsafe level.
Inadvertent opening is impossible when internal / external differential pressure = 6 PSI. An end roller and a cam prevent door opening in case of negative
pressure of 1 PSI.
V5209
ACOS v1.6
ATA 52
Folding step and light description
Page 28/ 99
Folding step:
During opening of the door, a folding step follows the movement and protects the pressure seal.
The step is hinged inboard and rolls over the upper step by means of rollers.
A track fixed on the upper step guides the folding step to join the door closed position.
When it is extended, the folding step is latched by a little mechanism located on the forward side of the step. This one is disengaged when the door
closes.
Emergency light: The stairs is also provided with an emergency light which is incorporated into the vertical panel of the second step to illuminate the
ground.
V5210
ACOS v1.6
ATA 52
Page 29/ 99
V5210
ACOS v1.6
ATA 52
Balance mechanism description
Page 30/ 99
V5211
ACOS v1.6
ATA 52
Page 31/ 99
The balance mechanism incorporates:
two springs,
a torque tube,
an arm which is connected to the aft side of door box structure,
a rod which is hinged on aft side of door box structure. The rod is coupled with a fail safe cable (not shown on picture).
The mechanism is also provided with a closure handle (bolted on inboard section of the arm) to allow the extension and retraction of the passenger / crew
door from inside the aircraft.
The springs action balances the weight of door when actuated.

V5211
ACOS v1.6
ATA 52
Handrails description
Page 32/ 99
The whole handrails system is operated by a link, fixed at one end on the fuselage floor and at the other end, to the sliding fitting on the aft handrail. The
aft handrail and fwd handrail move together, connected by a torque tube through the integral stair structure.
The lock of the sliding fitting is operated with a quick release pin. A safety pin is unplugged to disengage the link to the fuselage. This one can slide along
the rod. The handrail does not erect if the door must be opened in emergency.
For safety reasons, in the event of an emergency evacuation, the forward handrail can be held against the door.
V5212
ACOS v1.6
ATA 52
Page 33/ 99
V5212
ACOS v1.6
ATA 52
Viewer inboard and outboard indicating description
Page 34/ 99
V5213
ACOS v1.6
ATA 52
Page 35/ 99
Should any shootbolt not latch, the latchlock pins cannot engage. The flags will show UNLKD.
The inspection of all three latchlocks is possible from inside of the aircraft through view ports located either on stairs step or stairs vertical panels, by
means of flags attached on the latch lock pins and bearing the words LOCKED or UNLKD.
V5213
ACOS v1.6
ATA 52
Microswitches description
Page 36/ 99
Several microswitches are installed on the fuselage. The system consists of:
three cabin shoot bolt position microswitches (7WS, 9WS, 11WS),

one latch lock position microswitch (31WS).
They provide an alerting signal if the door is not fully latched and locked.
Each microswitch senses fully locked position of relevant passenger / crew door shoot bolts and of the latch-lock.
V5214
ACOS v1.6
ATA 52
Page 37/ 99
V5214
ACOS v1.6
ATA 52
Passenger compartment emergency door description
Page 38/ 99
V5217
ACOS v1.6
ATA 52
Page 39/ 99
V5217
ACOS v1.6
ATA 52
V5217
Page 40/ 99
ACOS v1.6
ATA 52
Page 41/ 99
Two passenger compartment emergency doors are provided for aircraft emergency evacuation. The two exits are located, one on each side of the
fuselage compartment, between FR 18 and FR 19 and between STR 6 and STR 12.
The two emergency exit doors (type III) of passenger compartment are hinged on the bottom (two spigot type hinge) and open inwards rotating on hinges
and falling down. Five stops are installed on the door pan structure, two per side (FWD and AFT) and one on the upper side.
A simple locking mechanism protrudes or retracts shoot bolt on the upper side of the door to lock and unlock the door in the fuselage opening.
The locking mechanism may be operated either from aircraft outside or inside. The outer handle has also the role of vent door, to prevent the cabin
pressurization to an unsafe level if the door is not completely locked.
A pressure seal is installed on door pan near the door outer skin periphery and is depressed by the fuselage skin surrounding the door cutout when the
door is closed.
A window is provided in the center section of the door to allow the passengers to look outside.
The door structure consists of several parts in aluminium alloy material connected by rivets and hi-lock fasteners.
Door Opening from Aircraft Outside. The door is opened from outside by pushing the handle until the shoot bolt disengages the retainer on fuselage, then
leaving the door to come inside the fuselage.
Note: When the door is opened from outside it is not possible to hold it during the rotation and it falls down in the passenger compartment.
Door Opening from Aircraft Inside. The door is opened from inside by pulling down the inner handle to unlock the shoot bolt from the upper door jamb,
then the door will rotate inwards on lower hinges and holding it by inner handle, will be removed completely from the fuselage opening.
Door Closing (from Aircraft inside only).

1. Insert the door and engage the two fork hinges on the hinge fitting installed lower door jamb.
2. Holding the inner handle in open position (to retract the shoot bolt) insert the door in place on fuselage.
3. Release the handle and the door making sure that the shoot bolt is engaged in its housing.
V5217
ACOS v1.6
ATA 52
Flight compartment emergency hatch description
Page 42/ 99
V5218
ACOS v1.6
ATA 52
Page 43/ 99
V5218
ACOS v1.6
ATA 52
V5218
Page 44/ 99
ACOS v1.6
ATA 52
Page 45/ 99
The emergency hatch is hinged on forward side (two spigot type hinge) and opens inwards rotating on hinges and falling down.
Two stops are installed on the aft side.They carry the pressurization load. A pressure seal which serves also to avoid the rain entering inside the flight
compartment is moutend arond the hatch pan near the hatch outer skin, and is depressed by the fuselage skin surrounding the hatch cutout when the
hatch is closed.
Two handles (internal and external) operate an internal device which in turn pushes or retracts a shoot bolt to lock and unlock the hatch in the fuselage
opening.
An additional internal handle is installed on the door to allow partial opening of the door. One escape rope and some steps are built on lateral side of the
electric rack to allow evacuation through opening of the hatch.
A microswitch is located on the fuselage in correspondance with the shoot bolt to provide an alerting signal if the door is not fully locked and in addition a
proximity switch is installed inside the door that senses the lock position of internal handle.
Hatch Opening from Aircraft Outside. The hatch is opened from outside by pressing a handle release button (to clear the outer handle from the stowed
position) then by pulling the handle forwards to unlatch the shoot bolt from the retainer fitting installed on aft jamb. The opening is completed by leaving
the hatch free to rotate downards around the hinge (on forward side) and to go inside the flight compartment. WARNING: Before releasing the outer
handle it is necessary to make sure that no crew members or other people be injured by the hatch falling down.
Hatch Opening from Aircraft Inside. The hatch is opened from inside by pulling down and afterwards the inner handle to unlock the shoot bolt from the
retainer fitting on fuselage then supporting the hatch which initially rotates on the forward hinges and after falls down because of its own weight.
WARNING: The inner handle and the complete hatch should be held firmly by hand to avoid its accidental fall down during opening and removal
opertations. A stay attached between hatch lining surround and internal lining contour allows the hatch partially opening. After hatch opening, hold it in
position by hinges engaged, then unlock hatch stay from its spring clip placed on hatch door surround. After this operation adding stop guard to avoid
crew member hurting.
Hatch Closing. The hatch can be closed only from inside of the fuselage, performing the reverse procedures used to open. WARNING: Verify that outer
handle is flush with hatch outer skin before placing the hatch inside the opening (hook of pushbuttion retaining inside the outer handle).
V5218
ACOS v1.6
ATA 52
Flight compartment emergency hatch operation
Page 46/ 99
The cockpit hatch unlocking is monitored in the cockpit on the DOORS panel. This alarm is provided by a microswitch and a proximity switch.
The microswitch, situated in the fuselage, detects the shootbolt good position (hatch locked). The proximity switch, situated in the cockpit hatch, verifies
that the handle is in closed position.
The 38 WS proximity switch and the 34 WS microswitch transmit information to MFC 2 Module 2A. They will illuminate the UNLK amber light and the
CCAS is activated.
V5219
ACOS v1.6
ATA 52
Page 47/ 99
V5219
ACOS v1.6
ATA 52
Flight compartment communication door description
Page 48/ 99
V5220
ACOS v1.6
ATA 52
Page 49/ 99
A door is located on flight crew compartment LH side (close to Captain's seat).

The pilot communication door structure consists of machined aluminium, with integral stiffeners, two hinges on the bottom edge and two stops on the top.
A multiple load path feature is incorporated in the stops and hinges design to carry the pressure load. For the pilot communication door, only a quick
release latch system allows door locking and unlocking.
The communication door is a plug type located between FR 8 and FR 9. It is hinged by two hinges on lower side and opens inwards. Two stops, one for
each upper corner, serve to carry the pressurization load.
V5220
ACOS v1.6
ATA 52
Service door description
Page 50/ 99
The service door is located on the right side of the aft end of the passenger compartment between FR 37 and FR 39 and between STR 8 and STR 14.
The service door is hinged on FWD side (two hinges) and opens outwards and then forwards against the side of the fuselage.
When fully open, the door is held against the fuselage by a hook springloaded to engage the door's external handle.
V5221
ACOS v1.6
ATA 52
Page 51/ 99
V5221
ACOS v1.6
ATA 52
Door structure description
Page 52/ 99
V5222
ACOS v1.6
ATA 52
Page 53/ 99
V5222
ACOS v1.6
ATA 52
V5222
Page 54/ 99
ACOS v1.6
ATA 52
Page 55/ 99
The service door is located on the right side of the aft end of the passenger compartment between FR 37 and FR 39 and between STR 8 and STR 14.
The service door is hinged on FWD side (two hinges) and opens outwards and then forwards against the side of the fuselage.
When fully open, the door is held against the fuselage by a hook springloaded to engage the door external handle.
The structure of the service door consists of the following parts in aluminium alloy material fastened with rivets and hi- lock:
Outer skin.
Beams and intercostals to constitute the stiffening structure of the door.
Fittings, supports and brackets: installed in the door box to interconnect the structure to support and hold the mechanism installations and the
localized structural operating loads (backup fittings).
Clips and doublers.
Inner skin.
V5222
ACOS v1.6
ATA 52
Page 56/ 99
V5223
ACOS v1.6
ATA 52
Page 57/ 99
The service door internal mechanism consists of two separate systems:
A latching system: The latching system pushes longitudinally five shoot bolts (two on forward side and three on aft side) which engage and
disengage the respective retaining rollers installed on fuselage door jamb.
A locking system: The locking system operates two latch-locks that engage and disengage the upper and lower shoot bolts on aft side.
These systems are driven by the drive shaft actuated by the handles.
V5223
ACOS v1.6
ATA 52
Page 58/ 99
V5224
ACOS v1.6
ATA 52
Page 59/ 99
A vent door is installed in the upper section of the service door outer skin; it is hinged on lower side, opens inwards and is driven by the locking
mechanism in closing and opening operations.
It also provides residual aircraft pressurization to be evacuated before unlocking the door.
System is made as such as if aircraft pressurization is greater than 6 PSI p from inside, door opening is not possible.
V5224
ACOS v1.6
ATA 52
Hold open device description
Page 60/ 99
V5225
ACOS v1.6
ATA 52
Page 61/ 99
V5225
ACOS v1.6
ATA 52
V5225
Page 62/ 99
ACOS v1.6
ATA 52
Page 63/ 99
The hold-open device is composed of:
a hook retractable in the aircraft structure,

a spring loaded to erect the hook,
a rod,
a lever.
When the door is closed, the lever is pushed by the door mounted support. The hook is stored in the aircraft structure.
As the door is open, the lever returns to its rest position. The hook erects.
It can catch the external lever, now in vertical position (open position).
To disengage the service door, the lever has to be pushed. the door is then free to be closed.
V5225
ACOS v1.6
ATA 52
Page 64/ 99
V5226
ACOS v1.6
ATA 52
Page 65/ 99
These view ports are fitted on the service door:
Two view ports are located on the service door inner skin adjacent to the two latch-locks, while another view port is located on door outer skin.
One view port is located on the service door outer skin.
The view ports allow inspection of latch-locks position by means of flags attached to structure and bearing the words LOCKED and UNLKD.
V5226
ACOS v1.6
ATA 52
Page 66/ 99
Two microswitches are installed on fuselage in correspondence with the two service door shoot bolts (aft door jamb), and a third is inside the door on the
latch lock mechanism. They provide an alerting signal if the door is not secured closed.
two service shoot bolt position microswitches (8 WS, 10 WS).

one service door latch lock position microswitch (36 WS), each one sensing the fully locked position of the door shoot bolts and of the latch-lock.
V5227
ACOS v1.6
ATA 52
Microswitches operation
Page 67/ 99
On ground, with the SERVICE door open, the microswitches system, which monitors the alarm, can be tested. OK green light illuminates on 25 VU when
the electrical continuity is correct.
The amber UNLK light extinguishes when the microswitches are in locked position.
In addition, the view ports permit the flight attendant to check the latchlock pins status (seen in the door internal mechanism).
V5228
ACOS v1.6
Cargo door description
ATA 52
Page 68/ 99
The cargo door is located on the fuselage left forward side. It gives a large access to the forward cargo compartment for an easy luggage loading.
The cargo door is an outward opening, non plug type door hinged at its upper edge giving a net clear opening of 1.30 m (51") wide by 1.57 m (62") high.
The door is actuated by an electrical actuator.
A hold open strut maintains the cargo door in the open position. It also protects the door from wind gusts.
The cargo door is unlocked by two mechanical levers and operated from a panel located outside the aircraft.
Note: Cargo door opening / closing operation from inside the aircraft is optional.
V5230
ACOS v1.6
ATA 52
Page 69/ 99
V5230
ACOS v1.6
ATA 52
Page 70/ 99
V5231
ACOS v1.6
ATA 52
Page 71/ 99
A cargo door is provided for access to the forward cargo compartment and is an outward opening type (not plug type). The door is located on the left side
of the fuselage between FR 14 and FR 17 and between STR 6 and STR 15.
The outer skin is provided with cutouts for the vent door, the handle box, view ports and access panels.
The door is structural, carrying both hoop and shear loads. Hoop loads are carried by the hinge at the upper edge and by three hooks at the lower edge,
while the shear loads are carried by shear fittings at the forward, aft and top side of the door and by latch mechanism hooks at the bottom.
The cargo compartment door is hinged on upper side (two adjacent continuous hinge sections) and opens outwards and upwards with a nominal travel of
87 (3 of overtravel allowed).
The door is provided with a pressure seal (terylene reinforced silicone rubber bulb type seal) attached to the door periphery with a rolled section retainer.
V5231
ACOS v1.6
ATA 52
Page 72/ 99
V5232
ACOS v1.6
ATA 52
Page 73/ 99
Two separate and independent mechanical systems are located inside the door structure to latch and lock the door. This is to prevent its accidental
opening in flight.
The latching action is performed by three hooks (installed on lower side of the door) that engage the latch spool fitting installed on the relative jamb.
The hooks are driven by the internal latching mechanism which is operated by the lower handle.
The locking action is performed by three locking pins machined to engage with the latching hooks in the closed position, thus preventing hooks unlatched
rotation. The locking pins are driven by the internal locking mechanism which is operated by the upper handle.
V5232
ACOS v1.6
ATA 52
Page 74/ 99
V5233
ACOS v1.6
ATA 52
Page 75/ 99
A vent door, installed on the door outer skin, is hinged on its lower side and opens inwards.
The vent door is driven by the locking mechanism and its purpose is to show, when not in fully closed position, a failure in the locking system and to
prevent pressurization of the cabin increasing to an unsafe level if the cargo door is not fully latched and locked.
It also allows residual aircraft pressurization to be evacuated before unlocking the door.
The system is made as such that if aircraft pressurization is greater than 6 PSI p from inside, door opening is not possible.
V5233
ACOS v1.6
ATA 52
Cargo door actuator description
Page 76/ 99
V5234
ACOS v1.6
ATA 52
Page 77/ 99
V5234
ACOS v1.6
ATA 52
V5234
Page 78/ 99
ACOS v1.6
ATA 52
Page 79/ 99
The door is actuated by an electrical linear actuator installed between the jamb and door upper forward side door opening. The cargo door electrical motor
is supplied with 28 VDC GND HDLG Bus.
The cargo door actuator is a screw jack type. It comprises:
a DC electrical motor with brake,

a reduction gear assembly including a torque limiter,
a screw jack assembly.
The electrical motor turns in the two directions. The brake installed is electromagnetic. At rest, the brake is engaged, to avoid the motor turning. As soon
as the motor is electrically supplied, the brake is disengaged. The brake ensures that the cargo door remains open.
A jack can be operated manually in case of motor or command circuit failure. A worm screw jack is operated, through the reduction gear assembly and the
cargo door.
V5234
ACOS v1.6
ATA 52
Hold open structure description
Page 80/ 99
V5235
ACOS v1.6
ATA 52
Page 81/ 99
A folding rod is installed between the door and fuselage to hold the door in the correct open position.
The hold-open strut is provided with two proximity switches (prevention of cargo door actuator working when strut is in the extended position) and relevant
wiring.
V5235
ACOS v1.6
ATA 52
Microswitches and proximity switches description
Page 82/ 99
V5236
ACOS v1.6
ATA 52
Page 83/ 99
The system allows opening of the door after unlocking / unlatching operations and door closing.
The system is supplied by 28 VDC GND / HNDLG Bus via corresponding circuit breakers and consists of the following components:
three proximity switches (18 MP, 19 MP, 20 MP) each one sensing the fully engaged position of relevant hook,
three proximity switches (15 MP, 16 MP, 17 MP) each one sensing the fully disengaged position of relevant hook,
a proximity switches 22 MP sensing the latched position of the forward latchlock.
V5236
ACOS v1.6
ATA 52
Viewer outboard description
Page 84/ 99
V5238
ACOS v1.6
ATA 52
Page 85/ 99
View ports are located on the lower side of the outer skin to inspect all three latchlock pins from outside.
V5238
ACOS v1.6
ATA 52
Control panel description
Page 86/ 99
The cargo door is actuated by a control panel 5001 VU located in the fuselage outer skin near the aft / lower corner of the cargo door opening.
A three-position switch is used to operate the cargo door.
If needed, the cargo bay light can be switched on with the corresponding switch.
Note: Illumination of cargo door lights can be tested by pressing on.
V5239
ACOS v1.6
ATA 52
Forward compartment door description
Page 87/ 99
The forward avionic compartment door is located on the NLG wheel well upper bulkhead between FR 1 and FR 3.
It is a plug type, hinged on its forward side by two conventional hinges, opening upwards and forwards and has a lock on its aft side.
A microswitch is located on the fuselage in correspondence with the lock to provide a signal alert to the crew if the door is not fully locked.
V5241
ACOS v1.6
ATA 52
Tail cone access door description
Page 88/ 99
The aft avionic compartment door is located on the rear fuselage between FR 45 and FR 46.
It is a non-plug type hinged on the right side by means of two piano hinges and has two latches on the left side.
V5242
ACOS v1.6
ATA 52
Page 89/ 99
V5242
ACOS v1.6
ATA 52
Door warning and indicating description
Page 90/ 99
V5243
ACOS v1.6
ATA 52
Page 91/ 99
The doors warning and indicating system gives indications of correct locking of doors by means of warning amber lights located on overhead panel 25 VU.
A test pushbutton is used to verify correct operation of the system.
The following lists are controlled on 25 VU overhead panel:
CABIN (Passenger / crew door),

CARGO DOOR,
FWD COMPT (Fwd avionic compt door),
EMERGENCY HATCH,
SERVICE DOOR.
The door alert amber lights illuminate and the CCAS is activated when the associated door is not detected locked by the microswitches.
V5243
ACOS v1.6
ATA 52
Door warning and indicating operation
Page 92/ 99
When the service door is open, it is possible to check it, by pressing the pushbutton switch.
In this condition, (if all microswitches are correct) the unlocked (true) position of the 3 microswitches is connected in series. It causes green OK legend to
come on cockpit doors overhead panel.
V5244
ACOS v1.6
ATA 52
Page 93/ 99
When the cabin door is open, it is possible to check it, by pressing the pushbutton switch.
In this condition, (if all microswitches are correct) the unlocked (true) position of the 4 microswitches is connected in series. It causes green OK legend to
come on cockpit doors overhead panel.
V5244
ACOS v1.6
ATA 52
Doors overhead panel
Page 94/ 99
V5245
ACOS v1.6
ATA 52
Page 95/ 99
Have a look at the doors panel. Location: OVERHEAD PANEL.

<1> CAB OK green light
The light illuminates when depressing TEST pushbutton on ground, only if cabin door is open and if associated microswitches are in unlocked
position.
<2> SVCE OK green light
The light illuminates when depressing TEST pushbutton on ground, only if service door is open and if associated microswitches are in unlocked
position.
<3> SW - TEST pushbutton
Enables to test the microswitches system on cabin and service door. This test has to be performed on ground, doors open.
<4> CABIN UNLK amber light
CCAS is activated when cabin door is not seen locked (one or more microswitches in unlocked position). Doors are monitored through MFC.
<5> CARGO UNLK amber light
CCAS is activated when cargo door is not seen locked (one or more proximity switches in unlocked position). Doors are monitored through MFC.
<6> EMER UNLK amber light
CCAS is activated when cabin door is not seen locked (one or more microswitches in unlocked position). Doors are monitored through MFC.
<7> SVCE UNLK amber light
CCAS is activated when service door is not seen locked (one or more microswitches in unlocked position). Doors are monitored through MFC.
<8> FWD COMPT UNLK amber light
CCAS is activated when forward compartment door is not seen locked (microswitch in unlocked position). Doors are monitored through MFC.
V5245
ACOS v1.6
ATA 52
Cargo door panel
Page 96/ 99
Cargo door panel
V5246
ACOS v1.6
Cargo door panel
ATA 52
Page 97/ 99
Have a look at the cargo door panel. Location: Near cargo door, outside the aircraft.
<1> "Cargo door armed" green light
Is ON when Actuator Selector Switch working conditions are met. These conditions are:
- Panel cover opened,
- Door unlocked by operating handle: all hooks are disengaged (and FWD latchlock is unfastened).
<2> "Cargo door latched" blue light
Is ON when all doors hooks and latchlocks are fully engaged.
<3> Ground handling bus "ON BAT" red light

Is ON when Ground Handling Bus is directly supplied by Hot Main Bat Bus.
Note: This light shows that the main battery is emptying even if the BAT toggle switch is in OFF position (visible even when the panel cover is closed).
<4> Actuator selection switch
Is used to operate the door (opening or closing) when the "SELECT ARMED" green light is on.
<5> Panel cover switch
Connects the Ground Handling Bus on line when the panel cover is opened.
<6> Cargo bay light switch
Allows activation of the cargo bay light from outside.
V5246
ACOS v1.6
Summary
ATA 52
Page 98/ 99
ATA 52 DOORS
V5246
Interfaces
Features
10
15
16
20
24
26
28
30
32
34
36
38
42
46
48
50
52
56
58
60
ACOS v1.6
Summary
ATA 52
V5246
Page 99/ 99
64
66
67
68
70
72
74
76
80
82
84
86
87
88
90
92
94
Cargo door panel
96
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 61 PROPELLER

ATA 61
Propeller General description
Page 2/ 148
V6173
ACOS v1.6
ATA 61
Page 3/ 148
The propeller installed on the aircraft is a six blade HAMILTON STANDARD 568F.
HS568F
Denotes a flange mounted propeller system.

Designates the propeller blade shank size.
Denotes the number of blades.
Denotes a major model type.
Hamilton Standard type. Diameter : 12.9 ft / 3.93 m Rotation : clockwise (Aft looking forward) Rotation speed : 1,200 RPM (with 100% Np) Weight :
397 Lbs / 180 kg
The propeller is driven through a Reduction Gearbox (RGB) by the free or power turbine.
The propeller is a variable pitch type, hydromechanically controlled and which can be placed in reverse or feathering configurations.
Note : The turbine that drives the RGB can be described either as a free turbine or a power turbine.
V6173
ACOS v1.6
ATA 61
V6173
Page 4/ 148
ACOS v1.6
ATA 61
Page 5/ 148
The Propeller Valve Module (PVM) is the main component of the blade angle and speed governing controls. The PVM receives mechanical and electrical
inputs from flight deck and enables propeller pitch change operation.
An overspeed governor, an HP pump and an auxiliary feathering pump are installed on the engine Reduction Gearbox.
The overspeed governor protects the propeller from Np overspeed.
The propeller oil supply is composed of :
an internal oil cavity (always full),

an HP pump and a feathering pump,
an overspeed governor,
a Propeller Valve Module (PVM),
an oil transfer tube,
a pitch change mechanism.
The main components of the propeller assembly are :
a hub,
six blades with electrical de-icing system,
a propeller spinner,
a bulkhead for spinner attachment with slip rings.
V6173
ACOS v1.6
ATA 61
V6173
Page 6/ 148
ACOS v1.6
ATA 61
Page 7/ 148
In the flight compartment, propellers are controlled by:
Condition Levers,
Power Levers,
the Automatic Take-off Power Control System (ATPCS). In case of an engine failure, the failed engine is auto-feathered and other engine is
uptrimmed.
A Propeller Electronic Control (PEC) is fitted on each engine. It is a dual channel electronic box which provides control of the propeller pitch change
system. Propeller synchrophasing is one function of the PEC (a synchrophasing pulse generator is located near the propeller mounting flange).
The Propeller Interface Unit (one PIU per PEC) is an electronic box located in the electonic bay that ensures the interface between the PEC and the flight
compartment with propeller speed selection and PEC fault indicating logic.
A mechanical backup system provides several types of protections for the propeller system :
a low pitch protection: When the oil transfer tube moves to the decrease pitch direction (minimum flight blade angle), a metering window drains some
overspeed governor pressure (Secondary Low Pitch Stop protection). Fine pitch pressure is metered to maintain propeller blade pitch at the low
pitch stop setting.
Propeller overspeed protection: the overspeed governor prevents propeller Np overspeed.
In case of loss of hydraulic supply pressure at a positive blade angle, blade counterweights protect from overspeed or excessive drag (blades will turn
forward coarse-pitch with centrifugal force).
V6173
ACOS v1.6
ATA 61
Page 8/ 148
A propeller speed sensor is fitted on the Reduction Gearbox (Np indicator).

Propeller speed indicator is located in the flight compartment.
A propeller brake is fitted on the Reduction Gearbox of the right engine.
It enables propeller rotation to be stopped when the engine is running, and right engine gas to be used as a pneumatic for air conditioning, and electrical
(DC) generator source for electrical supply (Hotel Mode operation).
V6173
ACOS v1.6
ATA 61
Propeller Cockpit panels location
Page 9/ 148
V6174
ACOS v1.6
ATA 61
Propeller Interfaces
Page 10/ 148
V6175
ACOS v1.6
ATA 61
Propeller Features
Page 11/ 148
Propeller Features
V6176
ACOS v1.6
ATA 61
V6176
Propeller Features
Page 12/ 148
ACOS v1.6
ATA 61
V6176
Propeller Features
Page 13/ 148
ACOS v1.6
ATA 61
V6176
Propeller Features
Page 14/ 148
ACOS v1.6
ATA 61
V6176
Propeller Features
Page 15/ 148
ACOS v1.6
ATA 61
V6176
Propeller Features
Page 16/ 148
ACOS v1.6
ATA 61
V6176
Propeller Features
Page 17/ 148
ACOS v1.6
ATA 61
Page 18/ 148
V6177
ACOS v1.6
ATA 61
Propeller oil supply and assembly description
Page 19/ 148
The propeller system is supplied with engine oil. Propeller oil supply and controls comprise the following components :
an internal oil cavity inside the Reduction Gearbox (rear housing of the RGB),
an HP pump installed between the Reduction Gearbox and the overspeed governor.
an auxiliary electrical feathering pump installed on the front right side of the engine gearbox,
a Propeller Valve Module (PVM) secured on the Reduction Gearbox by means of an adapter.
V6178
ACOS v1.6
ATA 61
Page 20/ 148
The propeller assembly is composed of :
six blades with external de-icers and counterweights,

a hub,
a pitch change actuator,
a propeller spinner,
a bulkhead for spinner attachment with the slip ring assembly,
a Propeller Valve Module (PVM) which receives mechanical and electrical inputs from the flight compartment.
V6178
ACOS v1.6
ATA 61
Page 21/ 148
V6178
ACOS v1.6
ATA 61
Internal cavity description
Page 22/ 148
V6179
ACOS v1.6
ATA 61
Page 23/ 148
An internal oil cavity is located in the propeller Reduction Gearbox (RGB) behind the auxiliary feathering pump.
The cavity is fed with filtered oil from the engine oil system.
The internal oil cavity volume is 3.6 liters.
It allows operation for 30s of the auxiliary feathering pump even with engine oil supply lost.
V6179
ACOS v1.6
ATA 61
HP pump description
Page 24/ 148
HP pump description
V6180
ACOS v1.6
ATA 61
HP pump description
Page 25/ 148
An HP pump is installed between the Reduction Gearbox and the overspeed governor.
The HP pump is a constant flow type. It is driven by the propeller Reduction Gearbox.
The HP pump provides oil pressure to the propeller system.
It ensures oil pressure supply to the propeller system at 1,000 50 PSI (70 3.5 bar).
The HP pump is provided with a pressure relief valve and protected by a pump mounted check valve.
V6180
ACOS v1.6
ATA 61
Feathering pump description
Page 26/ 148
V6181
ACOS v1.6
ATA 61
Page 27/ 148
An electrical feathering pump is installed on the front right side of the engine gearbox.
The electrical feathering pump supplies high pressure oil (690 PSI) to feather/unfeather the propeller.
The auxiliary motor and pump has a 28VDC electric motor and oil pump. When energized, the auxiliary motor and pump can supply approximately 7.2
liters per minute.
Note : Feathering pump electrical motor is heat sensitive. Allow 10 minutes cooling time if the pump is activated more than 30 seconds.
V6181
ACOS v1.6
ATA 61
Hub description
Page 28/ 148
Hub description
V6183
ACOS v1.6
Hub description
ATA 61
Page 29/ 148
The one piece steel hub is attached to the propeller shaft by means of bolts. It enables the installation of :
a pitch change mechanism fixed by means of bolts,

six blades with their retention devices,
a bulkead fixed by means of bolts.
The hub encloses the propeller lubrication oil. It contains 5.2 liters and can be filled by means of a pressure relief valve and adapter assembly.
The filling assembly enables the hub to be pressurized with dry and filtered air or nitrogen. Then, the blade seal can be correctly seated when assembling
the propeller or during blade change.
V6183
ACOS v1.6
ATA 61
Pitch change mechanism description
Page 30/ 148
V6184
ACOS v1.6
ATA 61
Page 31/ 148
The propeller pitch change mechanism is mounted on the propeller hub.

It is composed of :
yoke actuator,
an actuator piston,
an actuator dome,
an increase pitch chamber,
a decrease pitch chamber.
V6184
ACOS v1.6
ATA 61
Blades description
Page 32/ 148
Blades description
V6186
ACOS v1.6
ATA 61
Blades description
Page 33/ 148
V6186
ACOS v1.6
ATA 61
V6186
Blades description
Page 34/ 148
ACOS v1.6
Blades description
ATA 61
Page 35/ 148
Each propeller blade has a composite spar/shell which is bonded to :
a solid steel tulip,

two ball bearing races integral with the blade shank,
a blade de-icer,
a nickel leading edge sheath,
an anti-erosion film,
an off-center blade trunnion,
a counterweight.
Cavities in the leading and trailing edges are filled with low density polyurethane foam.
Two grids for the blade airfoil and tip are connected to the tulip to provide lightning protection.
V6186
ACOS v1.6
ATA 61
Blades retention device description
Page 36/ 148
V6187
ACOS v1.6
ATA 61
Page 37/ 148
The blade retention device is composed of :
2 ball separators which permit installation of two rows of hardened-steel ball bearing,
a blade retaining ring,
a spherical packing with a plate retainer.
V6187
ACOS v1.6
ATA 61
Spinner description
Page 38/ 148
Spinner description
V6188
ACOS v1.6
ATA 61
Spinner description
Page 39/ 148
The aluminium spinner is guided on the stationary dome of the pitch change mechanism. It is attached by means of 12 screws.
V6188
ACOS v1.6
ATA 61
Bulkhead description
Page 40/ 148
V6189
ACOS v1.6
ATA 61
Page 41/ 148
The bulkhead is made of fiber-glass reinforced with plastic. It supplies the structural support for the spinner.
The bulkhead is fitted to the rear of the propeller hub with bolts.
The bulkhead contains :
propeller blades anti-icing slip rings and leads,

propeller balancing screws and washers,
synchrophaser pulse sensor actuator.
V6189
ACOS v1.6
ATA 61
Oil transfer tube description
Page 42/ 148
V6190
ACOS v1.6
ATA 61
Page 43/ 148
The oil transfer tube enables mechanical and hydraulic connection between PVM and propeller pitch change mechanism, through the reduction gearbox.
The oil transfer tube is composed of two concentric tubes.
V6190
ACOS v1.6
ATA 61
PVM Oil supply description
Page 44/ 148
V6191
ACOS v1.6
ATA 61
Page 45/ 148
A Propeller Valve Module (PVM) is mounted on the aft face of the engine propeller reduction gearbox, in the propeller centerline. The PVM is secured on
the reduction gearbox by means of an adapter and a clamp.
This hydromechanical unit receives inputs (electrical, mechanical and hydraulic) from the propeller, aircraft and the Propeller Electronic Control (PEC).
It supplies information to the PEC, and provides pitch change oil to the propeller pitch change actuator.
V6191
ACOS v1.6
ATA 61
V6191
Page 46/ 148
ACOS v1.6
ATA 61
Page 47/ 148
The PVM also provides an emergency feather and backup to the primary low pitch stop. The PVM improves accuracy and increases reliability of the
propeller system.
The PVM includes the following elements:
engine Condition Lever mechanical input,

engine Power Lever mechanical input,
Electro-Hydraulic Valve (EHV),
protection valve,
electrical feather solenoid,
secondary low pitch stop retract solenoid,
blade angle feedback.
Note: All the elements in the PVM will be described in the PVM components.
V6191
ACOS v1.6
ATA 61
Blade angle and speed governing controls description
Page 48/ 148
V6193
ACOS v1.6
ATA 61
Page 49/ 148
The Propeller Valve Module receives inputs (electrical, mechanical and hydraulic) from the propeller, aircraft and a Propeller Electronic Control (PEC). It
supplies information to the PEC, and provides pitch change oil to the propeller pitch change actuator.
The PEC is a dual channel electronic box which provides closed loop control of the propeller pitch change system. It controls speed governing,
synchrophasing, provides beta scheduling, feathering and unfeathering. In addition to its control functions, the PEC will detect, isolate, and accomodate
systems faults
The PIU (Propeller Interface Unit), one per PEC, is an electronic box located in the electronic bay that provides the interface between the PEC and the
flight compartment with propeller speed selection and PEC fault indicating logics.
The PWR MGT selector switch transmits the propeller speed selected by the crew to the PEC as follows :
TO, MCT : 100% Np,

CLB, CRZ : 82% Np.
The Propulsion unit includes an Automatic Take-off Power Control System (ATPCS) which, in case of an engine failure during take-off, provides
uptrimmed take-off power on the remaining engine, combined with automatic feathering of the failed engine propeller.
This system enables take-off power to be reduced by an amount approximately 10% below that certified by the engine manufacturer.
This prolongs engine/propeller life without affecting take-off performance. In case of an engine failure, the remaining engine is automatically increased
from take-off power to the max rated take-off power. Full ATPCS (i.e. uptrim and auto-feather) is only available for take-off.
The synchrophasing system provides propeller synchrophasing capability.

Engine 1 (LH side) is the synchrophasing master and Engine 2 (RH side) is the slave.
V6193
ACOS v1.6
ATA 61
Blade angle and speed governing controls system operation
Page 50/ 148
V61B4
ACOS v1.6
ATA 61
Page 51/ 148
FUEL GOVERNING
This is the ground governing mode at low power. The EEC automatically increases the fuel flow so as to maintain propeller speed (Np = 70.8%).
The Condition Lever (CL) is ineffective (normally placed at AUTO). Note : this control mode is cancelled :
when EEC is OFF,

when the propeller is in feather position or test leading to a propeller speed decrease,
when PEC set to OFF.
TRANSITION MODE
This is the mode between the fuel governing mode and the blade angle governing mode.
It only applies on ground, or in flight at low power and low speed. The Np speed is comprised between 70.8% and PWR MGT selection (82% or 100%).
BLADE ANGLE AND SPEED CONTROLS
This is the normal in-flight governing mode. The PVM adjusts the propeller pitch according to the power setting in such a way as to maintain a constant
propeller speed Np.
Governing is available whether the EEC is ON or OFF. CL commands Np propeller speed ("AUTO" position). PL commands power (and therefore TQ, at a
given Np). PWR MGT selects Np propeller speed (82% or 100%).
The control operation may be summarized through the graph below, depicting evolution of the propeller speed Np function of PLA.
Assuming engine is running with Power Lever at GI (Ground Idle position) and Condition Lever at FTR (Feather position).
When the Condition Lever is moved from "FTR" to "AUTO" :
propeller unfeathers and speed increases,

the fuel governing mode is activated (one third below "AUTO").
During unfeathering operation, "SGL CH" illuminates then extinguishes. Note : On ground, at each propeller unfeathering, the low pitch protection is tested
by the PEC and the back-up channel is used during 2s indicating the correct operation of this channel.
Following unfeathering operation propeller blade angle reaches the low pitch blade angle which is set by the Power Lever, read on the PVM, then sent to
the PEC.
The PEC computes a pitch angle in accordance with the "GI" position. This is indicated by the LO PITCH light.
Propeller speed is 70.8, this speed is controlled by the EEC which trims the fuel to maintain this speed.
This is call the fuel governing mode. As a result ACW is available.
Note : Fuel governing mode is invalid with EEC "OFF" or faulty, or PEC "OFF".
Pushing the Power Lever from "GI" to "FI" causes torque to increase because blade angle increases.
This is due to the new setting of the Power Lever. As a result, beta angle increases.
Meanwhile the EEC maintains the propeller speed at 70.8.
When passing above "FI", the LO PITCH light extinguishes.
V61B4
ACOS v1.6
ATA 61
Page 52/ 148
Continuing to push the Power Lever above "FI", blade angle continues to increase and torque as well.
Propeller speed is maintained at 70.8 (fuel governing is still operated).
As Power Lever is continuously pushed forward, blade angle and torque increase.
Propeller speed leaves 70.8 to increase : this is called the transition mode.
Passing 62 position 100% Np is selected by the PIU provided that "TO" is selected on the PWR MGT panel. Note : At that time, it is still a speed selection
as long as take-off power is not available so, the propeller is still operating in transition mode.
When the Power Lever is positionned in the take-off notch identified by the white mark, the propeller leaves the transition mode for the propeller speed
governing mode.
Now the propeller speed is governed by the PEC, comparing the speed selected to the actual propeller speed detected by the speed sensors, if an error
between both signals is detected the PEC provides a signal to the PVM to maintain the selected speed.
Feathering, autofeathering, ATPCS test and LO PITCH test cause the propeller speed to drop normally by increasing the blade angle. In these cases, the
fuel governing mode is cancelled and the EEC does not add fuel anymore. Should the cancel function fails, this would lead to overtorque, increase of fuel
flow and ITT increase. Note : The fuel governing mode is confirmed cancelled in Hotel Mode.
V61B4
ACOS v1.6
ATA 61
Page 53/ 148
V61B4
ACOS v1.6
ATA 61
V61B4
Page 54/ 148
ACOS v1.6
ATA 61
Page 55/ 148
Selection of synchrophasing is fully automatic in the PEC. When both propellers have stabilized at the selected propeller governing RPM, synchrophaser
control is initiated.
Speed control and synchrophasing accuracy supplied by the PEC limits the amount of bias the synchrophaser can give to the slave propeller speed to 6
RPM.
If the RPM of either propeller differs from the selected governing RPM of the slave propeller by more than 6 RPM, synchrophaser control is de-activated.
The master propeller incorporates an additional, single coil pulse generator to supply a signal to the slave propeller PEC (ENG 2).
This redundant, separate pulse generator, is used to assure that a coil failure on one propeller will not affect the operation of the other. These features
make it possible to use synchrophasing during take-off since the slave propeller RPM will not be affected in the event of failure of the master engine (ENG
1).
V61B4
ACOS v1.6
ATA 61
V61B4
Page 56/ 148
ACOS v1.6
ATA 61
Page 57/ 148
ATPCS means Automatic Take-off Power Control System.

ATPCS arming conditions are the following:
ATPCS "ARM" pushbutton is pressed in,

"PWR MGT" selector at "TO" position,
Power Levers 1 and 2 above 49,
Torque indicators above 46%.
Both AFUs exchange torque information.

When the conditions are met, each AFU provides a signal to each MFC.
MFCs, in turn, output a signal causing the "ARM" green light to illuminate.
Once armed, during take-off phase, if an engine fails, when the torque drops below 18%: the remaining engine is uptrimmed, and 2.15s later...
the failed engine propeller is autofeathred and ATPCS disarmed,
"ARM" green light extinguishes.
Note:
Uptrim function is de-activated when "TO" position is deselected.

Autofeather function is inhibited on the opposite engine.
Comments:
Should an engine failure occurs at Go around, the good engine will not be uptrimmed.
Only autofeather of the propeller of the faulty engine is available.
V61B4
ACOS v1.6
ATA 61
V61B4
Page 58/ 148
ACOS v1.6
ATA 61
Page 59/ 148
Propeller speed is mainly selected by the power management selector "PWR MGT".
Speed selections are: w TO: 100% Np
MCT: 100% Np
CLB: 82% Np
CRZ: 82% Np
Note : In addition, the selector provides power rating to the EEC.

At take-off with the power management selected at "TO" and the Power Lever above 62, the internal logic within the PIU selects the requested propeller
speed i.e. 100%.
The selected speed is routed to the PEC through the normally closed relay controlled by the Condition Lever in "AUTO" position.
The PEC compares the sensed propeller RPM to the selected governing RPM. The PEC calculates a pitch change direction and rate to correct the RPM
error.
The corrected pitch change rate is computed based on:
magnitude of RPM error,

rate of change of RPM error,
aircraft operating condition (airspeed and altitude).
The computed blade angle is sent to the torque motor driver which controls the EHV which meters the oil pressure to the propeller pitch change actuator.
Note: The primary channel is normally on control in a healthy system.
Changes in blade angle are fed back to the PEC through the blade angle RVDT to close control loop.
Selecting "CLB" (climb) provides a new speed setting to the PIU which selects 82%.
Operation is the same as previously. This is also true for "MCT" (maximum continuous) and "CRZ" (cruise).
During approach, "TO" is selected but the selection is not 100% : it is 82% (memorized by the PIU). This speed is used to minimize the noise during
approach.
Note that the power lever is below 62 (for instance "FI").
In case of GO AROUND the Power Lever is selected above 62 arming the propeller speed selection at 100%.
If the system fails, selecting the Condition Lever to "OVERRIDE" de-energize the relay which routes the information between the PIU and the PEC.
In case of loss of information, the PEC schedules a propeller speed at the default speed: the default speed is set at 100% Np.
In no fault condition, following touchdown, a ground/flight logic reset 82% Np to 100% to allow the reverse operation.
The overspeed governor (refer to overspeed operation) will allow momentary propeller overspeed to reach full reverse operation.
In any case, overspeed is limited to 15s.
V61B4
ACOS v1.6
ATA 61
PEC description
Page 60/ 148
PEC description
V6195
ACOS v1.6
ATA 61
PEC description
Page 61/ 148
V6195
ACOS v1.6
ATA 61
V6195
PEC description
Page 62/ 148
ACOS v1.6
ATA 61
PEC description
Page 63/ 148
The PEC is a dual channel electronic box which provides closed loop control of the propeller pitch change system.
The PEC receives the following inputs from the aircraft:
28VDC (from NORMAL and EMER buses),

PLA position through two RVDTs located in the PVM,
propeller speed selection (82% or 100%) through the PIU,
feather signal from CL positions "SO" and "FTR",
emergency feather signal (from ATPCS or fire handle),
weight on wheel from proximity switches,
maintenance test discrete,
beta and PLA rigging discrete,
overspeed governor test discrete,
LO PITCH test discrete.
The blade angle position is provided to the PEC through two RVDTs within the PVM.
Altitude and airspeed data are sent by the EEC via an ARINC databus.
Propeller speed is calculated by the PEC with the magnetic pulses received from the Np sensors.
The PEC provides control to the EHV within the PVM, discretes to the flight compartment for primary/back-up channel fault indication, a discrete for the
LO PITCH light, and a discrete for maintenance flag fault codes.
Synchrophasing of the propellers is one function of the PEC. A propeller speed signal is sent from the master propeller (left), by dedicated wiring, to the
slave propeller PEC (right) which biases the PVM control to synchrophase the propeller. Pin program activates this function on the right engine PEC only.
The PEC can detect failures and stores up to 8 faults in an internal memory that can be displayed on the flight data entry panel.
Loss of propeller control by one PEC channel is indicated to the crew by illumination of the SGL CH light on panel 401VU. The FAULT light on panel
401VU is switched on when the PEC has lost both channels and works in accomodation mode.
Loss of blade angle feedback position: The PEC controls speed governing if the PLA is above FI and fix pitch or full reverse below FI.
V6195
ACOS v1.6
ATA 61
PEC operation
Page 64/ 148
PEC operation
V6196
ACOS v1.6
ATA 61
PEC operation
Page 65/ 148
The rotary variable differential transducers (RVDTs) within the PVM indicate the Power Lever position to the PEC.
The beta angle for a specific operating condition is determined by the PEC from a map (or beta schedule), beta angle from Power Lever through the PVM
and airspeed.
The computed blade angle is sent to the torque motor driver which controls the EHV which meters the oil pressure to the propeller pitch change actuator.
Note: The primary channel is normally on control in a healthy system.
Changes in blade angle are fedback to the PEC through the blade angle RVDT to close the control loop.
Should the primary channel fails to operate, the back-up channel takes control automatically and the propeller operation will not be affected.
Note: Except when the PEC2 primary channel fails, synchrophasing function is lost.
V6196
ACOS v1.6
ATA 61
PIU description
Page 66/ 148
PIU description
V6197
ACOS v1.6
ATA 61
PIU description
Page 67/ 148
V6197
ACOS v1.6
ATA 61
V6197
PIU description
Page 68/ 148
ACOS v1.6
PIU description
ATA 61
Page 69/ 148
The PIU (Propeller Interface Unit), one per PEC, is an electronic box located in the electronic bay that provides the interface between the PEC and the
flight compartment with propeller speed selection and PEC fault indicating logic.
The PIU selects the propeller speed as a function of the discretes signals received from the PWR MGT selector switch and the Condition Lever and sends
it to the PEC.
The PIU inputs are:
PWR MGT selector switch (82%,100%),

Condition Lever 100% override,
WOW signal,
Power Lever signal (PLA>62).
100% or 82% Np are selected as a function of the rating selected by the crew:
TO, MCT: 100% Np,

CLB, CRZ: 82% Np.
During approach, last cruise speed is maintained until aircraft is on ground. After landing, a Weight On Wheel (WOW) signal is sent to the PIU to reset the
propeller speed from 82% to 100% to allow reverse operation.
PEC primary and back-up channel fault discretes are sent to the PIU that sends a "SGL CH" (single channel) or PEC 1(2) "FAULT" when both channels
are failed. In addition, some failures cause the "BITE LOADED" located on the maintenance panel to turn on.
The PIU is powered by 28VDC from the Emergency bus bar. The PIU checks that its output are in accordance with its inputs. Propeller speed is forced to
100% Np in case of default.
V6197
ACOS v1.6
PWR MGT description
ATA 61
Page 70/ 148
PWR MGT description
The PWR MGT selector switch transmits the propeller speed selected by the crew to the PEC through the PIUs as follows :
TO and MCT position selected : 100% Np.

CLB and CRZ position selected : 82% Np.
V6198
ACOS v1.6
ATA 61
PWR MGT description
Page 71/ 148
V6198
ACOS v1.6
ATA 61
Electro hydraulic valve description
Page 72/ 148
V6199
ACOS v1.6
ATA 61
Page 73/ 148
The Electro Hydraulic Valve (EHV) is commanded by the PEC via dual windings (one per PEC channel).
The EHV modulates the high pressure supply oil from the gearbox mounted pump into two sources : increase pitch pressure and decrease pitch pressure.
The amount of current provided to the EHV by the PEC determines the blade pitch slew rate.
V6199
ACOS v1.6
ATA 61
Feather solenoid description
Page 74/ 148
V61A2
ACOS v1.6
ATA 61
Page 75/ 148
The feather solenoid is installed to permit the propeller to go to the maximum coarse pitch (feather) position. It controls a drain from the large area side of
the protection valve.
Operation of the solenoid opens the drain and pressure on the large area of the protection valve decreases to the minimum. Movement of the protection
valve will then cause the propeller to feather.
V61A2
ACOS v1.6
ATA 61
RVDT PLA position sensors description
Page 76/ 148
V61A4
ACOS v1.6
ATA 61
Page 77/ 148
The PLA position sensor is a Rotary Variable Differential Transducer installed on the body section and held by four screws. The shaft of the RVDT
engages with a drive spline that is attached to the drive shaft of the mechanism by a pin.
The RVDT is double such as primary and backup PEC channels receive their own PLA position.
V61A4
ACOS v1.6
ATA 61
RVDT blade angle feedback sensors
Page 78/ 148
V61A5
ACOS v1.6
ATA 61
Page 79/ 148
The blade angle feed back mechanism is used to give an indication of the propeller blade angle to the PEC.
The mechanism is operated by the axial movement of the oil transfer tube acting on a double RVDT giving "Blade angle feed back" to both primary and
back-up PEC channels.
V61A5
ACOS v1.6
ATA 61
Protection valve description
Page 80/ 148
V61A6
ACOS v1.6
ATA 61
Page 81/ 148
V61A6
ACOS v1.6
ATA 61
V61A6
Page 82/ 148
ACOS v1.6
ATA 61
Page 83/ 148
The protection valve is a hydraulically operated valve which controls the fluid flow to the propeller actuator. It is operated by hydraulic pressures supplied
to the ends of the valve. One end of the valve has an area which is half that of the other end.
The protection valve can shift to port decrease pitch pressure to drain, resulting in pitch increase. This shift is the result of a reduction of the pressure on
the large area of the valve that is produced by :
the overspeed governor,
the feather solenoid,
the low pitch stop protection.
Note: Except the above cases, the protection valve does not move and the pressure from the EHV to the pitch change actuator goes through the valve
only.
V61A6
ACOS v1.6
ATA 61
Secondary low pitch stop retract solenoid
Page 84/ 148
V61A7
ACOS v1.6
ATA 61
Page 85/ 148
Secondary Low Pitch Stop Retract Solenoid (SLPS) :
In flight, the SLPS is not supplied. The propeller is prevented from going below a specified fine pitch angle by the oil transfer tube in the transfer
bearing.
On the ground, the SLPS is supplied with PL<FI. The propeller must be permitted to operate in a ground range. The SLPS solenoid cancels the inflight low pitch stop.
The SLPS solenoid has a single electrical channel. Solenoid operation is used to move a ball valve that permits or stops the fluid supply from the
overspeed governor to the transfer bearings. This allows or cancels operation of the in-flight fine pitch stop (Secondary Low Pitch Protection).
V61A7
ACOS v1.6
ATA 61
Dual coils to PEC description
Page 86/ 148
V61A8
ACOS v1.6
ATA 61
Page 87/ 148
3 speed sensors are installed on a support bracket located aft of the bulkhead on the front of the gearbox.
A dual-coil sensor, associated with 6 targets, is installed on the bulkhead for propeller speed measurement.
The sensor produces and transmits an electrical signal to the PEC each time a target pickup located on the bulkhead passes in front of the sensor. Each
PEC channel receives its own dual-coil sensor output.
V61A8
ACOS v1.6
ATA 61
Single coil to right PEC (synchrophasing) description
Page 88/ 148
V61A9
ACOS v1.6
ATA 61
Page 89/ 148
A single coil sensor, associated with 6 targets, is installed only on the engine 1 bulkhead for synchrophasing purposes.
The sensor produces and transmits an electrical signal to the right PEC each time a target pickup located on the bulkhead passes in front of the sensor.
Note : This sensor could be installed on the RH engine, but not used.
V61A9
ACOS v1.6
ATA 61
Single coil to dynamic balancing description
Page 90/ 148
V61B1
ACOS v1.6
ATA 61
Page 91/ 148
A single coil sensor (one per engine) with one target is installed for propeller dynamic balancing (no link to PEC).
These sensors are connected to a test plug in the cockpit.
V61B1
ACOS v1.6
ATA 61
Auto-feather unit description
Page 92/ 148
V61B2
ACOS v1.6
ATA 61
Page 93/ 148
The AFU is installed on the engine forward LH side, aft looking forward.
It comprises logic and control circuits enabling, in case of power loss of one of the engine at take-off, automatic feathering of the failed engine and an
uptrim order to the other engine. These functions are activated only after arming of the system.
V61B2
ACOS v1.6
ATA 61
ATPCS test rotary selector
Page 94/ 148
V61B3
ACOS v1.6
ATA 61
Page 95/ 148
The ATPCS selector provides a test of the correct functioning of the ATPCS . The static test must be performed before each flight.
Note: We will perform the test only on the left side. The right side being the same. A/C electrical network is supplied. Perform the test by selecting ARM.
On ARM position: ARM green light illuminates. Set ATPCS rotary selector on ENG1 position.
On ENG1 position:
ARM green light is still illuminated,

ENG2 UPTRIM green light illuminates. And 2.15 secs after
On ENG1 position:
ARM green extinguishes,

ENG2 UPTRIM green light is still illuminated .
Note: ENG1 auxiliary feathering pump is supplied.
The rotary selector is spring-loaded to the neutral position.
V61B3
ACOS v1.6
ATA 61
V61B3
Page 96/ 148
ACOS v1.6
ATA 61
Page 97/ 148
The ATPCS selector allows correct functioning of the ATPCS to be checked. This test must be made after the last flight of the day.
Note: We will perform the test only on the left side. The right side being the same. Both engines are running. Perform the test by selecting ARM.
On ARM position:
ARM green light illuminates,

Np decreases, an Np governing cancel is sent by the AFU,
ACW is lost,
Main hydraulic pumps are lost,
Normal braking is lost. Activate the selector on ENG1.
On ENG1 position:
ARM green light is still illuminated,

ENG2 UPTRIM green light illuminates,
Nh increases slightly (1 or 2 %). And 2.15 secs after ...
affected propeller is automatically feathered,
ATPCS ARM green light extinguishes on engine panel,
ENG1 LO PITCH amber light extinguishes.
After releasing the rotary selector:
ENG1 propeller unfeathers,

ENG1 LO PITCH amber light illuminates,
Both Np increase to 71%,
ACW electrical network is recovered. The rotary selector is spring-loaded to the neutral position.
V61B3
ACOS v1.6
ATA 61
Propeller protection description
Page 98/ 148
V61B5
ACOS v1.6
ATA 61
Page 99/ 148
Several types of propeller protection ensure safe aircraft operations.

Overspeed protection :
This is done by the overspeed governor, which prevents propeller speed increasing more than 102.5%.
Secondary low pitch protection :
In flight, this system provides protection against failure to low blade angles. Low pitch protection and indicating systems are ensured by :
a Secondary Low Pitch Stop Valve in the PVM (primary protection made by the PEC),
a microswitch actuated by the Power Lever,
the feather solenoid,
the LO PITCH amber light in the centre instrument panel,
A secondary low pitch stop retract solenoid controlled by a microswitch actuated by the Power Lever will allow at landing the propeller to go to reverse by
removing the secondary low pitch stop protection.
Mechanical backup :
This is the propeller mode when both PEC channels have been lost leading to a PEC FAULT. This mechanical backup is achieved through the overspeed
governor and the Secondary Low Pitch Stop Valve which protects the propeller in speed and blade angle.
Loss of HP supply :
Loss of hydraulic pressure will result in increasing blade pitch due to the blade counterweight centrifugal twisting movements.
V61B5
ACOS v1.6
ATA 61
Propeller protection operation
Page 100/ 148
V61C1
ACOS v1.6
ATA 61
Page 101/ 148
In normal operation, HP oil pressure from the pump is routed, through the O/speed governor to the HP side of the protection valve and applied to the EHV
(system is shown propeller on speed).
In this position, the protection valve is ready to route the metered pressure (increase or decrease) from the EHV to the pitch change actuator.
Should an overspeed occurs approx 103 % Np (as an example EHV failure driving the propeller to decrease pitch). As propeller speed increases the
O/Speed governor flyweights open.
As the flyweights open the slide valve of the O/Speed governor moves and drains the pressure applied to the HP side of the protection valve. As a result,
the protection valve shifts. This causes the protection valve to route a high pressure to the increase pitch chamber of the pitch change actuator. As a
result, blade pitch increases and propeller speed decreases and is maintained at 103 % (exception if system goes back to normal).
Now, the O/Speed governor controls the pressure provided to the protection valve, thereby controlling the metered pressure.
Note: if the O/Speed is bigger, the pneumatic part of the governor will decrease PY causing the fuel flow to be decreased.
Comment: A PY leak would have the same effect.
At landing when the power is selected below "FI", the speed reset solenoid energizes. This pressurizes the reset piston. When the reset piston is
pressurized, it puts more force on the speeder spring which increases the speed setting of the governor (118 % instead of 102.5%). This causes the
governor to keep the high pressure signal to the protection valve on a higher speed range. This prevents momentary propeller overspeed to allow full
reverse operation.
In flight, the PEC, through the EHV within the PVM, operates as a primary protection preventing the propeller blade angle to go below a specific pitch
blade angle (14 ).
Note: Both primary or backup channel are able to ensure LOW PITCH PROTECTION.
Should the primary protection fails, the propeller blade angle continues to decrease to the minimum in flight blade angle point. The transfer tube moves
forward opening the metering window draining the pressure of the HP side of the protection valve.
Note: Remember that the oil transfer tube is attached to the pitch change actuator.
The decrease of the pressure on the HP side of the protection valve causes the protection valve to shift. As a result, the low pitch pressure is metered by
the protection valve to maintain the propeller blade pitch at the low pitch stop setting (13).
Note: The low pitch stop is totally independant of the PEC.

If blade angle continues to decrease down to 8 single chime sounds, caution flashes, "ENG" illuminates on the Crew Alerting Panel. "LO pitch" light
illuminates on the center panel. The engine has to be shut down.
Note: The FDAU records the failure.

In no fault condition, at landing, the power lever is retarded below "FI" energizing the secondary LO pitch stop retract solenoid. Simultaneously, as pitch
decreases the transfer tube moves forward opening the metering window which is closed by the solenoid allowing the reverse operation. Propeller pitch is
controlled by the EHV through the protection valve.
As propeller pitch goes below "FI", the LO pitch light illuminates.

Note: On ground, below "FI" the LO pitch light is normally illuminated so, it is not associated with warnings.
V61C1
ACOS v1.6
ATA 61
Page 102/ 148
Comment: when the PEC is OFF, reverse is inoperative (inability to go below "FI" with secondary low pitch stop retract solenoid not supplied).
The blade counterweights load the blades toward coarse pitch during propeller operation. If a loss of hydraulic supply to the actuator occurs, the blades
automatically turn toward feather. As propeller RPM decreases, centrifugal twisting moment (towards feather) decreases more quickly than the
aerodynamic twisting moment (towards reverse). Blade pitch and propeller RPM become stable when aerodynamic and centrifugal loads get to
equilibrium.
Note: The propeller can be feathered from this equilibrium condition by energizing the feathering pump.
V61C1
ACOS v1.6
ATA 61
Page 103/ 148
V61C1
ACOS v1.6
ATA 61
Overspeed governor description
Page 104/ 148
V61B7
ACOS v1.6
ATA 61
Page 105/ 148
V61B7
ACOS v1.6
ATA 61
V61B7
Page 106/ 148
ACOS v1.6
ATA 61
Page 107/ 148
The overspeed governor is composed of two sections :
the hydraulic section,

the pneumatic section.
The hydraulic section is composed of :
a flyweight governor,
a solenoid actuated reset piston,
a slide valve,
a reset solenoid with its chamber.
The governor is equipped with a solenoid actuated reset piston which, on command, moves the governor set point to 118%.
Solenoid energized activates the higher set point (118%).
Solenoid de-energized for normal operation (102.5% 1% Np).
In case of overspeed, the flyweights drive the slide valve which decrease the hydraulic supply pressure to the PVM.
As this occurs, the protection valve in the PVM moves to increase the blade angle.
A PROP OVSP switch is located on the maintenance panel 702VU that enables testing of the overspeed governor. It forces the PEC to control the
propeller speed at 106% in order to check that the overspeed governor take the governing authority over at 102.5% 1% Np.
A second switch is located on the maintenance panel 702VU resets the overspeed governor set point at 118% Np that allows test of the reset function. As
a safety precaution, activation of the test is inhibited in flight.
The pneumatic section is an additional safeguard in case of overspeed not regulated by the hydraulic section.
Protection is provided by PY pressure discharge in the HMU as a means to reduce fuel flow.
V61B7
ACOS v1.6
ATA 61
Overspeed test
Page 108/ 148
Overspeed test
V61B8
ACOS v1.6
Overspeed test
ATA 61
Page 109/ 148
Propeller overspeed test requirements are :
Power Management selector (PWR MGT) in "TO" position,

Condition Lever in "AUTO" position,
Power Lever in order to obtain 100% Np.
On RH maintenance panel, set and maintain "PROP OVSP" to "ENG1".

This provides a signal to the PEC. The PEC lowers the Beta schedule to reach 106% Np, permitting overspeed at 102.5% Np 1% to be checked. As a
result, blade angle decreases and propeller speed increases to overspeed.
The overspeed is detected by the overspeed governor which regulates propeller speed at 102.5 1% indicating its capability to contain an overspeed.
15s later, Np drops to 100% because the PEC limits the duration of the overspeed.
Then release the switch.
Note : Reset the PEC pushbutton (not shown).
A second test allows testing of the overspeed governor capability to prevent overspeed from overriding the reverse.
Keeping the "PROP OVSPD" switch at "ENG1" position, push the "2 SET OVSPD" switch and release it as soon as the Np increases above 102.5%.
Caution : Do not exceed 105% Np.
When released, Np returns to 102.5 1%. Then release "PROP OVSPD", Np drops to 100%.
A "2 SET OVSPD" test satisfactory proves the capability of the overspeed governor to prevent propeller overspeed to reach full reverse operation.
V61B8
ACOS v1.6
ATA 61
Low pitch test
Page 110/ 148
Low pitch test
V61B9
ACOS v1.6
Low pitch test
ATA 61
Page 111/ 148
Test of secondary low pitch stop valve and solenoid :
Power Lever lower than "FI", LO PITCH light is illuminated.

Select Power Lever at "FI", the transfer tube moves rearward and LO PITCH light goes off.
Note that relay 99KH is a time opening relay.
On RH maintenance panel, select and hold ENG1 PLA<FI : nothing changes because the LO PITCH test switch sends a decrease signal to the PEC, but
the secondary LO PITCH stop window prevents the pitch to decrease and proves that the secondary LO PITCH stop solenoid is de-energized.
Retard the Power Lever to "GI", LO PITCH light flashes and TQ decreases about 3% (not shown).
Release the LO PITCH switch. LO PITCH light illuminates steady and TQ decreases to 6 4% (not shown).
Test of Power Lever switch :
Power Lever is at "GI", LO PITCH light is illuminated.

Select Power Lever at "FI", LO PITCH light extinguishes.
On the RH maintenance panel, select and maintain ENG1 LO PITCH switch to PLA>FI. LO PITCH light remains extinguished.
Retard Power Lever to "GI", feather solenoid is energized and propeller feathers. In addition, a fuel governing cancel signal is sent to the EEC.
Release the LO PITCH switch and check that propeller unfeathers and that LO PITCH illuminates.
V61B9
ACOS v1.6
Propeller indicating description
ATA 61
Page 112/ 148
Np indicators are located in the flight compartment.
The pulse generator is located on the reduction gearbox.

It senses propeller speed (Np) from the accessory drive idler gearshaft.
Np indicators are located on the center instrument panel in the flight compartment. The indicator has digital and analog displays from 0 to 125% Np. 100%
Np represents 1200 RPM.
When the pulse generator signal is lost, the pointer moves to "0" and the digital counter displays "0.0".
In case of power supply loss, the pointer drops below "0" to a low stop and the digits are erased.
V61C2
ACOS v1.6
ATA 61
Propeller indicating operation and test
Page 113/ 148
The indicator is supplied by the ESS BUS 28 VDC. The pulse generator, which is a dual sensor, sends signal to:
The indicator,
The Flight Data Acquisition Unit (FDAU).
The Np indicator provides a signal to enable propeller anti-icing if Np is greater than 63% 2% and propeller anti-icing is selected.
V61C3
ACOS v1.6
ATA 61
Page 114/ 148
Let's perform Np indicator TEST

The indicator can be tested by means of a small pushbutton located on the indicator front face.
During this test, the counter indicates 115% and the pointer reaches a blue dot corresponding to 115%.
V61C3
ACOS v1.6
ATA 61
Propeller brake system description
Page 115/ 148
The propeller brake system enables safe use of RH engine as generator of Direct Current and air conditioning on ground.
This operation mode is called "HOTEL MODE".
The propeller brake system is a hydro-mechanical system installed on the right engine reduction gearbox enabling immobilization of the propeller and
power turbines.
Hydraulic supply for propeller brake is provided by the Blue system at a pressure of 3000 PSI (210 bars).
The pressure is delivered either by the Blue hydraulic pump supplied by the ACW network, or by the auxiliary hydraulic pump supplied by the DC network.
V61C4
ACOS v1.6
ATA 61
V61C4
Page 116/ 148
ACOS v1.6
ATA 61
Page 117/ 148
The propeller brake system is composed of:
the propeller brake,

a hydraulic supply circuit consisting of:
- a brake supply electro-valve,
- a pressure switch,
- a check valve,
- pipes
a control and indicating electric system.
The right nacelle is equipped with a nacelle overheat detection. The operation of the RH engine in "Hotel Mode" could lead to a nacelle overheat in case
of rear wind.
The following conditions must be satisfied to engage or release the propeller brake:
Hydraulic pressure available,

A/C on ground,
Fire handle not pulled,
Gust lock ON,
Condition Levers to FTR or Fuel S/O.
V61C4
ACOS v1.6
ATA 61
Propeller brake system operation
Page 118/ 148
V61D1
ACOS v1.6
ATA 61
Page 119/ 148
In-flight, the propeller brake is never engaged.

Following landing, A/C on ground, one of the conditions for propeller brake engagement is fullfilled.
While taxiing, the gust lock is selected ON and Engine 1 is shut down. Gust lock ON is the third condition for propeller brake engagement.
When A/C is parked, Engine 2 propeller is feathered. The ACW generator is lost because the NP<66%. Blue and Green Hydraulic pumps are lost.
The pressure drop causes the DC AUX pump to start automatically, the shut-off valve to open and a pressure to be applied to the brake.
When the pressure is detected correct, the READY green light illuminates: This is the last condition to operate the propeller brake.
Selecting the PROP BRAKE control switch to ON provides a control signal to the brake.
This cause the UNLOCK red light to illuminate.
As the brake reaches the locked ON position, UNLOCK red light extinguishes. The PROP BRK light illuminates on the PROP BRAKE control panel and
the memo panel.
6 seconds following propeller brake engagement, the control signal to the brake is removed.
15 seconds later, the AUX pump stops automatically. The shut-off valve is commanded to close and the READY green light extinguishes.
Note: When the propeller brake is locked, an NH boost signal of 2% is sent to the EEC. ITT warning level is lowered (715C).
To release the propeller brake, the HYD AUX pump switch pushbutton is pressed. DC power is provided and the HYD AUX pump starts for 30 seconds.
When the pressure is correct, the shut-off valve opens, the READY green light illuminates and pressure is applied to the brake.
To summarize, PROP BRAKE engagement/release conditions are:
A/C on ground,
GUST Lock ON,
Propeller 2 feathered,
Blue hydraulic pressure available.
The propeller brake can be released by selecting the PROP BRAKE switch to OFF (release operation not shown).
V61D1
ACOS v1.6
ATA 61
Propeller brake description
Page 120/ 148
V61C6
ACOS v1.6
ATA 61
Page 121/ 148
The propeller brake is composed of:
a valve block,
a hydro-mechanical unit.
The valve block consits of three solenoid valves identified as E1, E2, E3, allowing brake controlling (Locking and Unlocking).
Each solenoid valve is provided with a pushbutton which allows manual operation in case of electrical failure of the system.
Manual operation can also be used for maintenance purposes.
Note: a hole in the casing enables brake disc wear to be checked directly.
V61C6
ACOS v1.6
ATA 61
V61C6
Page 122/ 148
ACOS v1.6
ATA 61
Page 123/ 148
The hydro-mechanical unit is composed of a casing containing:
stator discs retained by grooves integral with the casing,

rotor discs splined to the brake shaft,
a braking chamber,
a releasing chamber,
three belleville washers allowing a static braking torque when the hydraulic locking pressure is removed.
a split locking cone: The locking cone is cylindrically bored and slides along a guide axis integrated in the brake casing. 3 balls located at 120
maintain the cone at rest. In released position, they maintain the split cone in position on its guide axis.
a braking piston: The braking piston is conically bored to fit the locking cone. When the brake is applied hydraulic pressure is applied to the piston,
the piston drives the locking cone and presses the brake discs via the belleville washers located between the piston and the discs.
one lock microswitch and one release microswitch. Both microswitches send signals to the control and indicating system.
V61C6
ACOS v1.6
ATA 61
Propeller brake pressure switch description
Page 124/ 148
The pressure switch installed on the propeller brake detects the pressure from the hydraulic supply valve.
This switch is a condition for the green READY light to operate (Prop Brake overhead panel in the flight compartment).
The switch closes at 2100 PSI.
V61C8
ACOS v1.6
ATA 61
Page 125/ 148
V61C8
ACOS v1.6
ATA 61
Check valves, two pipes and an electro-valve description
Page 126/ 148
V61C9
ACOS v1.6
ATA 61
Page 127/ 148
The propeller brake is hydraulically fed by two pipes. These pipes are routed in the nacelle left lower section. The propeller brake is drained by a line
connected to the engine draining system.
The electro-valve is opened and ensures the brake supply only when the following safety and control conditions are met:
aircraft on ground (inhibition of the brake control in flight),

feathering propeller (reduced propeller speed; brake protection)
fire handle in normal position (in case of engine fire during propeller brake operation, the hydraulic supply is shut off when the handle is pulled),
correct hydraulic pressure (detected on the hydraulic pumps pressure switches) (brake protection will not be supplied if the pressure is insufficient).
The check valve is used to shut off the hydraulic return in case of leakage in the engine nacelle.
V61C9
ACOS v1.6
ATA 61
Propeller brake overhead panel
Page 128/ 148
V61D2
ACOS v1.6
ATA 61
Page 129/ 148
Have a look at the Propeller Brake Panel. Location: overhead panel.

<1> Propeller brake not fully locked or not fully released.
If UNLOCK red light illuminates > 15 sec, propeller brake red light illuminates on CAP.
Master warning CCAS is activated.
Time to unlock = 5 sec.
Time to lock = 15 sec.
<2> PROP BRAKE guarded switch.
ON: propeller brake engagement,

OFF: propeller brake release.
<3> READY green light.
Illuminates when engagement or disengagement conditions are met:

- A/C on ground.
- Gust lock engaged.
- CL to FTR or FUEL S/O.
- Blue Hyd press available.
<4> PROP BRAKE blue light:
Illuminates when prop brake is fully locked.

Prop brake blue light illuminates also on Memo panel.
V61D2
ACOS v1.6
ATA 61
ATPCS panel
Page 130/ 148
ATPCS panel
V61D3
ACOS v1.6
ATPCS panel
ATA 61
Page 131/ 148
Have a look at the ATPCS Panel. Location: central instrument panel.

<1> LO PITCH amber light.
Illuminates when blade angle < FI angle.

If low pitch is detected in flight, ENG amber light illuminates on CAP and CCAS is activated.
<2> UPTRIM green light.
Illuminates when the UPTRIM signal is sent to the associated engine, at the beginning of ATPCS sequence.
Eng power = RTO (Reserve Take-Off).
<3> EEC pushbutton:
Pushbutton pressed in: EEC adjusts HMU action, by controlling the stepper motor which lowers fuel flow ordered by HMU.
FAULT amber light: The CCAS is activated when an EEC failure is detected. Power is locked at its pre-failure value (fail fix).
OFF white light: (pushbutton released). The HMU controls only NH as a function of PL angle.
<4> ATPCS pushbutton.

- During take-off: uptrim + auto-feather (2.15 sec delay).
- In-flight: auto-feather only. Trigger condition: on TQ < 18%.
ARM green light illuminates when arming conditions are met. (Select ATPCS arming conditions pushbutton for more information).
OFF white light: Uptrim and auto-feather functions are de-selected.
ATPCS Arming conditions
ARM green light illuminates when following conditions are met:
PWR MGT rotary selector is set to TO position,

ATPCS pushbutton is pressed in,
both PL > 49,
both TQ indicator > 46%.
ARM green light extinguishes (ATPCS cancelled) when one of these conditions is not met.
V61D3
ACOS v1.6
ATA 61
Power management panel
Page 132/ 148
V61D4
ACOS v1.6
ATA 61
Page 133/ 148
Have a look at the Power Management Panel. Location: central instrument panel.
<1> PWR MGT rotary switch (ENG 1 and ENG 2).
Made up of two independent parts (front and back). Provides FDAU and EEC with basic power requirements corresponding to the selected position:
- for left engine with the back part of the selector,
- for the right engine with the front part of the selector.
Propeller speed selection to the PECs through PIU 1 and 2 are the following :
- TO = Take-Off position : 100% Np
- MCT = Maximum Continuous Thrust position : 100% Np
- CLB = Climb position : 82% Np
- CRZ = Cruise position : 82% Np
<2> PEC pushbuttons.
FAULT: illuminates when both PEC channels on that side are lost.
OFF: PEC is de-activated on corresponding side. PEC is lost :
- Np controlled by the overspeed governor at 102.5%,
- Blade angle limited at FI by the Secondary stop valve,
- No reverse available.
<3> SGL CH light.
Illuminates when one PEC channel is lost.

On ground, at each propeller unfeathering, low pitch protection is tested by the PEC and the back-up channel is used for 2 seconds.
SGL CH amber light illuminates then extinguishes, confirming the serviceability of the backup channel.
V61D4
ACOS v1.6
ATA 61
Reading of PEC memory (fault codes)
Page 134/ 148
V61E2
ACOS v1.6
ATA 61
Page 135/ 148
PEC PROCEDURES
Procedure for reading failure code recorded by the PEC.

Note: this procedure is performed engines shutdown.
By means of FDEP, set 8701 for left engine (8702 for right engine).
On right maintenance panel 702 VU, set ENG EEC / PEC SEL to PEC.
On same panel, set ENG1 (ENG2) to LRU.
First message read on FDEP is 0001 (start).
Set ENG1 (ENG2) to LRU.
Message read on FDEP is 0025. The recorded code failure is 0025. Please have a look at FAULT CODE 25 MAINTENANCE MANUAL for more
information.
Set ENG1 (ENG2) to LRU.
Last message read on FDEP is 0002 (end).
On the right maintenance panel, set EEC / PEC SEL in center position.
End of this maintenance operation.
V61E2
ACOS v1.6
ATA 61
Trim PEC procedure
Page 136/ 148
Trim PEC procedure
V61E3
ACOS v1.6
Trim PEC procedure
ATA 61
Page 137/ 148
PEC TRIM
Conditions before trim:
PEC1 (2) pushbutton switch pressed in, no light illuminated.

PWR MGT to CRZ
On maintenance panel 702 VU, set ENG EEC / PEC SEL to PEC.
Note:
Make sure that the propeller is feathered.

The PEC has 2 trimming points (PL at TO and PL to FI)
TRIM PL AT TO:
By means of FDEP set 8751 for left engine (8752 for right engine).
SET PL of the engine to trim at TO.
ON FDEP, 0057 must be read. If not, check that all conditions are met.
On right maintenance panel 702 VU, set and hold the ENG1 (2) selector to TRIM for at least 5 seconds.
00457 is read on FDEP.
And approximately 7 seconds after, 3457 is read on FDEP.
Release the switch.
3057 is read on FDEP is the trim is correct.
TRIM PL AT FI:
Set PL of the engine to trim at FI.

On the right maintenance panel 702 VU, set and hold the ENG1 (2) switch to TRIM for at least 5 seconds...
3437 is read on FDEP and approximately 7 seconds later ...
Now, release the switch.
7037 is read on FDEP (trim correct).
Set PL to GI.
Set PWR MGT to TO.
V61E3
ACOS v1.6
Trim PEC procedure
ATA 61
Page 138/ 148

Engine start sequence has been initiated.
Set CL1 to FTR.
7014 is still displayed.
Set CL1 to AUTO.
And when the propeller is unfeathered 7204 is read.
Engine is now shut down. On the right maintenance panel, set EEC PEL SEL in center position.
Trim PEC procedure has been performed successfully.
V61E3
ACOS v1.6
ATA 61
Trim PEC procedure
Page 139/ 148
V61E3
ACOS v1.6
ATA 61
Check recording of PEC failure message on the MFC maintenance panel
Page 140/ 148
By selecting MISC 4 on MFC Maintenance Panel, you will read PEC or PIU failure codes.
V61E4
ACOS v1.6
ATA 61
Page 141/ 148
V61E4
ACOS v1.6
ATA 61
Check of right propeller brake disks wear
Page 142/ 148
V61E5
ACOS v1.6
ATA 61
Page 143/ 148
The propeller brake system is a hydro-mechanical system installed only on the right engine reduction gearbox enabling immobilization of the propeller and
power turbine.
The pressure for propeller brake operation is delivered either by the blue hydraulic pump supplied by the ACW network (propeller running), or by the
auxiliary hydraulic pump supplied by the network.
To check the right propeller disks wear, the aircraft electrical network is energized (AC and DC available). Green and / or blue hydraulic system is
pressurized with electric pumps.
Aircraft is prepared for check of the propeller brake disk wear:
warning notice is displayed in flight compartment indicating the presence of personnel working on right engine,
access platform is positioned at forward left side of right engine and access door is opened.
V61E5
ACOS v1.6
ATA 61
V61E5
Page 144/ 148
ACOS v1.6
ATA 61
Page 145/ 148
If brake disks inspection window is blanked with a protective plate; remove lockwire, remove attaching screws or nuts, remove washers and protecxtive
plate.
Propeller brake is now engaged (PROP BRAKE switch is selected to ON position).

Propeller brake disk wear can be checked. On brake; check that the flank of the piston (on spline side) does not overshoot the wear index (max wear)
engraved on casing.
If it is in line with this wear index, discs must imperatively be replaced or a shim added.
When propeller brake disk wear maintenance operation has been performed, propeller brake is released (PROP BRAKE switch is selected to OFF
position).
Close-up after check of propeller disk wear.
If removed, install inspection window protective plate, install screws / washers or nuts, safety using lockwire.
Make certain that working area is clean and clear of tools and miscellaneous items of equipment.
Close access door. Remove access platform ans warning notice in flight compartment.
Green and blue hydraulic system are depressurized and electric pumps are stoppped. Then, aircraft electrical network is de-energized.
V61E5
ACOS v1.6
Summary
ATA 61
Page 146/ 148
ATA 61 PROPELLER
V61E5
10
Propeller Features
11
18
19
22
HP pump description
24
26
Hub description
28
30
Blades description
32
36
Spinner description
38
40
42
44
48
50
PEC description
60
PEC operation
64
PIU description
66
PWR MGT description
70
ACOS v1.6
Summary
ATA 61
V61E5
Page 147/ 148
72
74
76
78
80
84
86
88
90
92
94
98
100
104
Overspeed test
108
Low pitch test
110
112
113
115
118
120
124
126
128
ACOS v1.6
Summary
ATA 61
V61E5
Page 148/ 148
ATPCS panel
130
132
134
Trim PEC procedure
136
140
142
ACOS v1.6
T1 42-400l500 & 72-212A ref 72 V1.6
ATA 70 ENGINE SYSTEMS

ATA 70
General description
Page 2/ 247
General description
V7001
ACOS v1.6
General description
ATA 70
Page 3/ 247
The basic engine installed on the ATR 72-212A aircrafts is Pratt & Whitney PW127F turboprop.
The engine is certified for a 2,475 SHP max take-off rating. In case of one engine failure, there is an automatic power increase to 2,750 SHP (Reserve
Take-Off).
The power plant consists of a two spool gas generator centrifugal compressors-axial turbines, and constant speed propellers with variable pitch. This
assembly is enclosed in a nacelle fitted to the wing.
Control of the torque and the propeller speed is basically achieved through the throttle levers.
These levers transmit the input commands from the flight compartment to the engine and propeller, in order to establish the basic fuel flow and the
propeller speed.
Engine systems consist of the following systems:
Power plant,
Engine controls,
Engine fuel & control,
Engine oil,
Engine air,
Engine indicating,
Engine ignition and starting.
The power plant control system is composed of:
the Power Levers (PL),

the Condition Levers (CL).
Located on the centre pedestal, these levers control basically the torque and the propeller speed. They transmit the input commands from the flight
compartment to the engine and propeller, in order to establish the basic fuel flow and the propeller speed.
The Power Levers contol through the HMU the fuel flow from reverse (REV) to maximum power (MAX PWR) position.
The Condition Levers controls directly the PVM input lever.
Note: A PVM/HMU connecting rod controls the HMU HP fuel shut-off valve.
The engine fuel system enables delivery of a fuel flow corresponding to the Power Lever position and compatible with the engine operating limits.
The fuel supplied from the A/C tank flows through a heater and a low pressure filter.
A fuel heater outlet temperature indicator is provided on the centre instrument panel.
The fuel flows through the fuel pump unit and the hydromechanical unit (HMU). A "Fuel Clog" light illuminates when the fuel pump unit filter (HP filter) is
clogged and the by-pass valve opens.
The HMU has two functions:
to meter the fuel flow to the engine, the excess being returned to the HP pump inlet,
V7001
ACOS v1.6
General description
ATA 70
Page 4/ 247
to provide the HP fuel to the engine feed jet pump located in the fuel feeder tank.
A fuel flow meter is provided on the centre instrument panel. A fuel cooled oil cooler (FCOC) provides cooling of the lubricating oil by using fuel system as
cooling source.
Metered fuel passes to fuel nozzles via the flow divider.

The oil system is a self-contained system which supplies oil to the turbomachine (bearings, accessory gearbox), the Propeller Reduction Gearbox (RGB)
and the propeller accessories.
The system keeps the oil at a suitable temperature and pressure for a correct lubrication in all engine operating conditions.
The engine ventilation is provided by the air activated by the venturi effect of the engine jet.
Some equipment like AC generator and DC starter / generator have their own ventilation system.
A correct ventilation is necessary to keep the operating temperatures within the required limits and enable an adequate operation of the engine.
Engine parameters are displayed in the flight compartment by means of indicators, located on the centre instrument panel.
The main engine parameters are:
Torque indication: TQ,
Propeller speed indication: Np,
Interturbine temperature: ITT,
High pressure compressor speed: NH,
Low pressure compressor speed: NL,
Fuel temperature,
Instant fuel flow / fuel used: FF / FU,
Oil temperature / Oil pressure: Oil Temp / Press.
The engine ignition system provides a quick light up of the fuel-air mixture in the combustion chamber. It comprises two ignition exciters, two ignition leads
and two igniter plugs.
The system is controlled by the ENG START panel. One or both igniters (A / B) can be supplied. The selection is performed by the ENG START selection.
V7001
ACOS v1.6
ATA 70
General description
Page 5/ 247
V7001
ACOS v1.6
ATA 70
Engine system cockpit panels
Page 6/ 247
V7002
ACOS v1.6
ATA 70
Engine Interfaces
Page 7/ 247
Engine Interfaces
V7003
ACOS v1.6
ATA 70
Engine Features
Page 8/ 247
Engine Features
V7004
ACOS v1.6
ATA 70
V7004
Engine Features
Page 9/ 247
ACOS v1.6
ATA 70
V7004
Engine Features
Page 10/ 247
ACOS v1.6
ATA 70
V7004
Engine Features
Page 11/ 247
ACOS v1.6
ATA 70
V7004
Engine Features
Page 12/ 247
ACOS v1.6
ATA 70
Engine system safety and precautions
Page 13/ 247
V7005
ACOS v1.6
ATA 70
V7005
Page 14/ 247
ACOS v1.6
ATA 70
V7005
Page 15/ 247
ACOS v1.6
ATA 70
V7005
Page 16/ 247
ACOS v1.6
ATA 70
Power plant description
Page 17/ 247
V7006
ACOS v1.6
ATA 70
V7006
Page 18/ 247
ACOS v1.6
ATA 70
Fuel and Oil systems
Page 19/ 247
USABLE FUEL The total quantity of fuel usable in each tank is 2500 kg (5510 lbs). Note : 2250 kg(4960 lbs) for an ATR 42-500 .
The pressure for refueling cannot exceed 3.5 bars maximum.
Only approved fuel can be used on this aircraft. A chart shows the acceptable fuel and their characteristics.
The maximum concentration allowed for approved fuel anti-icing additives is 0.15 % per volume:
Phillips PFA 55 MB
AMI-I-27 686 D.
Ethylene Glycol Monomethyl Ether as defined in MIL-I-27686 E.
V70D5
ACOS v1.6
ATA 70
V70D5
Page 20/ 247
ACOS v1.6
ATA 70
Page 21/ 247
The oil system capacity is 17.39 kg (38.3 lbs).

Over a 10 hour period, the maximum oil consumption does not exceed 0.5 lb/hr (approx.: 250 cc/hr).
Only approved oils of the same type brand can be used for engine oil servicing. Here is the list of the various approved oils:
Aero Shell Turbine Oil 500

Aero Shell Turbine Oil 560
Royco Turbine Oil 500
Royco Turbine Oil 560
Mobil Jet Oil II
Mobil Jet Oil 254
Castrol 4000
Castrol 5000
Exxon Turbo Oil 2380
V70D5
ACOS v1.6
Engine mounts
ATA 70
Page 22/ 247
Engine mounts
For each engine, the rear mount is secured to the wing front spar, at RIB 11 on spar upper surface and RIBS 10 and 12 on spar lower surface.
The mount lower section is attached to the underwing box.
An engine mount is a truss structure composed of titanium tubes welded onto V-shaped fittings.
The three front fittings comprise the engine-mount forward fittings.
The four rear fittings enable attachment of the front mount to the rear mount through the intermediate frame.
V7007
ACOS v1.6
ATA 70
Engine mounts
Page 23/ 247
V7007
ACOS v1.6
ATA 70
V7007
Engine mounts
Page 24/ 247
ACOS v1.6
Engine mounts
ATA 70
Page 25/ 247
For each engine, the engine-mount connection is provided by a flexible attachement system comprised of:
2 forward lateral shockmounts,

1 forward upper shockmount,
2 aft lateral shockmounts.
The 5 shockmounts ensure the suspension and the damping of the engine on its mounts.
The forward lateral shockmounts are composed of a support attached to the engine and two elastomer elements. The elatomers are secured by means of
screws in the center of which the mount attachment bolt is recessed.
The forward upper shockmount is composed of a support attached to the engine and two elastomer elements. The elastomers are secured by means of
screws in the center of which the mount attachment bolt is recessed.
The aft lateral shockmounts are composed of a support attached to the engine and comprising a canister in the center of which the mount attachment bolt
is recessed.
This canister comprises two elastomer elements.
V7007
ACOS v1.6
ATA 70
Engine mounts
Page 26/ 247
A torque compensation system is used on the engine to limit its angular rotation.
The system is mainly composed of a torque tube linked to the engine mounts and fixed to the engine through two bearings.
The torque tube is associated to two rods via two levers.
V7007
ACOS v1.6
ATA 70
Engine cowls
Page 27/ 247
Engine cowls
The nacelle is designed to transmit the forces induced by the power plant. It supports the engine and related equipment.
Nacelle consists of:
Engine lateral cowls for maintenance tasks,

Removable fairings for easy maintenance and engine removal,
A main frame (under wing box) and fairing assembly.
V7008
ACOS v1.6
ATA 70
Engine cowls
Page 28/ 247
Two opening cowls hinged by curved fittings on a longitudinal support beam attached between the mount forward upper fitting and the intermediate frame.
Cowl locking is provided by quick fasteners of the "COWL CLOSED" type and each cowl opens from bottom to top.
The travel of each cowl is limited by a telescopic rod. Cowl sealing is achieved by seal with integral retaining heads.
The structure of the cowls is made of carbon-Nomex sandwich panel covered with bronzemesh film on the external face.
V7008
ACOS v1.6
ATA 70
Engine cowls
Page 29/ 247
V7008
ACOS v1.6
ATA 70
V7008
Engine cowls
Page 30/ 247
ACOS v1.6
Engine cowls
ATA 70
Page 31/ 247
The removable fairings are the seven following panels. Click on each for more information.
The rear side cowls are attached by quarter-turn screws. They are made of Carbon-Nomex sandwich panel covered with a bronzemesh film on the
external face. A titanium band reinforces the internal face.
The central beam is on the upper area of the nacelle. It is between the two lateral cowls.
The rear upper cowl is bolted to the structure. It is made of Kevlar-Nomex sandwich panel. The inside and the outside of the panel are covered with a film
of Alutisse (alumesh).
The front upper cowl is bolted to the structure. It is made of light alloy 2024 panel. The outer face is covered with a bronzemesh film.
The engine air intake is bolted to the rest of the cowl by means of a stainless titanium frame. It is made of monolithic Kevlar covered with alumesh.
The air intake cowl is bolted to the front mount and intermediate frame. The air intake cowl is a Carbon-Nomex sandwich structure which is supported by a
titanium sub-structure. The assembly is covered on the outer with a bronzemesh film.
V7008
ACOS v1.6
ATA 70
Engine cowls
Page 32/ 247
The underwing box located on the nacelle rear section consists of three elements:
A stressed structure formed by a stiffened box structure made of light alloy and bolted to a formed section secured to wing lower section,
A lower fairing bolted to the structure and made of Kevlar-Nomex sandwich panels,
An aft fairing bolted to the structure and made of Kelvar-Nomex sandwich panels.
The underwing box receives the forces transmitted by the lower trusses of the rear mount and provides an aerodynamic profile to the nacelle rear section.
V7008
ACOS v1.6
ATA 70
Engine cowls
Page 33/ 247
V7008
ACOS v1.6
ATA 70
Fire seals
Page 34/ 247
Fire seals
A fire wall located above the combustion chamber is designed to avoid fire to go under the wing.
V7009
ACOS v1.6
Fire seals
ATA 70
Page 35/ 247
A hole in the curved upper section of the fire wall enables to go through the engine air bleed duct.
A hole, blanked by a plate, enables access to the engine aft hoisting point.
Continuity of the fire wall delimiting the engine fire zone is ensured by:
The upper part of the intermediate frame,

The median sections of the frame,
The internal wall of the exhaust pipe.
V7009
ACOS v1.6
ATA 70
Engine exhaust
Page 36/ 247
Engine exhaust
The engine exhaust system consists of two parts: the jet pipe and the exhaust pipe.
These pipes are located between the back of the engine and the box under wing.
V7010
ACOS v1.6
ATA 70
Engine exhaust
Page 37/ 247
The jet pipe is attached to the engine by a flange with 24 bolts. It is made of Inconel 625 and designed to obtain the optimum engine jet thrust.
The exhaust pipe serves for the evacuation of the burnt gases and of the engine ventilation air flow. It is heat insulated so as to limit temperature rise
outside the nozzle.
The nozzle is designed to resist to accoustic vibration to 130 dB without damage . The exhaust pipe inner skin is manufactured from a fireproof material.
V7010
ACOS v1.6
Engine electrical harness
ATA 70
Page 38/ 247
ELECTRICAL HARNESS:
The electrical system provides the aircraft and engine components with the power necessary to supply:
the control systems,

the indicating systems,
the transmission of electrical signals generated by the various sensors.
There are two groups of harness:
the engine harness,

the harness associated with the mount.
V7011
ACOS v1.6
ATA 70
Page 39/ 247
ENGINE ELECTRICAL HARNESS:
The engine electrical harness comprises several different routes, it distributes the electrical power as follows:
Route M: various systems like engine ignition control, low pitch indication.
Route M/A: route minimising the routing in the area with high probability risk of engine bursting.
Route S: sensitive circuit like oil temperature indication, torque indication.
Route P: power circuit like feathering electro-pump, propeller de-icing.
Route G/A: feeders and AC generator energization.
V7011
ACOS v1.6
ATA 70
Page 40/ 247
MOUNT ELECTRICAL HARNESS:
The mount electrical comprises different routes, it distributes the electrical power as follows:
Route M: various systems like air intake de-icing control, propeller brake.
Route S: sensitive circuit like engine fire detection, PVM electrical connections.
Route S/A: route minimising the routing in the area with high probability risk of turbine bursting.
Route M/A: route running out of the area with high probability risk of turbine bursting.
Route G/C: feeders and AC generator energization.
V7011
ACOS v1.6
ATA 70
Engine drains
Page 41/ 247
Engine drains
The drain system is composed of lines collecting fluids (oil, fuel) from the engine accessories and interfaces, and routing them outboard. Most of drains
discharge the fluids directly overboard through the manifold and then through the drain mast.
The oil is discharged separately from the fuel.

The engine/accessory interfaces and the propeller brake are drained up to the drain manifold. The oil is then discharged out of the nacelle, separately
from the fuel.
The engine draining points and the fuel line shroud drainage (located above the firewall) allow discharging the leaks outboard of nacelle either, depending
on configuration, directly or through drain manifold and drain mast assembly.
V7012
ACOS v1.6
ATA 70
Engine drains
Page 42/ 247
At engine shutdown, the fuel from the nozzle manifolds is drained towards the ecological drain tank and re-introduced in the engine supply system (after
the fuel heater). The ecological fuel tank overflow is discharged outboard of nacelle either, depending on configuration, directly or through the drain mast.
V7012
ACOS v1.6
Engine drains
ATA 70
Page 43/ 247
The engine draining points and the fuel line shroud drainage (located above the firewal) are connected to the drain manifold then to the drain mast to
discharge the leaks outboard when necessary.
V7012
ACOS v1.6
ATA 70
Engine drains
Page 44/ 247
Note: All the vertical webs in the lower cowl are designed to allow fluid flow toward ports located in cowl lower points.
V7012
ACOS v1.6
ATA 70
Engine description and storage
Page 45/ 247
V7013
ACOS v1.6
ATA 70
V7013
Page 46/ 247
ACOS v1.6
ATA 70
V7013
Page 47/ 247
ACOS v1.6
ATA 70
Page 48/ 247
Engine handling is performed by brackets attached to the RGB and to the gas generator rear flange.
Engine has the capability of being installed with or without propeller.
V7013
ACOS v1.6
ATA 70
Page 49/ 247
V7013
ACOS v1.6
ATA 70
V7013
Page 50/ 247
ACOS v1.6
ATA 70
Page 51/ 247
STORAGE
To avoid engine corrosion damage, two cases of storage are envisaged:
Engine stored ON the aircraft.

Engine stored OFF the aircraft.
The duration of storage can be shared in 4 periods:
From 0 to 7 days.
From 8 to 28 days.
From 29 to 90 days.
Above 90 days.
ENGINE ON AIRCRAFT
From 0 to 7 days:
Seal off all openings to engine.
From 8 to 28 days:
Tank and reduction gear box oil analysis to verify if acidity and water content. Discarded if out of the norm.
Engine must run at least one time every 7 days until oil temperature reaches 70C minimum.
ENGINE OFF AIRCRAFT
From 0 to 7 days:

Store engine in a sheltered location.
From 8 to 28 days:
Place 500 gr of desiccant on wooden racks in exhaust duct.

Store engine in a sheltered location.
ENGINE ON OR OFF AIRCRAFT
From 29 to 90 days:
Preserve fuel system.

Preserve oil system.
Place 500 gr of desiccant and humidity indicator on wooden racks in engine exhaust duct.
V7013
ACOS v1.6
ATA 70
Page 52/ 247
Ensure window is provided in exhaust duct closure to facilitate observations of humidity indicator.
Over 90 days:
Wash engine external.

Carry out a visual inspection.
Apply anti-corrosion fluid inhibitor to engine external surfaces.
Preserve fuel system.
Preserve oil system.
Desiccant and humidity indicator on wooden racks in Tail pipe.
Ensure window is provided in exhaust duct closure to facilitate observations of humidity indicator.
Spray exposed accessories drive path with engine oil and protect with shipping covers.
ENGINE ON AIRCRAFT
If over 90 days and indeterminate (Alternate procedure):
Tank and reduction gear box oil analysis to verify if acidity and water content. Discarded if out of the norm.
Engine must run at least one time every 7 days until oil temperature reaches 70C minimum Wash engine external.
Every 30 days carry out oil analysis and visual inspection of the engine external (corrosion) Spray exposed accessories drive path with engine oil
and protect with shipping covers.
Reference: from Pratt & Whitney Canada Maintenance manual 72-00-00 Engine servicing.
V7013
ACOS v1.6
ATA 70
Page 53/ 247
V7013
ACOS v1.6
ATA 70
Air inlet section
Page 54/ 247
Air inlet section
The air inlet section consists of the front inlet case and the rear inlet case bolted together at flange C. The front air inlet case is bolted to the RGB at flange
B.
The front inlet case has the Engine Electronic Control (EEC) and the Autofeather Unit (AFU) mounted on the left side. The engine oil tank is an integral
part of the rear inlet case.
V7014
ACOS v1.6
ATA 70
Air inlet section
Page 55/ 247
V7014
ACOS v1.6
ATA 70
Compressor section and Accessory GearBox (AGB)
Page 56/ 247
The compressor section comprises the low pressure (LP) and high pressure (HP) independent centrifugal compressors.
These are contained within the LP diffuser case (flange D to E), the intercompressor case (flange E to F) and the front of the gas generator case (flange F
to K).
V7015
ACOS v1.6
ATA 70
Page 57/ 247
Each compressor (LP & HP) is supported by two bearings: a ball bearing and a roller bearing.
From the HP shaft, an inclined bevel gear shaft transmits drive to the Accessory Gear Box (AGB). The Accessory Gear Box contains drives for:
Oil centrifugal breather impeller (de-oil the pressurized air coming from the bearing cavities),
Starter / generator (DC),
Fuel HP pump,
Oil pump pressure and scavenge pumps (RH side).
V7015
ACOS v1.6
ATA 70
Combustion section
Page 58/ 247
Combustion section
The combustion chamber is an annular reverse-flow design, which permits to increase gas ejection speed. The combustion chamber is contained in the
gas generator case.
The fuel manifold is mounted around the exterior of the gas generator case, with 14 spray nozzles which protrude into the combustion chamber liner. Two
igniter plug bosses are provided on the gas generator case, with corresponding bosses in the liner.
Note: The gas generator case incorporates a bleed adapter, which supplies P3 air for off-engine use.
V7016
ACOS v1.6
Turbine section
ATA 70
Page 59/ 247
Turbine section
The turbine section is composed of:
two axial turbine stages (LP & HP),

two axial free turbine stages.
The LP and HP pressure stages drive the low and high pressure compressors. The high pressure stage incorporates a cooled vane ring and cooled
blades permitting an increase in turbine inlet temperature.
The two axial free turbine stages drive the reduction gear box (RGB) through the powershaft. It is supported by 2 bearings: a ball bearing and a roller
bearing.
V7017
ACOS v1.6
ATA 70
Pressure and temperature station
Page 60/ 247
V7018
ACOS v1.6
ATA 70
Page 61/ 247
V7018
ACOS v1.6
ATA 70
Boroscope ports description
Page 62/ 247
V7019
ACOS v1.6
ATA 70
V7019
Page 63/ 247
ACOS v1.6
ATA 70
V7019
Page 64/ 247
ACOS v1.6
ATA 70
V7019
Page 65/ 247
ACOS v1.6
ATA 70
V7019
Page 66/ 247
ACOS v1.6
ATA 70
V7019
Page 67/ 247
ACOS v1.6
ATA 70
V7019
Page 68/ 247
ACOS v1.6
ATA 70
V7019
Page 69/ 247
ACOS v1.6
ATA 70
V7019
Page 70/ 247
ACOS v1.6
ATA 70
Page 71/ 247
V7019
ACOS v1.6
Reduction GearBox (RGB) description
ATA 70
Page 72/ 247
The engine two-stage power turbine provides the drive for the Reduction Gear Box (RGB). On the LH side, the components installed on the RGB are the
following:
ACW generator,
propeller brake (on right engine only).
On the RH side, the components installed on the RGB are the following:
the electric feathering pump,

the overspeed governor and HP pump,
the Propeller Valve Module (PVM).
V7020
ACOS v1.6
ATA 70
Page 73/ 247
When the engine turns, the power turbine drives the helical input gearshaft clockwise.
The input gearshaft engages with the first stage helical gears which turns counterclockwise.
The two second stage gears drive the single large second stage gear clockwise and then the propeller shaft, the idle drive gearshaft and the HP pumpoverspeed governor gearshaft.
V7020
ACOS v1.6
ATA 70
Engine controls description
Page 74/ 247
V7022
ACOS v1.6
ATA 70
Page 75/ 247
The power controls of each engine is composed of:
the power levers (PL),

and the conditions levers (CL).
The power levers (PL) are located on the centre pedestal. They control the fuel flows from maximum power (MAX PWR) to reverse (REV) position through
HMU and the EEC. They also act on the propeller blade pitch through the Propeller Valve Module (PVM) and the Propeller Electronic Control (PEC).
The conditions lever (CL) are located on the centre pedestal. They enable the automatic propeller regulation through the PEC, control the propeller
feathering by activating the feather solenoid in the Propeller Valve Module (PVM) and the fuel Shut-Off valve in the HMU.
Each Power Lever is connected to the HMU and through the power control lever rod to the PVM for propeller operation.
The HP fuel shut-off rod connected to the PVM lever is controlled by the Condition Lever.
The Power Lever (PL) positions are the following:
Max Reverse (MAX REV),

Ground Idle (GI),
Flight Idle (FI),
Take-off (TO) on white mark,
Max Power (MAX PWR).
Power levers displacement above Flight Idle position is not possible when the gust lock lever is set on.
The Condition Lever positions are the following:
Fuel shut-off (FUEL SO),

Feather position (FTR),
AUTO position (which allows propeller speed selection through the Power Management (PWR MGT) selector position),
100% Override (OVRD).
V7022
ACOS v1.6
ATA 70
PL and CL actuated microswitches operation
Page 76/ 247
V7029
ACOS v1.6
ATA 70
Page 77/ 247
Power and Condition Levers positions are transmitted to the aircraft systems through microswitches unit installed under the pedestal.
HP air bleed valve opening control:..............................................................................OPEN Landing gear not down
warning:......................................................................CLOSED Low pitch stop retraction and reset of the OVSPD governor to 118%
Np:...................................................OPEN Armament signal "ATPCS" system engine 1 T.O. configuration:............................................................CLOSED
Armament signal "ATPCS" system engine 2 T.O. configuration:............................................................CLOSED Auto switching to manual mode when
E.E.C failed:...........................................................................CLOSED 100% Np control:........................................................................CLOSED

E.E.C failed:...........................................................................CLOSED 100% Np control:..............................................................................OPEN

E.E.C failed:.................................................................................OPEN 100% Np control:..............................................................................OPEN

warning:............................................................................OPEN Low pitch stop retraction and reset of the OVSPD governor to 118%
Np:...................................................OPEN Armament signal "ATPCS" system engine 1 T.O. configuration:..................................................................OPEN
Armament signal "ATPCS" system engine 2 T.O. configuration:..................................................................OPEN Auto switching to manual mode when
HP air bleed valve opening control:........................................................................CLOSED Landing gear not down

Np:...................................................OPEN Armament signal "ATPCS" system engine 1 T.O. configuration:..................................................................OPEN
HP air bleed valve opening control:........................................................................CLOSED Landing gear not down

Np:..............................................CLOSED Armament signal "ATPCS" system engine 1 T.O. configuration:..................................................................OPEN

Np:..............................................CLOSED Armament signal "ATPCS" system engine 1 T.O. configuration:..................................................................OPEN
"FUEL" SO warning extension:.........................................................................OPEN Feather solenoid in the

V7029
ACOS v1.6
ATA 70
Page 78/ 247
PVM:...................................................................................OPEN Np governing cancel (EEC):................................................................................OPEN

Feathering control signal (to PEC):..................................................................................OPEN 100%
Override:...........................................................................OPEN

Override:......................................................................CLOSED

Override:......................................................................CLOSED

PVM:...................................................................................OPEN Np governing cancel (EEC):...........................................................................CLOSED
Override:......................................................................CLOSED

PVM:.............................................................................CLOSED Np governing cancel (EEC):...........................................................................CLOSED
Feathering control signal (to PEC):............................................................................CLOSED 100%
Override:......................................................................CLOSED
"FUEL" SO warning extension:...................................................................CLOSED Feather solenoid in the

PVM:.............................................................................CLOSED Np governing cancel (EEC):...........................................................................CLOSED
Feathering control signal (to PEC):............................................................................CLOSED 100%
Override:......................................................................CLOSED
V7029
ACOS v1.6
ATA 70
Page 79/ 247
V7029
ACOS v1.6
Cable routing description
ATA 70
Page 80/ 247
The Power Levers are linked to a microswitch unit.

The microswitches transmit signals to the various systems according to the angular position of the Power and Condition Levers.
A push pull cable connects the Power Lever to a cable quadrant located close to the electronic racks.
Cables are routed on the upper fuselage towards wing through a bulkhead connector to a wing cable quadrant.
V7024
ACOS v1.6
ATA 70
Page 81/ 247
V7024
ACOS v1.6
ATA 70
HP fuel shut-off valve description
Page 82/ 247
The HP fuel shut-off valve is integral with the HMU.

The Condition Lever passing through the Propeller Valve Module (PVM) is connected by a rod to the HMU to the Fuel Shut-Off Valve.
V7025
ACOS v1.6
ATA 70
Page 83/ 247
When the Condition Lever is in FSO position:
Fuel Shut-Off valve is closed,

the FUEL SO fire warning light integral with the Condition Lever is deactivated,
feather pump is deactivated.
Note: to set the CL out of FTR or FUEL SO, it is necessary to pull the trigger on the lever.
V7025
ACOS v1.6
ATA 70
Page 84/ 247
The gust lock lever is located on the pedestal, between the two Power Levers (PL).
V7026
ACOS v1.6
ATA 70
Page 85/ 247
The Gust lock lever is used to:
On ground, ensure protection of the flight controls (ailerons and elevators) against gusts of wind, and it limits the Power Levers dispacement above
Flight Idle (FI).
In "OFF" position, the flight controls (ailerons / elevators) are free as well as the Power Levers.
V7026
ACOS v1.6
ATA 70
Idle gate description
Page 86/ 247
The Idle gate lever is located on the pedestal panel, between the two Power Levers (PL).
V7027
ACOS v1.6
ATA 70
Page 87/ 247
The Idle gate function is used to prevent Power Lever (PL) angle reduction below Flight Idle (FI), in flight as soon as both landing gear absorbers are
released.
Note: this gate is automatically inhibited, at landing, as soon as one main landing gear shock absorber is compressed.
V7027
ACOS v1.6
ATA 70
Page 88/ 247
In case of Idle gate system failure, the idle gate does not automatically engage in flight or does not automatically retract at landing, the "IDLE GATE FAIL"
light illuminates in amber and the CCAS is acticated.
An Idle gate lever allows manual override:
in flight: push, an amber light appears,

on ground: pull, an amber light appears.
V7027
ACOS v1.6
ATA 70
Idle gate operation and schematics
Page 89/ 247
In flight, the idle gate is de-energized and prevents the power lever to be selected inadvertently below "FI" (Flight Idle).
At take-off, when airborne, an idle gate failure (disagree between the aircraft configuration and gate status) will be identified by the single chime, caution,
IDLE GATE on the crew alerting panel and IDLE GATE FAIL on the control pedestal.
At landing, the trigger is lifted and the idle gate solenoid is energized by the ground/flight logic allowing the power lever to be moved back to reverse.
Note: on case of failure, the knob will be pulled manually overriding the logic.
V7028
ACOS v1.6
ATA 70
Engine fuel and control description
Page 90/ 247
V7030
ACOS v1.6
ATA 70
Page 91/ 247
The engine fuel system enables delivery of a fuel flow corresponding to the Power Lever position and compatible with the engine operating limits. The
engine fuel system consits of:
The fuel filter / heater assembly supplies the engine HP pump with clean heated fuel to prevent icing. A fuel heater outlet temperature indicator is
provided.
The fuel flows through the HP fuel pump which supplies the Hydromechanical Unit (HMU). It is equipped with a filter and a bypass valve.
The HMU has two functions:
- to meter the fuel flow delivery to the engine,
- to provide the HP motive flow required by the fuel tank jet pump. The HMU acts with the Engine Electronic Control (EEC).
A fuel flow / fuel used (FF / FU) indicator is installed on the centre instrument panel.
The fuel cooled oil cooler (FCOC) provides cooling of the RGB lubricating oil by using fuel as cooling source.
The flow divider schedules the metered fuel between the primary and secondary fuel manifolds.
The ecological tank collects fuel at engine shutdown. This fuel is returned to engine fuel pump inlet at next engine starting, thus eliminating fuel loss
and pollution.
V7030
ACOS v1.6
ATA 70
Fuel filter / heater description
Page 92/ 247
The fuel filter / heater is located on the left side of the engine just above the oil pressure filter.
V7032
ACOS v1.6
ATA 70
Page 93/ 247
The fuel filter / heater unit includes:
a filter with an independing bypass valve,

a fuel heater (fuel / oil exancher).
Note : a fuel temperature sensor is located at filter / heater unit outlet.

V7032
ACOS v1.6
Fuel pump description
ATA 70
Page 94/ 247
The fuel pump is located behind the HMU.
V7034
ACOS v1.6
ATA 70
Page 95/ 247
The fuel pump assembly is composed of:
a 74 micron filter located before the gear pump,

a pump, spur gear type,
a 10 micron filter located at high pressure fuel pump outlet. It contains a bypass valve (open at 45 PSI) and a pressure switch indicating clogging
which triggers "FUEL CLOG" caution light.
V7034
ACOS v1.6
ATA 70
HMU (HydroMechanical Unit) description
Page 96/ 247
The HMU (Hydromechanical Unit) is mounted on the fuel pump.
V7035
ACOS v1.6
ATA 70
Page 97/ 247
V7035
ACOS v1.6
ATA 70
V7035
Page 98/ 247
ACOS v1.6
ATA 70
Page 99/ 247
The fuel control is provided by the HMU. It provides the required fuel quantity to the nozzles.
The computation of the fuel quantity supplied to the fuel nozzles is made by the HMU. HMU computation parameters are the following:
The fuel enters the HMU from the HP pump with a constant flow. This flow is split by the bypass valve into three flows, two bypass return flow to the pump
and to the motive flow valve, and one for the nozzles (via the metering valve).
The metering valve is pneumatically actuated; in the pneumatic servo block, the reference pressure is P3 (HP compressor outlet pressure).
A controlled reduction of P3 pressure results in a variable PY pressure which, when opposed to a bellow device moves the piston of the metering valve.
The EEC controls a stepper motor located in the HMU. The stepper motor regulates PY pressure for modulating fuel flow as requested (electronic mode).
The pneumatic servo block is also managed by the Power Lever input (manual mode). A Rotary Variable Differential Transducer (RVDT) transmits Power
Lever position (PLA) to EEC.
The HMU is also mechanically connected to the Condition Lever through the PVM for the Fuel Shutt-Off (FSO) function.
The HMU supplies the motive flow valve which is installed on the wing forward spar, and through it, the engine feed jet pump located in the fuel feeder
tank.
V7035
ACOS v1.6
ATA 70
Electronic Engine Control (EEC) description
Page 100/ 247
The Engine Electronic Control (EEC) is located on the left side of the engine.
In normal operation, the fuel control is managed by the Engine Electronic Control (EEC).
Two modes are available:
EEC mode,
manual mode.
The EEC Processes several inputs which are compared with reference data stored in its memory. From these, commands are generated and transmitted
to the stepper motor in the HMU to adjust fuel flow in order to obtain the required NH and power. EEC supply is 28 VDC BUS 1, BUS 2 and EMER BUS.
V7037
ACOS v1.6
ATA 70
Page 101/ 247
V7037
ACOS v1.6
ATA 70
EEC trim / LRU switches description
Page 102/ 247
Engine trim / LRU switches are located on the right maintenance panel.
V7039
ACOS v1.6
ATA 70
Page 103/ 247
EEC internal faults and engine line replaceable units faults are stored in the EEC memory.
A maximum of 8 fault codes can be stored. Fault codes are displayed through the FDEP (Flight Data Entry Panel).
Once a fault is detected, the EEC will send a fault latch signal to the MFC, as a result, the BITE LOADED on the MFC maintenance panel will turn yellow.
If the fault detected is of a such magnitude as to seriously affect accurate control of the engine, the EEC wil cease control and will generate a FAIL FIX
signal. The stepper motor in the HMU will freeze fuel control, EEC 1/2 fault legend flashes amber and the CCAS is activated.
V7039
ACOS v1.6
ATA 70
EEC ARNIC data base switch description
Page 104/ 247
EEC Arinc data bus plug and switch are located on the right maintenance panel (702VU).
V7041
ACOS v1.6
ATA 70
Page 105/ 247
EEC Arinc data bus permits to load engine 1 or engine 2 EEC data through the bus plug connected to engine 1 or engine 2 using the switch.
V7041
ACOS v1.6
ATA 70
Flow meter and use indicator
Page 106/ 247
The flow meter is located on the RH side of the engine.
V7047
ACOS v1.6
ATA 70
Page 107/ 247
The flow meter or fuel flow transmitter does not use any electrical power. The maximum flow across this transmitter is 700 kg/h.
The transmitter is a turbine type. At each rotation, one permanent magnet mounted on the rotor and on the turbine passes in front of a coil and generates
one pulse. The fuel flow meter is measured and transmitted to the indicator. The indicator processes pulses and capacity and supplies both fuel flow
pointer and fuel used.
V7047
ACOS v1.6
ATA 70
FCOC (fuel cooled oil cooler) description
Page 108/ 247
V7048
ACOS v1.6
ATA 70
Page 109/ 247
The Fuel Cooled Oil Cooler cools the propeller Reduction Gearbox lubrication oil.
V7048
ACOS v1.6
ATA 70
Flow divider / dump valve description
Page 110/ 247
The flow divider valve and dump valve are mounted on the fuel inlet manifold adapter located at the 6 o'clock position on the core case.
V7050
ACOS v1.6
ATA 70
Page 111/ 247
The flow divider valve schedules the metered fuel, from the HMU, between the primary and secondary fuel manifolds as a function of primary manifold
pressure.
V7050
ACOS v1.6
ATA 70
Fuel nozzle
Page 112/ 247
Fuel nozzle
V7052
ACOS v1.6
Fuel nozzle
ATA 70
Page 113/ 247
14 fuel manifold adapters and nozzles are mounted all around the gas generator case. They are connected to the primary manifolds and secondary
manifolds.
There are 10 nozzles connected both to the primary manifold and to the secondary manifold.
4 nozzles are only connected to the secondary manifold.
10 nozzles have a fine hole for primary fuel flow and an annular orifice for secondary flow.
4 nozzles have no center hole and are equipped for secondary flow only.
V7052
ACOS v1.6
ATA 70
Fuel drain tank
Page 114/ 247
Fuel drain tank
The fuel drain tank is installed below the engine in the bottom structure.
V7053
ACOS v1.6
ATA 70
Fuel drain tank
Page 115/ 247
At shut down, fuel is returned to the drain tank from the flow divider / dump valve. Fuel in the tank lifts the float and unseats the float valve from the orifice.
At the next start, fuel from the HMU flows through the ejector pump.
The venturi effect of the ejector pump creates a pressure drop. This unseats the non-return valve and draws the fuel from the drain tank back to the fuel
heater.
When the drain tank is empty, the float valve drops and closes the orifice. The non-return valve will prevent fuel from filling the drain tank through the float
orifice when the engine is not running.
V7053
ACOS v1.6
ATA 70
FF/FU indicator description
Page 116/ 247
The dual FF/FU indicator is located on the center instrument panel (4VU).
The FF/FU indicator is composed of:
A pointer which indicates the engine mass fuel flow. This scale is graduated in kg/h x 100.
A FU counter. On the digital read out, fuel used is indicated in kg. This value is computed by integration of the fuel flow parameters.
A FU reset knob. The fuel used counter is reset to zero by pulling associated reset knob.
Note: In case of failure (internal failure of the indicator power supply loss), all the digits will move out of view and the pointer will be back under zero.
The FF/FU indicator shows fuel flow and fuel used metered through the flow meter, in HMU output.
V7054
ACOS v1.6
ATA 70
Page 117/ 247
V7054
ACOS v1.6
ATA 70
Fuel clog indicator description
Page 118/ 247
Fuel clog caution lights are located on the upper centre instrument panel.
A 10 filter embodying a clogging bypass is installed at pump outlet.
For each engine, a fuel clog indicator permits to indicate if the fuel pump filter is clogged.
V7056
ACOS v1.6
ATA 70
Page 119/ 247
A fuel clog light illuminates when the pressure switch on the fuel pump outlet filter detects a pressure of 25 PSI.
V7056
ACOS v1.6
ATA 70
Fuel temperature indicator description
Page 120/ 247
The fuel temperature indicators are located on the centre instrument panel.
The fuel temperature sensor is located on the left side of the engine.
V7058
ACOS v1.6
ATA 70
Page 121/ 247
The fuel temperature indicator receives the fuel temperature sensor signal, processes pulses and supplies fuel temperature indicating pointer.
The indicator comprises three sectors:
yellow sector, from -54C to 0C,

green sector, from 0C to 50C,
yellow sector, from 50C to 57C,
the red dash begin from -54C and from +57C.
V7058
ACOS v1.6
ATA 70
Engine oil system description
Page 122/ 247
V7061
ACOS v1.6
ATA 70
Page 123/ 247
The oil system is a self-contained system which supplies oil to the turbomachinery (bearings, accessory gearbox), the propeller reduction gearbox (RGB),
and the propeller accessories (PVM, Overspeed Governor, feathering pump,...).
The system keeps the oil at the temperature and pressure enabling the correct lubrication of each element in engine operating conditions.
The oil is stored in the oil tank which is integral with the air inlet casing and situated below the engine centre line. The oil tank capacity is 14 liters (3.75 US
gal.)
A gear pump driven by the accessory gearbox (AGB) supplies oil cooler (ACOC) fitted with a bypass for low temperature.
A pressure relief valve returns oil to the tank to prevent a pressure surge when starting is performed with cold outside temperature.
From the ACOC the oil flows to the pressure regulating valve.
The valve maintains a constant oil pressure in relation with the air pressure in n3 and n4 bearing cavity and oil pressure taken from a tapping in the line
to n6 and n7 bearings. If the oil pressure overcomes air pressure, the valve opens and connects the pressure line to the return line, this to maintain a p
of 60 +/- 6 PSI above reference cavity pressure with NH > 75%.
From the ACOC the oil flows to the pressure filter. It is fitted with a bypass in case of clogging to ensure adequate flow.
From the filter, the oil flows in two directions:
to the fuel heater and to the fuel cooler (FCOC), then to the reduction gearbox,
to the check valve housing.
Inside the gearbox, the oil flows into an internal oil cavity (or auxiliary oil tank) which is pressurized and always full.
The oil flows from the tank to the electric feather pump and to the overspeed governor and HP pump assembly. Oil from the internal oil cavity is also
distributed to the reduction geartrain and bearings.
In the check valve housing, the oil flows in two directions:
one part goes through a passage in the housing wall to the n1 and n2 bearing cavity and to the accessory gearbox,
the other part goes through the check valve which prevents major oil leakage, while internal pressures are not built up.
As soon as the pressure reaches 46 PSI (NH rotor speed equal 25 to 30%), the check valve opens and oil flows to the n 3, 4, 5, 6, 7 bearing cavities.
Oil is scavenged from the reduction gearbox accessories, gears and bearings drains into a cavity fitted with a chip detector in the bottom of the Reduction
GearBox. The oil flows, to the scavenge pump then through the scavenge filter which is fitted with a bypass in case of clogging, and then to the tank.
Oil from the accessory casing and n1 bearing cavity is scavenged by gravity. The n2 bearing cavity oil is scavenged through a venturi by gravity aided
by oil pressure.
Oil from the n3, 4 and 5 bearing cavities is scavenged by gravity and assisted by air (blowdown). The n6 and 7 bearing cavity oil flows through a
scavenge pump to the tank.
Oil is cooled by the Air Cooled Oil Cooler (ACOC). A thermal actuator controls the oil cooler flaps. Flaps are closed when oil temperature is lower than
71C. When flaps are closed, a cut out in the front of the flaps allows airflow in the engine air intake bypass duct.
In hotel mode, the airflow is inverted. The thermal actuator opens the oil coller flaps. The airflow passes through the ACOC and goes in the LP
V7061
ACOS v1.6
ATA 70
Page 124/ 247
compressor.
V7061
ACOS v1.6
ATA 70
Page 125/ 247
V7061
ACOS v1.6
ATA 70
Main oil tank description
Page 126/ 247
The oil tank is located behind the turbomachinery air intake and situated below the engine centre line.
V7063
ACOS v1.6
ATA 70
Page 127/ 247
The oil tank capacity is 14 liters (3.75 US gal.).
V7063
ACOS v1.6
ATA 70
Oil pump pack description
Page 128/ 247
The oil pump pack is located on the right side of the engine. The pack comprises a pressure pump and two scavenge pumps.
V7064
ACOS v1.6
ATA 70
Page 129/ 247
A gear pump is driven by the AGB. A pressure relief valve returns oil to the tank to prevent a pressure surge during cold starting.
V7064
ACOS v1.6
ATA 70
Pressure relief valve description
Page 130/ 247
The pressure relief valve is located on the oil pump pack, on the right side of the engine.
V7065
ACOS v1.6
ATA 70
Page 131/ 247
The pressure relief valve prevents pressure surge during engine starting at low outside air temperature.
It opens at 260 PSI permitting to the oil to flow back to the oil tank.
V7065
ACOS v1.6
ATA 70
Air Cooled Oil Cooler description
Page 132/ 247
The air cooled oil cooler (ACOC) is installed at the aft end of the engine air intake bypass duct and enables regulation of the oil temperature.
V7066
ACOS v1.6
ATA 70
Page 133/ 247
The ACOC is composed of an aluminium alloy casing and a fin block where there is a single passage of the oil and the air in a crossed pattern.
A bypass line controlled by a thermostatic valve enables the direct passage of the oil without crossing the ACOC at low temperature.
V7066
ACOS v1.6
ATA 70
Flaps system description
Page 134/ 247
The movable flaps are located at the ACOC outlet, in the nacelle contour.
The removable flaps are controlled by a thermal actuator (integral with the ACOC) in contact with the oil outflow.
The flap position (more or less open) depends on the oil temperature. The flaps are completely closed for an oil temperature less or equal to 71C.
V7067
ACOS v1.6
ATA 70
Page 135/ 247
V7067
ACOS v1.6
ATA 70
Pressure regulating valve description
Page 136/ 247
The pressure regulating valve is located under the main oil filter engine left hand side.
V7071
ACOS v1.6
ATA 70
Page 137/ 247
The pressure regulating valve piloted by the air pressure in the transfer gearbox casing regulates oil pressure to ensure satisfactory lubrication of the
bearings.
V7071
ACOS v1.6
ATA 70
Fuel heater and FCOC (Fuel Cooled Oil Cooler) description
Page 138/ 247
The Fuel Cooled Oil Cooler (FCOC) is located on the right upper side of the Reduction Gearbox.
The fuel (filter/) heater is located on the left side of the engine just above the oil pressure filter.
V7072
ACOS v1.6
ATA 70
Page 139/ 247
In the fuel heater (or fuel filter / heater), the heat transfers from oil to fuel.
The Fuel Cooled Oil Cooler (FCOC) cools the propeller reduction gearbox lubrication oil.
For more information, refer to fuel filter / heater and FCOC chapters in fuel engine system.
V7072
ACOS v1.6
ATA 70
Check valve description
Page 140/ 247
V7073
ACOS v1.6
ATA 70
Page 141/ 247
The check valve is closed at engine starting.

The check valve prevents major oil leakage while internal pressures are not yet built up. As soon as the pressure reaches 48 PSID, the check valve opens
and all the bearings are lubricated.
V7073
ACOS v1.6
ATA 70
Breater venting system description
Page 142/ 247
The breather circuit is located on the engine right hand side.
V7074
ACOS v1.6
ATA 70
Page 143/ 247
Air used for labyrinth sealing of bearing cavities is vented overboard through the centrifugal breather in the Accessory Gearbox.
The centrifugal breather separates air from oil. Oil is centrifuged outwards and is drained to oil tank. Air is vented through the centre of shaft.
V7074
ACOS v1.6
ATA 70
Oil pressure transmitter description
Page 144/ 247
The oil pressure transmitter is located on the engine right hand side.
V7075
ACOS v1.6
ATA 70
Page 145/ 247
The oil transmitter range is from 0 PSI to 90 PSI.

The transmitter signal varies linearly with the oil pressure and is sent to the TEMP/PRESS indicator which converts it into an analog indication and an
alarm signal if the oil pressure drops below 40 PSID.
The alarm signal triggers the red light on the indicator itself. This warning is inhibited when the Condition Lever is set to FSO (Fuel Shut-Off) and for 30
seconds whenever the Condition Lever is set from FSO to FTR (Feather).
V7075
ACOS v1.6
ATA 70
Page 146/ 247
The oil low pressure switch is located on the engine right hand side.
V7076
ACOS v1.6
ATA 70
Page 147/ 247
Engine running, when the switch detects a pressure less than 40 PSID, it sends a low pressure signal to the MFC 1(2) which generates the following
warnings:
ENG1 (ENG2) on CAP,
Continuous Repetitive Chime,
WARNING lights.
Above warnings are not generated if the Condition Lever of the engine in low pressure is set to FSO (Fuel Shut-off) or the TAKE-OFF INHIBIT function is
activated and for 30 seconds whenever the Condition Lever is set from FSO to FTR (Feather).
V7076
ACOS v1.6
ATA 70
Oil temperature sensor description
Page 148/ 247
The oil temperature sensor is located on the left side of the engine, on a taping upstream of the fuel heater and the check valve housing.
V7077
ACOS v1.6
ATA 70
Page 149/ 247
The oil temperature sensor range is from -20C to 140C.

The probe resistance varies linearly with the oil temperature and sends a signal to the TEMP / PRESS indicator which converts it into an analog indication.
V7077
ACOS v1.6
ATA 70
Pressure/temperature indicator description
Page 150/ 247
The oil indicating system is composed of one dual PRESS / TEMP indicator for each engine with a low pressure warning light.
The oil PRESS / TEMP indicator receives signals from:
an oil temperature sensor located on the left side of the engine, on a tapping upstream of the fuel heater. The indication range is from -40C to
+140C.
an oil pressure transmitter installed on engine right side (lower section). The indication range is between 0 and 90 PSI.
Note: In case of failure of the indicator, the pointers are positioned to -40C for the temperature and 0 PSI for the pressure.
In case of pressure loss, the oil pressure pointer is positioned in low stop and the red light comes on.
V7078
ACOS v1.6
ATA 70
Engine air system description
Page 151/ 247
Nacelle ventilation:
A correct ventilation is necessary to keep the nacelle temperature within acceptable limits and enable an adequate operation of the engine and
equipments like ACW generator and DC starter / generator which have their own ventilation.
Engine air system:
In addition, air is used for bearing cavities pressurization, engine internal cooling, and aircraft services.
V7080
ACOS v1.6
ATA 70
Nacelle ventilation description
Page 152/ 247
Nacelle ventilation is ensured by aerodynamic airflow, propeller airflow and the venturi effect created by engine exhaust gases.
The nacelle is divided in two zones by the fire wall located at the forward end of the engine core case:
Zone 1 is the zone comprising the engine and accessories,

Zone 2 is divided in two sub-zones (2 and 2A) separated by semi-sealed walls.
V7081
ACOS v1.6
ATA 70
Page 153/ 247
Zone 1 is the zone comprising the engine, the Reduction GearBox, the equipments and accessories installed on the Accessory GearBox.
The air inlet in this zone is provided by two lateral scoops and one upper scoop.
Cooling and ventilation air outlet is provided at level of engine exhaust by the venturi effect of the engine jet.
The purpose of ventilation, in this zone, is to maintain temperature at 120C.
V7081
ACOS v1.6
ATA 70
Page 154/ 247
The ACW generator ventilation is provided by zone 1 air ducted by casing attached to the ACW generator. The air flows from the rear to the front part of
the ACW generator. Air is discharged radially, forward of ACW generator.
The starter / generator ventilation is provided by scoops located on the right side cowl.
V7081
ACOS v1.6
ATA 70
Page 155/ 247
To avoid temperature increasing in zone 1, the air leaving the LP compressor shroud bleed is discharged outboard of nacelle via an articulated duct
assembly.
In the same way, the air leaving the Handling Bleed Valve (HBV) is discharged overboard through the left lateral port.
V7081
ACOS v1.6
ATA 70
Page 156/ 247
Zone 2 comprises sub-zones 2 and 2A. The purpose of the separation is to obtain from one compartment with distorted shape, several regular
compartments, which is a condition for a correct ventilation.
Sub-zone 2 comprising the slat area between engine and fuselage:
the air inlet is provided by a scoop located in the upper rear cowl,
the air outlet is provided by two inverted scoops at the outlet of the cavity and by holes located in the wing leading edge upper surface.
Sub-zone 2A is delimited by the underwing base, aft of the engine nacelle:
air enters in this zone through a passage leading from sub-zone 2,

air is discharged out of the zone through an outlet located in the aft lower section of the underwing base.
V7081
ACOS v1.6
ATA 70
Engine ventilation description
Page 157/ 247
Air from LP (P2.5) and HP (P3) compressor stages is utilized for sealing bearing cavities, to assist oil scavenging, for internal engine cooling and offengine use.
P3 air is also used for the fuel regulation and the propeller overspeed governor.
Air for cooling and sealing is provided by a switching valve located in the intercompressor case.
Labyrinth seals are used throughout the turbomachinery to seal air and oil passages. To prevent oil leakage from a bearing cavity, air pressure is applied
to one side of the seal to oppose oil pressure on the internal side. This principle is also used to maintain pressure differentials in air system.
V7082
ACOS v1.6
ATA 70
V7082
Page 158/ 247
ACOS v1.6
ATA 70
Page 159/ 247
Air, for N1 and N2 bearing pressurization, comes from the switching valve via an external pipe and the intercompressor case.
Air is then vented towards the Accessory GearBox (AGB).
N3 and N4 bearing seals are pressurized by air from the switching valve through internal passages (P2.5).
N5 bearing cavity and seals receive air from switching valve chamber through an internal passage and from a vent at the rear HP impeller.
Air is used to scavenge the bearing cavity and is vented through engine exhaust.
Air for sealing and pressurization of N6 and N7 bearings and cavity comes from holes in the power turbine shaft and stubshaft.
The intercompressor case provides bleed ports for:
aircraft air systems (P2.5 and P3),
HMU reference (P3),
air switching valve,
Handling Bleed Valve.
V7082
ACOS v1.6
P 2.5 check valve
ATA 70
Page 160/ 247
P 2.5 check valve
The P2.5 Check Valve is installed in the LP bleed line.
V7083
ACOS v1.6
ATA 70
P 2.5 check valve
Page 161/ 247
The P2.5 Check Valve is a butterfly type spring loaded closed.

It allows P2.5 supply to aircraft air conditioning and pressurization system.
In addition, it prevents P3 from flowing back to the intercompressor case when P3 bleed line is supplying above systems.
V7083
ACOS v1.6
ATA 70
Air switching valve
Page 162/ 247
Air switching valve
The air switching valve is located in the intercompressor case.
V7084
ACOS v1.6
ATA 70
Air switching valve
Page 163/ 247
The bearing seals are pressurized by P2.5 or P3 air or a mixture of both.

The air switching valve ensures an adequate air supply during starting by directing P3 air to areas normally pressurized by P2.5 (during initial startup, P3
is the only pressurized air available).
The valve consists of inner and outer housings, a piston and a spring retained by the cover.
When the engine is started, P3 increases at a faster rate than P2.5. The valve spring holds the valve against the seat, blocking P2.5 air. P3 air enters the
intercompressor case through slots in the valve housing, and exits through the adapter to the rear inlet case.
P2.5 increases with increasing NH, and at 40% to 45% NH, it overcomes the spring. It pushes the valve and piston up to block P3 air. P2.5 air enters the
intercompressor case and also replaces P3 air in the power turbine shaft seal housing situated in the rear inlet case.
V7084
ACOS v1.6
ATA 70
Handling bleeding valve (HBV) description
Page 164/ 247
The Handling Bleed Valve (HBV) is installed on the exhaust pipe. Its outlet is connected to a scoop provided on the nacelle left upper side.
V7085
ACOS v1.6
ATA 70
Page 165/ 247
The Handling Bleed Valve (HBV) is a piston type valve, air pressure operated, controlled by the EEC.
Its purpose is to bleed low pressure compressor air (P2.5) to provide adequate surge margin and good steady state engine power characteristics.
V7085
ACOS v1.6
ATA 70
HBV operation
Page 166/ 247
HBV operation
V7087
ACOS v1.6
HBV operation
ATA 70
Page 167/ 247
ENGINE START
During engine start the HBV is closed.

Note: when closed HBV is de-energized.
TRANSIENT OPERATION
Slam acceleration at low altitude, the HBV is held shut to provide rapid engine response.
TRANSIENT OPERATION
Slam acceleration at high altitude, HBV opens.

Note: HBV starts to close when NH stabilizes.
TRANSIENT OPERATION
Slam deceleration HBV opens. Slam deceleration followed by slam acceleration HBV opens to provide adequate surge margin.
Note: HBV starts to close when NH stabilizes.
STEADY STATE
EEC mode:
HBV fully open at PLA < 55 (on HMU),

HBV fully closed at PLA > 60 (on HMU).
STEADY STATE
Manual Mode, with EEC "OFF". The HBV is still AVAILABLE:
HBV start to open at 72% NH,

HBV fully open between 76 / 87% NH,
HBV closed at 90% NH.
HBV FAILURE
When HBV is failed, torque indicator displays " - - - ".

Note: when torque sensor 2 is failed, display indicates " 0 0 0 ".
V7087
ACOS v1.6
ATA 70
Indicating description
Page 168/ 247
V7088
ACOS v1.6
ATA 70
Page 169/ 247
Engine parameters are displayed in the flight compartment by means of indicators located on the centre instrument panel.
The main engine parameters are:
torque indication (TORQUE),

propeller speed indication (Np),
InterTurbine Temperature (ITT),
high pressure (NH) and low pressure (NL) compressor speed,
instant fuel flow / fuel used (FF/FU),
oil temperature / oil pressure (OIL),
fuel temperature.
Engine parameters are recorded in the AIDS part of the FDAU for Engine Condition Trent Monitoring.
V7088
ACOS v1.6
ATA 70
TQ/ITT/NH-NL indicators operation in case of EEC failure
Page 170/ 247
V7095
ACOS v1.6
ATA 70
TQ/ITT/NH-NL indicators operation in case of AFU failure
Page 171/ 247
V7096
ACOS v1.6
ATA 70
TQ indicator and sensors description
Page 172/ 247
The torque sensors are located on the Reduction GearBox (RGB) casing at 4 and 8 o'clock, when looking forward.
V7089
ACOS v1.6
ATA 70
Page 173/ 247
V7089
ACOS v1.6
ATA 70
V7089
Page 174/ 247
ACOS v1.6
ATA 70
Page 175/ 247
There are two torque shafts located in the Reduction GearBox.

Torque shaft consists of two concentric tubes (shafts) each carrying a toothed wheel, both tubes are attached together at the rear end only.
The torque tube is connected at both ends and will twist when torque is produced, while the reference tube connected only at the front end cannot be
twisted.
The gap between the teeth on the torque tube and the teeth on the reference tube will change in proportion of the produced torque.
There are two torque sensors, one for each torque shaft, mounted on the right and left side of the Reduction GearBox.
Each torque sensor protrudes into the Reduction GearBox and picks up on teeth of the torque tube and reference tube toothed wheels.
Each sensor detects the phase difference between the teeth on the torque tube and the teeth on the reference tube.
The electromagnetic pulses (sign waves), generated when the teeth pass through the sensor's magnetic field, are transmitted to the AFU and EEC.
V7089
ACOS v1.6
ATA 70
Page 176/ 247
Torque sensor TQ1 (left side) provides only one torque signal to the gage (ANALOG) for indication through the AFU.
Torque sensor TQ2 (right side) provides two torque signals to the EEC:
one signal for power management and torque indication on gage (DIGITAL),
one signal is used as a back up.
Torque sensor TQ2 also provides a signal corresponding to the power turbine rotational speed (NpT) for the EEC.
Torque sensors have a built-in resistive temperature device (RTD) for correction of torque shaft stiffness due to temperature change.
V7089
ACOS v1.6
ATA 70
Page 177/ 247
V7089
ACOS v1.6
ATA 70
V7089
Page 178/ 247
ACOS v1.6
ATA 70
Page 179/ 247
TORQUE INDICATOR DESCRIPTION
(1) POINTER indicating torque value.

(2) DIGITAL display counter indicating torque value (accurate indication).
(3) Bite pushbutton allowing to test the indicator. When the pushbutton is pressed, the pointer moves up to the blue dot located at 115% and the counter
display 115%.
(4) Bug target torque displays the optimum torque value processed by the FDAU in accordance with PWR MGT selection except on TO position where
RTO is displayed.
(5) Manual bug displays the target torque set in accordance with the power tables.
(6) Manual bug control.
TORQUE INDICATOR UTILIZATION
In case of failure of the indicator, all digits are erased and the pointer shows a value < 0.
When the target torque signal is lost, the bug pointer moves to 22,5%.
V7089
ACOS v1.6
ATA 70
ITT indicator and thermocouples sensors description
Page 180/ 247
Nine thermocouples are located around the LP turbine case.

An oil thermal compensation sensor T6 trim resistor, connected in parallel with the thermocouples, is located at 3 o'clock when looking forward.
V7091
ACOS v1.6
ATA 70
Page 181/ 247
The thermocouples are connected together in parallel and to a junction box. The thermocouples junctions, studs and wiring are made of chromel and
alumel material.
An oil thermal compensation sensor (T6 Trim resistor) is connected in parallel to the thermocouples.
The probe value is calibrated for each engine and marked on the engine data plate.
The output signal corresponding to the average value obtained from thermocouples is sent to the ITT indicator and displayed in analog and digital form.
V7091
ACOS v1.6
ATA 70
V7091
Page 182/ 247
ACOS v1.6
ATA 70
Page 183/ 247
ITT INDICATOR DESCRIPTION:
(1) Pointer indicating ITT value.

(2) Digital display counter indicating ITT value (accurate indication).
(3) Alert light illuminates amber and the CCAS is activated when ITT > 800C or 715C in hotel mode.
(4) Bite pushbutton allowing to test the indicator. When the pushbutton is pressed, the pointer and the counter display 1150C. Amber light (3) illuminates
and CCAS is activated.
ITT INDICATOR UTILIZATION:
As soon as air / fuel mixing has flamed up, the ITT increases and must be monitored to avoid exceeding the limits.
Limits:
Red mark: 765C (temperature limit during normal take-off).

Red dashes: 800C (temperature limit in uptrim conditions).
Red point H: 715C (temperature limit in hotel mode).
Red point: 840C (temperature limit for 20 sec.).
Red point S: 950C (temperature limit for 5 sec. for engine start).
If ITT exceeds the limits, the engine must be stopped immediatly.

Note: In case of indicator failure, all digits are erased and the pointer shows a value < 0.
V7091
ACOS v1.6
ATA 70
NH-NL indicator and sensors description
Page 184/ 247
Two identical sensors (NH1, NH2) are located on the accessory gearbox.
The NL transmitter is positioned at 4 o'clock, when looking forward, near the right rear lateral LP diffuser pipes.
V7093
ACOS v1.6
ATA 70
Page 185/ 247
Speed sensing is based on the principle of magnetic induction to produce an electrical signal.
Each sensor consists of a magnetic rod and at least one wire coil.
The magnetic rod has an inherent magnetic field (flux). As a gear tooth passes the sensor, this magnetic field is interrupted and a current is created
(induced) through the coil.
The frequency of current pulses is interpreted by the indicator or EEC as a corresponding RPM.
V7093
ACOS v1.6
ATA 70
V7093
Page 186/ 247
ACOS v1.6
ATA 70
Page 187/ 247
NH-NL INDICATOR DESCRIPTION:
(1) Pointer indicating NH value.

(2) Pointer indicating NL value.
(3) Digital indicator indicating NH (accurate indication).
(4) Bite pushbutton allowing to test the indicator. When the pushbutton is pressed, the pointers move up to the blue dot located at 115% and the counter
displays 115%.
NH-NL INDICATOR UTILIZATION:
The NH is used to monitor the starting sequence or an inflight relight.

Note: In case of failure of the indicator, all digits are erased and the pointers shows a value < 0.
V7093
ACOS v1.6
ATA 70
Ignition and starting description
Page 188/ 247
The ignition system provides a quick light up of the fuel-air mixture in the combustion chamber. It comprises two ignition exciters, two ignition leads and
two igniter plugs.
The system is controlled by the ENG START panel.

An IGN blue light illuminates on the MEMO panel in case of automatic relight and / or manual ignition.
V7099
ACOS v1.6
ATA 70
Page 189/ 247
V7099
ACOS v1.6
ATA 70
V7099
Page 190/ 247
ACOS v1.6
ATA 70
Page 191/ 247
The starting system is an all electric system which permits to start the engines on ground and in flight.
Electrical power for the starting system can be supplied from the aircraft main battery, the external DC power unit or by the other engine (on ground only)
through the main electrical power panel.
System fault indications are shown on the overhead panel.

The main components of the system are:
the ENG START panel,

the BPCU, GCUs,
start contactors,
the starters / generators.
V7099
ACOS v1.6
ATA 70
Normal engine starting operation
Page 192/ 247
V70A3
ACOS v1.6
ATA 70
Page 193/ 247
Make sure that the external power is connected.

Selecting ENG START selector to "START A" for example, causes the arrows to illuminate on the MAIN ELEC PWR panel indicating that the batteries are
disconnected of the batteries charge circuits and discharging.
Pressing START 1 pushbutton provides a master start signal to the BPCU which outputs a start init signal to the GCU.
Comment: When connected, the GPU has priority over all other sources: selection is made by the BPCU.
The GCU closes the start contactor. As a result, the HP compressor starts to rotate.
In addition, the START 1 "ON" light illuminates white and an ignition signal is ready to be routed to the ignition system.
Comments: START 1 pushbutton has got a momentary self held switch function; such a function will illuminate the "ON" white light through the GCU
closing the starter contactor. The ON light will illuminate as long as the above contactor is kept closed, meaning that all the logics are met.
At 10% of NH, the Condition Lever is moved from "FUEL SO" to "FTR". This causes the fuel shut-off valve to open and the fuel to flow to the combustion
chamber.
At the same time, ignition is initiated, causing the fuel / air mixture to light up.
At 45% of NH the speed sensor signal from the S/G de-energizes the start contactor and the power source. As a result the spark plugs are de-energized
and the "ON" light extinguishes: now the engine is at the self sustaining speed.
When the pressure delivered by the fuel HP pump is high enough, a part of the pressurized fuel is derived to the motive flow valve which opens causing
the engine feed jet pump within the feeder tank to take over on the electrical fuel pump. As a result, the "RUN" light extinguishes.
Restore ENG START selector to "OFF", amber arrows extinguish.
V70A3
ACOS v1.6
ATA 70
V70A3
Page 194/ 247
ACOS v1.6
ATA 70
Page 195/ 247
Assuming that engine 2 is running and external power is not available.

Selecting ENG START selector to "START A" for example.
Pressing START 1 pushbutton provides a master start signal to the BPCU which outputs a start init signal to the GCU. The arrows illuminates on the
MAIN ELEC PWR panel indicating that the batteries are disconnected of the batteries charge circuits and discharging.
As engine 2 is running, the BPCU selects automatically a cross start by connecting the main battery.
Note: Cross start is inhibited in flight.
At the same time the start connector is controlled to close.
Now the starter generator is power supplied through the starter contactor. As a result, the HP compressor starts to rotate.
In addition, the START 1 "ON" light illuminates white and an inhibition signal is ready to be routed to the ignition system.
At 10% of NH the Condition Lever is moved from "FUEL SO" to "FTR". This causes the fuel shut-off valve to open and the fuel to flow to the combustion
chamber.
At the same time, ignition is initiated, causing the fuel / air mixture to light up, and the generator 2 start contactor is closed to help the main battery.
At 45% of NH the speed sensor signal from the S/G de-energizes the start contactor and the power source. As a result the spark plugs are de-energized
and the "ON" light extinguishes: now the engine is at the self sustaining speed.
When the pressure delivered by the fuel HP pump is high enough, a part of the pressurized fuel is derived to the motive flow valve which opens causing
the engine feed jet pump within the feeder tank to take over on the electrical fuel pump. As a result, the "RUN" light extinguishes.
Restore ENG START selector to "OFF", amber arrows and START 1 extinguish.
V70A3
ACOS v1.6
ATA 70
Page 196/ 247
The engine starting by main battery is required on groung when DC external power is not connected and in flight in the case of one of the two engines had
been stopped.
The logical sequences of engine starting by main battery are the same as those described in engine starting by external power.
Comment: Engine 2 start from battery leads normally to provide electrical and air conditioning to the aircraft through the hotel mode operation provided
that the propeller brake is locked.
V70A3
ACOS v1.6
ATA 70
Page 197/ 247
V70A3
ACOS v1.6
ATA 70
V70A3
Page 198/ 247
ACOS v1.6
ATA 70
Page 199/ 247
Assuming the external power is connected.

Caution: During dry or wet crank, it is recommended to select the electrical fuel pump of the concerned engine to "RUN", in order to avoid HP fuel pump
cavitation.
Dry motoring: A dry motoring could be performed following a start abort operation to ventilate the engine.
Caution: During motoring, respect the operating limits of starter: 3 starter cyles of 30s each at 2 minutes interval followed by 15 min off.
Selecting ENG START selector to "CRANK" for example, causes the arrows to illuminate on the MAIN ELEC PWR panel indicating that the batteries are
disconnected of the batteries charge circuits and discharging.
Pressing START 1 pushbutton provides a master start signal to the BPCU which outputs a start init signal to the GCU.
The GCU closes the start contactor. As a result, the HP compressor starts to rotate and will not exceed 20%.
In addition, the START 1 "ON" light illuminates white.
And a ignition signal is routed to the ignition system and not validated because no power supply is available for the ignition system nor fuel because the
Condition Lever is selected at FUEL SO.
This is called a dry motoring.

Restore the system:
ENG START rotary switch to OFF & START ABORT (arrows extinguish),
when NH is equal to 0% select the fuel pump off.
Wet motoring: A wet motoring is used to check possible fuel leak(s) following failure or maintenance tasks.
A wet motoring operation is close to a dry motoring except:
spark plugs circuits breaker have to be pulled (not shown),

the Condition Lever has to be selected to FTR at 10% of NH and fuel flow monitored.
Select ENG START rotary selector to "CRANK" causes the arrows to illuminate on MAIN ELEC PWR panel. Pressing START 1 pushbutton provides a
master start signal to the BPCU which outputs a start init signal to the GCU. The GCU closes the start contactor. As a result, HP compressor starts to
rotate and will not exceed 20%.
Setting the Condition Lever from FSO to FTR opens the fuel shut-off valve in the HMU allowing fuel to flow through the divider to the nozzles. Fuel is then
sprayed in the combustion chamber.
The last wet motoring must be imperatively followed by a dry motoring.

Restore:
ENG START rotary selector to OFF & START ABORT,

Condition Lever to FUEL SO,
fuel pump off
circuit breakers resetted (not shown).
V70A3
ACOS v1.6
ATA 70
V70A3
Page 200/ 247
ACOS v1.6
ATA 70
Page 201/ 247
V70A3
ACOS v1.6
ATA 70
Ignition operation
Page 202/ 247
Ignition operation
V70A4
ACOS v1.6
Ignition operation
ATA 70
Page 203/ 247
When ENG START selector is set to any START position, the BPCU checks the start and battery contactors position.
By pressing START 1 (2) pushbutton and provided there is no failure in the GCU, the BPCU closes contactor, allowing electrical power to supply the start
line. The ignition exciter B is now supplied.
At 10% NH, the Condition Lever is set to FTR to open the HP fuel valve in the HMU.
When engine speed reaches 45% NH:
ON light extinguishes,
starter disengages,
power supply to igniter is cut off.
Ignition on ground is complete.
V70A4
ACOS v1.6
ATA 70
V70A4
Ignition operation
Page 204/ 247
ACOS v1.6
Ignition operation
ATA 70
Page 205/ 247
In flight, with START A or START B or START A & B selected, both igniters are operating.
By pressing START 1 (2) pushbutton and provided there is no failure in the GCU, the BPCU closes contactor, allowing electrical power to supply the start
line. Both igniters A and B are now supplied.
At 10% NH, the Condition Lever is set to FTR to open fuel valve in the HMU.
When engine speed reaches 45% NH:
ON light extinguishes,
starter disengages,
power supply to igniters A and B is cut-off.
Ignition in flight is complete.
V70A4
ACOS v1.6
ATA 70
Ignition operation
Page 206/ 247
The automatic relight function is ensured by the EEC. This function is activated when:
CL is above FTR,
NH drops below 60%,
the EEC is ON.
The two igniters are supplied and the IGN blue light illuminates.
Note: If the decreasing of NH occurs during an Automatic Take-Off Power Control sequence, the auto feather signal generated by the AFU will cut-off the
supply of the igniters.
V70A4
ACOS v1.6
Ignition operation
ATA 70
Page 207/ 247
Manual ignition replaces the automatic relight function when EECs are off and weather conditions are bad (cloudy or icing conditions).
When "MAN IGN" pushbutton is activated and the Condition Lever is not in Fuel Shut-Off, both igniters are supplied. ON blue light in the pushbutton and
IGN blue light on the MEMO panel illuminate.
V70A4
ACOS v1.6
ATA 70
Alerts during starting operation
Page 208/ 247
V70A5
ACOS v1.6
ATA 70
Page 209/ 247
Start fault alert light
The amber "FAULT" alert light illuminates when:
the Gust lock is not ON, PROP BRAKE switch ON, prop brake locked,
a GCU detects a failure,
the starter remains engaged after 45 % NH.
It also illuminates for the protective functions provided for the engine starting systems:
contactor position coherence protection,

differential fault protection.
Gust lock not ON, PROP BRAKE switch ON, prop brake locked
When ENG START rotary selector is on any position, the following alerts appear:
MASTER CAUTION light flashing amber and single chime,

ENG amber light on CAP,
associated START2 FAULT amber light on ENG START panel.
GCU failure
During starting, if the GCU detects internal failure, or a system component failure, a signal is sent to the BPCU which inhibits the starting sequence and
the following alerts appear:
Master CAUTION light flashing amber and single chime,
associated START FAULT amber light on ENG START panel.
Starter remaining engaged
If the starter remains engaged (ON light remaining illuminated) after 45 % NH, the following alerts appear:

Differential fault protection
The differential protection (p) circuit controlled by the GCU's allows to detect any short circuit occuring in a zone extending from the neutral side of the
S/G winding to the S/G contactor. When the GCU detects a p fault in any part of the associated channel, the related starting operation is inhibited and
the following alerts appear:
Note: This differential protection is operating only on ground while in flight it is inhibited.
Contactor position coherence protection
V70A5
ACOS v1.6
ATA 70
Page 210/ 247
On ground with ENG START selector switch in START (A or B or A+B or CRANK) position, the position of SC's is detected by the BPCU. If the contact
position of one of three (1KG, 2KG, 3KG) start contactor is different from the commanded one, the starting sequence is inhibited and the following alerts
appear:
Note: In flight, the same thing occurs but the start cycle initialization is not inhibited.
X start fault
On ground, during second engine starting if the DC GEN does not come on line to supply the starting line between 10% and 45 % NH the following alerts
appear:
ELEC amber light on CAP,
X START FAULT amber light on MAIN ELECTRICAL POWER panel.
V70A5
ACOS v1.6
ATA 70
Page 211/ 247
V70A5
ACOS v1.6
ATA 70
Ignition exciter description
Page 212/ 247
Two ignition exciters are attached on the RH side of the engine by means of shockmounts.
V70A0
ACOS v1.6
ATA 70
Page 213/ 247
The two exciters are sealed and fitted with one input connector and output connector.
The input connector supplies the ignition exciter with 28VDC and the output connector is used to connect the high voltage leads supplying each plug.
The ignition exciters transform the 28VDC in high voltage pulses. Each independant secondary discharge circuit has a plug and produces a hundred
sparks per minute.
The energy contained in the spark (approximately 2 joules), is discharged to the plug by a cold spark (low intensity).
V70A0
ACOS v1.6
ATA 70
High voltage leads description
Page 214/ 247
The high voltage leads are located on the right and left lower part of the engine.
V70A1
ACOS v1.6
ATA 70
Page 215/ 247
Two identicals leads provide the high voltage distribution. They transmit the power supplied by the ignition exciter to each plug.
Those leads are made of a copper central core embedded in silicone and plastic conduit and a shield to avoid interferences.
Each cable end is fitted with a connector enabling connection between the ignition exciter and the plug.
V70A1
ACOS v1.6
ATA 70
Ignition plugs description
Page 216/ 247
The plugs are installed at 4 o'clock and 8 o'clock, at level of the combustion chamber and are adjacent to the fuel nozzles.
V70A2
ACOS v1.6
ATA 70
Page 217/ 247
Each igniter has a central electrode enclosed in annular semi-conducting material.

The electrical potential developped by the ignition exciter is applied across the gap between the central electrode and the shell.
V70A2
ACOS v1.6
ATA 70
Engine system controls and indicators
Page 218/ 247
V70A6
ACOS v1.6
ATA 70
Page 219/ 247
<1> ENG START rotary selector
OFF START ABORT: Ignition circuit is deenergized. Starting sequence is disarmed or interrupted.
CRANK: Enables engine cranking.
START A: Only ignition exciter A is supplied on ground.
START B: Only ignition exciter B is supplied on ground.
START A and B: Both ignition exciters are supplied.
<2> START pb
ON (pb pressed in). ON light illuminates white. In case of starting light will extinguish automatically when NH reaches 45 % which "identifies"
sequence end.
FAULT illuminates amber and the CCAS is activated if :
- starter remains engaged after 45 %
- GCU fails during starting
- on RH engine when ENG START selector is in one of the START positions, the propeller brake is ON but the gust lock is not engaged.
<3> MAN IGN guarded pb
Manual ignition is selected by depressing the guarded pb. Exciters are continuously energized on both engines. On light illuminates blue.
V70A6
ACOS v1.6
ATA 70
V70A6
Page 220/ 247
ACOS v1.6
ATA 70
Page 221/ 247
<1> PROP BRK pb
ON: propeller brake engagement

OFF: propeller brake releasing
UNLK : The It illuminates red and after 15 s the CCAS is triggered to indicate that the propeller brake is not locked in the fully locked or the fully
released position.
<2> Ready Lt
The Iight illuminates green when engagement or disengagement conditions are met.
<3> PROP BRK Lt
Illuminates blue when the propeller brake is fully locked.

Extinguished when the propeller brake is fully released.
V70A6
ACOS v1.6
ATA 70
V70A6
Page 222/ 247
ACOS v1.6
ATA 70
Page 223/ 247
<1> Manual target
Controlled by the knob, displays a manually selected torque target.
<2> FDAU target
Displays the maximum torque value computed by the FDAU depending on the PWR MGT selection (except on the T.O position where reserve T.O
torque is displayed).
<3> Pointer
Actual torque is displayed from the AFU.
<4> Test pb
Allows to test the ind. During test, both counter and pointer will display 115%.
<5> Digital counter
Actual torque is displayed from the EEC.
<6> Knob
Enables setting of target bug.
<7> Digital counter & pointer
Actual NP is displayed from 0 to 120% NP.
<8> Test pb
Allows to test the ind. During test, both counter and pointer will display 115% (blue dot).
<9> Pointer
Actual ITT is displayed

- Green sector: 300-765C
- Red point + H: 715C
- Amber sector: 765-800C
- Red mark: 765C (Temperature limit during normal take-off)
- White/red mark: 800C (Temperature limit in uptrim conditions)
- Red point: 840C (Temperature limit for 20 sec)
- Red point + S: 950C (Temperature limit for 5 sec for start)
<10> DIGITAL counter
Actual ITT (T6) is displayed.
<11> Test pb
Allows to test the ind. during test, both counter and pointer will displayed 1150C (blue dot).
V70A6
ACOS v1.6
ATA 70
Page 224/ 247
<12> Alert Light
Illuminates amber and the CCAS is activated when ITT > 800C or 715C in hotel mode.
<13> HP pump fuel filter pressure > 45 PSI.
Filter blocked and by passed, CCAS is activated.
<14> Pointer
Actual NL is displayed.
- Green sector: 62-104.2%
- Red mark: 104.2%
<15> Pointer
Actual NH is displayed.
- Green sector: 62-102.7%
- Red mark:102.7%
<16> Fuel temperature is displayed from -54 to +57C.

<17> Digital counter
Actual NH is displayed.
<18> Test pb
Allows to test the ind. During test, both counter and pointer will display 115% (blue dot).
<19> FF indication
The mass fuel flow to the engine is indicated by a pointer on a scale graduated in kg/h X 100.
<20> OIL PRESS indication
Actual oil pressure is displayed from 0 to 90 PSI.

Red mark : 40 PSI.
<21> OIL TEMP indication
Actual oil temperature is displayed from 0 to 140 C.

Red mark : 140C.
<22> FU counter
On the digital read out, fuel used is indicated in kg.
<23> FU reset knob
The fuel used counter is reset to 0 by pulling associated ind. reset knob.
<24> OIL LOW PRESS Light

V70A6
ACOS v1.6
ATA 70
Page 225/ 247
Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure switch activates the CCAS at 40 PSI.
V70A6
ACOS v1.6
ATA 70
V70A6
Page 226/ 247
ACOS v1.6
ATA 70
Page 227/ 247
The power levers control the powerplant thrust from max rated torque to max reverse. Power levers quadrant has three clearly identified sectors :
Green sector : PLA from FI to 52.6

This sector is characterized by a mechanical stop at FI This stop can be overriden thus enabling both power levers to be positioned in the range from FI to
reverse.
White sector : PLA from 65.5 to 68.5

This sector is characterized by a notch which determines the normal position of power levers. When power levers are set at takeoff notch, the engine fuel
control system delivers the max rated power corresponding to PWR MGT selection.
Red sector PLA from 81 to 87 (forward stop)

The beginning of this sector, characterized by a ramp threshold, is used during Go Around (GA) or at take off in the event of ATPCS failure. The power
delivered is Reserve Take Off (RTO), irrespective of the mode selected on the PWR MGT rotary selector. In this position, the engine torque corresponds to
the target torque calculated by the FDAU (RTO). NOTE :The ramp threshold may be overridden, thus enabling the lever to be positioned up to the stop of the
plat quadrant. This procedure must remain EXCEPTIONAL. It is AN EMERGENCY PROCEDURE WHICH WILL PROVIDE UP TO 15% more power than
RTO.
V70A6
ACOS v1.6
ATA 70
V70A6
Page 228/ 247
ACOS v1.6
ATA 70
Page 229/ 247
The condition levers control the propeller speed, feathering-unfeathering, and the HP fuel shut off valve. The characteristic positions are :
100% OVRD : manually setting of the maximum NP.

AUTO : propeller speed depends on the position of the PWR MGT selector.
FTR : the propeller is controlled to feather.
FUEL SO : the HP fuel shut off valve in the HMU is controlled to close.
NOTE : It is necessary to act on a trigger located on the lever side to travel,
from AUTO to FTR (and return),

from FTR to FUEL SO (and return). A red Iight incorporated in the lever will illuminate if a fire is detected on the associated engine provided CL is
not in FUEL SO position.
V70A6
ACOS v1.6
ATA 70
Page 230/ 247
<1> IDLE GATE FAIL light
Illuminates amber and the CCAS is activated when the gate does not engage automatically in flight or does not retract automatically at landing.
<2> IDLE GATE lever
Enables manual override in case of failure of the automatic logic.

- In flight: push
- On ground: pull. An amber band appears.
V70A6
ACOS v1.6
ATA 70
Page 231/ 247
V70A6
ACOS v1.6
ATA 70
V70A6
Page 232/ 247
ACOS v1.6
ATA 70
Page 233/ 247
<1> PWR MGT rotary selector
Made up of two independant parts (front and back). Provides FDAU, PIU and EEC with basic power requirements corresponding to the selected
position.
- For left engine with the back part of the selector.
- For right engine with the front part of the selector.
<2> PEC "SGL CH" Its
SGL CH Iight illuminates amber when one channel of propeller electronic control is lost .
The system will automatically be transfered to the other channel.
<3> PEC FAULT pbs
FAULT: illuminates amber and CCAS is activated when the two channels are lost.
OFF: (pb released) PEC is deactivated and Np is blocked at 102.5% whenever power is sufficient.
V70A6
ACOS v1.6
ATA 70
V70A6
Page 234/ 247
ACOS v1.6
ATA 70
Page 235/ 247
<1> EEC pb
Pb pressed in: EEC adjusts HMU action, by controlling the stepper motor which lowers fuel flow ordered by HMU.
OFF: (pb released) The HMU controls only NH as a function of PL angle. OFF It illuminates white.
FAULT: Illuminates amber and the CCAS is activated when an EEC failure is detected. Power is locked at its pre- failure value.
<2> ATPCS pb
Pb pressed in:
- if depressed on ground, uptrim and autofeather function are preselected.
- if depressed in flight, only the autofeatherfunction is preselected.
OFF: (Pb released) Uptrim and autofeather functions are deselected.
ARM: Illuminates green when arming conditions are met.
<4> UP TRIM light
Illuminates green when the uptrim signal is sent to the associated engine at the beginning of ATPCS sequence.
<3> LO PITCH light
Illuminates amber when the actual blade angle is lower than the normal FI blade angle. This light is illuminated during all ground operation below FI.
The CCAS is activated in flight only.
V70A6
ACOS v1.6
ATA 70
Page 236/ 247
<1> Allows to check the correct functioning of the ATPCS. This rotary selector is spring loaded to the neutral position.
V70A6
ACOS v1.6
ATA 70
Page 237/ 247
V70A6
ACOS v1.6
ATA 70
V70A6
Page 238/ 247
ACOS v1.6
ATA 70
Page 239/ 247
<1> EEC/PEC SEL switch
Used to select EEC or PEC depending on appropriate maintenance test on Engine TRIM switches or LRU (line replaceable unit) code failures.
<2> Engine TRIM test and LRU switches
Switch with two stable positions used to :

- Test EEC or PEC channel. Maintenance data appear on the FDEP. (Selected by EEC/PEC SEL switch).
- Perform EEC or PEC trim to ensure that power delivered corresponds to PL position (can be performed with engine not running and PL in the
notch) or LRU code failures.
<3> BUS ARINC switches
Bus arinc function is tested.
<4> Prop Overspeed test switches
Used to test hydraulic part of overspeed governor. First OVSPD threshold is tested at 102% Np. on the affected engine.
<5> Prop Overspeed test switches
Used to test hydraulic part of overspeed governor. First OVSPD threshold is tested at 102% Np. on the affected engine.
2nd OVSP threshold is tested at 106% Np.
<6> Propeller Feather Pump test switch
This switch with two stable positions enables to test the feathering pump. For safety reasons, this test is impossible in flight.
<7> Propeller LOW PITCH test switches
With the test switch on PLA > FI position, the PL low pitch protection switch and feather solenoid are tested.
With the test switch on PLA < FI position, secondary low pitch solenoid is tested.
Note : In both cases, LOW PITCH light illuminates
V70A6
ACOS v1.6
ATA 70
Check recording of EEC failure message
Page 240/ 247
V70B0
ACOS v1.6
ATA 70
Page 241/ 247
V70B0
ACOS v1.6
ATA 70
Reading of EEC memory
Page 242/ 247
V70B1
ACOS v1.6
ATA 70
Page 243/ 247
Note: this procedure is performed engine shutdown. 1 - Energization of aircraft DC and AC constant frequency network. See JIC: 244600-EAD-10000.
- 2 Preparation: Check that the following circuit breakers are closed on circuit breaker panel 21 VU:
4TU DFDR / FDAU DFDR FLT SPLY,
6TU DFDR / DFDR,
8TU DFDR / SYNC,
159TU DFDR / FDAU DFDR GND SPLY.
- 3 On panel 21VU, make certain that the following circuit breakers are closed:
1KS ENG CTL / ENG1 / EEC / EMER SPLY,
2KS ENG CTL / ENG2 / EEC / EMER SPLY,
3KS ENG CTL / ENG1 / EEC / CTL & CAUTION,
4KS ENG CTL / ENG2 / EEC / CTL & CAUTION,
28KS ENG CTL / ENG1 / EEC NORM SPLY,
29KS ENG CTL / ENG2 / EEC NORM SPLY. On panel 400VU, make certain that the following pushbutton switches are pressed (OFF legends are
off):
11KS ENG1 / EEC1 / FAULT / OFF,
12KS ENG2 / EEC2 / FAULT / OFF.
- 4 Procedure for reading EEC parameters through FDEP.
Note: As the following procedure is identical for both EECs, only the procedure relative to EEC 1 will be dealt with. Operations concerning EEC 2 will be
given between brackets.
On FDEP, using coding wheels, select code 8701 (8702), and press "UP.DATE" (code "--01" is displayed on the display).
On maintenance panel 702VU, lift the safety guard and place "ENG / EEC / PEC SEL" selector switch 72KH in "EEC" position.
On maintenance panel 702VU, lift the safety guard and place "ENG / ENG1(2) / TRIM / LRU" selector switch 73KH (74KH) in "LRU" position, then place it
again in its initial position.
Message read on FDEP is 0080. The recorded code failure is 80. Please have a look at Fault Code Maintenance Manual for more information.
Either the last two digits on FDEP indicates "02" and the reading procedure is then completed, or the last two codes on FDEP indicate a code different
from "02". In this case, record the code and repeat the procedure from the beginning of step "Place "ENG / ENG1(2) / TRIM / LRU" selector switch 73KH
(74KH) in "LRU" position, then place it again in its initial position".
On maintenance panel 702VU, lift the safety guard and place "ENG / EEC / PEC SEL" switch 72KH in its initial position.
-
V70B1
5 De-energization of aircraft DC and AC constant frequency network. See JIC: 244600-EAD-10000.
ACOS v1.6
Summary
ATA 70
Page 244/ 247
ATA 70 ENGINE SYSTEMS
V70B1
General description
Engine Interfaces
Engine Features
13
17
19
Engine mounts
22
Engine cowls
27
Fire seals
34
Engine exhaust
36
38
Engine drains
41
45
Air inlet section
54
56
Combustion section
58
Turbine section
59
60
62
72
74
76
ACOS v1.6
Summary
ATA 70
V70B1
Page 245/ 247
80
82
84
86
89
90
92
94
96
100
102
104
106
108
110
Fuel nozzle
112
Fuel drain tank
114
116
118
120
122
126
128
130
ACOS v1.6
Summary
ATA 70
V70B1
Page 246/ 247
132
134
136
138
140
142
144
146
148
150
151
152
157
P 2.5 check valve
160
Air switching valve
162
164
HBV operation
166
168
170
171
172
180
184
188
ACOS v1.6
Summary
ATA 70
V70B1
Page 247/ 247
192
Ignition operation
202
208
212
214
216
218
240
242
ACOS v1.6

T1 Theoretical 72-212A M154v6 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

T1 Theoretical 72-212A M154v6 PDF

Uploaded by

Copyright:

Available Formats

MAINTENANCE TRAINING NOTES

T1 42-400l500 & 72-212A ref 72 V1.6

Date of issue 03/04/09

This page intentionally left blank

Page 10/ 105

Page 11/ 105

Page 12/ 105

Page 13/ 105

Page 14/ 105

Page 15/ 105

Page 16/ 105

Page 17/ 105

It is divided into 4 sections:

The alphanumerical list of Part Number (PNs) with:

by FIN (Functional Item Number)

The list of Local Manufacture PNs (X file), with entries arranged:

by PN of finished part, with cross-referencing to the material to be used

Page 18/ 105

Page 19/ 105

Page 20/ 105

Page 21/ 105

Page 22/ 105

This manual is organized per ATA chapters as follows:

Page 23/ 105

Page 24/ 105

Page 25/ 105

Page 26/ 105

Page 27/ 105

Page 28/ 105

Page 29/ 105

Page 30/ 105

Page 31/ 105

Page 32/ 105

Page 33/ 105

Page 34/ 105

Page 35/ 105

Page 36/ 105

Page 37/ 105

Page 38/ 105

Page 39/ 105

Page 40/ 105

Example 1 of using technical publication

Page 41/ 105

Example 1 of using technical publication

Example 1 of using technical publication

Page 42/ 105

Example 1 of using technical publication

Page 43/ 105

Example 1 of using technical publication

Page 44/ 105

Example 1 of using technical publication

Page 45/ 105

Example 1 of using technical publication

Page 46/ 105

Example 1 of using technical publication

Page 47/ 105

Example 1 of using technical publication

Page 48/ 105

Example 1 of using technical publication

Page 49/ 105

Example 1 of using technical publication

Page 50/ 105

Example 1 of using technical publication