BAE146AVRO 146 RJ Refresh PDF

BAE146AVRO 146RJ
Maintenance Training Manual
Course AVRO RJ Level 1
ISSUE SEPTEMBER 2012

This document is to be used for training purposes only. Under no circumstances it supersedes or replaces any official information published by the
manufacturer.
The information contained herein is proprietary to Swiss Aviation Training Ltd. (SAT) and is disclosed in confidence. It is the property of SAT, and shall not
be reproduced or disclosed in whole or in part, or used for any purpose whatsoever without the express written consent of SAT.
BAE146AVRO 146 RJ Maintenance Training Manual
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Revision: September 2012 © Swiss Aviation Training Ltd. FOR TRAINING ONLY
Issue: 01 Reproduction prohibited
BAe146 AVRO 146RJ
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Documentation
BAe146 AVRO 146RJ Maintenance Training Manual
TABLE OF CONTENT
00-DOCUMENTATION ...........................................................................3
INTRODUCTION .................................................................................3
AMM - SYSTEM DESCRIPTION ........................................................5
• PURPOSE: ....................................................................................5
EFFECTIVITY ......................................................................................9
AIRCRAFT .......................................................................................9
FLEET EFFECTIVETY CODE ...........................................................11
OTHER DOCUMENTATION ..............................................................13
FAULT ISOLATION MANUAL (FIM) ...............................................13
RAMP MAINTENANCE MANUAL (RMM).......................................13
COMPONENT MAINTENANCE MANUAL (CMM) ..........................13
WIRING MANUAL (WM) ................................................................13
SYSTEM SCHEMATIC MANUAL (SSM) ........................................13
AIRCRAFT ILLUSTRATED PARTS CATALOGUE (AIPC) .............13
OTHER DOCUMENTATION CONTINUED ........................................15
AIRCRAFT RECOVERY MANUAL (ARM) ......................................15
AIRPORT PLANNING MANUAL (APM)..........................................15
CONSUMABLE PRODUCTS CATALOGUE (CPC) ........................15
CORROSION PREVENTION MANUAL (CPM) ..............................15
ILLUSTRATED TOOL AND EQUIPMENT MANUAL ......................15
FIRE EXTINGUISHING AND RESCUE MANUAL (IGFER) ............15
NONDESTRUCTIVE TESTING MANUAL (NDT)............................15
SERVICE BULLETIN (SB) .............................................................15
INFORMATION BULLETIN (IB)......................................................15
INTENTIONALLY LEFT BLANK
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Page 2 Documentation
00-DOCUMENTATION
INTRODUCTION
All maintenance checks, inspections, repairs, replacements and

troubleshooting must be performed in accordance with valid
documentation. The related documentation necessary to maintain the
aircraft includes:
FIGURE 1: TECHNICAL PUBLICATIONS
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AMM - SYSTEM DESCRIPTION

The manual is supplied either in an electronic format or as a paper For each of the three levels, unique page block numbers are used for
version. specific areas of discussion or various aspects of servicing requirements.
These discussions fall into three categories designated Description and
PURPOSE: Operation, Fault Isolation and Maintenance Practices.
• Detailed description and explanation of the location, configuration,
function, operation and control of the complete system (chapter), and Description and Operation data is assigned the page block 1 to 99.
its subsystems.
Fault Isolation techniques are assigned the page block 101 to 199.
• Enable the operator / mechanic / trainee to understand the three
levels of overall construction, operation and function to the extent Maintenance Practices may be assigned alternative page blocks,
necessary to perform adequate maintenance and fault isolation of the depending on the complexity of the tasks involved. If a simple task can
system. be accommodated on a few pages, the page block 201 to 299 is used. If
• a task is more complicated, it is broken out into the following page
Arrangement of manual blocks:-
The manual is divided into chapters, each of which is divided into sub- Servicing……………………………………………………….301 to 399
system and component levels. The numbering system adopted thus Removal/installation ………………………………………….401 to 499
comprises three elements, each normally consisting of two digits. For
example :- Adjustment/test ……………………………………………….501 to 599
Inspection/check………………………………………………601 to 699
“21-30-31”
Cleaning/painting……………………………………………..701 to 799
Where: 21 First element: Chapter 21: Air conditioning system Repairs…………………………………………………………801 to 899
30 Second element: Sub-system: Pressurization control
31 Third element: Component: Discharge valve
FIGURE 2: SAPPHIRE ELECTRONIC VERSION
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Maintenance Manual Example.
AMM 24-11-11 401 - INTEGRATED DRIVE GENERATOR (IDG) -

REMOVAL/INSTALLATION - BAe 146 - EFFECTIVITY:
On aircraft ALL - DATE: Dec 15/03 - BAE SYSTEMS
NOTE: The integrated drive generator (IDG) must be removed and

installed as an assembly.
NOTE: Where operators wish to split the generator/CSD locally then this
can be performed in accordance with CMM 24-20-21.
NOTE: The removal/installation procedure is identical for the IDG

installed to No.1 and No.4 engine.
1. IDG removal/installation
FIGURE 3: MANUAL EXAMPLE
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EFFECTIVITY
AIRCRAFT
The AMM reflects all the aircraft in a customer's fleet. Identification of Differences for illustrations will be indicated by an effectivity statement at
individual aircraft within the manual is by a Customer Fleet Effectivity the top left-hand corner of the page, directly above the graphic area.
Code number, which is part of a unique block of numbers allocated to a
customer to cover existing aircraft and to cater for future sales. The Fleet If the text is subject to Service Bulletin (SB) embodiment the lead in
Effectivity Code, which appears as an Effectivity Statement in the lower, statement may contain pre or post SB effectivity. When an SB is
left-hand corner of each page is detailed, together with the Constructor's applicable post SB text and when appropriate pre SB text will be shown.
Number and the Operator's Aircraft Number on the Table in The Fleet When the SB has been embodied, post SB text only will be shown.
Code Section of the AMM Volume 1.
e.g. 204-999 Pre SB34-399-60086M
Information appearing on a page is limited to the aircraft listed in the
effectivity statement. When a page of text or an illustration applies to all This example shows the effectivity statement for pre SB text for aircraft
the aircraft in a customer's fleet the word ALL appears in the effectivity 204 and subsequent aircraft with SB34-399 not yet embodied.
statement. If the information is limited to a single aircraft or a group of
aircraft, the appropriate fleet code numbers will appear in the effectivity e.g. 204-999 Post SB34-399-60086M
statement.
This example shows the effectivity statement for post SB text for aircraft
e.g. 001-003,007,009-999 (Refers to aircraft 001,002,003,007,009 and 204 and subsequent aircraft with SB34-399 as applicable or embodied.
subsequent aircraft).
At the beginning of each page block an effectivity lead-in statement will

appear in the top left-hand corner of the page.
Differences within text will be indicated by lead-in statements at the

beginning of paragraph(s), which limit the effectivity of the information
contained in the paragraph(s).
FIGURE 4: AMM EFFECTIVITY EXAMPLE
AMM 34-46-17 201 - COMPUTER - GROUND PROXIMITY WARNING

(GPWC) - MAINTENANCE PRACTICES - BAe 146 - EFFECTIVITY: On
aircraft 001-299,301-305,307,310 - DATE: Jul 15/04 - BAE SYSTEMS
1. Removal/installation
A. Equipment and materials
ITEM DESIGNATION
(1) Circuit breaker safety clips and tags.
(2) Protective caps - electrical connector.
Referenced procedure
AMM 12-10-24, page block 1 Servicing - electrical power.
B. Remove computer
(1) Open, safety and tag the following circuit breakers :-
PANEL LABEL/SERVICE GRID REF/IDENT
211-50-30 GPWS B20
211-50-30 GPWS WARN B19
(2) Release fasteners securing computer to mounting tray and withdraw
unit.
(3) Install protective caps on electrical connectors.
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FLEET EFFECTIVETY CODE
The Fleet Effectivity Code, which appears as an Effectivity Statement in

the lower, left-hand corner of each page is detailed, together with the
Constructor's Number and the Operator's Aircraft Number on the Table in
The Fleet Code Section of the AMM Volume 1.
FIGURE 5: FLEET CODE CROSS REFERENCE
Publication Effectivity
Construction Build Number Operators Aircraft Number (Optional) Illustrated Parts Catalogue Print F
E2226 HB-IXF 001-001
E2231 HB-IXG 002-002
E2233 HB-IXH 003-003
E2235 HB-IXK 004-299
E3259 HB-IXT 304-304
E3262 HB-IXX 301-301
E3272 HB-IXW 302-302
E3274 HB-IXV 303-303
E3276 HB-IXU 305-305
E3280 HB-IXS 306-306
E3281 HB-IXR 307-307
E3282 HB-IXQ 308-308
E3283 HB-IXP 309-309
E3284 HB-IXO 310-310
E3286 HB-IXN 311-311
E3338 HB-IYZ 313-313
E3339 HB-IYY 314-314
E3357 HB-IYX 315-315
E3359 HB-IYW 316-999
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OTHER DOCUMENTATION
FAULT ISOLATION MANUAL (FIM) AIRCRAFT ILLUSTRATED PARTS CATALOGUE (AIPC)
• Purpose: General
- Provides all information needed to report and correct aircraft
The AIPC is provided by the manufacturer for use in provisioning,
faults to avoid or reduce dispatch delays and fix defective items or
requisitioning, storing and issuing replaceable parts and units, and for
systems.
identifying parts. The AIPC is a companion document to the AMM and
includes all parts for which maintenance practice has been provided.
RAMP MAINTENANCE MANUAL (RMM) Section Numbering
• Purpose: The section numbering is made of three elements, whereby the first and
- Provides information which can improve the ground handling and second element represents the chapter/section breakdown according
avoid delays when difficulties are encountered for the ATA 100.
dispatchability, at ramp level.
To enable quick location of installation figures and to simplify the task of
locating items within the IPC, the third element in the Chapter numbering
COMPONENT MAINTENANCE MANUAL (CMM)
is designated to aircraft major zones as follows:
• Purpose :
- Provides information and procedures applicable to a workshop • 00 Electrical installations in all applicable zones
environment for the return of a component to a serviceable condition. • 01 Forward fuselage and cockpit
WIRING MANUAL (WM) • 02 Center fuselage and cabin

• Purpose: • 03 Aft fuselage and cargo compartment
- Provides the necessary information concerning the wiring diagrams to • 04 Wings
enable fault isolation and maintenance.
• 05 Engine and nacelles
SYSTEM SCHEMATIC MANUAL (SSM)
• Purpose:
- Provides technical information to aid the maintenance personnel
in understanding the aircraft systems and performing the fault isolation
procedures at the LRU (Line Replaceable Unit) level.
Intentionally left blank
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OTHER DOCUMENTATION CONTINUED

AIRCRAFT RECOVERY MANUAL (ARM) ILLUSTRATED TOOL AND EQUIPMENT MANUAL
• Purpose: (ITEM)
- Contains information in sufficient detail to effect recovery in the • Purpose:
most expeditious manner while maintaining consideration of recovery - Provides all information about GSE (Ground Support Equipment) to
personnel safety and prevention of additional damage to the aircraft. support the operation and maintenance of the aircraft and all its onboard
equipment.
AIRPORT PLANNING MANUAL (APM) FIRE EXTINGUISHING AND RESCUE MANUAL (IGFER)
• Purpose: • Purpose:
- Provides necessary information to enable a proper planning of the - To provide the necessary information to guide ground rescue
airports for the aircraft operation. teams while rescuing passengers in case of aircraft accidents.
NONDESTRUCTIVE TESTING MANUAL (NDT)

CONSUMABLE PRODUCTS CATALOGUE (CPC) • Purpose:
• Purpose: - Provides all general procedures of nondestructive tests acceptable by
- Provides the information about the consumable materials used to Embraer for investigating the quality and integrity of materials and
overhaul and repair the aircraft. components.
SERVICE BULLETIN (SB)

CORROSION PREVENTION MANUAL (CPM) • Purpose:
• Purpose: - Presents modifications or special inspections to be carried out on
- Provides information on materials and procedures for prevention and in-service aircraft.
removal of corrosion damage to aircraft as well as to display
EMBRAER’s recommendations about frequent corrosion troubles. INFORMATION BULLETIN (IB)
• Purpose:
- It is used to transmit information, which are not related to actions
requiring a record of accomplishment.
BAe146 AVRO 146RJ
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Aircraft General
TABLE OF CONTENT
Introduction ......................................................................................3
Areas................................................................................................5
Pressurization ..................................................................................7
Oxygen .............................................................................................7
Fire Protection ..................................................................................7
Flight Controls ..................................................................................7
Fuel ..................................................................................................9
Ice and Rain .....................................................................................9
Hydraulics ......................................................................................11
Landing Gear .................................................................................11
Electrics..........................................................................................13
Flight System and Autopilot ............................................................15
Master Warning System .................................................................15
engines ..........................................................................................19
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Page 2 Aircraft General
BAe146 AVRO 146RJ Maintenance Training Manual CBT
INTRODUCTION
The Bae146/RJ is a short haul subsonic monoplane powered by
Honeywell engines. Bae146 is equipped with ALF502 and the RJ series
are equipped with ALF 507 turbofan engines.
ALF 502 engine is high by-pass turbofan with 6700lbs thrust on each
engine. Thrust control is manual but Thrust Management System will
help and reduce the pilot workload during the different flight phases.
RJ series are fitted with ALF 507 engines 7000lbs thrust on each engine.
RJ series are considered as the upgraded and enhanced version of the
earlier Bae146 aircrafts, therefore the 507 engine also represents more
modern technology engines. The ALF 507 FADEC controlled engine
which communicates with the digital flight guidance system to reduce the
pilot work and create more sophisticated functions.
The different aircraft versions are; BAE146, RJ 70, RJ 85, RJ 100. The
aircraft also exists in cargo Quiet Trader and in Military version. RJ series
are also preferred choice for VIP or private aircrafts.
Structurally the different versions are the same concept, all metal high
wing monoplane with pylon mounted engines. The aircraft has T shaped
tail configuration and fuselage wide enough to allow three by three
seating.
The landing gear is a three gear, low but very durable design to able to
be utilized on different terrains.
Flight controls are mechanical and the rudder is the only flight control
with hydraulic actuation, Primary flight controls are aileron elevator and
rudder, while secondary flight controls are spoilers and airbrake operated
by hydraulic actuation, Flaps operated from yellow and green hydraulic
system flap motors. Reducing pilot force spring and servo tabs are
installed on flight controls
FIGURE 1: AIRCRAFT
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AREAS
The pressurized cabin has two forward and aft passenger and service
doors, therefore no need for mid fuselage emergency exits
In the under floor area two cargo compartments are provided, forward
one with optional animal bay. Electrical avionics computers and main
components are installed in the forward avionic compartment just after
the nose gear bay.
Yellow and green hydraulic system components are grouped together in
the mid-Hydraulic bay, also the potable water tank is located in this bay.
Behind the rear pressure bulkhead at frame 44 air-conditioning bay can
be accessed, and at frame 50 the APU will be installed. BAe146 may
operate with Garret or Sundstrand APU, but RJ series are all equipped
with Sundstrand APUs
Standard fuselage has provision for forward and aft toilet and galleys.
Final configuration will be according to customer request
FIGURE 2: AREAS
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PRESSURIZATION
Pressurization is achieved by the automatic or manual control of two Smoke detector systems are fitted to detect electrically generated smoke
discharge valves. One valve is located in the front fuselage and the other and toilet fires.
in the rear fuselage, and both operate simultaneously in response to
electrical signals from the selected mode of control. FLIGHT CONTROLS
One valve is capable of maintaining full control of pressurization. The ailerons and elevators are operated manually through spring servo
tabs, and the remaining flight controls are hydraulically operated. Each
Safety devices on each discharge valve limit the maximum differential half of the aileron and elevator circuits is independent and will continue to
and negative differential pressures. operate should the other side jam or become disconnected. Artificial feel
Warning of pressure loss and automatic discharge valve closure in the is built into the aileron, elevator and rudder controls.
event of serious pressure loss are included. Tabbed Fowler flaps extend across a large part of the wing span. Each
wing has a one-piece flap supported by rollers running along four tracks.
OXYGEN Flap selection and monitoring is electronically controlled.
The oxygen system satisfies the crew and passenger requirements. Two large ’petal’ type airbrakes are located below the rudder and may be
Portable oxygen bottles are provided for therapeutic purposes. used at any time during flight.
Smoke hoods are provided for the crew and cabin staff. Yaw dampers are provided for flight in manual and autopilot control of the
aircraft.
FIRE PROTECTION
Overheat detectors monitor the engine bleed air and the airframe anti-
icing systems. An engine fire detection system operating on the gas
expansion principle monitors each engine and the A.P.U.
Overheat detector operation is accompanied by visual indication and air
supply shutdown. Fire detection gives visual and aural warning. There is
also automatic A.P.U. shutdown on the ground.
Fire extinguisher bottles are provided for each engine, A.P.U., toilet
waste bin and internal aircraft use.
FIGURE 3: SYSTEMS
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FUEL
Fuel is stored in a center and two wing tanks. Gravity feed to the engines
is possible, but normally two electrically operated pumps supply low-
pressure fuel to the engines from continuously filled feed tanks in each
wing. These pumps also provide for fuel transfer from center to wing
tanks,
Provision is made for one pump to supply both engines on the
associated wing and cross feed to the engines on the opposite wing.
In the event of electrical pump failure, a hydraulically driven pump on
each wing may be used to ensure that the feed tanks are continuously
filled.
Fuel pumps may be removed without draining tanks.
Pressure refueling through a single point on the right wing enables all
tanks to be filled, from empty, in approximately 12 minutes. Load pre-
selection and automatic shut off facilities is provided. A gravity refuel
point is provided for each tank.
ICE AND RAIN

An electrically operated rotary ice detector gives warning of ice
accumulation.
Engine air supplies provide anti-ice and de-ice protection of the wings,
horizontal stabilizer and engine air intakes.
Recirculating engine oil protects the engine air intake bullet.
The flight deck windshields, pitot heads and front static vent plates are all
heated electrically.
FIGURE 4: FUEL ICE AND RAIN
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HYDRAULICS
There are two independent hydraulic systems each operating at a Both hydraulic systems are available for direct and anti-skid protected
nominal 3100 psi. The systems, designated Yellow and Green, are braking, and the yellow system provides a park brake facility.
normally powered by an engine driven pump fitted on each inboard
engine. An alternate pressure source is provided for each system. The
yellow system has an electrically operated pump, and the green system
has a power transfer unit (P.T.U.) operated by yellow system pressure to
provide green system pressure.
A separate electrically operated pump is provided to supply yellow
system pressure for brakes and emergency lowering of the main landing
gear only.
LANDING GEAR
The retractable landing gear comprises two main gear units retracting
sideways and a steerable nose gear retracting forwards.
Each twin wheel levered suspension main gear has a door connected to
it. A mechanism, which shortens the gear unit during retraction, provides
for compact installation. Brakes are automatically applied during gear
retraction.
The twin wheel nose gear has two mechanically connected outward
opening doors, which are closed with gear retracted or extended.
A safety device prevents an UP selection with aircraft weight on wheels.
The hydraulically operated steering system is operable when the gear is
down. Towing angles in excess of the steering range automatically
disengage the steering system.
FIGURE 5: HYDRAULICS, LANDING GEAR
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ELECTRICS Circuit Breakers
Two isolated channels are each supplied by 40kva generators mounted Circuit breakers (CB) are used in the electrical circuits as protective
on the outboard engines. The system operates as two separate channels devices against overcurrent. The CB has a manual trip facility, which may
but in the event of a generator failure both channels are automatically be used to disconnect the circuit from the aircraft electrical power supply.
supplied from the remaining generator. Either generator is capable of
Instruments
supplying the normal busbar loads.
Situated on the main instrument panels is the Electronic Flight Instrument
An identical generator is fitted to the APU and is used on the ground to
System (EFIS) and Air Data Computer (ADC) master switches together
power the busbar system and start a main engine. For flight conditions
with the flight instruments, i.e. altimeter, Primary Flight Display (PFD),
the APU generator can automatically supply a generator channel if a
Navigation Display (ND) and Bearing and Distance Indicator (BDI). An
main generator fails. If both main generators fail the APU generator will
attitude indicator and a combined altimeter/airspeed indicator are fitted
supply channel number 1.
as stand by instruments. In addition, Outside Air Temperature (OAT) and
Transformer Rectifier Units (TRU) convert the normal AC busbar supply a Flap Position Indicator are fitted.
to provide a 28-volt DC supply for the DC busbar system and engine
Engine instruments are located on the center instrument panel and
start.
display engine speed (N1 and N2 - low and high-pressure spool speed),
In the unlikely event of a failure of all three main AC generators a Exhaust Gas Temperature (EGT), Oil Temperature, Oil Pressure, Oil
standby generator, driven from the green hydraulic system only, will Quantity, Fuel Flow and Fuel Contents.
maintain the essential and emergency AC and DC busbar services.
In the extreme condition, when all generators fail, the aircraft batteries
will power the emergency DC services and operate a standby inverter for
emergency AC services.
The DC engine start motors can be operated from the TRUs or external
DC ground supply. The TRUs can be powered from the external AC
ground supply, the APU generator or any one of the main engine
generators. An emergency engine start is provided using the aircraft
batteries on aircraft 001-312 ( IXF-IXX ).
The APU start can be provided from the aircraft batteries, No.1 TRU or
external DC ground supply.
FIGURE 6: ELECTRICS
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FLIGHT SYSTEM AND AUTOPILOT MASTER WARNING SYSTEM
A Honeywell Digital Flight Guidance System (DFGS) is fitted and has full The Master Warning System has two panels. The upper one is referred
CAT IIIA landing capability with auto throttle. to as the Central Warning Panel (CWP) containing the red and amber
warning annunciators, and the lower one is the System Status Panel
The DFGS processes the inputs from inertial sensors, navigation radios,
(SSP) which carries the green and white status annunciators.
air data computers, flight deck controls, airframe sensors, engine controls
and sensors and other sources to provide control output signals to the The MWS has been designed to give visible and audible warning of
servo actuators to control pitch, roll, yaw and thrust levers. malfunctions occurring in the aircraft systems. The warnings are divided
into categories of urgency. A red warning is the most urgent and is
Additionally the DFGS provides signals to the EFIS displays and the Full
accompanied by two truncated triangle lights at the end of the
Authority Digital Electronic/Engine Control (FADEC) for engine control
annunciation and two red flashing ’Alert’ lights on the glareshield. Amber
and synchronization.
warnings are divided into two categories. The first category is the most
The EFIS display also incorporates a Vertical Speed Indicator (VSI), urgent and has one truncated triangle at the end of the annunciation with
Radio Altimeter (RA) and Air Speed Indicator (ASI) displays so that no two flashing amber ’Caution’ lights on the glareshield. The second
individual instruments are fitted. category brings on the amber annunciation and is accompanied by the
The DFGS has an integrated autopilot and flight director system which flashing ’Caution’ lights.
provides three axis stabilization, two axis maneuver computation in pitch White and Green annunciators are neither status nor advisory and only
and roll and flight director computation. require monitoring.
The navigational services include equipment for transmission, reception Both panels are fitted on the right hand side of the center instrument
and presentation of navigational information required by the flight crew panel and the SSP is below the CWP.
during all phases of flight.
The aircraft communication system includes speech communication,
passenger address, interphone system, and audio monitoring and audio
integration.
Static wick dischargers are fitted to assist in lowering disturbances in the
electrical system.
FIGURE 7: AUTOPILOT, MASTER WARNING
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FIGURE 8:
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ENGINES
Designed as the first in a family of LF500 series turbofans, the LF502

reflects Allied Signal's commitment to become a leading competitor to
power new-generation regional jet transports and wide-body executive
business aircraft.
The LF507 is an advanced version of the ALF502 which, with millions of

operational flight cycles, is one of the best in its class in the demanding,
short-haul commuter/regional air transport market.
The LF507 benefits from the ALF502's years of experience powering

regional jets under some of the toughest commercial shorthaul
operational schedules, where a dozen takeoffs and landings per day are
not uncommon.
The LF507 has incorporated some of the best features of its ALF502
predecessor and improved upon them. Enhanced hot-day capabilities
contribute to superior take-off performance at restricted and demanding
airfields. These capabilities allow faster climbing and cruising on hot days
and promote high reliability.
To achieve maximum engine performance the LF507 introducing an
advanced Full Authority Digital Electronic Control system which is
compatible for Autothrottle and CATIII operations. This system provide
more effective and reliable engine control, results lower temperatures for
engine starts and monitors engine limits and parameters at every power
settings to minimaze pilot workload.
FIGURE 9:ALF 502/ALF 507
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BAe146 AVRO 146RJ
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Time Limits, Maintenance Checks
TABLE OF CONTENT
05-00 TIME LIMITS/MAINTENANCE CHECKS ......................................3
GENERAL ...........................................................................................3
2. TIME LIMITS ................................................................................3
3. SCHEDULED MAINTENANCE CHECKS .....................................3
4. UNSCHEDULED MAINTENANCE CHECKS ................................3
5. LIFE EXTENSION PROGRAMME (LEP)......................................3
UNSCHEDULED MAINTENANCE CHECKS .......................................5
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Page 2 Time limits and Maint. Checks
05-00 TIME LIMITS/MAINTENANCE
CHECKS
GENERAL SCHEDULED MAINTENANCE CHECKS
As required by JAR/FAR 25.1529, this Time Limits/Maintenance Checks The listed actions are required to make certain of the continued
Section sets forth each mandatory replacement time, structural satisfactory functioning of the aircraft and its systems in normal
inspection interval, and related structural inspection procedures approved operation. They must be performed at the intervals specified.
under JAR/FAR 25.57
Where there is a conflict of information for an inspection requirement,
1 - Damage Tolerance and Fatigue Evaluation of Structure and JAR/FAR defined against more than one Airworthiness Directive, the most onerous
25.1309 - Equipment, Systems and Installations. As required by the inspection requirement must be observed.
associated JAR/FAR 25 Appendix H, the Airworthiness Limitations
Section is CAA and FAA approved and technical variations must also be UNSCHEDULED MAINTENANCE CHECKS
approved.
LIFE EXTENSION PROGRAMME (LEP)
TIME LIMITS
The limitations are required to make certain of continued airworthiness of
the aircraft.
FIGURE 1: TIME LIMITS AND MAINTENANCE CHECKS
Pre-Flight Check Each day before first flight
48 Hour Check Accomplish every 48 Calendar Hours - Elapsed Time
Weekly 7 Calendar days - Elapsed Time
Service Check "A" 14 Calendar days - Elapsed Time
Service Check "B" 28 Calendar days - Elapsed Time
300FC Every 300 Flight Cycles (Intermediate Check)
500FCA & 500FCB Every 500 Flight Cycles (Intermediate Check)
2500FCA Every 2500 Flight Cycles (Intermediate Check)
3000FCA Every 3000 Flight Cycles (Intermediate Check)
Intermediate Checks are included in all "C" & "½C" Checks
C01 to C10 Every 4000 Flight Cycles
C01-A to C10-A Every 4000 Flight Cycles
C01-B to C10-B Every 4000 Flight Cycles
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Page 4 Time limits and Maint. Checks
UNSCHEDULED MAINTENANCE CHECKS
Unscheduled maintenance checks have to be performed after the

following occurrences:
• Lightning strike
• Hard landing or overweight landing
• High drag/side-load landing conditions
• Strong turbulence or buffeting conditions
• High-load-factor flight
• Landing-gear-down overspeed
• Exceeding flap/down speed condition
• Bird strike
• Engine fire warning or overheat indication
• Ice or snow condition
• APU fire warning or overheat indication
• Toilet overservicing
• Landing gear free-fall condition
• Overheated wheels
• Landing-gear tire tread failure
BAe146 AVRO 146RJ
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Aircraft Areas and Dimensions
TABLE OF CONTENT
06-00 Aircraft areas and dimensions .................................................... 3
BAe146 versions and dimensions ......................................................... 3
RJ series versions and Dimensions ...................................................... 5
airraft general data RJ series ................................................................ 7
Starting and Running Engines .............................................................. 9
06-20 Aircraft Zoning .......................................................................... 11
Major Sub zones ................................................................................. 13
Group identification ............................................................................. 15
06-30 Stations ..................................................................................... 17
06-40 Access Panels .......................................................................... 19
ATA 06-00
Page 2 Aircraft Areas and Dimensions
06-00 AIRCRAFT AREAS AND

DIMENSIONS
BAE146 VERSIONS AND DIMENSIONS
FIGURE 1:DIMENSIONS
100 200 300

Bae 146
ATA 06-00
RJ SERIES VERSIONS AND DIMENSIONS

Overall Span 86 ft. 5 in 26.34 metres
Length 93 ft. 10 in. 28.60 metres
Height 28 ft. 2 in. 8.59 metres
Wing Gross area 832 sq.ft. 77.3 sq.metres
Aspect ratio 8.973
Quarter chord sweep 15 degrees
Anhedral 3 degrees at trailing edge
Fuselage Length 86 ft. 7 in. 26.39 metres
External diameter 11 ft. 8 in. 3.56 metres
Passenger compartment
Length 58 ft. 5 in. 7.81 metres
Headroom - normal 6 ft. 7.5 in. 2.02 metres
Headroom – underwing 6 ft. 4 in. 1.93 metres
FIGURE 2: DIMENSIONS
ATA 06-00
AIRRAFT GENERAL DATA RJ SERIES
RJ 70 RJ 85 RJ 100
First flight 23.03.1992 27.11.1992 13.05.1992
Seats 73/84 88/100 103/110
Range 3872/82pax. 3650/100pax 3340/100pax
Maximum Fuel Range 3902miles 3772miles 3563miles
Length 26900mm 28550mm 31000mm
Height 8610mm 8610mm 8610mm
Span 26340mm 26340mm 26340mm
Max Take-off Weight 38000kg 42184kg 44225kg
Max Landing Weight 37875kg 38555kg 40142kg
Payload 10205kg 11566kg 12247kg
Operating Empty Weight 23820kg 24600kg 25640kg
Max Zero Fuel Weight 32432kg 35833kg 37421kg
Standard Fuel Capacity 11728kg 11728kg 11728kg
Engine LF 507-1F, 6990lb LF 507-1F,6990lb LF 507-1F,6990lb
Max speed 300kts/565km/h 300kts/565km/h 300kts/565km/h
Cruise Speed at10670m High412/Low 389kts High412/Low 389 High412/Low 389
FIGURE 3: AIRCRAFT VERSIONS
ATA 06-00
STARTING AND RUNNING ENGINES

Engines should be Started and run in a safe area, and the safety
distances should be observed
FIGURE 4: AMM ENGINE DANGER AREA
ATA 06-00
06-20 AIRCRAFT ZONING
To facilitate location of equipment, inspection panels, access doors etc., The zone number 327 therefore breaks down into:-
within or forming an integral part of the aircraft structure a system of
zoning is employed to divide the aircraft into identifiable areas. The
zoning follows the recommendations of ATA Specification No.100 and 3 - Major Zone (Upper fairing)
uses a 3-digit number as outlined below.
2 - Sub-major zone (Vertical stabilizer)
7 - Zone (Empennage)
The sequence of zoning numbers runs from nose to tail and away from
The third digit is also used to indicate the zone relative to the fuselage
the floor line in the fuselage, inboard to outboard and front to rear in the
centre line. Odd numbers indicate zones to the left of the centre line
wings and horizontal stabilizer and from root to tip in the vertical
when looking forward and even numbers indicate zones to the right of
stabilizer.
the centre line.
The major aircraft zones are:
Large areas of the aircraft are termed "Major" zones, intermediate areas
The lower fuselage, zone 100
"Sub-major" zones and smaller or specific areas "Zones".
The upper fuselage, zone 200
The tail cone and horizontal and vertical tail, zone 300
The first digit identifies the major zone (100, 200, 300 etc.), the second
digit identifies the sub-major (110, 120, 130 etc.) and the third digit The power plants and pylons, zone 400
represents the zone (111, 112, 113 etc.).
The left wing, zone 500
The right wing, zonE 600
The landing gear and wheel well doors, zone 700
The aircraft doors, zone 800
FIGURE 5: MAJOR ZONES
ATA 06-00
MAJOR SUB ZONES

The major zones are divided into major sub-zones, which are shown by
the second digit of the major zone number. The major sub-zones are
further divided into zones using the third digit of the major zone number.
FIGURE 6: SUBZONES
ATA 06-00
GROUP IDENTIFICATION
To describe junction boxes, panels, connectors etc. within a zone, the A group or equipment crossing the division between two or more zones
term "Group" is used. The term "Sub-group" describes sub panels which will take the lowest zone number, e.g. on the centre line it will take the
are mounted directly onto a large panel which comes under the heading number of the left-hand zone, between upper and lower fuselage, that of
"Group". For example, an aircraft main electrical distribution panel, which the lower zone, and across frames, that of the most forward zone.
is usually made up of several smaller panels, would have a "Group" Example
identification while the individual panels would carry a "Sub-group"
identification. Major zone 100
Sub-major zone 120
Groups are identified by a two digit number, starting at 01, following the Zone 122
zone number. A further two digits are used to identify sub-groups, as in Group 03
example 2 below. Where no sub-group exists, or where reference is
being made only to the Group itself, two zeros are inserted to maintain Sub-group 01
the sequence, as in example 1.
The full code for the group in the example (shown in figure 5) would
therefore be:
“122-03-01”
FIGURE 7: GROUP IDENTIFICATION
ATA 06-00
06-30 STATIONS
The aircraft geometry determines the points of origin of the main fuselage
structure and within this framework also establishes the points of origin of
the various fixtures and fittings including the flying control surfaces,
landing gear and other fixed and movable appendages. From each point
of origin reference planes and points are determined in relation to three
basic reference axes X, Y and Z, which are mutually perpendicular to
each other. These reference points are designated "aircraft stations" and
they are used throughout the structure as points of location.
In the accompanying illustrations the aircraft stations are given, in inches,
to main fuselage frames, wing and stabilizer ribs to provide identifiable
locations which will assist in area familiarization and in equipment
location when used in conjunction with the zone diagrams.
In general, the dimensions are given in the lateral plane along the
longitudinal axis. In the fuselage, the plane of reference is the fuselage
horizontal datum (FHD) and all station numbers are given along this
datum. In the vertical and horizontal stabilizers the datums used are wing
front (WF) and wing rear (WR) fin front spar (FFS) and fin rear spar
(FRS) origins which are coincident with the front and rear spar origins.
With the exception of the wings and horizontal stabilizer all stations are
given forward and aft of fuselage station 0.00 (C of G datum) at frame 29
location.
FIGURE 8: STATIONS
ATA 06-00
06-40 ACCESS PANELS
To carry out maintenance on aircraft systems and their components, or to

perform inspection of the aircraft structure, adequate access panels and
doors are provided in the aircraft surface.
Access panels, fillets, fairings, removable floor panels etc. are allocated a
three digit number with a two-letter alpha suffix. The number identifies
the zone in which the item is located. The first letter is assigned to the
access panel in a logical sequence within each zone, front to rear and
away from the aircraft centre line in the fuselage, and inboard to
outboard in the wings and horizontal stabilizers commencing with the
letter A. The second letter indicates the area within the zonal boundary
wherein the access panel/door is situated as follows :
B = bottom
F = floor
L = left
R = right
T = top
Z = internal
FIGURE 9:
ATA 06-00
BAe146 AVRO 146RJ
ATA 07-00
Lifting and Shoring
TABLE OF CONTENT
07-00 AIRCRAFT JACKING ..................................................................3
GENERAL ...........................................................................................3
LIMITATIONS: ..................................................................................3
ON AIRCRAFT 001-299 ...................................................................3
ON AIRCRAFT 301-999 ...................................................................3
ON AIRCRAFT ALL ..........................................................................3
MAIN WHEEL JACKING ......................................................................5
METHOD ONE .................................................................................5
METHOD TWO ................................................................................5
NOSE WHEEL JACKING.....................................................................5
METHOD ONE .................................................................................5
METHOD TWO ................................................................................5
ATA 07-00
Page 2 jacking
07-00 AIRCRAFT JACKING
Before jacking the aircraft or working on any electrical or mechanical All three jacking points must be used simultaneously and landing gear
system which involves the squat switching system or any associated locking pins must be fitted when raising or lowering the aircraft.
system, ensure that the landing gear leg operated electrical circuits are
isolated by opening and safety tagging the following circuit breakers: The main wheels must clear the ground by at least 12 ins. and the nose
wheel by at least 21.5 ins. when jacking the aircraft. When lowering the
aircraft, ensure that the aircraft remains level. Once the tail jack is
PANEL LABEL/SERVICEGRID REF/IDENT unloaded the jack must be moved clear of the aircraft as, if the main
jacks have a difference in lowering rate it is possible for the tail jack to
131-11-00 Static heater C4 foul the aircraft structure.
131-11-00 Drain mast htr C9
LIMITATIONS:
131-11-00 Q-feel heater D5 Do not jack aircraft when it weighs more than maximum jacking weight;
131-11-00 TAT probe 1 htr D13 reduce weight by de-fuelling, as necessary.
131-12-00 TAT probe 2 htr C29 ON AIRCRAFT 001-299
131-12-00 R screen ctrl A L28 Maximum jacking weight is 67 000 lb (30 390 kg)
211-50-30 L screen ctrl A C25
ON AIRCRAFT 301-999
GENERAL Maximum jacking weight is 68 000 lb (30 909 kg)
The main jacking points are located:
ON AIRCRAFT ALL
• On both sides of the fuselage at frame 26 Maximum difference between amount of fuel in left and right wings is
• On the bottom center of the fuselage at frame 45 4800 lb (2177 kg); transfer fuel as necessary.
All jacking points have a 3/4-in. spherical radius ball-end pad to fit the
concave spherical socket on the lifting jacks. Each adapter at frame 26 is
secured to the fuselage by six bolts. The adapter at frame 45 is a push fit
in its socket.
FIGURE 1:JACKING POINTS
ATA 07-00
Page 4 jacking
Fit the support chain between the two lugs on top of the rear end of the
MAIN WHEEL JACKING lever and into the end of the direction crank tube. Secure both ends with
This method is restricted to the raising of one main gear at a time and quick release pins.Position the jacking adapter with the hooks under the
must not be used in conjunction with any other form of jacking or wheel lever pivot pin and the pad against the front of the leg. Extend the
trestling. Maximum jacking All Up Weight (AUW) is the maximum ramp jack until it is in contact with the jacking pad on the adapter and continue
weight.Jacks must satisfy the requirements listed in the aircraft jacking until the wheels are about 1 in. clear of the ground.When
maintenance manual. lowering the leg, do not allow the adapter to fall from the leg.After
servicing is completed, ensure brakes off.
To jack a main wheel ensure brakes off, all gear locking pins installed,
and the nose and opposite side main wheels are chocked.
NOSE WHEEL JACKING
Warning: - Before raising the aircraft make certain that the C of G of the This form of jacking must not be used in conjunction with any other form
airframe is forward of the datum position. If the nose leg tends to lift of jacking or treadling. The nose wheels can be jacked at weights up to
during jacking, add weight forward of the C of G and prevent personnel maximum ramp weight.
on aircraft moving aft of C of G.
Jacks must satisfy the requirements listed in the aircraft maintenance
METHOD ONE manual.To jack the nosewheel, ensure the brakes are off, all landing
gear locking pins are installed, and the main wheels are chocked fore
Locate a pillar jack or cantilever jack on the jacking pad between the
and aft. Centralize nose wheel steering.
main wheels at the rear of the wheel lever. Extend the jack until the
wheels are clear of the ground by about:
METHOD ONE
• Pillar jack1 in. Locate a pillar jack or cantilever jack on the jacking pad between the
• Lever jack4 ins. nose wheels at the underside of the shock absorber. Extend the jack until
the wheels are clear of the ground by: -
This height allows the outboard main wheel to be removed and rolled
forward clear of the jack under the main gear door link rod. • Pillar jack 1 in.
• Lever jack 4 ins.
METHOD TWO
The following equipment is required: METHOD TWO
1. Main wheel jacking adapter Locate the nose wheel-jacking adapter at the front of the shock absorber
with the hooks engaged under the towing lugs. Extend the jack to
2. Support chain engage the adapter-jacking pad. Continue jacking until wheels are clear
2. A pillar jack or cantilever jack. off the ground by approximately 1 in.
When servicing is complete, release brakes and lower nose wheel.
FIGURE 2:MAIN & NOSE WHEEL JACKING
ATA 07-00
Page 6 jacking
BAe146 AVRO 146RJ
ATA 08-00
Leveling and Weighing
TABLE OF CONTENT
08-00 LEVELLING AND WEIGHING .....................................................3
GENERAL ........................................................................................3
LEVEL USING ATTITUDE INDICATOR ...........................................3
LEVEL USING CABIN SEAT RAILS.................................................3
LEVEL FOR MAJOR RIGGING CHECK ..............................................5
EQUIPMENT AND MATERIALS ......................................................5
LEVEL AIRCRAFT ...........................................................................5
ATA 08-00
Page 2 Leveling and Weighing
08-00 LEVELLING AND WEIGHING
Refer to the Weight and Balance manual and the aircraft maintenance
manual for weight and balance data.
GENERAL
Normal leveling indication is by use of the attitude indicator located on
the underside of the pressure floor panel in the right hand main landing
gear bay. For more accurate leveling the cabin seat rails are used.
For major rigging checks a more exact form of leveling indication using
sighting rods and a microptic level must be employed.
LEVEL USING ATTITUDE INDICATOR

1. Jack the aircraft on three tripod jacks
2. Level the aircraft by adjusting one main jack and the tail jack until the
bubble in the attitude indicator is in the center of the grid. Each
graduation on the face of the indicator is equal to 1/2 deg. Lock the jacks
on completion of adjustment.
LEVEL USING CABIN SEAT RAILS

1. Jack aircraft on three tripod jacks
2. Place a straight edge across seat rails at frame 29. Level aircraft
laterally using an inclinometer.
3. Place straight edge on a seat rail between frames 29 and 32 and level
longitudinally.
4. Check lateral level.
FIGURE 1:ATTITUDE INDICATOR
ATA 08-00
LEVEL FOR MAJOR RIGGING CHECK

EQUIPMENT AND MATERIALS
ItemDesignation 6. Position the microptic level in front of one wingtip and in line with the
front end of the outboard engine so that fuselage sighting rods can be
Watts SL120Microptic Level viewed.
HC131H0006-002Rod, Sighting, Center
HC13100005-012Rod, Sighting, Rear 7. Level and adjust height of microptic level to height of datum mark on
sighting rod (center). Swing the level in a horizontal plane to sight rod
HC13100005-002Rod, Sighting, Wing inbrd front (rear). Adjust tail jack to approximately align datum mark on this rod with
center of graticule on the microptic level, taking into account the relative
LEVEL AIRCRAFT movement on the other rod.
1. Defuel aircraft Adjust height of microptic level as required and repeat the procedure until
2. Jack the aircraft on three tripod jacks the datum marks on the two rods are aligned. Lock the tail jack.
3. Fit sighting rod (center) to fuselage keel at frame 29 and sighting rod
(rear) at frame 50. Fit sighting rods (wing) at the inboard leading edge 8. Check the lateral level.
position on both wings. Ensure that the rods are screwed home so that 9.Remove sighting rods when the checks are completed.
the abutment flanges are in firm contact with the face of the attachment
sockets.
4. Position a microptic level in front of the aircraft in the position shown
so that both wing-sighting rods can be viewed.
5. Level and adjust height of the microptic level to the height of the datum
mark on one wing rod. Swing the level in a horizontal plane to sight the
other wing sighting rod. Adjust on main jack to align the datum mark on
this rod with the center graticule on the microptic level. Repeat this
procedure until the datum marks on both wing rods are aligned. Lock the
jacks.
FIGURE 2:LEVELING
ATA 08-00
BAe146 AVRO 146RJ
ATA 09-00
Towing and Taxiing
TABLE OF CONTENT
09-00 TOWING AND TAXING ................................................................3
GENERAL ...........................................................................................3
INTRODUCTION .................................................................................3
ELECTRICAL POWER ........................................................................5
TAXI AIRCRAFT - WINTER CONDITIONS ..........................................7
ATA 09-00
Page 2 Towing and Taxing
09-00 TOWING AND TAXING
The aircraft can be towed or pushed using a special towbar. In an
emergency, when the use of a towbar is impracticable, a towing bridle
may be employed to tow the aircraft backwards, (Ref. Aircraft Recovery
Manual 04-20).
INTRODUCTION
Before use, make certain towbar has a suitable shear pin installed.
Tractor used for towing must have a tractive effort of 6000 lb. (2721.6
kg.) in normal or wet conditions and have fluid transmission. When
ground icing conditions prevail, it may be necessary to couple two
tractors in tandem.
Recommended towing speed for aircraft under normal conditions is 5
m.p.h. (8 k.p.h.).
A competent operator must be positioned on flight deck to operate
aircraft brakes. Aircraft brakes must only be used during an emergency,
for example, when aircraft becomes detached from towing vehicle.
Efficient communication between tractor driver and brakes operator must
be established before aircraft is towed.
FIGURE 1:TOWBAR
ATA 09-00
ELECTRICAL POWER
Electrical power is required to provide the following services :-
• d.c. pump (to pressurize brake accumulator)
• park brake
• warning annunciators
• navigation lights and beacons.
A 115/200 volt, three-phase 400 Hz. a.c. electrical supply will be required
to power lights and beacons. Other services can be powered by aircraft
battery if necessary.
Before aircraft is towed, close all cabin doors and, on panel 211-50-20,
make certain BRK ACC LO PRESS annunciator is off (brake accumulator
pressurized).
During push-back of aircraft immediately before flight operations, ground
lock pins are not required in landing gear.
Revision: September 2012 © Swiss Aviation Training Ltd. FOR TRAINING ONLY 09-10
FIGURE 2: LEVELING
ATA 09-00
TAXI AIRCRAFT - WINTER CONDITIONS

Before departing the ramp, perform a full and free check of the flying
controls to make certain that the controls are not obstructed by ice or
snow. When taxiing on slippery surfaces, maintain a low forward speed.
Use nosewheel steering for directional control, supported by gentle use
of asymmetric thrust. If the nosewheel steering is moved rapidly or
selected to large angles, nosewheel skidding can occur. Nosewheel
adhesion is restored, by reducing, the nosewheel steering angle. For
further information on taxiing aircraft, refer to operators' manual.
FIGURE 3: TURNING RADIUS
ATA 09-00
BAe146 AVRO 146RJ
ATA 10-00
Parking and Mooring
TABLE OF CONTENT
10-00 PARKING AND MOORING ...........................................................3
PARK AIRCRAFT ................................................................................5
PROCEDURE ..................................................................................5
AIRCRAFT BLANKS ............................................................................7
MOORING AIRCRAFT ........................................................................9
ATA 10-00
Page 2 Parking and Mooring
10-00 PARKING AND MOORING
Ground lock pins must be installed to landing gear as soon as possible
after landing, and must not be removed, except when necessary for
servicing, until immediately before engine start for take-off.
A park brake is provided to apply and lock aircraft brakes for parking and
mooring.
Covers, blanks and guards are available for protection of external
components.
Internal or external flying control locks are not required, but control
column restraint is to be engaged .To engage, centralize control column
and press thumb lever of control column restraint. Align restraint arm to
engage with spring-ball retainer mounted on pilot's foot-rest. To
disengage control column restraint, push or pull control column.
FIGURE 1:PARKING
ATA 10-00
PARK AIRCRAFT
PROCEDURE
(1) If aircraft is to be parked for more than two hours in extreme cold NOTE: Ground lock pins are kept in a stowage box mounted on rear wall
conditions (Ref. para5.), it is recommended that aircraft be moved to a of flight deck left-hand side, labeled LAMPS & PINS.
heated enclosure. (11) Install protective covers and blanks as necessary.
(2) If aircraft is parked outside, position aircraft nose into wind (if (12) If ambient temperature is likely to drop below freezing point, or
possible) and centralize nose gear wheels. Rotate ELEV TRIM hand- aircraft is to be parked for more than 24 hours, drain water/waste
wheel fully forward to NOSE DOWN and centralize RUD TRIM hand- systems.
wheel.
(13) If aircraft is to be parked for more than 12 hours at -10oC (14oF), or
(3) Engage control column restraint (Ref. para1.). for more than two hours at -50oC (-58oF), remove main batteries and life
(4) Energize aircraft bus-bars. rafts (if installed) and store in a heated area.
(5) On panel 211-50-20, make certain BRK ACC LO PRESS annunciator
is off. If necessary, on panel 211-50-20, set DC PUMP switch to ON until
annunciator goes off, then release switch.
(6) Fully press Captain's brake pedals and pull park brake handle fully
up. Release brake pedals and, on master warning panel, make certain
PARK BRK ON annunciator comes on.
(7) On panel 211-21-00, make certain brake pressure indicator of Yellow
system reads 3000 to 3150psi (207 to 217bar). If necessary, on panel
211-50-20, set DC PUMP switch to ON until brake pressure is correct,
then release switch.
(8) De-energize aircraft bus-bars .
(9) Position chocks to front and rear of nose and main gear wheels.
(10) Install ground lock pins to landing gear.
FIGURE 2:LEVELING
Down lock pin
ATA 10-00
AIRCRAFT BLANKS
FIGURE PART NOMENCLATURE Nbr FIGURE PART NOMENCLATURE NO. PER

ITEM NQ NO per A/C ITEM NO. NO. AIRCRAFT
1 * 21Y723AB Cover, ice detector (V.K0400) 1 11 AL2793-SHT 1 Blank, ECS ram air intake (V.U1781) 1
2 * AL2772-SHT 1 Cover, 'Q'-feel pitot (V.U1781) 1 12 AL2790-SHT 1 Blank , APU intake (V.U1781) 1
3 * 2-753-A060 Cover, pressure head (V.5459) 3 13 AL2791-SHT 1 Blank, APU exhaust (V.U1781) 1
4 * AL 2773-SHT 1 Blank ,ASI static vent (V.U1781) 2 14 AL2805-SHT 1 Blank, ECS exhaust (V.U1781) 2
5 * AL 2774-SHT 1 Blank, static vent ,S4/5,7,8(V.U1781) 6 15 AL2797-SHT 1 Blank, APU generator oil cooler 1
6 * AL 2771 -SHT 1 Cover, engine intakeV.U1781 4 NACA intake (V.U1781)
7 AL 2776-SHT 1 Cover, fan duct/exhaust pipe (V.U1781) 4 16 AL2796-SHT 1 Blank, APU generator oil cooler 1
8 AL 2803 -SHT 1 Cover, nose wheel (V.U1781) 2 exhaust (V.U1781)
9 AL2804-SHT 1 Cover ,main wheel (V.U1781) 4 17 AL2792 SHT 1 Cover, pre-cooler ( V.U1781) 4
10 AL 2802 SHT 1 Cover, windshield (V.U1781) 1 18 AL2798-SHT 1 Cover, discharge valve (V.U1781) 2
FIGURE 3:
ATA 10-00
MOORING AIRCRAFT
(1) Park aircraft
(2) When wind speed is not expected to exceed 45 knots, it is not

necessary to moor aircraft. Make certain aircraft is headed into wind (if
possible), park brake is on and chocks are in position at front and rear of
nose and main gear wheels.
(3) When wind speed is expected to be between 45 to 65 knots, moor

aircraft as shown
(4) When wind speed is expected to exceed 65 knots, moor aircraft as

shown. At nose gear, attach rope to lightening hole of upper torque link.
Wrap webbing tape (or similar) around torque link to cover any sharp
edges.
FIGURE 4:MOORING
ATA 10-00
BAe146 AVRO 146RJ
ATA 11-00
Placards and Markings
TABLE OF CONTENT
11-00 PLACARDS AND MARKINGS .....................................................3
GENERAL ...........................................................................................3
ATA 11-00
Page 2 Placards and Markings
11-00 PLACARDS AND MARKINGS
GENERAL
This chapter shows the general location and illustrations of those
external placards and markings associated with ground servicing,
inspection, warnings and emergency procedures.
Also included are those interior placards and markings associated with
general and emergency instructions.
Below are shown the general location and illustrations of those interior
placards and markings associated with general and emergency
instructions
FIGURE 1:PLACARDS
ATA 11-00
Page 4 Placards and Markings
BAe146 AVRO 146RJ
ATA 12-00
Servicing
TABLE OF CONTENT
12-00 SERVICING ..................................................................................3
REPLENISHING ..................................................................................5
FUEL SERVICING ...............................................................................7
DESCRIPTION ....................................................................................7
A. REFUELLING ..............................................................................7
B. DEFUELLING ..............................................................................7
C. FUEL TRANSFER .......................................................................7
HYDRAULIC AND LANDING GEAR SYSTEM SERVICING ................9
ENGINE AND AUXILIARY POWER UNIT SERVICING .....................11
OXYGEN SERVICING. ......................................................................13
WATER AND WASTE SERVICING. ..................................................15
GENERAL ......................................................................................15
SCHEDULED SERVICING ................................................................17
UNSCHEDULED SERVICING ...........................................................19
ATA 12-00
Page 2 Servicing
12-00 SERVICING
Chapter 12 of the aircraft maintenance manual provides information
about scheduled and unscheduled aircraft servicing, and is divided into
the following sub chapters: Replenishing, which provides information
about the procedures to fill or charge the aircraft systems with fuel, oil,
gas, and other fluids as required.
Servicing, which provides information about procedures such as landing
gear lubrication and aircraft cleaning. Unscheduled servicing, which
provides information about aircraft cold weather maintenance. Please
note that you must always refer to the procedures outlined in the
applicable manuals to perform these tasks.
FIGURE 1:GENERAL
ATA 12-00
Page 4 Servicing
REPLENISHING
Replenishing details the procedures to fill or charge the aircraft systems
with fuel, oil, gas, and other fluids as needed.
This section contains the following subsections: Fuel tank servicing,
Engine and APU servicing, Hydraulic and landing gear system servicing,
Oxygen system servicing and water servicing.
FIGURE 2:REPLENISHING
ATA 12-00
Page 6 Servicing
FUEL SERVICING
DESCRIPTION B. DEFUELLING
(1) Fuel is contained in three integral fuel tanks, one in each wing and (1) Selection of the off-load valve to the open position connects the main
one in the fuselage centre section. A refuel/defuel station, situated in the fuel feed line to the refuel gallery. Fuel is then off-loaded by selection of
underside of the right wing leading edge, consists of a standard fuel the appropriate common feed and crossfeed valves, and use of the fuel
coupling, an off-load valve for defuelling and transfer between tanks, and feed pumps. The centre tank is off-loaded by selecting fuel transfer to the
a refuel control panel. wings with the relevant wing fuel pumps set to ON.
Pannier (auxiliary) tanks are installed on top of the fuselage behind the C. FUEL TRANSFER
wing rear spar on either side of the dorsal spine.
A. REFUELLING (1) Selection of the off-load valve to the open position enables fuel to be
transferred between tanks by use of the appropriate common feed, refuel
and crossfeed valves, and operation of the fuel feed pumps.
(1) Pressure refuelling is governed from the control panel; automatically
by using the load preselect, or manually by use of the tank refuelling
valve override switches. Selection of the TRANSFER switch to either AUTO or OPEN, will allow
In the event of refuel cut-off failure the system is vented to atmosphere fuel to be transferred from the centre tank to the wing tanks. A squat
via a NACA duct located in each wing tip. switch inhibits the use of AUTO TRANSFER on the ground.
Overwing gravity refuelling points are provided for each tank.
Magnetic fuel level indicators enable direct tank fuel level readings to be Fuel from the pannier tanks is transferred to the wing tanks by gravity
taken from the wing tanks only. flow, assisted by a jet pump.
FIGURE 3:FUEL SERVICING
ATA 12-00
Page 8 Servicing
HYDRAULIC AND LANDING GEAR SYSTEM

SERVICING
The hydraulic Servicing and the Landing Gear Servicing Sections provide
information about the servicing procedure on the hydraulic systems, and
also the procedures used to pressurize the landing gear shock struts.
Detailed procedures about landing gear servicing can be found in

Chapter 32 of the aircraft maintenance manual.
Always refer to the procedures outlined in the applicable manuals to

perform these tasks
FIGURE 4:HYDRAULIC AND LANDING GEAR
ATA 12-00
Page 10 Servicing
ENGINE AND AUXILIARY POWER UNIT SERVICING

The Engine Servicing and APU Servicing sections provide all required
information to refill the engine and auxiliary power unit oil system.
Engine oil servicing is performed through the applicable service panels

on the engine nacelles,
The Auxiliary Power Unit (APU) oil servicing is performed through a
service panel on the aircraft rear fuselage.
FIGURE 5:ENGINE AND APU
ATA 12-00
Page 12 Servicing
OXYGEN SERVICING. Open front cargo compartment door and the oxygen charging access
NORMAL GROUND SERVICING, OXYGEN SYSTEM panel.
WARNINGS: Measure the ambient temperature in the vicinity of the oxygen cylinder.
OIL AND GREASE IN CONTACT WITH OXYGEN FORMS AN By reference to Fig.determine the maximum pressure to which the
EXPLOSIVE MIXTURE. EFFECT SERVICING WITH DEGREASED cylinder may be charged.
TOOLS AND CLEAN HANDS.
Make certain that the aircraft is bonded to a ground earth point.
DO NOT SERVICE THE OXYGEN SYSTEM IF PASSENGERS ARE ON
BOARD THE AIRCRAFT. Connect the charging trolley earth lead to a ground earth point.
DO NOT SERVICE THE OXYGEN SYSTEM WHEN THE AIRCRAFT IS Connect the charging trolley bonding lead to a suitable earthing point on
BEING REFUELLED/DEFUELLED. the aircraft.
RAPID RELEASE OF PRESSURIZED OXYGEN CAN CAUSE

EXPLOSION OR FIRE. OXYGEN VALVES MUST ALWAYS BE Remove blanking cap from charging valve and connect hose from
OPENED SLOWLY. PROHIBIT ANY ELECTRICAL POWER SUPPLY charging trolley.
ON THE AIRCRAFT DURING OXYGEN SERVICING.
Open aircraft charging isolation valve.
CAUTION: CHARGING PRESSURE MUST NOT EXCEED AIRCRAFT
NOTE: The oxygen pressure indicator on the flight deck and the oxygen CYLINDER PRESSURE BY MORE THAN 250 PSI.
pressure indicator near the oxygen system charging valve are accurate
to ±100 psi. Slowly open trolley delivery valve to slowly charge system to the
pressure determined in operation (4).
CHECK SYSTEM CONTENTS
Close delivery valve and allow system to cool; check system contents on
Open system isolation valve (MAIN VLV) on flight deck and read system adjacent indicator and on flight deck indicator ensuring that the readings
pressure; or open front cargo compartment door and open indicator and agree. Top up if necessary to the required pressure.
charging point access panel and check contents reading on indicator.
Close aircraft charging isolation valve, if fitted.
Replenish system if indicated pressure is less than that required for flight.
Disconnect hose and bonding lead.
Close system isolation valve (MAIN VLV).
Check charging valve is not leaking and fit blanking cap.
REPLENISH OXYGEN SYSTEM
Close access panels, and close and secure front cargo compartment
Ensure the flight deck system isolation valve (MAIN VLV) is closed. door.
FIGURE 6:OXYGEN SERVICING
ATA 12-00
Page 14 Servicing
WATER AND WASTE SERVICING.

GENERAL
This section details the procedures to replenish and drain the water
system, and empty, charge and drain the toilets.
CAUTION:
THE TOILET WATER HEATERS MUST NOT BE SWITCHED ON UNTIL
THE POTABLE WATER SYSTEM HAS BEEN PRESSURIZED AND A
FREE FLOW OF WATER OBTAINED FROM EACH FAUCET.
CAUTION:
THE WATER SYSTEM AND TOILETS ARE TO BE DRAINED IF THE
AIRCRAFT IS TO STAND UNPOWERED IN FREEZING
TEMPERATURES FOR LONGER THAN 1 HOUR.
CAUTION:
THE DRAINING PROCEDURE IS TO BE PERFORMED EVEN IF THE
SYSTEM WAS PREVIOUSLY EMPTIED IN FLIGHT.
FIGURE 7:WATER AND WASTE SERVICING
ATA 12-00
Page 16 Servicing
SCHEDULED SERVICING
The section “scheduled servicing” provides information regarding
lubricating of the flight controls and landing gear mechanical system,
cleaning servicing, like aircraft cleaning, and aircraft disinfect servicing.
Refer to the procedures outlined in the applicable manuals to perform

these tasks!
FIGURE 8:SCHEDULED SERVICING
ATA 12-00
Page 18 Servicing
UNSCHEDULED SERVICING
The section “unscheduled servicing” provides information regarding how
to service an aircraft in cold weather conditions or how to perform a cold
weather anti-icing and de-icing treatment.
Refer to the procedures outlined in the applicable manuals to perform
these tasks!
General procedures and considerations
The operator must develop his own de-icing and cleaning programme,
taking into account the recommendations in this AMM. They must meet
his unique requirements based on his cold weather experiences,
equipment and materials availability and the climatic conditions existing
at his bases. The operator must recognise the effect of these procedures
on the cleanliness of the aircraft and the implications for the safe
operation of the aircraft.
Aircraft easily accumulate snow, frost and ice. Snow and hail can collect
in flying control gaps, even at temperatures well above freezing and must
be removed before flight. Frost and ice not only increase gross weight,
but can also drastically alter the lift-drag ratio and stalling speed of an
aircraft. This reduction in performance occurs especially when frost and
ice are present on the wing leading edges and/or wing upper surfaces,
making take-off extremely hazardous. Frost and ice forms on exposed
aircraft surfaces when skin temperature is below freezing while the
surrounding air temperature is above freezing.
FIGURE 9:CRITICAL SERVICING POINTS
ATA 12-00
Page 20 Servicing
BAe146 AVRO 146RJ
ATA 20-00
Airframe Standard Practices
BEARINGS REMOVAL INSTALLATION ...............................................23
TABLE OF CONTENT INSTALL BEARINGS .........................................................................23
SAFETYING OF TURNBUCKLE ASSEMBLIES ....................................25
HYDRAULIC FLUID SAFETY PRECAUTIONS .......................................3
ASSEMBLY .......................................................................................25
PERSONAL PRECAUTIONS ...............................................................3
INSPECTION .....................................................................................25
TECHNICAL PRECAUTIONS ..............................................................3
TORQUE TIGHTENING ........................................................................27
CONTAMINATION OF PASSENGER COMPARTMENT WINDOWS...3
CHLORINATED FLUID – CONTAMINATION ......................................5
WATER CONTAMINATION .................................................................5
SAMPLING ..........................................................................................5
TORQUE TIGHTENING OF PIPE UNIONS ............................................7
TORQUE TIGHTENING WITHOUT A TORQUE WRENCH .................7
REPAIR OF HYDRAULIC PIPES.........................................................9
INSTALLATION ...................................................................................9
BLEEDING – TESTING .......................................................................9
ELECTRICAL BONDING .......................................................................10
ELECTRICAL BONDING .......................................................................11
BONDING METHODS: ......................................................................11
SEALING OF INTEGRAL FUEL TANKS ...............................................13
MIXING OF SEALANT MATERIAL ....................................................13
APPLICATION OF SEALANT ............................................................15
TWO STAGE METHOD .................................................................15
DIRECT METHOD .........................................................................15
SEALING OF PRESSURIZED COMPARTMENTS .........................17
SEALING OF PRESSURIZED COMPARTMENTS .........................17
PROCEDURES: .............................................................................17
CONTROL CABLE INSPECTION..........................................................18
CONTROL CABLE INSPECTION..........................................................19
CONTROL CABLE CLASSES ........................................................19
WEAR LIMITS ................................................................................19
BROKEN WIRES ...........................................................................20
BROKEN WIRES ...........................................................................21
CORROSION .................................................................................21
BEARINGS REMOVAL INSTALLATION ...............................................22
ATA 20-00
Page 2 Airframe Standard Practices
HYDRAULIC FLUID SAFETY
PRECAUTIONS
PERSONAL PRECAUTIONS
Wash hands thoroughly with soap and water before starting work. Apply Prevent contamination of fluid with other oils, water or dirt. Do not unpack
a barrier cream to hands, wrists and forearms. Rub cream under finger seals until required for use.
nails and into creases of skin. Wear cotton glove inter-liners and fluid When assembling hydraulic system seals, use only Type IV phosphate
resistant industrial gloves. ester fluid as a lubricant.
Wear goggles when pressure testing units or systems, and at any time Use only Type IV phosphate ester fluid for flushing or testing hydraulic
when there is a possibility of fluid splashing into eyes. units and systems; make certain a coating of fluid is left over internal
If fluid splashes into eyes, treat immediately by irrigating thoroughly with surfaces
clean, cold water. Obtain medical aid.
After work is completed, wash outer gloves with soap and hot water, CONTAMINATION OF PASSENGER COMPARTMENT
change cotton gloves daily. WINDOWS
Wash hands, wrists and forearms with soap and hot water after removing If passenger compartment windows are contaminated by hydraulic fluid,
gloves, or whenever they have been in contact with fluid. affected window(s) must be removed immediately so that fluid can be
removed from all parts. Wash parts in soapy water or detergent, making
If clothing becomes soaked with fluid, remove as soon as possible, wash certain grooves in seal are perfectly clean. After drying, inspect panels
skin, and change clothing. for crazing; renew, if necessary, and install window(s).
TECHNICAL PRECAUTIONS
Make certain fluid does not contact parts of aircraft outside hydraulic
system.
Keep spillage to an absolute minimum. Contaminated areas are to be
treated with water miscible cleaning solution or water miscible cleaning
solution, undiluted, and applied using a sponge or lint-free cloth. Seams
and crevices are to be cleaned using a stiff brush. Resultant emulsified
contaminants must be removed by rinsing off thoroughly with clean
water.
FIGURE 1:HYDRAULIC CONTAMINATION
ATA 20-00
CHLORINATED FLUID – CONTAMINATION

Cleaning fluids in general contain, or are based on, chlorinated solvents.
These solvents or their residues can combine with minute amounts of
water that may be present in hydraulic systems to form hydrochloric acid.
This acid will attack internal metallic surfaces in an hydraulic system,
particularly ferrous materials, and produce rust-like corrosion, which is
virtually impossible to stop. The result is that complete system
decontamination and component overhaul is usually necessary to restore
system to a serviceable condition.
Contamination by chlorinated solvents must be prevented when
performing hydraulic system maintenance or component overhaul. If
chlorinated solvents are used then it is essential that all surfaces are dry
and free from residual solvent before assembly. Hydraulic test rig
connectors, and any ground servicing equipment being used, must be
decontaminated before connection to aircraft.
WATER CONTAMINATION
Although chlorine is the significant element in producing hydrochloric
acid, it can only do this by combining with water present in hydraulic fluid.
In some hydraulic fluids, an excessive water content can result in
formation of gelatinous deposits; these can clog filter elements and small
passageways.
SAMPLING
Hydraulic fluid in aircraft systems and test rigs must be periodically
checked for chlorine and water content to make certain they these
remain within specified limits.
FIGURE 2: SAMPLING
ATA 20-00
TORQUE TIGHTENING OF PIPE
UNIONS
Permaswage and MS fittings with swaged sleeves, and components
installed into blocks, must be tightened to the torque values given unless
a specific torque is given in a procedure.
The threads must be lightly lubricated with the lubricant for the relevant
system given
NOTE: Fitting size, for example -8, refers to its associated pipe in
sixteenths of an inch. Therefore, a -8 fitting is used with a 1/2 inch
diameter pipe.
TORQUE TIGHTENING WITHOUT A TORQUE

WRENCH
If couplings, unions or components are inaccessible to a torque wrench,
use the following procedure:-
If applicable, loosen adjacent pipe clamp to aid pipe alignment.
Rotate union nut, union or component until finger-tight or until a sharp
increase in torque is noted.
Rotate union nut, union or component with a wrench a further 60 to 120
degrees, that is one or two hexagon flats.
If applicable, tighten pipe clamp.
FIGURE 3:TORQUE VALUES
Torque in lbf.in. (mdaN) Tolerance ± 5%
Fitting Size a) Unions to components c) Components to blocks
b) Pipe-to-pipe unions
a) Corrosion resistant steel unions to components a) L/alloy unions to components b) L/
b) Corrosion resistant steel tubing to light alloy or L/alloy unions. c) Components to blo
corrosion resistant steel unions
-4 140 (1.58) 110 (1.24)
-5 190 (2.15) 140 (1.58)
-6 270 (3.05) 170 (1.92)
-8 500 (5.65) 280 (3.16)
-10 700 (7.91) 360 (4.06)
-12 900 (10.17) 450 (5.08)
-16 1200 (13.56) 750 (8.47)
-20 1600 (18.08) 900 (10.17)
-24 2000 (22.6) 900 (10.17)
ATA 20-00
REPAIR OF HYDRAULIC PIPES
Identify damaged pipe.
Disconnect pipe at both ends, drain, and blank using pipe blanks. Continue tightening until slide and coupling are felt to bottom against
union.
Cut pipe at centre of damage or crack.
Check for visibility of mark.
NOTE: Damage must not extend for more than 0.3 in. (7.62 mm). Larger
areas will require splicing. Minimum workable length 4.5 in. (114.3 mm). Back off nut and check that both slide and coupling have bottomed
against union shoulder .
De-burr pipe ends.
NOTE: Union must touch tape and coupling must intersect mark.
NOTE: Maximum gap between pipe ends must not exceed 0.25 in. (6.35
mm). Re-tighten assembly.
Select appropriate size 'H-Fitting'. Remove blanks and re-connect pipes.
Using cleaning fluid clean working area of pipe.
BLEEDING – TESTING
Wrap one layer of tape round pipe at position shown on template
Pressurize hydraulic system, bleed and check for leaks at repaired area
provided with the 'H-Fitting'.
and disturbed joints. Perform relevant functional check on system(s)
Using marker pen, mark pipe opposite position shown on template. disturbed.
Ensure pipe interior is clean and free from any contamination.
INSTALLATION
Position nut on pipe and slide past tape.
Position slide on pipe with rounded end away from nut .
Position coupling on pipe at mark.

Engage union on pipe ends and position against tape.
Fit nut onto coupling and tighten with union against tape.
NOTE: Hold coupling. DO NOT TURN.
FIGURE 4:HYDRAULI PIPE REPAIRE
ATA 20-00
ELECTRICAL BONDING BONDING METHODS:
• bridging contact bonding via conducting bolt and nut (oversealed)
These procedures, based on British Aerospace Process Specification • direct contact bonding (oversealed)
AVP 7-052, define the requirements and recommended practices for the
electrical bonding and earth return of aircraft structures, components and • bridging contact bonding via conducting bolt and nut (oversealed)
equipment in order to :- • direct contact bonding using bonding leads (oversealed)
Prevent the accumulation of electrostatic charge. • direct contact bonding using bonding leads (without overseal)
Minimize the possibility of electric shock from the electrical generation • pipe bonding (single or multi-storey fixed clamp block)
and distribution system.
• pipe bonding (single or multi-storey floating clamp block)
Provide an adequate electrical return path under both normal and fault
conditions on aircraft having earthed electrical systems. • pipe to pipe bonding using clips (oversealed)
Prevent interference with the functioning of essential services (e.g. radio • pipe to pipe bonding using bonding lugs (oversealed)
communications and navigational aids). • external antennas and antenna components direct contact bonding
Provide a path for conveying electrical current following a lightning strike. (oversealed)
The methods of bonding for individual parts are detailed in the • bonding by direct contact (oversealed)
component figure reference. The bonding symbol indicates, by a leader
• earth plates (oversealed)
line, the precise area or point that is to be bonded.
• earth lead installation - (oversealed)
• earth return via single pole fitting
• earth return via mating structure (oversealed)
FIGURE 5:ELECTRICAL BONDING
ATA 20-00
SEALING OF INTEGRAL FUEL
TANKS
This procedure defines sealing operations that provide an effective joint Mixing must be done slowly in a rotary action; do not use a beating action
sealing for integral fuel tanks. It is applicable to in-situ and component as this is likely to entrap air bubbles in mixture. If a mechanical mixer is
removal conditions. The particular application to a given situation is an to be used, it must be a flat paddle type limited to 70 r.p.m. because fast
operator's option, to select that practice and treatment that is most mixing will shorten work life and may affect thixotropic nature of sealant.
suitable. When it is intended to mix large quantities of sealant and take advantage
It is vitally important to success of sealing operation that surfaces to be of refrigeration storage, this must be in accordance with storage
coated are carefully cleaned immediately prior to application of sealant instructions .
and thereafter not touched by hand. When it is required to use small amounts of sealant, make certain
accurate proportions of base and accelerator are maintained.
MIXING OF SEALANT MATERIAL
Correct mixing of accelerator into base material is one of the most
important parts of process. Before opening, make certain base and
accelerator are of same batch, expiry date has not been exceeded, and
following conditions apply :-
Care must be taken to make certain all mixing equipment is free from
grease and dirt.
Entire contents of accelerator container must be carefully mixed into
base materials for about 5 minutes, until a streak-free homogeneous mix
is obtained. Particular attention must be paid to bottom and sides of
container.
Metal containers of base compound must have lip of container removed
to facilitate removal of compound from vertical wall during mixing.
FIGURE 6:SEALING OF FUEL TANKS
ATA 20-00
APPLICATION OF SEALANT
Assembly of Taper-lock fasteners requires that parts be clamped
Two methods of assembly are permissible, 1. two stage method and 2.
together with sealant or sealant prior to drilling of pilot holes and then
direct method.
finally drilled without separating plates.
TWO STAGE METHOD Sealant may be applied by means of a brush or an extension gun.
Parts must be clamped, drilled and dismantled, and sharp or rough Amount used in a joint must be just sufficient to fill joint and exude to
edges left by drill must be removed. All swarf must be removed from form a continuous fillet at edges when joint is closed. This is to be
between surfaces and a check made to make certain there are no achieved within work life of sealant.
significant gaps between plates, or that any special tolerances have not
been exceeded. Surfaces must be cleaned.
Sealant must be applied thinly to both mating surfaces of tank boundary
members. Sealant may be applied to only one surface in areas in which
secondary leak paths can occur. Parts shall then be clamped together
and fasteners inserted.
DIRECT METHOD
When it is not practical to dismantle plates for purpose of removing sharp
edges etc. from drilled holes after final drilling, the following method of
production may be adopted :-
Drill pilot holes through parts and remove swarf.
Clean surfaces and make certain there are no significant gaps between
plates. Apply sealant to both mating surfaces and clamp parts together.
Heavy and frequent clamping or slave bolting must be used to achieve a
tightness similar to that required for finished job. Wait for requisite cure
time shown to be necessary by experiment with similar joints and, when
inspector is satisfied, drill holes to final size and insert fasteners.
FIGURE 7:FUEL LEAK LIMITS
Definition of leak rates
Fuel leaks are defined in three categories by drying the leak area and measuring the size of the wetted area after 10 minutes :-
Slight seep
Wet area not to exceed 4 in. (100 mm.) in any direction.
Heavy seep
Wet area not to exceed 6 in. (152 mm.) in any direction with no visual indication of fuel flow.
Running leak
Any leak greater than a heavy seep. Fuel flow will be evident immediately after being wiped, and runs or drips can occur.
Maintenance action
LEAK LOCATION SLIGHT SEEP HEAVY SEEP RUNNING LEAK
Centre tank diaphragm drains C C C
Exposed areas where leak cannot spread to a A B C

potential fire source - upper and lower wing
surfaces
Partially enclosed surfaces – A C C

tank rear walls
Enclosed areas - tank front walls, B C C

wing tip area, engine pylons
A - No action required but examine frequently to make certain leak category does not change.
B - No immediate maintenance required, but examine frequently to make certain leak category does not change. Leak must be repaired at next
scheduled maintenance period.
C - Immediate repair action is required.
ATA 20-00
SEALING OF PRESSURIZED COMPARTMENTS
This procedure defines sealing operations which provide effective joint
sealing for pressurized compartments, access panels, etc. It is applicable
to in-situ and component removal situations. The particular application to
a given situation is an operator's option, to select that practice and
treatment which is most suitable.
PROCEDURES:
• cleaning: same as in fuel tanks
• mixing of sealant: same as in fuel tanks
• application of primer: Apply primer to surfaces using a brush or
clean, lint-free cloth.
Allow to dry for not less than 30 minutes and not more than 4 hours prior
to application of sealant.
• application of sealant:: same as in fuel tanks
• pressure testing: Joints must not be pressurized or tested until initial
cure time has elapsed.
FIGURE 8:AIRFRAME INSPECTION
ATA 20-00
CONTROL CABLE INSPECTION
CONTROL CABLE CLASSES
DIAMETER CLASS Wear limits for aluminium alloy swaged sleeves
1/8 in. (3.17 mm.) 7 x 19 (7 strands of 19 wires per strand) Wear on the Aluminium Alloy protective swaged sleeves is acceptable
providing the following criteria are adhered to :-
5/32 in.(3.96 mm.) 7 x 19 (7 strands of 19 wires per strand)
If wear is apparent on swaged sleeves, it is recommended that regular
1/16 in.(1.58 mm.) 7 x 7 (7 strands of 7 wires per strand) inspections are performed at 7 day intervals. Worn areas on swaged
3/32 in.(2.38 mm.) 7 x 7 (7 strands of 7 wires per strand) sleevings must be re-protected.
If cables underneath swaqed sleeves are exposed, permissible wear
WEAR LIMITS limits are as follow :-
Inspect cables for wear especially in those sections of cable runs in
contact with pulleys, fairleads and pressure seals. Permissible wear limits 1 When inspected, the exposed cable shall not have any broken wires. If
over a 1 in. (25.4 mm.) length of cable with no broken wires are as follow : wires are found to be broken, the cable must be replaced.
2 Wires shall not be worn by more than 50% of their diameter.
Class 7 x 19 cables
3 A maximum of 6 wires worn up to 50% of their diameter is acceptable.
A maximum of 6 wires worn to 50% or more of their diameter. If more than 6 wires are worn up to 50% of their diameter the cable must
Class 7 x 7 cables be replaced.
A maximum of 3 wires worn to 50% or more of their diameter. NOTE: To reduce the amount of wear in the future, it is permissible to
locally relieve the fairlead hole through which the cable passes by the
NOTE: The number of permissible worn wires over a 1 in. (25.4 mm.) minimum amount necessary to increase the clearance between the
length is to be reduced by one wire for every broken wire. fairlead and the cable.
NOTE: More than one worn section of cables is permissible provided that
all worn sections are within limits and are not adjacent to one another on
the cable circumference.
NOTE: Any wire worn more than 60% of its diameter is classed as a
broken wire.
FIGURE 9:CONTROL CABLES
ATA 20-00
BROKEN WIRES
(1) Inspect cables for broken wires by passing a cloth both ways along
length of cable. Permissible limits for cables with broken wires over 1 in.
(25.4 mm.) lengths of cables are as follow :-
(a) Class 7 x 19 cables
6 broken wires with a maximum of 3 broken wires per strand.
(b) Class 7 x 7 cables
3 broken wires with a maximum of 2 broken wires per strand.
NOTE: There must be no broken wires over two successive 1 in. (25.4
mm.) lengths of cable.
NOTE: A maximum of 3 broken wires only is permissible at sections of
cable that pass around pulleys or through fairleads, except where there is
a possibility of the failed cables bunching around the pulley, etc. In such
cases the cable must be changed irrespective of any other damage.
NOTE: No failed wires are acceptable at sections of cable passing
through pressure seals.
CORROSION
Inspect cables for corrosion, especially those sections in contact with
pulleys, fairleads and pressure seals. If corrosion is found, loosen cable
for a more detailed inspection of inner strand. Cables are to be discarded
if inner strand corrosion is found.
FIGURE 10:CONTROL CABLES
ATA 20-00
BEARINGS REMOVAL
INSTALLATION Attach correct spinning tool to drilling machine and select an appropriate
speed.To avoid irregular spinning do not select too high a speed.Make
Using a suitably sized flycutter or spigotted trepanning tool, remove bead
from one end of retaining bush. certain assembly is clean; sparingly coat spinning face of tool and bush
with oil. Place assembly on bearing plate and spin bush compressing it
NOTE: Care must be taken to make certain housing is not damaged until it overlaps bearing and housing approximately equal amounts to a
during this operation. A small witness, 0.005 in. (0.127 mm.), of the bead height of 0.02 in. (0.508 mm.) minimum from housing face.Reverse
lip may be left prior to pressing out the bearing. assembly on bearing plate and spin other end of bush as in previous
Press out bearing and retaining bush. operation.
Wipe off all oil with lint-free cloth soaked in cleaning agent. Make certain
INSTALL BEARINGS solvent does not enter bearing working face. Restore any damage to
Examine retaining bush housing for cleanliness and freedom from burrs; protective treatment. Check spun parts of retaining bush for uniformity
remove any swarf using clean, lint-free cloth. Burrs may be removed with and dimensions. Check effective retention of bearing in housing by
a small honing stone but parts with deep scores are to be rejected. making certain shoulders formed by spinning are in close contact with
Restore protective finish if damaged; aluminium alloy bores with Alocrom bearing and housing faces both sides and all the way round. Make
1200, steel fittings by cadmium plating. certain of freedom from cracks in spun parts by means of a magnifying
lens.
With housing assembly resting on correct bearing plate, press in bush
with appropriate bush press tool. Make certain protrusion of bush from Make certain bearings are correctly placed axially. Where no tolerance is
housing face satisfies minimum requirement Machine face any bushes given on axial setting then ± 0.005 in. (0.13 mm.) tolerance applies. Make
protruding beyond these limits before spinning. certain bearings rotate freely and without harshness. Self-aligning
ballraces and spherical bearings must be checked for freedom of angular
Remove exuded sealant using lint-free cloth and clean bush bore. Check movement within specific limits for the type of bearing.NOTE: Where
bore of bush using relevant 'go' 'no/go' gauge. Bore and/or ream if adverse radii/chamfer tolerances occur between housing and bearing an
undersize; reject if oversize. Remove all swarf from bore of retaining imbalanced appearance on the spun portion may be apparent especially
bush after reaming and repeat previous operation. Coat bore sparingly where radii/chamfer tolerances are wide e.g. 0.02 to 0.035 in. (0.5 to 0.89
with sealant. mm.).
With housing assembly on correct bearing plate and using appropriate Where any doubt exists as to satisfactory retention a check side-load of
bearing press tool, press in bearing and any bearing caps or retaining 100 lb. (45.36 kg.) must be applied. If any side movement results,
washers until bearing is correctly located in housing assembly. assembly must be reworked, or a new bush installed to obtain correct
installation.
FIGURE 11:BEARING REMOVAL
ATA 20-00
SAFETYING OF TURNBUCKLE
ASSEMBLIES
ASSEMBLY
Engage both threaded terminals with turnbuckle barrel and turn an equal
number of times until not more than three threads are exposed outside
barrel and proper cable tension is reached.
NOTE: A threaded terminal and turnbuckle barrel marked with red paint
indicates that the threaded end of the control cable has been shortened.
In this case, it is not permissible for any cable end threads to protrude
from the turnbuckle.
Align slot in barrel with slot in cable terminal.
Hold lock clip between thumb and forefinger at end loop and insert
straight end into aperture formed by aligned slots. Bring hook end of lock
clip over hole in centre of turnbuckle barrel and seat hook loop into hole;
application of pressure to hook shoulder will engage hook lip in
turnbuckle barrel and complete safety locking of one end.
Repeat operations on opposite end of turnbuckle barrel.
NOTE: Both locking clips may be inserted in the same turnbuckle barrel
hole or they may be inserted in the opposite holes.
INSPECTION
After assembly, examine both locking clips for proper engagement of
hook lip in turnbuckle barrel hole by applying slight pressure in
disengaging direction as shown.
FIGURE 12:TURNBUCKLES
ATA 20-00
TORQUE TIGHTENING
Torque loading is applied to nuts and bolts to prevent critical over- To make certain torque setting provides actual torque loading applied,
stressing with the possibility of subsequent fatigue of the part. The torque the following formula must be used :-
figure quoted for each application also provides optimum security and T1 x A / A + B = T2
even tightening.
A = Length of torque wrench from centre of grip to centre of torque
Nuts that are torque loaded employ locking devices; these are head.
incorporated in either the nuts or the requisite washers.
B = Length of extension adapter between centres.
Self-locking nuts obviate the need for key washers, but a plain washer
must be used if called for. Where key washers or split pins are used, T1 = Torque required at nut.
tightening to the next locking position is permitted when specified in the T2 = Torque wrench setting.
relevant procedure.
Mandatory torque loadings are given in the appropriate Maintenance
Practices.
Non-mandatory torque loadings
For nuts and bolts that are not detailed as being subject to a mandatory
torque loading, a table of values is given for guidance -
Tightening of bolts and nuts using a torque wrench and extension
adapter
When tightening bolts and nuts using a torque wrench and extension
adapter, several basic rules must be observed.
Adapter is to be installed so that centre of hexagon recess or centre of
clamping jaws is in line with axis of torque wrench.
To reduce possible errors, length of adapter must be less than length of
torque wrench.
When a horizontal extension spanner or extension piece is used with
torque wrench, actual load applied when torque tightening will be of a
greater value than that set on torque wrench.
FIGURE 13:TORQUE TIGHTENING
ATA 20-00
BAe146 AVRO 146RJ
ATA 51-00
Structures
TABLE OF CONTENT
ATA 51- 00 sTRUCTURES .....................................................................3
Introduction ..........................................................................................3
Investigation and clean up of damage – Standard procedures. ........4
Investigation and clean up of damage – Standard procedures. ........5
Special Detailed Inspection (SDE) ....................................................5
Detailed Inspection (DE)...................................................................5
General Visual Inspection (GVI) .......................................................5
Direct Inspection (DI) ........................................................................5
Description ...........................................................................................7
Damage classification.......................................................................7
Allowable Damage ...........................................................................7
Repairable Damage .........................................................................7
Damage types ..................................................................................9
Check aircraft symmetry .................................................................11
Check rigging of fixed surfaces.......................................................13
Check power plant attitude .............................................................13
ATA 51-00
Page 2 Structures
ATA 51- 00 STRUCTURES
INTRODUCTION
An appreciation from the beginning must be understood by the student
that the S.R.M. chapters and Non Destructive Inspection (N.D.I.)
manuals are designed for use in conjunction with each other.
Examples show here are a small selection designed to highlight the
breadth and depth of structural information available to certifying staff.
The important and critical nature of chapter 51 in S.R.M. part 2 cannot be
overstated. The basic laws and rules concerning the use of sheet metal,
Titanium and composite materials are contained here. As the
manufactures guidelines on repair and damage assessment they must
be followed.
Damage of any nature outside the scope of these publications must be
referred to the relevant AVRO Technical Support department.
This presentation is not subject to amendment and must not be used as
reference for airframe repairs. Only the up to date and approved AMM,
SRM and NDI manuals are to be used.
Damage classification and repair will always depend upon the exact
location and extend of damage.
Correct initial assessment for location, skin panel, and frame ribs,
stringers etc is fundamental to quick and correct release or rectification
as appropriate.
Familiarity with the AVRO RJ SRM and its contents is essential for
continued airworthiness.
Aircraft structure design ensures stresses are spread throughout the
appropriate structural elements.
Any damage must be closely investigated keeping in mind the
importance assigned to the element as part of the structural whole.
FIGURE 1:STRUCTURAL DAMAGE
ATA 51-00
Page 4 Structures
INVESTIGATION AND CLEAN UP OF DAMAGE – STANDARD DIRECT INSPECTION (DI)
PROCEDURES. The application of previously defined inspections will be used to assess
The following inspections apply depending on degree of difficulty of damage.
access and stress levels carried by the structure. Damage in most circumstances will have to be classified to its extend to
This presentation is not subject to amendment and must not be used as determine if it is “allowed” or requires an applicable repair.
reference for airframe repairs. Only the up to date and approved AMM, Correct and stringent inspection will be fundamental to this process since
SRM and NDI manuals are to be used. evaluation will depend on location of damage in the structure and on the
Damage classification and repair will always depend upon the exact dimension of each structural element.
location
SPECIAL DETAILED INSPECTION (SDE)

An intensive examination of a specific item, installation or assembly to
detect damage, failure or irregularity.
This type of examination is likely to require extensive use of specialized
inspection techniques and or equipment.
DETAILED INSPECTION (DE)

An intensive examination of a specific structural area, system, installation
or assembly to detect damage, failure or irregularity.
Available lighting is normally supplemented with a direct source of light
deemed necessary by inspector. Inspection aids such as mirrors,
magnifying lenses etc may be used.
GENERAL VISUAL INSPECTION (GVI)

Visual examination of an interior area, installation or assembly to detect
obvious damage, failure or irregularity.
This level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting or flashlight and may involve
the opening of access panels or doors.
FIGURE 2: LOCATION OF DAMAGE
ATA 51-00
Page 6 Structures
DESCRIPTION
DAMAGE CLASSIFICATION
Damage as considered by this manufactures manuals is any cross
sectional area change or permanent distortion in a structural member.
Classification will be one of these three categories:
• Allowable damage
• Repairable damage
• Damage necessitating replacement of damaged parts.
ALLOWABLE DAMAGE
Damage which can be permitted to exist as it is or which may be
corrected by a simple procedure, such as smoothing out or stop drilling is
classified as allowable damage.
The extent of allowable damage for each structural member or assembly
is the subject of each respective chapter.
REPAIRABLE DAMAGE
The repairs applicable to the airplane can be made by patching or
insertion repairs. The use of such methods for general repairs to skin or
internal areas is characterized for each structural element in the SRM.
CAUTION- decisions upon use of patch or insertion repairs must always

be based upon SRM and concerns including aerodynamically sensitive
areas such as RVSM designated zones.:
FIGURE 3: ALLOWABLE DAMAGES
ATA 51-00
Page 8 Structures
DAMAGE TYPES
DENT - A dent is normally a damaged area which is depressed with CORROSION - Corrosion due to electrochemical action is a damaged
respect to its normal contour. There will be no change in cross sectional area of any size and depth which results in a cross sectional area
area of material. Area boundaries will be smooth. change. Depth of such pitting damage must be determined by clean up
operation.
CREASE - A damage area which is depressed or folded back upon itself
in such a manner that its boundaries are sharp or well defined lines or
ridges.
ABRASION - Damaged area of any size which result‘s in a cross

sectional area change due to scuffing, rubbing, scraping or other surface
erosion.
GOUGE - A gouge is damage area of any size which results in a cross

sectional area change. Usually associated with contact from sharp
objects producing a continuous, sharp or smooth channel like groove in
the material.
NICK - A nick is a local gouge with sharp edges. Consider a series of

nicks in a line or pattern to be the equivalent of a gouge.
SCRATCH - A scratch is a line of damage of any depth in the material

and results in a cross sectional area change. Usually produced by
contact with sharp object.
CRACK - A crack is a partial fracture or complete break in the material

and produces the most significant cross sectional area change. In
appearance it is usually an irregular line and is normally the result of
fatigue failure.
FIGURE 4: DAMAGES
ATA 51-00
Page 10 Structures
CHECK AIRCRAFT SYMMETRY
Make certain aircraft is defuelled
Check measurements between reference points on both sides of aircraft.
FIGURE 5: AIRCRAFT SYMMETRY TEST
ATA 51-00
Page 12 Structures
CHECK RIGGING OF FIXED SURFACES
Level aircraft for major rigging check. Install all sighting rods. Make certain work area is clean, and clear of tools and miscellaneous
Position microptic level so three fuselage sighting rods can be viewed. equipment.
Adjust microptic level tripod height to align telescope graticule with datum
lines on rods F2 and F3. Adjust level base, using prism bubble reader
which is part of microptic level. CHECK POWER PLANT ATTITUDE
Level aircraft for major rigging check).
Swing telescope to view front fuselage sighting rod (F1) and record
Position a straight edge on vertical centre line of front cowl of No.1
reading.
engine. Place a clinometer on straight edge and measure angle between
NOTE: Microptic level telescope gives an inverted image. straight edge and horizontal; record angle.
Make certain angle of all four engines is within a tolerance band of 1/2
NOTE: Each sighting rod graduation equals 5 minutes.
degree.
Position microptic level in front of aircraft so that all wing rods can be
viewed.
Adjust microptic level tripod height to align telescope graticule with datum
lines on inboard wing sighting rods (WL1 and WR1). Adjust level base
using prism bubble reader.
NOTE: Readings taken are to be recorded as positive or negative.
Swing telescope to view and take readings on sighting rods WL2 and
WL3.
Adjust tripod height to align graticule with datum line on rod WL3. Take
and record readings on rods WL4 and WL5.
Adjust tripod height to align graticule with datum line on rod WL5. Take
and record reading on rod WL6.
Repeat on right wing (for WL read WR in).
Compare recorded sighting rod readings with those in aircraft log.
Lower aircraft until weight is on wheels
FIGURE 6: CHECK RIGGING OF FIXED SURFACES
ATA 51-00
Page 14 Structures
BAe146 AVRO 146RJ
ATA 53-00
Fuselage
TABLE OF CONTENT
ATA 53-00 Fuselage ..............................................................................3

Introduction ..........................................................................................3
Description ...........................................................................................5
Nose section ....................................................................................5
Centre section ..................................................................................7
Rear section .....................................................................................9
Tail section .....................................................................................11
ATA 53-00
Page 2 Fuselage
ATA 53-00 FUSELAGE
INTRODUCTION
The fuselage is of conventional semi-monocoque construction using fail Pressure vents are installed to cater for rapid decompression of the
safe principles. It consists mainly of light alloy frames and stringers pressurized cabin or cargo compartments.
supporting rolled and stretch formed skin panels. Stringers are of top hat
closed section bonded to the skin, except for those in the lower keel
which are open Z section and riveted. Capping stringers and doublers
are used at frame positions. Notes:
The fuselage is divided into four sections which are:
1. Nose section - Frame 1 to 19 plus the radome.
2. Centre section - Frame 19 to 33.
3. Rear section - Frame 33 to 44.
4. Tail section - Frame 44 to 50 plus the airbrake.
The pressurized area of the fuselage is located between frame 4(front
pressure bulkhead) and frame 44 (rear pressure dome). This includes the
cabin, flight deck and the whole of the under floor area, with the
exception of the wing centre section box and the nose and main landing
gear cut-outs.
Doors, windows and under floor compartment hatches are fitted in
reinforced cut-outs and are flush fitted to maintain aerodynamic
smoothness.
A non-metallic membrane provides a vapour barrier isolating the wing
box section from the cabin between frames 26 and 29.
The vertical stabilizer is attached to the tail section at frames 45 and 50
and is supported by reinforcing longerons and crossbeams.
FIGURE 1: FUSELAGE
ATA 53-00
Page 4 Fuselage
DESCRIPTION
NOSE SECTION
The radome is attached to frame 1 by adjustable hinges and located by
spigots. Four latches secure the radome to the frame. The radome is
made of a Nomex sandwich shell fitted with a rubber nose cap.
The double curvature nose section is of stringerless construction with
close pitch Z section frames supporting stretch formed skin panels. It
includes the front pressure bulkhead and a canopy consisting of
machined window frames attached to pillars joining upper and lower
canopy rails.
The nose section also contains a reinforced cut-out and structural box to
accommodate the nose landing gear, and reinforced cut-outs for the front
passenger, front service and electrical equipment bay doors. The front
passenger and service door surrounds are machined between frames 15
and 18.
The flight deck floor is supported on lateral beams with longitudinal
intercostals. The beams are linked to the nose section frames.
Notes:
FIGURE 2:NOSE SECTION
ATA 53-00
Page 6 Fuselage
CENTRE SECTION
The centre section located between frames 19 and 33 is of circular cross
section with a maximum diameter of 11.65ft. (3.56m). It houses the wing
centre box between frames 26 and 29 and the main landing gear bay
between frames 29 and 32. Frame 26 also incorporates the front jacking
points. All three frames are machined. The Centre of Gravity (C of G)
datum is measured from two datum plates in the left and right main
landing gear bays.
The top hat section stringers are bonded to the skin and the Z section
stringers, located in the lower keel area, are riveted. Cut-outs for the front
cargo compartment door, hydraulic equipment bay door and passenger
cabin windows are reinforced.
The wing to fuselage and main landing gear fairings are of non-metallic
honeycomb sandwich material and are removable for inspection and
routine maintenance.
A dorsal fin fairing runs aft from frame 29 to the vertical stabilizer.
Located in this are the air supply pipes and the APU fuel feed pipe.
Spring loaded spine venting doors are fitted at frame 33.
The cabin floor is supported by lateral beams and longitudinal
intercostals. The beams are braced by struts secured to the keel frames.
The cabin floor, between frames 20 and 43, is of Nomex sandwich
construction made up from 28 separate panels. The common size panels
are interchangeable.
Notes:
FIGURE 3:CENTRE SECTION
ATA 53-00
Page 8 Fuselage
REAR SECTION
The rear section from frame 33 to 44 is circular and incorporates
stringers and frames similar to the centre section. Frames 41 and 43 are
machined frames and locate the rear passenger and service doors. The
rear pressure dome is located at frame 44.Reinforced cut-outs are
provided for the rear passenger door, rear service door, and rear cargo
bay door and passenger cabin windows.
To improve vertical stabilizer to fuselage sealing, the spine skin panels
aft of frame 40 are removable to enable renewal of panel seals.
Notes:
FIGURE 4:REAR SECTION
ATA 53-00
Page 10 Fuselage
TAIL SECTION
In the tail section, frames 45 to 50 are diagonals separated by bracing
struts. The vertical stabilizer front spar and the rear jacking point are
attached to frame 45. The vertical stabilizer rear spar is attached to frame
50.
A reinforced cut-out for the air conditioning bay door is provided. Aft of
frame 50 crossbeams, shear panels and longerons support the airbrake
hinge points and attachments for the APU and its firewalls. The lower
segment incorporates a reinforced cut-out for the APU bay door.
The airbrake is hinged to frame 50 by blade assemblies. It consists of
two similar light alloy structures fabricated from ribs, stiffeners and skins.
Notes:
FIGURE 5:TAIL SECTION
ATA 53-00
Page 12 Fuselage
BAe146 AVRO 146RJ
ATA 54-00
Pylons
TABLE OF CONTENT
ATA 54-00 Pylons ..................................................................................3
Introduction/ description .......................................................................3
ATA 54-00
Page 2 Pylons
ATA 54-00 PYLONS

INTRODUCTION/ DESCRIPTION
Each pylon supports its associated engine under and forward of the
wing. The engine loads are transmitted to the wing box through the pylon
forward attachment to the wing front spar, and by the rear attachment to
wing rib 6 (inboard pylon) or wing rib 10 (outboard pylon).
The hydraulic, electrical, fuel and engine air bleed systems are carried
within the pylon structure. The systems are segregated, as much as
possible, into separate compartments to isolate any combustible material
from a possible source of ignition.
The pylon is attached at two places to the wing. The forward pick-up
consists of a machined fitting bolted to the top face of the pylon spar box.
The fitting has four lugs to which the wing pick-up link assembly is
attached by two bolts.
The rear pick-up is made up from four machined fittings bolted to pylon
end rib 12. The pick-up is bolted through the wing skin to internal
brackets on either side of wing rib 6 (inboard pylon) or wing rib (outboard
pylon).
A ball fitting between the top of the pylon and the bottom of the wing skin,
aft of the front pick-up, prevents excessive loads being applied to the rear
pick-up during pylon removal/installation.
FIGURE 1: PYLON
ATA 54-00
Page 4 Pylons
BAe146 AVRO 146RJ
ATA 55-00
Stabilizers
TABLE OF CONTENT
ATA55-00 stabilizers .............................................................................3
Introduction ..........................................................................................3
Description ...........................................................................................5
Horizontal stabilizer ..........................................................................5
Vertical stabilizer ..............................................................................7
ATA 55-00
Page 2 Stabilizers
ATA55-00 STABILIZERS
INTRODUCTION
The stabilizers comprise:
• vertical stabilizer and left and right elevators.
• horizontal stabilizer and single rudder.
The vertical stabilizer is mounted on the tail fuselage at frames 45 to 47
and 48 to 50. The rudder is attached to hinge brackets bolted to the
vertical stabilizer rear spar.
The horizontal stabilizer is mounted on top of the vertical stabilizer. The
elevators are attached to hinge brackets bolted to the horizontal stabilizer
rear spar.
Fairings enclose the horizontal/vertical stabilizer attachment, and a rear
fairing encloses the elevator control mechanism. Shrouds cover the gaps
between horizontal stabilizer/elevators, and vertical stabilizer/rudder.
FIGURE 1: STABILIZER
ATA 55-00
Page 4 Stabilizers
DESCRIPTION
HORIZONTAL STABILIZER
The horizontal stabilizer is a one piece symmetrical unit rigidly mounted
to the vertical stabilizer. It comprises ribs, stringers, front and rear spars,
top and bottom skins, leading edge member and tip.
The top and bottom stringers are bonded to the skin and drain holes are
provided in the trailing edge hinge area.
The leading edge of the horizontal stabilizer carries piccolo tubes for hot
air anti-icing.
Two reversible lifting eyes are provided for use during rudder removal
and installation. They are located at each rib 2 on the lower skin surface.
Each elevator is hinged to four brackets mounted on the rear spar.
On the left and right of the centre line 10 machined brackets are provided
for attachment to the vertical stabilizer.
The tip fairings are of fibre glass and are screwed and bolted in place.
FIGURE 2: HORIZONTAL STABILIZER
ATA 55-00
Page 6 Stabilizers
VERTICAL STABILIZER
The vertical stabilizer consists of two skins, front and rear spars,
stringers, ribs, cross bracing struts and a leading edge.
Closed section stringers are bonded to the two skins, which are riveted to
the front and rear spars and horizontal open section ribs. Diagonal
bracing struts are riveted between the ribs.
The line of the skins is carried aft of the rear spar in the form of panels to
provide a rudder shroud. On the left hand side, the bottom shroud panel
is hinged at the front and is secured with quick release fasteners. The
remaining panels are fixed. On the right hand side, three panels are
hinged and have quick release fasteners.
Ten mounting brackets for attaching the horizontal stabilizer are riveted
to the top rib and skins.
The rear spar is one piece and straight. It is bolted and riveted to frame
50 and follows the line of that frame. The spar carries the rudder gearing
unit mechanism and four ’A’ frame brackets for the rudder hinges.
The front spar is made up of two pieces which are bolted and riveted
together. The lower piece is bolted and riveted to frame 45 and is angled
to provide stabilizer sweepback.
Located at the bottom of the ’D’ section leading edge is the ram air intake
which feeds air to both air conditioning pack heat exchangers. The
leading edge also carries the hot air ducting for the horizontal stabilizer
anti-icing.
Note: If an HF system is installed, the vertical stabilizer leading edge is
made of composite material instead of metal.
FIGURE 3: VERTICAL STABILIZER
ATA 55-00
Page 8 Stabilizers
BAe146 AVRO 146RJ
ATA 56-00
Windows
TABLE OF CONTENT
ATA 56-00 Windows ..............................................................................3
Introduction ..........................................................................................3
Description ...........................................................................................5
Flight deck windows .........................................................................5
Passenger cabin windows ................................................................9
Window wing inspection light ..........................................................11
ATA 56-00
Page 2 Windows
ATA 56-00 WINDOWS
INTRODUCTION
The flight compartment has six panels, identified as panels A-B-C, left
and right. Panels A and B are fixed flat forward facing panels with
electrical heating for de-misting and de-icing. Panel C is a curved panel,
hinged, and serves as an emergency escape route, and for ground
ventilation and smoke clearance. Panel C is de-misted by conditioned air.
Each panel A is provided with a wash/wiper system and a rain repellant
facility.
Passenger windows are positioned equidistant between fuselage frames,
except there is no window between frames 25 and 26. They are de-
misted by conditioned air.
A window in each forward wing fairing allows the wing inspection lamps
to illuminate the wing leading edges, and the runway exit lamps to
illuminate the runway.
FIGURE 1:WINDOWS
ATA 56-00
Page 4 Windows
DESCRIPTION
FLIGHT DECK WINDOWS
The six windows in the flight deck are identified as panel A,B and C, left
and right hand.
Panels A and B are fixed, panel C opens inward.
Panel A
Panel B
Construction is a formed laminate of toughened outer and inner glass
bonded to stretch acrylic panels with inter layers of vinyl. The inside face Construction is a laminate of two stretched acrylic panels with a vinyl
of the outer glass laminate is treated with a transparent metal coating interlayer and an outer layer of cast acrylic. The inside face of the
which is used for de-misting purposes. The panel is flat and surrounded moulded acrylic is treated with a transparent metallic film for anti-icing
by a moulded seal, shaped and ribbed. It is fitted in its window frame and de-misting.
from outside and is held in place by a clamping ring, bolted to form a The panel is flat and is fitted into its frame from the inside to form a plug
compression force on the seal. fit. It is held in place by four clamping angles bolted to anchor nuts on the
surrounding window frame.
Panels A and B are de-iced and de-misted by an electrical heating
system (30-41-00).
All edges of the panels are coated with sealant to prevent the ingress of
moisture into the laminations
Panels A and B are assembled dry.
FIGURE 2: FLIGHT DECK WINDOWS
ATA 56-00
Page 6 Windows
Panel C
Each Panel C consists of a double curved profile of laminated stretched
acrylic with an inner laminate of polyvinyl butyl faced with stretched
acrylic. A crushable seal around the periphery is crushed when the
window is closed and is subjected to cabin pressure internally to ensure
a leak proof joint.
The panels open inwards on two hinge brackets on the rear edge of the
window, and are damped by a damper. As anti-ice protection is not
provided, there are breather outlets from the cabin air ducts located in
the side console which provide air for de-misting the inner faces of the
panel.
The panels are secured in the closed position by the rollers of the upper
and lower spring-loaded latches engaging in cam tracks bolted to the
upper and lower canopy rails and side console. The latches are operated
by a handle on the lower latch which is linked to the upper latch by a
shaft and universal joints.
The panels are secured in the open position by a spring-loaded latch on
the bulkhead engaging a roller on the handle.
FIGURE 3: PANEL”C”
ATA 56-00
Page 8 Windows
PASSENGER CABIN WINDOWS
Each window consists of an inner and outer acrylic panel. A rubber
moulded seal positions each panel to allow an air cavity between the
panels.
A breather pipe for de-misting is fitted in the seal to connect cabin
pressure air to the air cavity. A hole in the inner panel allows the air to
flow through the cavity. The window is secured in its aperture by four
clips up to frame 33. Aft of that, eight clips are used. The clamping clips
are secured by a washer and bolt screwing into anchor nut on the
window pan.
FIGURE 4: CABIN WINDOWS
ATA 56-00
Page 10 Windows
WINDOW WING INSPECTION LIGHT
A window is installed in the left and right forward outer wing/fuselage
fairings to enable the wing inspection lamp to illuminate the wing leading
edge to check for icing, and to allow the runway exit lamp to illuminate
the runway.
The window is a curved Perspex panel bolted to an aperture in the glass
fibre fairing.
FIGURE 5:WINDOW WING INSPECTION LIGHT
ATA 56-00
Page 12 Windows
BAe146 AVRO 146RJ
ATA 57-00
Wings
TABLE OF CONTENT
ATA 57-00 Wings ...................................................................................3
Introduction ..........................................................................................3
Description ...........................................................................................5
Wings ...............................................................................................5
Centre Section..................................................................................7
ATA 57-00
Page 2 Wings
ATA 57-00 WINGS
The wings are constructed as three major parts. The left and right wings
and a centre section which, with the exception of the top skin, forms and
integral part of the fuselage.
INTRODUCTION
Left and right wing attachment to the fuselage is by dual loadpath links at
wing rib No. 2 and connecting the spars directly to frames 26 and 29. The
attachments are faired off with wing root fillets which are screwed in
place. The wings are sealed between ribs 2 and 18 on each side to form
integral fuel tanks. A further integral fuel tank is formed in the centre
section by sealing between ribs 2 left and right. The two remaining
sealed compartments in each wing at ribs 18 to 20 are used as
surge/vent tanks for the fuel system.
FIGURE 1: WINGS
ATA 57-00
Page 4 Wings
DESCRIPTION
WINGS
The primary structure forms a box beam extending from the root (rib 2) to The skin panels are supported on integrally machined ribs from rib 0 to
the wing tip fairing. This box beam comprises front and rear spars and rib 20.
top and bottom skins supported by ribs.
Thiokol is used as a jointing sealant during assembly to ensure a leak
The front and rear spars are single piece integrally machined with”T” proof fuel storage unit.
section flanges. Fail safe integrity is achieved by a horizontal crack
Internal anti-corrosion is by chromic acid anodic treatment and finished
retarder on each spar web, and by use of an additional tension member
with chromate enriched epoxy primer.
attached to the bottom skin.
The spars are joined to the centre box spars at the rib 2 position to :
provide a 15 degree wing sweep back. The joint is butted and riveted
through a preformed doubler plate.
The top skin is a single piece panel extending from the fuselage centre to
the top wing tip. It is machine milled and of reducing thickness from root
to tip. It is stiffened by bonded closed section stringers, three of which
serve as fuel system vents.
The top skin extends behind the rear spar to a rib supported flap shroud
which carries the wing primary and secondary controls. The bottom skin
is a single piece panel extending outboard from rib 2 to the lower wing
tip. It is machine milled and of reducing thickness from root to tip.
Located in the skin are non-load carrying manhole covers for access to
the wing box. The panel is stiffened by bonded”I” section stringers. At the
rib 2 position the skin is riveted and bolted to the centre section lower
panel, and is reinforced by finger plates and a butt strap.
FIGURE 2: WINGS
ATA 57-00
Page 6 Wings
CENTRE SECTION
A cut-out between frames 26 and 29 is built up as a torsion box. Its lower
panel is riveted and bolted to the front and rear spars which are joined to
the fuselage frames.
The centre section contains rib 0 and the left and right wing ribs 1 and 2.
Rib 0 also serves to carry the butt joint for the top wing skins. Two
diagonal bracing struts are fitted at each rib 1 position.
Access to the torsion box is through two manholes in the front spar
between ribs 1 and 2 left and right. The left and right top wing skins
extend from rib 0 to rib 20 and the lower skins extend from rib 2 to rib 20.
FIGURE 3: WING CENTRE SECTION
ATA 57-00
Page 8 Wings
BAe146 AVRO 146RJ
ATA 52
Doors
Description.........................................................................................31
TABLE OF CONTENT Upper fuselage pressure door warning ...........................................31
Lower fuselage pressure door warning ...........................................33
ATA 52-00 Doors ...................................................................................3
Ground A/C supply door warning ....................................................35
Introduction ..........................................................................................3
Water servicing panel door .............................................................35
Exterior doors ...................................................................................3
ATA 52-80 Landing Gear doors ..........................................................37
Entrance stairs .................................................................................3
Introduction/ Description ....................................................................37
Interior doors ....................................................................................3
Nose gear doors .............................................................................37
Door warning ....................................................................................3
Landing gear doors ..........................................................................3
ATA 52-10 Cabin Doors.........................................................................5
Description ...........................................................................................5
Entrance doors .................................................................................5
Gust damper ....................................................................................7
ATA 52-30 Cargo Doors ........................................................................9
Introduction/ description .......................................................................9
ATA 52-40 Service Doors ....................................................................11
ATA 52-43 equipment bay doors ........................................................13
Introduction ........................................................................................13
Description .........................................................................................15
Air conditioning bay door ................................................................15
APU bay door .................................................................................17
Electrical equipment bay door ........................................................19
Hydraulic equipment bay door ........................................................21
ATA 52-50 fixed interior doors............................................................23
Cockpit door ...................................................................................23
Lavatory doors................................................................................25
Animal bay door .............................................................................27
ATA 52-60 Door stairs .........................................................................29
ATA 52-70 Door warning .....................................................................31
Introduction ........................................................................................31
ATA 52-00
Page 2 Doors
ATA 52-00 DOORS
INTRODUCTION INTERIOR DOORS
Interior doors to flight compartment and toilets are provided.Interior door,
• Entrance doors within front cargo compartment, to animal bay is provided.
• Cargo compartment doors
• Service doors DOOR WARNING
• Fixed interior doors Visual and audio indication of unsafe door conditions is provided by a
dual safety system. The doors in the pressurized area have
• Door warning microswitches mounted at various positions within their structures. If any
• Landing gear doors of these doors is in an unsafe condition an indicator light will come on, on
the cabin attendants' control panel, and/ or on the master warning panel
• Entrance stairs will, accompanied by a single tone chime.
There are no separate emergency exits. If the ground A.C. supply door is not shut, a separate warning is given on
the master warning panel.
If the water servicing panel door is not shut, a separate warning is given
on the master warning panel.
EXTERIOR DOORS
The doors are manually operated An inflatable evacuation slide is
installed at the bottom of each entrance and service door so that, when LANDING GEAR DOORS
armed, the slide will automatically deploy when the door is opened Each main gear is enclosed, when retracted, by one door attached to the
main leg, and a hinge fairing.
The nose gear is enclosed, when retracted, by two hinged outward
ENTRANCE STAIRS opening doors, and a fairing attached to the nose leg. The hinged doors
Hydraulically operated entrance stairs are installed at the front passenger are also closed when leg is extended.
door, and are stowed aft of the door.
FIGURE 1: DOORS GENERAL
ATA 52-00
Page 4 Doors
ATA 52-10 CABIN DOORS
DESCRIPTION
ENTRANCE DOORS
The doors are manually operated and open outwards and the forward The door is secured in the open position by a catch on the door engaging
door forward, the rear door backward housing in the fuselage.
The doors are a light alloy riveted assemblies, comprising inner and outer An evacuation chute is provided on the door that is automatically
skins with edge members reinforced with diaphragms and stiffeners, deployed when the door is opened from inside the aircraft with the chute
conforming on the outside to the profile of the fuselage. mechanism armed. When the door is opened using the external
operating handle, the chute mechanism is automatically disarmed.
The doors lift and then open outwards, rotating on two hinge arms on the
front or rear edge that are connected to hinge levers pivoting in bearings The chute mechanism consists of an arming handle, connected by
in the door surround. The hinge lever movement is limited by stop bolts. shafts, rods and levers to a sliding bolt (chute bolt) on each end of a girt
bar.
Pressurization loads on the doors are taken by five latches, on the front
and rear edges that engage abutments in the door surround when the The evacuation chute is contained in a pack attached to the inner surface
door is closed and lowered. of the door. The chute is an evacuation slide that inflates automatically
when deployed.
The door is sealed to fairings round the door aperture by a hollow P-
section seal on the door, and by rubber covered flexible metal seals at A viewer is installed in the door to make certain the door can be opened
the top of the door frame. The hollow seal is inflated by pressurized air safely.
entering the seal through holes when the fuselage is pressurized.
The door is secured in the closed position by two shoot bolts, one on
each front and rear edge. Each shoot bolt has a groove, painted
fluorescent red that is visible if the shoot bolt is not fully engaged;
transparent panels are installed in the door trim to allow for a visual
check of bolt engagement.
Each shoot bolt operates a microswitch that actuates the CAB DOOR
NOT SHUT annunciator (amber) on the master warning panel, and the
SHOOT BOLT FRONT LEFT indicator on the front attendants' panel.
FIGURE 2: ENTRANCE DOOR
ATA 52-00
Page 6 Doors
GUST DAMPER
Because the door is also an emergency exit, the first 90 degrees of
opening movement must be unrestricted under all conditions. This is
achieved by using a by-pass valve, and a drilling at approximately 90
degrees of door opening. When the piston passes the by-pass drilling,
the damper will operate to restrict the door speed. When closing, the
door is damped over the first 135 degrees of movement. Another by-pass
drilling allows the final 45 degrees of door closure to be undamped.
FIGURE 3: DOOR DAMPER
ATA 52-00
Page 8 Doors
ATA 52-30 CARGO DOORS
The front and rear cargo compartment doors are similar in construction The closed door is sealed by a hollow rubber seal housed in a cage on
and method of operation; they vary only in location, overall dimensions the door flange. The seal contacts the door surround, and is inflated by
and outside profile. cabin pressure entering the seal through holes in the seal.
The doors comprise a door pan with inner and outer skins reinforced by Drain valves (two in front door, one in rear door) in the lower edge of the
beams and diaphragms. Covers are provided in the inner skin for access door pan are spring-loaded open to allow water to drain.
to the mechanism.
The doors open inward on two hinges and are held in the open position
by a hook on the door engaging a distance tube in the compartment roof.
Opening is assisted by twin tensator springs mounted in the
compartment roof and connected to the door.
A door release plunger in the outer skin is connected to the hook.
The door is positioned and locked in the closed position by four shoot
bolts that engage in housings in the door surround. The forward outer
housing contains a plunger that operates a spring-loaded rocker arm
(front door) or second plunger (rear door) to actuate the door warnings
microswitch, and the bay lighting.
The shoot bolts are operated by an external handle that is linked to two
spiders; each spider operates two bolts. The mechanism is held in the
open and closed positions by a spring-loaded roller engaging detents on
the spider.
The external handle is spring-loaded flush with the door and incorporates
a key lock.
FIGURE 4: CARGO DOOR
ATA 52-00
Page 10 Doors
ATA 52-40 SERVICE DOORS
The forward and rear service doors are similar to the passenger doors in
construction and in operation. The major difference between the doors is
that the service doors are smaller in height therefore have only four
abutments and latches at each front and rear edge.
NOTE: The service doors are equipped with escape slide as well, since
they serve as an emergency door.
FIGURE 5: SERVICE DOORS
ATA 52-00
Page 12 Doors
ATA 52-43 EQUIPMENT BAY DOORS
INTRODUCTION
The following equipment bay doors are provided.

Electrical equipment bay Right frames 10 to 12
Hydraulic equipment bay Right frames 26 to 27
Air conditioning bay Centre frames 46 to 49
APU bay Centre aft of frame 50
FIGURE 6: EQUIPMENT BAY DOORS
ATA 52-00
Page 14 Doors
DESCRIPTION
AIR CONDITIONING BAY DOOR
The door is located in the lower centre surface of the tail fuselage
between frames 46 and 49.
The door is a light alloy riveted structure comprising inner and outer
skins, with seven ribs and two hinge beams, reinforced by riblets and
intercostals.
A Thiokol seal is formed on the door flange in contact with the door
surround.
Adjustable stops on the rear face of the door surround are set to give a
small clearance with a lug on the rear end of each hinge beam.
Door mechanism
The door opens outwards on two hinges with quick-release pins at the
forward edge, and is secured by two latches on the rear edge.
The latches can be released from inside the bay.
The door is restrained in the fully open position by a door stay attached
to a bracket on the left of the door.
The door stay slides in a trunnion on the door surround and is fitted with
a stop on the end to limit the door opening.
A cam is bolted to the trunnion to operate a microswitch to provide bay
lighting automatically when the door is opened.
FIGURE 7: AIR CONDITIONING BAY DOOR
ATA 52-00
Page 16 Doors
APU BAY DOOR
The door is located in the lower centre surface of the tail fuselage aft of
frame 50.
The door is riveted light alloy and titanium structure comprising inner and
outer skins, six ribs, and edge members reinforced by intercostals. A
firewall is attached to rib two.
The door embodies a NACA duct and its associated ducting to align with
the APU oil cooler fan inlet, four drains for the APU and a vent drill.
The door is sealed by hollow, rubber P-seals, bolted to the door
surrounds which are compressed between pressure strips on the door
edge and door surrounds,
A fire seal is attached to the forward APU bay bulkhead and is
compressed by the longitudinal strut on the door.
Seal plates with Bestobel seals are installed on the door surround at
each latch position.
Drain passages in the door lead to a drain hole in the outer skin near the
forward edge on the centre line.
The door opens outward on a piano hinge on the left and is secured by
three latches on the right.
The door is held to the fully open position by a door stay attached to an
anchorage on the door, and connected to a bracket on frame 50 by a
quick release pin.
The door stay is stowed in the door, when closed, and is secured by the
quick release pin.
The grilled vent protects the APU bay from excessive pressure build up
and high ambient temperatures. The internally domed vent also serves
as fire extinguisher access to the bay.
FIGURE 8: APU BAY DOOR
ATA 52-00
Page 18 Doors
ELECTRICAL EQUIPMENT BAY DOOR
The door is located below floor level on the right between frames 10 and
12.
The door comprises a door pan with inner and outer skins reinforced by
diaphragms. It is located and locked by two bolts which engage in
housing in the door surround. The aft housing contains a spring loaded
plunger to operate the door warning microswitch which actuates the LWR
DOOR NOT SHUT annunciator in the MWS panel. The bolts are
controlled by interconnected internal and external handles.
The door opens inward and forward on two hinges, and is held in the
open position by an up-lock bracket which engages a spring loaded
catch on a floor beam.
Four brackets /two top and two bottom/ align the door with the fuselage
skin and take the cabin pressurisation loads on four pads on the fuselage
stringers.
The closed door is sealed by a hollow seal housed in a cage on the
flange of the outer face of the inner skin. The seal contacts an angle on
the door surround, and is inflated by cabin pressure entering the seal
through holes in the inner skin and matching holes in the seal.
The internal and external handles operate a spider assembly to which
the two bolts are connected by links. Operation of either handle extends
or withdraws the bolts. The flush fitting external handle incorporates a
key lock. The handles are restrained in the open and closed positions by
a spring-loaded roller engaging detents in a track on the spider.
FIGURE 9: ELECTRICAL EQUIPMENT BAY DOOR
ATA 52-00
Page 20 Doors
HYDRAULIC EQUIPMENT BAY DOOR
The door is located below floor level on the right side between frames 26
and 27.
The door comprises a door pan with inner and outer skins reinforced by
diaphragms. It is located and locked by two bolts which engage in
housings in the door surrounds. The aft housing contains a plunger
which operates a spring-loaded rocker arm to actuate the microswitch to
control the LWR DOOR NOT SHUT annunciator in the MWS panel. The
bolts are operated by interconnected internal and external handles.
The door opens inward on two hinges and is held in the open position by
a spring-loaded catch which engages a catch plate on the edge of the
door.
Four pads on the flange align the door with the fuselage skin and take
the cabin pressurization loads on four stops on the door surround.
The closed door is sealed by a hollow rubber seal housed in a cage on
the flange of the outer face of the inner skin. The seal contacts an angle
on the door surround, and is inflated by cabin pressure entering the seal
through holes in the inner skin and matching holes in the seal.
A drain hole, covered by a spring-loaded valve, is installed in the outer
skin. Under static conditions, water drains through the hole; when the
aircraft is pressurized the valve seals the hole.
The two handles both operate a spider assembly to which the two bolts
are connected by links. Operation of either handle extends or withdraws
the bolts
The handles are restrained in the open and closed positions by a spring-
loaded roller engaging detents in a track on the spider. The external
handle folds flush in a recess in the outer skin and can be locked with a
key.
FIGURE 10: HYDRAULIC EQUIPMENT BAY DOOR
ATA 52-00
Page 22 Doors
ATA 52-50 FIXED INTERIOR DOORS
COCKPIT DOOR
The door is a single piece unit, installed between two full-length posts Two permanently open vent holes in the door allow pressure equalization
which are secured to the floor and roof at frame 15. The top fittings of between the flight deck and passenger compartment in the event of a
each post incorporate a sliding pin which locates in a bush housed in the sudden decompression. The vents are covered on the vestibule side by
posts. The door is constructed from heavy gauge glass/Nomex board high rigidity aluminium grilles and on the flight deck side by ballistic
with polyethylene ballistic material attached to the flight deck side. The panels. The ballistic panels are hinged and will close when the door is
edges are capped with stainless steel channelling. open and will progressively open as the door is closed.
The door is hinged on the right-hand edge, and under normal
circumstances, the door opens aft into the forward vestibule.
In the upper section of the door, a viewing window is mounted at head
The door closes against a removable abutment, which is attached to the height. The window is of armoured glass/polycarbonate construction
left-hand door post by three pip pins. The pins are marked with high mounted in a stainless steel fitting, with a hinged cover on the flight deck
visibility luminous placards. In an emergency, the pip pins can be side.
withdrawn and the abutment removed to allow the door to be forcibly
opened into the flight deck.
The door cannot be closed until the door lock is in the unlocked position
and the locking plate handle is drawn back against the spring pressure.
The door can then be closed using the strap provided.
The latch/lock mechanism is built into the left-hand edge of the door. The
latch can be operated from either side of the door, but the door can only
be locked, either mechanically or electrically, from the flight deck side.
The latch bolt engages a socket in the left-hand door post.
FIGURE 11: FLIGHT DECK DOOR
ATA 52-00
Page 24 Doors
LAVATORY DOORS
The lavatory door is a single, hinged composite honeycomb panel which
opens outwards.
The toilet door is opened from the outside by a door latch assembly. It is
locked from the inside by moving a sliding knob outboard to engage a
bolt in the door frame. An indicator on the sliding knob shows
OCCUPIED when the sliding latch is moved outboard and VACANT
when it is moved inboard to unlock the door.
The indicator has a translucent window which allows light from inside the
toilet to illuminate the indicator. In an emergency, the sliding knob can be
released from the outside.
The door includes:
• A coat hook
• An ashtray
• A decompression vent at the base
FIGURE 12: LAVATORY DOOR
ATA 52-00
Page 26 Doors
ANIMAL BAY DOOR
The animal bay door is located in the front cargo compartment at frame
24.
The door is a single hinged composite honeycomb panel, which opens
forward and upward. The door is secured closed by six turn buttons
mounted on the outside of the animal bay bulkhead; and secured open
by two turn buttons mounted on the front cargo compartment roof panel
lining.
A P-seal, mounted on the inside face of the animal bay door, forms an
environmental seal when the door is secured closed.
The door includes:
• A ring latch, mounted flush on the outside
• A striker plate mounted on the lower left edge
• A key operated lock
When the door is closed, the striker plate operates a microswitch which,
when the ANIMAL BAY HEAT is selected on, enables the environmental
system. This illuminates the ON annunciator within the ANIMAL BAY
HEAT annunciator/pushbutton on the flight deck.
An optional operated lock is mounted on the lower edge of the door to
allow the animal bay to be used as a secure cargo compartment
When the compartment is locked, the lock bolt operates a microswitch to
disable the environmental system, and illuminates the LK annunciator
within the ANIMAL BAY HEAT annunciator/pushbutton on the flight deck.
FIGURE 13: ANIMAL BAY DOOR
ATA 52-00
Page 28 Doors
ATA 52-60 DOOR STAIRS

Retractable stairs can be fitted to the forward or the rear passenger
doors.
The airstairs are light weight folding stairway with folding handrails
mounted on a carriage with rollers which run in two roller track fitted flush
in the floor. The tracks allow the complete unit to slide into the stowage
area, leaving the door clear for emergency evacuation.
Automatic locks at each end of the track lock the carriage in position. A
foot latch releases the locks.
The stairs are retracted; using yellow hydraulic system pressure, by twin
jacks mounted in the carriage, but are extended by gravity and stowed
normally.
A selector switch above the stair stowage position is covered by a hinged
flap labelled STAIR RETRACTION. The stairs can be retracted manually
if hydraulic power is not available. Dampers are fitted to the upper
handrail support tubes.
An excess of jack stroke accommodates for varying floor to ground
heights and hydraulically compensated wheels give stability on uneven
ground.
When the stairs are stowed, the slots in the tracks are filled by spring-
loaded strips to prevent entry of foreign matter, and on the carriage, felt
pads brush the track ahead of the rollers.
A drip tray is fitted below each track to collect any water passing through
the tracks. Pipes from the trays convey the water to the bottom of the
fuselage near a water drain valve.
FIGURE 14: AIRSTAIRS
ATA 52-00
Page 30 Doors
ATA 52-70 DOOR WARNING
INTRODUCTION
The Master Warning System /MWS/ gives a warning if any of the At the appropriate door PCB box, in addition to, the SHOOT BOLT and
following are not closed: HANDLE LEDs coming on, the BACK-UP CHANEL LED must come on.
• entrance or service doors The CABIN DOOR FAULT annunciator /amber/ comes on to indicate a
fault in the system circuitry, and LED indicators on each PCB box show
• front or rear cargo compartment doors which microswitch is affected.
• electrical or hydraulic equipment bay doors The CONFIG test pushbutton confirms the indicated state by using a
• ground A.C. supply door duplicated PCB circuit.
• water servicing panel door The warning supply also energizes the upper door warning relay as part
of the cockpit voice recorder circuit.
Indicator lights in the front cabin attendants panel show at which
entrance or service door the shoot bolts or handle are not in the locked
position.
DESCRIPTION
UPPER FUSELAGE PRESSURE DOOR WARNING
The warnings and indicators are actuated by a microswitch on each
shoot bolt and each handle mechanism /three to each door/, and a
separate printed circuit board /PCB/ for each door mounted in front and
rear PCB boxes, in the electrical equipment bay and behind the rear
cargo compartment rear wall.
When any door is open, the CAB DOOR NOT SHUT annunciator /amber/
and single chime are energized and the relevant door not closed LED
indicators come on at the front cabin attendant’s panel.
FIGURE 15: DOOR WARNING
ATA 52-00
Page 32 Doors
LOWER FUSELAGE PRESSURE DOOR WARNING

The LWR DOOR NOT SHUT /amber/ annunciator comes on in the
master warning panel if any lower fuselage pressure door is not closed
and secured.
The microswitches are located as follows:
• electrical equipment bay –rear shoot bolt
• hydraulic equipment bay-rear shoot bolt
• front cargo compartment door-lower shoot bolt
• rear cargo compartment door-lower shoot bolt
The electrical power supply is from DC2 busbar and circuit breaker LWR
DOOR WARN /ref: F31/ on panel 211-50-30.
The door warning is supplied from the circuit breaker through contacts of
a de-energised relay and MWS input board.
One pair of contacts in each door microswitch is connected in series to
energise the relay, so that if any one microswitch is not actuated by its
locking bolt, the relay is de-energised and the warning is given.
A second pair of contacts in each lower door microswitch is used to
switch on and off the associated bay lights.
FIGURE 16: LOWER DOOR WARNING
ATA 52-00
Page 34 Doors
GROUND A/C SUPPLY DOOR WARNING
Indication that the door is not shut is given by the EXT PWR NOT SHUT
annunciator /white/ on the central status panel, actuated by a microswitch
mounted on the ground A.C. supply panel.
The electrical power supply is from the DC2 busbar and circuit breaker
EXT PWR NOT SHUT /ref: L23/ on panel 131-12-00
If the door is open, a supply passes through the contacts of the door
operated microswitch to the EXT PWR NOT SHUT annunciator in the
central status panel.
WATER SERVICING PANEL DOOR

If the door is not closed, the microswitch /installed in the water servicing
panel housing/ causes the WATER PNL NOT SHUT annunciator /white/
on the central status panel to illuminate.
The electrical power supply is from the BATT SUB busbar; through circuit
breaker WATER PNL NOT SHUT annunciator in the central status panel.
FIGURE 17: WATER & EXTERNAL POWER SERVICING DOOR
ATA 52-00
Page 36 Doors
ATA 52-80 LANDING GEAR DOORS
INTRODUCTION/ DESCRIPTION MAIN GEAR DOORS
Landing gear bay doors are provided to maintain the fuselage contour Main gear doors are light alloy riveted structures comprising inner and
when the legs are retracted. outer skins, with beams, ribs and diaphragms reinforced by cleats and
The retracted nose gear is faired by a fixed door attached to the leg, and stiffeners.
two outward opening hinged doors attached to the leg aperture. Two hinge brackets and an uplock fitting are attached to the door with
The retracted main gear is faired by a door and hinged fairing attached to serrated and adjuster plates for adjustment.
the leg. A bracket is attached to the door to accept the connection for the linkage
to the leg. The bracket includes a quick-release pin to enable the door to
NOSE GEAR DOORS be moved outboard for wheel removal.
The basic door is a common item, which is handed by the addition of the
Fixed door
fittings in their relevant positions.
The fixed door is a light alloy riveted structure comprising inner and outer
skins, with edge members and formers.
Hinge fairing
Brackets for attachment to the leg are bolted to the door, with serrated
A hinge fairing is fitted between the fuselage and the door.
plates and shims providing adjustment. A door stop bracket is bolted to
the bottom edge. The hinge fairing is a light alloy riveted structure comprising inner and
outer skins, Zed sections, channels and diaphragms reinforced by cleats
Hinged doors
and strap plates.
The two hinged doors are light alloy riveted structures comprising inner
Four brackets are bolted to the door for attachment to the leg.
and outer skins, with edge members and frames. The inner skins are
dished to accommodate the wheels.
Hinges are bolted to the outer edge at the corners of the door for
attachment to the fuselage, with serrated plates and shims for
adjustment.
Both doors have a built-in twist.
FIGURE 18: GEAR BAY DOORS
ATA 52-00
Page 38 Doors
BAe146 AVRO 146RJ
ATA 25-00
Equipment & Furnishing
TABLE OF CONTENT
EQUIPMENT FURNISHING ....................................................................3
25-00 .......................................................................................................3
GENERAL ...........................................................................................3
FLIGHT DECK ........................................................................................5
25-10 .......................................................................................................5
DESCRIPTION ....................................................................................5
PASSENGER COMPARTMENT .............................................................7
25-20 .......................................................................................................7
DESCRIPTION ....................................................................................7
GALLEY/BUFFET ...................................................................................9
25-30 .......................................................................................................9
DESCRIPTION ....................................................................................9
LAVATORY COMPARTMENTS ...........................................................11
25-40 .....................................................................................................11
DESCRIPTION ..................................................................................11
CARGO COMPARTMENTS..................................................................13
25-50 .....................................................................................................13
DESCRIPTION ..................................................................................13
EMERGENCY EQUIPMENT .................................................................15
25-60 .....................................................................................................15
DESCRIPTION ..................................................................................15
EVACUATION SLIDE .....................................................................17
EMERGENCY LOCATOR TRANSMITTER ....................................19
ATA 25
Page 2 Equipmtn & Furnishing
EQUIPMENT FURNISHING
25-00
GENERAL
The passenger compartments can have the following items installed, The passenger compartment sidewall insulation bags have built in air-
appropriate to the operator requirements: conditioning ducts and window demist pipes.
-Cabin attendant seats The cabin, walls and roof are lined with laminated fiberglass quick
release panels, the wall panels being triple window width. Over head
-Cabin bulkheads
luggage bins are mounted by attachment to the fuselage frames. Apart
-Cabin divider curtains from a screwdriver, no tools are required to remove the trim.
-Galleys
-Passenger seat units The passenger seats each side of the centre aisle are built as one unit.
Each unit is mounted on two standard track rails which permit seat pitch
-Stowage’s variations in one inch increments. The overhead passenger service units
-Toilets can also be adjusted to cater for the seat pitches.
-Wardrobes NOTES:
The flight deck contains two pilot and one observer seats as standard
configuration.
The walls and the roof of the flight deck and cabin are sound proofed and
insulated with ”MICROLITE AA” , a form of fibreglass. The insulation
contained in bags made of ”ORCON”, an aluminized material with tear
stopper threads running through it. The wall bags are retained by tucking
the edges behind various parts of the fuselage structure and those in the
roof by sprung wire retainers running longitudinally between the frames.
The insulation is protected and concealed by dado, sidewall and roof
panels.
FIGURE 1:INTERIOR GENERAL
ATA 25
FLIGHT DECK
25-10
DESCRIPTION
The flight compartment provides accommodation for two crew members.
The seats are mounted on floor rails and are manually adjusted. An
additional stowable seat provides accommodation for an observer. This
seat is stowed behind the first officer when not in use. All seats are
equipped with a full harness, including inertia reel shoulder straps.
An additional stowable seat provides accommodation for an observer.
The seat, which has fore and aft variable positioning of the seat pan on
the base structure, is stowed behind the First officer’s seat when not in
use. The seat slides transversely to lock position, in line with the centre
console when required.
Side consoles, located each side outboard of the pilots position, each
contain an ashtray, a stowable chart/cup holder, and stowage for
manuals.
Stowage is provided for landing gear locking pins, pitot covers, static port
plugs, spare filaments, and navigation lamps.
NOTES:
.
leveling
FIGURE 2:FLIGHT DECK
ATA 25
PASSENGER COMPARTMENT
25-20
DESCRIPTION
There is a single passenger compartment in the aircraft, with a vestibule
area at each end. The vestibules contain seats for cabin attendants.
The passenger compartment is carpeted, and has overhead stowage’s
on each side along its entire length, for stowage of passengers' personal
hand luggage.
The passenger compartment can be divided into two separate areas by a
curtain divider.
The various services for passenger use are on passenger service units
(PSUs) located overhead at each seat unit, immediately below the
stowage bins.
Galley(s) and stowage(s) are located within the passenger compartment
and front and rear vestibule areas. They provide facilities for making hot
drinks, preparing, storing and serving food, and storage (e.g. emergency
equipment, coats, etc.).
The whole of the pressurized fuselage area above floor is insulated by
fitted insulation bags. The insulation is protected by dado, sidewall and
roof panels.
NOTES:
FIGURE 3:PASSENGER COMPARTMENT
leveling
ATA 25
GALLEY/BUFFET
25-30
DESCRIPTION
The forward vestibule contains the forward passenger and service doors. The galley structure contains:-
The front galley is situated on the right hand side. The forward toilet • an electrical control panel.
entrance door is on the left hand side, and a folding flight attendants seat
with a quick release harness is located just opposite of toilet door. • two coffee makers.
A service interphone panel is above that seat. Above the service door is • a drawer.
the forward cabin attendant’s panel. • two miscellaneous storages.
On the panel are rocker type switches for ground service power, entry • two catering containers.
door and cabin lights, toilet light and emergency lighting.
• a waste bin compartment.
Circuit breakers and associated neon indicator lights are provided for the
water pipe heaters and the toilet water heaters. • a worktop with an integral sink.
Grouped around the speaker are six lights. From the top downwards, the • a cold water faucet.
three on the left are” GROUND POWER AVAILABLE, NO SMOKING and
• a work light.
FASTEN SEAT BELTS.
Two catering trolleys are stowed below the worktop.
The right hand ones are CABIN, FORWARD and REAR TOILET call
lights. Indication of passenger or service door shoot bolt/handle A floor proximity low level EXIT sign is installed on the aft outboard galley
malfunction is given by a group of 8 light emitting diodes on the forward fascia.
lower quarter of the panel. The work light ballast unit is mounted on the control panel structure.
The galley provides facilities for making hot drinks, and preparing, storing Turn button catches and latches secure doors and removable equipment
and serving food. in position.
A retractable indicator strap (located outboard of the trolley stowage
compartment) can be extended across the front service door aperture.
FIGURE 4: WESTIBULES
.
ATA 25
leveling
LAVATORY COMPARTMENTS
25-40
DESCRIPTION
Each compartment is illuminated and ventilated. Provision is made for The lavatory also includes the following:
emergency lighting and the deployment of emergency oxygen masks. A
wash basin assembly with faucet is also fitted and supplied with hot and • A water heater to provide hot water for the washbasin
cold water. • A smoke detector, mounted on the roof panel.
A self circulatory type toilet is installed with toilet tissue and paper towel • A loudspeaker for the passenger address system.
dispenser.
• Chemical oxygen stowage unit
A service unit incorporating a fresh air outlet, loudspeaker, return to seat
sign and an attendant call button is also part of the standard fit. A waste • A baby changing table, mounted on the forward panel
bin with an automatic heat sensing fire extinguisher is available. • A toilet roll holder, mounted on the toilet tank shroud
The extinguisher fitted so that the outlet nozzle protrudes into the waste • Grab handles
bin. A smoke detector is fitted in the roof of each toilet.
External servicing points are provided for each toilet and waste water is NOTES:
vented overboard through heated drain masts.
Lavatory compartments are installed on the left hand side of the aircraft,
aft of the rear passenger door and forward of the front passenger door.
The lavatory compartment is of lightweight modular construction.
The external structure is made of composite honeycomb panels covered
by a decorative laminate. The external panels are bonded to the drip tray
to form a single shell. The lavatory roof panel is hinged and secured in
place by a single latch. The lavatory door is honeycomb material and is
attached to the inboard panel by a full length hinge.
FIGURE 5:LAVATORIES
ATA 25
CARGO COMPARTMENTS
25-50
DESCRIPTION
The two under floor cargo compartments are located forward and aft NOTES:
beneath the passenger cabin and are accessed by their respective
hatches which open inward on the right hand side of the fuselage.
In each cargo compartment, two nets, comprising a web of horizontal and
vertical polyester webbing straps and a cargo door guard, are provided to
restrain stowed freight and keep it clear of the compartment door. The
nets are installed forward and aft of the door aperture, with quick-release
fittings that engage anchor plates in the floor, roof and side wall. Each
net is tensioned by tightening buckles on the vertical and horizontal
straps.
The compartments are provided with lighting services. Access panels to
other services are installed at various locations through the compartment.
The door guard provided also protects the opened door from damage
when loading freight. The top edge of the guard is attached by hinges to
the ceiling of the compartment, and when the guard is raised in to
position it is secured by spring loaded shoot bolts to the side of the
respective door aperture.
The optional animal bay is located in the front cargo compartment, aft of
the cargo compartment door. The animal bay is formed by a bulkhead
with a door at frame 24. The bay has lighting override control, smoke
detection, and controlled environment suitable for most animals.
FIGURE 6:CARGO COMPARMENTS
ATA 25
EMERGENCY EQUIPMENT
25-60
DESCRIPTION
Emergency equipments aid passenger end crew evacuation and NOTES:
subsequent survival.
• Life jackets
• Escape ropes
• Evacuation slides
• First aid kit
• Megaphones
• Smoke goggles
• Smoke hoods
• Torches
• Portable oxygen bottles
• Portable fire extinguishers
• Tool drop out oxygen
• Emergency locator transmitter
FIGURE 7:EMERGENCY EQUIPMENT
ATA 25
EVACUATION SLIDE
DESCRIPTION
The slide arm/disarm mechanism consist of an ARM/DISARM lever A decorative hardcover assembly is fastened to the top of the pack board
assembly connected by shafts, rods and levers to two girt bar bolts by two snap latches and at the bottom by spring clips. The assembly
mounted one at each end of the girt bar. In the DISARM condition, the hinges on the snap latches during deployment.
bolts are supported by brackets at the foot of the door inner face. The
NOTES:
arm/disarm mechanism is interconnected with the door external handle.
The slide pack consists of a single lane inflatable slide assembly, a gas
cylinder and valve assembly, a lighting facility, and an aluminum
structural pack board with hard fairing cover.
The inflated slide assembly has sliding surface material covering
longitude support tubes joining top and bottom lateral tubes, which
contact the aircraft and the ground respectively. A surface coating helps
to dissipate static electricity.
The lighting system consists of a light actuating lanyard, an electrical
lamp harness and halogen lamps contained in a transparent sleeve
cemented along the support tubes, and an alkaline battery power unit
located in a pouch on the underside of the sliding surface.
The slide inflation cylinder pressure gauge can be read through a window
in the slide cover.
An aspirator assembly, mixing gas and ambient air, comprises a nozzle
inlet for the gas, a conical ambient air inlet, and a flapper valve which
retains the gas when the slide has been inflated.
The pack board assembly, which contains the packed slide system,
consists of the aluminum pack board, flap assembly, lacing cover and
cover release. Pack board brackets mount the system on the aircraft
door.
FIGURE 8:EVACUATION SLIDE
ATA 25
EMERGENCY LOCATOR TRANSMITTER
The emergency locator transmitter (ELT) transmits a homing signal on

the international distress frequencies of 121.5 MHz, 243.0 MHz and
406.025 MHz to alert and guide rescue services to the aircraft in the
event of a crash landing.
The transmitter, including an integral battery power pack, is contained in
an environmental-proof case installed in a mounting tray located in the
roof of the rear passenger compartment. The output of the transmitter is
fed to a rigid antenna located externally in close proximity to the
transmitter. On the lower face of the transmitter is a two-position slide
switch annotated ON/ARMED-OFF; this switch is inaccessible in flight.
A remote control and monitoring panel on the flight deck comprises an
annunciator with the legend ELT ON and a remote control switch. The
switch is a mechanically gated three-position toggle switch, annotated
ON/TEST-ARM-RESET, providing manual selection, test and reset
facilities; an integral baulk prevents inadvertent selection.
The ground crew call horn is used to provide an audio warning of ELT
transmission when the aircraft's engines are not running.
A caption on the master warning panel with the legend ELT is provided to
draw attention to the ELT monitoring panel.
NOTES:
FIGURE 9:ELT
ATA 25
BAe146 AVRO 146RJ
ATA 24-00
Electrical General
TABLE OF CONTENT
24-00 Electrical Power General.............................................................3
Introduction ..........................................................................................3
A.C. generation ....................................................................................5
Essential and Emergency AC Supplies ................................................9
DC Power ..........................................................................................11
Aircraft Batteries ................................................................................13
External DC Ground Supply ...............................................................15
Indicators and controls .......................................................................17
ATA 24-00
Page 2 Electrical General
24-00 ELECTRICAL POWER

GENERAL
INTRODUCTION
The Electrical Power system is comprised of AC and DC power sources.
The AC system consists of:
Two engine-driven Integrated Drive AC Generators (IDGs),
One Auxiliary Power Unit driven AC-Generator (APU GEN);
One Standby Generator and
One AC external power input.
The DC system consists of
Two transformer rectifier units
Two nickel cadmium accumulators
One DC external power input
The primary electrical power system is a 115/200 volt, 400 Hz three
phase constant frequency AC system, and a nominal 28v DC system is
derived from the primary AC system via two transformer rectifier units
(TRU's). Both power systems supply multiple busbar distribution
systems, and use the aircraft structure as neutral or earth return.
FIGURE 1: ELECTRICAL SYSTEM
ATA 24-00
A.C. GENERATION
AC Generators
No. 1 and No. 4 generators are identical, each coupled to its constant The sight glasses are provided to indicate CSD oil level. Two sight
speed drive unit (integrated drive generator) to control the generator glasses are installed, one each side, but due to installation angle of IDG,
speed at 12000 RPM and provide a constant frequency at 400Hz. The use only the inboard sight glass.
generators are oil cooled brushless self-excited 3 phase machines, The outboard glass will always indicate an overfilled condition. The
controlled at 115/200 VAC and rated at 4O kVA. glasses incorporate a silver band to indicate the required oil level.
The system normally operates as a two-generator system. No. 1 engine Automatic Disconnection
generator supplying AC BUS l, No. 4 generator supplies AC BUS 2 with
automatic transfer of busbar supply in the event of generator failure. If A thermal disconnect consists of an integral CSD solder ring which
both generators fail, the third generator on the APU can be used to retains a spring loaded drive on the input drive shaft. If transmission
energise the AC busbar system. overheat occurs, the solder ring will melt and the spring will decouple the
input drive within the CSD.
Constant Speed Drive Unit (CSD)
Temperature Control Valve
The CSD's incorporate an epicycle differential gear train that provides a
constant output shaft speed of 12000 RPM and maintains the generator As the oil temperature rises and reaches the actuating point of the
supply frequency at 400Hz. Line maintenance of the CSD is limited to thermostat, the thermostat seat cutting off the supply of bypass oil
servicing of the oil system. allowing oil from the cooler panels to flow through the valve. The oil is
returned to the CSD reservoir.
The CSD oil cooling and lubricating system incorporates integral pumps,
oil filter, chip detector, sight glasses, and an automatic disconnect Oil Temperature Switch
device. To prevent possible damage to the IDG due to high oil temperature, a
Externally, the oil system also includes a scavenge filter, temperature temperature-sensing switch is installed at the IDG oil out line.
control valve, oil coolers and an oil temperature switch. When the engine The temperature switch consists of a hermetically sealed case containing
rotates, it causes the engine accessory gearbox to rotate, which in turn Freon gas which expands as the temperature rises to 157oC and moves
rotates the IDG to pressurise the oil system. a pressure plate to operate a microswitch. An amber DRIVE HI TEMP
When the shaft is rotated at 6000 r.p.m. and the fixed unit is held annunciator on the pilot's overhead ELECTRIC panel will light, and the
stationary, the output speed will be 12 000 r.p.m. A 2:1. ratio. MWS is activated.
FIGURE 2: AC GENERATION
ATA 24-00
Auxiliary Power Unit Generator
An APU is fitted in the rear fuselage, to provide independence from
ground power sources, and also can be operated during airborne
conditions.
On the ground or in flight, the APU is used to supply air for air
conditioning, and it`s AC generator can supply the AC and DC busbars.
The generator output can be used for main engine start, and it is
essential to minimise busbar loads (50 amps) for engine start or when
using bleed air for air conditioning, especially in `hot-and-high' airfields.
The APU can feed all electrical requirements on the ground but due to
insufficient cooling at altitude it can only feed one A.C. channel in flight,
and for flight safety reasons will default to channel one if both A.C. bus
one and two fail.
External AC Ground Supply.
A six pin AC connector is fitted on the right side fuselage of the front
equipment bay. The connector enables an external AC ground supply to
energise the aircraft busbar systems.
The external supply should be a three phase AC supply, controlled at
115/200 volts with a constant frequency of 400 Hz. It should be rated at
40kVA, for aircraft servicing, but for main engine start a minimum of
60kVA is required.
An external ground power monitor unit will only allow connection to the
aircraft if all power requirements are met.
FIGURE 3: EXTERNAL AC GROUND SUPPLY & APU
ATA 24-00
ESSENTIAL AND EMERGENCY AC SUPPLIES
Standby Generator
During normal operating conditions the ESS AC BUS and EMERG AC
BUS are supplied from AC BUS 1, which is powered from engine driven
generator No. 1. If all the engine driven generators fail, the ESS AC BUS
and EMERG AC BUS can be energised from the output of the
hydraulically driven STANDBY GENERATOR which can supply an output
of 115 volts A.C. 400Hz, 3 phase, 5 kVA. The standby generator also
supplies 28vdc 50amp for the essential and emergency dc busbars, but
when in operation will disconnect the batteries from the emergency dc
bus to prevent any possibility of overloading the generator.
Static Inverter
If a total failure of generator power occurs, or failure of ESS AC BUS
supply, a static standby inverter rated at 250 VA can be operated from
the EMERG DC BUS (battery supported). This will provide an output of
115/26 volt single phase AC supplies at 400 Hz, to maintain power to the
EMERG AC BUS services.
Control switches for STBY Generator and Inverter are located together
on the pilot's overhead panel electrical panel. The switches have three
positions and are labelled ARM-OFF-OVRIDE therefore, provided that
the standby and emergency power systems are in the ARM position,
transfer of power supplies during abnormal conditions is achieved
automatically.
FIGURE 4: STANDBY GENERATOR AND STATIC INVERTER.
ATA 24-00
DC POWER
The primary DC busbars are designated DC BUS 1 and DC BUS 2, and

are supplied from the output of TRU's No. 1 and No. 2 respectively.
TRU input power is supplied from the associated AC BUS 1 and AC BUS
2. A third optional TRU can be fitted and connected to AC BUS 2, its
output is in parallel with TRU 2, each provides a nominal 28v DC at 4
KW.
Power for the emergency (EMERG DC BUS) and essential (ESS DC

BUS) DC busbar is normally supplied from DC BUS 1 and DC BUS 2
respectively.
An ext D.C. supply can be use to start engines and or the APU but
cannot be connected to the D.C. busbar system.
FIGURE 5: TRANSFORMER RECTIFIER UNITS.
ATA 24-00
AIRCRAFT BATTERIES
The aircraft batteries are fitted in the front equipment bay and will
maintain the emergency AC and DC services for approximately 30
minutes per battery. Battery stowage is provided with venting of battery
gasses to atmosphere, where NI-CAD batteries are fitted.
In the extreme condition, when all generated power fails, the main aircraft
24 volt battery will maintain power to the EMERG DC BUS services FOR
30 minutes per battery. This busbar will supply power to operate a
standby static inverter and its single phase. 250 VA output at 400 Hz will
automatically supply the EMERG AC BUS service.
FIGURE 6: AIRCRAFT BATTERIES
.
ATA 24-00
EXTERNAL DC GROUND SUPPLY
A 28v DC connector is fitted on the right side fuselage, adjacent to the

right main landing gear, and is provided for engine start only. The ground
power unit should be capable of producing 28 volts DC at up to 2000
amps with minimum volts drop.
EXT DC can be used to start the aircraft main engines and also the APU
if required.
FIGURE 7: EXTERNAL DC GROUND SUPPLY.
ATA 24-00
INDICATORS AND CONTROLS

Indicators and controls for the electrical power system are grouped on o ESS DC OFF (A)
the ELECTRIC and APU sub panels of the flight deck overhead o EMERG DC OFF (A)
instrument panel. Colour codes on the voltmeters, ammeters and the
o AC BUS 1 OFF (A)
frequency meter indicate the appropriate operating range; Normal -
o AC BUS 2 OFF (A)
Green, Cautionary - Amber, Emergency - Red. Annunciator or lamp
colours are given in brackets, (G)reen - (A)mber - (W)hite. o ESS AC OFF (A)
On the ELECTRIC overhead roof panel are the following components: o EMERG AC OFF (A)
• TR and BATT ammeters o DRIVE 1HI TEMP (A)
• AC and DC voltmeters (VAC 95-135, VDC 0-40) o DRIVE 2 HI TEMP (A)
• VOLT/AMP selection switches for DC output. o GEN1 OFF LINE (A)
• VOLT/FREQ selection switches for AC output. o GEN 2 OFF LINE (A)
• BATT ON/OFF switches. o APU GEN OFF LINE (A)
• Frequency meter (300-500 Hz) o APU DRIVE FAIL (A)

• A row of 5 switches:
• Twenty annunciators: o EXT ACOFF, ON
o BATT 1 HI TEMP (A) o BUS-TIE ACAUTO, OPEN
o BUS-TIE DCAUTO, OPEN
o BATT 2 HI TEMP (A)
o STBY INVARM, OFF, O/RIDE
o EXT AC PWR AVAILABLE (G) o STBY GENARM, OFF, O/RIDE
o BATT 1 NO CHARGE (A)
The generator ammeters (GEN 1, APU and GEN 4)
o BATT 2 NO CHARGE (A)
o STBY GEN ON (W)
o DC BUS 1 OFF (A)
o DC BUS 2 OFF (A)
FIGURE 8: ELECTRICAL INDICATIONS
ELECT
APU PWR
AVAILABLE
BAe146 only
APU GEN
FAIL
ATA 24-00
BAe146 AVRO 146RJ
ATA 31-21
Instruments
TABLE OF CONTENT 31- 40 Engine Life Computer ................................................................1
31-21 Electronic Digital Clock (MODELL 881B) ...................................3 Introduction ..........................................................................................1
Display Select ..................................................................................3 description ...........................................................................................1
Time .................................................................................................3 Engine life computer ............................................................................3
Dim Position for Display ...................................................................3 operation ..........................................................................................3
Flight Time Recorder ........................................................................3 GNS-X data transfer unit......................................................................5
Elapsed time Meter ..........................................................................3
Setting to Accurate Time ..................................................................3 31-52 Audible Warning System. ...........................................................1
Front Switch Positions .........................................................................5 General .................................................................................................1
Top Left (1) UP, (2) SET, (3) D. ........................................................5 Description............................................................................................1
Top right (1) B, (2) Dim, (3) 1 hr. up..................................................5
Bottom left (1) Time, (2) FT, (3) ET...................................................5
Bottom right (1) Zero, (2) Stop, (3) Run ............................................5
31-30 Flight Data Recording .................................................................1

Introduction ...........................................................................................1
Flight Data Acquisition Unit ...............................................................1
FDR Panel.........................................................................................1
Solid State Flight Data Recorder ...........................................................3
Operation ..............................................................................................7
FDR Panel indications .......................................................................7
MWS INDICATIONS..........................................................................7
31-51 Master Warning System ..............................................................1

Introduction ..........................................................................................1
Description ...........................................................................................1
Antistatic Protection ..........................................................................5
(BAE 146) 31-51 Master Warning System ............................................7
DESCRIPTION ....................................................................................7
BAe 146 Flight Annunciators................................................................9
ATA 31-21
Page 2 Instruments
31-21 ELECTRONIC DIGITAL CLOCK

(MODELL 881B) ELAPSED TIME METER
As an alternative to the aerosonic mechanical clock, a davtron digital When the Elapsed Time channel is selected the Elapsed Time meter will
clock may be fitted and works as follows: read in hours, minutes and seconds. This recorder is fully controlled by
the pilot from the front panel. It may be started, stopped and returned to
DISPLAY SELECT zero for elapsed time, approach time etc. It continues to operate when
aircraft power is off. Totals time up to 24 hours.
The switch marked time/FT/ET is a three position switch that selects the
function to be displayed. All three functions operate normally no matter
what function has been selected for display. SETTING TO ACCURATE TIME
Davtron sets the clock for the proper time zone when it leaves the
TIME factory. Although the clock is easily changed in one hour increments with
the one hour up date switch, this does not effect minutes or seconds.
When the time function is selected the proper time will read in hours,
minutes and seconds. The time channel may be set to local time or GMT Time accuracy should be adjusted only when an accurate time check has
time. been made and an error noted.
The switch marked set is for minor time corrections. Holding this switch in
DIM POSITION FOR DISPLAY
the set up position runs the clock at a rate of one second fast for every
For night operation a Dim position is provided. Normal position is B or second it is held. In the set down position, the clock is stopped or loses
bright. one second for every second held. For example, if a ten second error is
noted in the clock and the clock is ten seconds fast, hold the set position,
FLIGHT TIME RECORDER switch in the set down position for ten seconds. If clock is ten seconds
When the Flight Time channel is selected the actual time in flight will be slow, hold the set switch in the set up position for ten seconds. During
displayed in hours, minutes and seconds. When the aircraft starts it’s the time the clock is being set up or down, the Elapse Time and Flight
Take-Off run and the W.O.W. close the Flight Time recorder will start to Time still continue to operate normally. The pilot may use the Elapsed
run recording Flight Time. Any time during flight the pilot may check total Time meter to time the holding of the set switch. The set switch is a
time in flight. When the aircraft has landed total Flight Time can be momentary switch and automatically returns to the centre position.
recorded.
Only having aircraft power off and moving the switch on the front panel to
the zero position can the Flight Time be set to zero.
FIGURE 1: CIRCUIT DIAGRAM
ATA 31-21
Page 4 Instruments
FRONT SWITCH POSITIONS

TOP LEFT (1) UP, (2) SET, (3) D. BOTTOM LEFT (1) TIME, (2) FT, (3) ET
1. Position = 1 (up) and is a momentary position and sets the 1. Position = 1 (Time) selects real time. This channel may be set
clock one second up for every second held. Automatically to GMT time or local time reads in hours, minutes and
returns to position = 2 when released. seconds.
2. Position = 2 (set) is the normal position. 2. Position = 2 (FT) selects Flight Time, reads in hours, minutes
and seconds of actual flight.
3. Position = 3 (D) is a momentary position and sets the clock
one second down for every second held. Automatically 3. Position = 3 (ET) selects Elapsed Time, reads in hours, minutes
returns to position = 2 (set) when released. and seconds.
TOP RIGHT (1) B, (2) DIM, (3) 1 HR. UP. BOTTOM RIGHT (1) ZERO, (2) STOP, (3) RUN
This switch sets bright, dim and makes one hour changes. 1. Position = 1 (Zero) is a momentary position and sets the
Elapsed Time meter to zero. The switch returns to position =
l. Position = 1 (B) is the bright position of the display for
2 (Stop) when released.
daytime use.
2. Position = 2 (Dim) is for night time use.
NOTE:
3. Position = 3 (1 hour up) is a momentary position to sets the
1 Position = 1 (Zero) will zero Flight Time only if power to the clock is
clock 1 hour ahead for every time the switch is moved to this
off.
position and released.
2. Position = 2 (Stop) will stop the Elapsed Time meter.
3. Position = 3 (Run) starts the Elapsed Time meter.
FIGURE 2: SWITCH POSITIONS
ATA 31-21
Page 6 Instruments
31-30 FLIGHT DATA RECORDING

INTRODUCTION FDR PANEL
The FDR system consists of a flight data acquisition unit, solid state flight The FDR panel has the following annunciators and controls:
recorder and FDR panel. • FDR FAIL annunciator (amber
• FDAU FAIL annunciator (amber)
The FDR system acquires data from other aircraft systems and samples • EVENT pushbutton
the data in a programmed sequence. Each sample is acquired and • GRND TEST toggle switch
digitized by a flight data acquisition unit (FDAU) and then recorded by an
accident protected recycling solid state flight data recorder (SSFDR).
An FDR panel is provided on the flight deck centre pedestal.
Annunciators on this panel give warning of fault conditions in the FDAU
and SSFDR. Two push button switches allow for system ground test and
event recording respectively.
An underwater locator beacon (ULB) is mounted on the front of the
SSFDR unit.
The SSFDR recording holds data from the last 54.4 hours of flight.
FLIGHT DATA ACQUISITION UNIT

The FDAU converts the acquired data into digital signals for input to the
FDR, which records them on solid state memory devices.
A front panel connector is provided for test and maintenance purposes.
Two magnetic indicators on the front panel provide the fault status of the
FDAU and the FDR.
The FDAU requires a power supply of 28 VDC. The unit may cease to
operate if this supply falls below 18 VDC, but will automatically restart if
the voltage rises above 18 V.
FIGURE 1:DFDR COMPONENTS
FDAU FDR TAPE QAR

FLIGHT DATA RECORDER FAIL FAIL LOW FAIL
GND EVENT
TEST
ATA 31-30
Page 2 Flight Data Recorder
SOLID STATE FLIGHT DATA RECORDER

The FDR consists of an equipment case and a crash survivable memory
unit.
The equipment case contains a power supply and an interface control
board.
The power supply unit converts the 115 VAC input power to a secondary
power supply. This secondary power supply, is used by the interface,
control board and the memory unit.
The interface and control board provides control of all memory write, read
and erase functions, together with providing an interface to the FDAU.
The board also provides all built-in test equipment (BITE) facilities. A
BITE indicator light is installed on the front of the FDR, the indicator
illuminates when a fault has been detected.
The crash survivable memory unit is a solid state, non-volatile, mass

storage device enclosed in a protective case.
Data is recovered from the SSFDR by connecting a hand-held download

unit, via a interface cable, to the FDR TEST socket or the socket on the
front of the SSFDR.
On aircraft functional testing can be performed using the hand-held

download unit or a flight line test-set.
FIGURE 2: FLIGHT DATA RECORDER
ATA 31-30
Accelerometer
The accelerometer consists of three single axis accelerometers which
measure acceleration in the vertical, lateral and longitudinal axes.
Position transmitter
Several potentiometers provide positional data to the FDAU which
provides the, +/- 5 VDC necessary for potentiometer excitation.
• Two for the aileron

• Two for the elevator
• One for the elevator trim tab
• One for the rudder position
Resistor buffer board

There are two resistor buffer boards each containing in-line isolating
resistors, which are used as discrete inputs to the FDAU.
Cockpit voice recorder time synch transformer
The transformer couples a time synchronizing signal from the FDAU to
the cockpit voice recorder and central audio unit circuits.
Download and Test point
The normal download/test point for the FDR is at the rear baggage bay
door, on the left side
FIGURE 3: FDR COMPONENTS.
ATA 31-30
OPERATION FDR PANEL INDICATIONS

With busbars energized but no engines running and park brake set, the The FDR panel has the following annunciators and controls:
SSFDR system is not powered. In this case the FLT REC OFF FDR FAIL annunciator (amber) – indicates a fault detected in the FDR.
annunciator on the master warning panel comes on.
FDAU FAIL annunciator (amber) - indicates a fault detected in the FDAU.
For test purposes the SSFDR can be powered up by operating the EVENT pushbutton – when pushed, inserts an event marker in the
GROUND TEST switch on the FDR panel, provided No.1 AVIONIC recording to highlight a flight event.
MASTER switch is set to on.
GRND TEST toggle switch – applies power to the recorder when testing
With 28 VDC ESS bus power applied by the AVIONIC MASTER switch, the system on ground.
power is connected also to the tri-axial accelerometer and the FDAU.
MWS INDICATIONS
If the FDAU is in a fail condition, the FDAU FAIL annunciator and the FLT The MWS indications are as follows
REC OFF annunciator will come on.
• PARK BRAKE ON (amber). The parking brake must be released
to operate the FDR.
If the SSFDR is in a fail condition, the FDR FAIL annunciator and the FLT
REC OFF annunciator will also come on. • FLT REC OFF (white). This indicates the FDR has no electrical
power but may also mean the Anti Skid Test switch in the
A built-in test circuit in the FDAU monitors a number of parameter avionics bay is in the TEST position.
discrete and analog inputs for reasonableness. If any of the parameters
fall outside a set of meaningful limit for a period exceeding 32 seconds,
the FDR magnetic indicator will be set to fault (shows white).
If more than 30% of the parameters fall outside a set limit, the FDAU
magnetic indicator on the front of the FDAU and the FDR magnetic
indicator on the maintenance test panel will be set to fault. In addition the
FDAU FAIL on the FDR panel and the FLT REC OFF annunciator will
come on.
FIGURE 4: FDR SCHEMATIC
FDAU FDR TAPE QAR

FAIL FAIL LOW FAIL
GND EVENT
TEST
PARK BRK
OFF
FLT REC
OFF
ATA 31-30
31- 40 ENGINE LIFE COMPUTER

INTRODUCTION
The engine life computing system is provided to monitor, compute and The ELC interfaces with the Aircraft Communications Addressing and
store data information derived from various sources to be used as an aid Reporting System (ACARS). ELC data, together with documentary data
in determining the life of an aircraft engine. (provided by the ACARS), is downlinked to a ground station via the
ACARS as follows.
DESCRIPTION • Take off trend data
The ELC system calculates low cycle fatigue (LCF) totals for selected o The ELC generates a trend message shortly after take-off.
engine components and the time each engine spends at different The ACARS automatically downlinks the trend message
temperatures. from the second flight of the day only.
It will store a "snapshot" of all input parameters, on demand, once or • Exceedance data
twice per flight to permit trend analysis. o Exceedance messages are downlinked automatically
Specified input parameters are continuously monitored and compared when generated.
with predetermined maximum and/or minimum exceedance values; the • Incident data
values that are outside the limits are stored together with the date, time
and duration of the exceedance. It will also monitor the input parameters o Incident messages are downlinked automatically when
and compare each value with pre-defined 'incident values', storing the generated.
input parameters from five seconds before an incident value is exceeded • Snapshot data
to 15 seconds after, at a rate of once per second. o Snapshot messages are downlinked when initiated by the
The computer performs all computing operations and stores the STORE DATA switch on the flight deck, or downlinked
respective values in a non-volatile memory. The light emitting diode automatically when initiated by an ACARS uplink request.
(LED) display on the front panel of the computer can be used to display
the stored values. A portable data transfer unit (DTU) can be used to The ACARS provides the ELC with the following data.
extract data from the computer. Alternatively, the GNS-X data transfer
unit located in the cockpit, can be used to extract data • Documentary data
• Current flight number
• Zero fuel weight (if known)
• Snapshot trend message request
FIGURE 1: ELC COMPONENTS
ATA 31-40
Page 2 Engine Life Computer
ENGINE LIFE COMPUTER

The unit is of modular construction, and a BITE (built in test) system is second intervals from five seconds before the incident to fifteen seconds
incorporated that allows faults to be identified down to module level. The after.
front panel of the ELC carries a seven pin connector to which the DTU
If any input values do not cross the exceedance threshold, they are
can be connected in order to extract the stored data or input new
dumped from the "temporary" store at the end of the five second period.
information.
When certain conditions are reached during take off and cruise, the ELC
The front panel of the unit also carries a five-digit LED display that can be
automatically initiates a 'snapshot' of all parameters.
used to display the channel number and the information contained in that
channel. A centre-off biased toggle switch labelled CHANNEL SELECT- Pilot operation of the STORE DATA switch, located on the centre
INCREASE/DECREASE, mounted below the display is provided to select pedestal, will also initiate a snapshot of parameters, if required.
the channel number. A snapshot is a sequence of seven sets of input data being recorded at
Detection of a fault by the internal BITE results in the indication of all one second intervals. The highest and lowest value of each parameter is
decimal points on the LED display. Momentary installation of a BITE discarded and the average of each set of the remaining five values is
reset connector to the front connector of the ELC will reset the BITE stored. The time and date is also stored, the resulting sets of data being
system. the basis for trend monitoring.
OPERATION
The ELC is powered by the aircraft 28V d.c. system, and takes inputs
from a variety of sources. From each engine it takes speeds N1 and N2,
gas temperature, vibration, fuel flow, oil temperature and oil pressure.
From other aircraft systems it takes altitude, IAS, fuel contents and OAT.
The CPU continuously monitors, and stores for five seconds in a
"temporary" store, the input values of N1, N2, EGT, oil temperature and
vibration. The CPU compares the input values against pre-defined
maximum values of exceedance threshold and incident threshold. In
addition, each input value of N2 and oil pressure is compared to a
predetermined minimum incident threshold to identify low oil pressure or
an engine shutdown in flight. If any input value increases or decreases
beyond the incident threshold, the ELC stores all the input values at one
FIGURE 2: BLOCK DIAGRAM
ATA 31-40
GNS-X DATA TRANSFER UNIT Example of ELC Parameters:

The GNS-X data transfer unit is a disk drive unit mounted in the CHANNEL PARAMETER UNITS
Supernumerary's position (222-04-00), and is part of the GNS-X system.
The unit is used to update the GNS-X internal navigation data base. It is 1. Aircraft tail number
also used to download stored data from the engine life computer after 2. Engine No.1 serial No
flight, with weight on wheels and all engines shut down.
3. Engine No.2 serial No
A request for download is initiated by pressing the STORE DATA switch
4. Engine No.3 serial No
on the flight deck. On initiation, the GNS-X data transfer unit will start to
download 'All data' from the ELC to the GNS-X data transfer unit. 5. Engine No.4 serial No
6. Engine No.1 N1 % speed x 10
14. Engine No.1 EGT degrees C
18. Engine No.1 OIL TEMP degrees C
19. Engine No.2 OIL TEMP degrees C
FIGURE 3: DATA TRANSFER UNIT
ATA 31-40
31-51 MASTER WARNING SYSTEM

INTRODUCTION A white annunciator indicates the functioning of a support system or
ground function.
Should a fault occur in an aircraft system, the master warning system
(MWS) will give a visual indication of the fault. A green annunciator is advisory and indicates correct system operation.
An audible warning will be activated in the case of a red or high-category
amber warning.
The CWP comprises 76 annunciator modules in four columns of 19
annunciators. Each module contains a caption whose legend is invisible
DESCRIPTION until illuminated. The case incorporates cooling fins for dimming
The master warning system (MWS) comprises a central warning panel transistors.
(CWP), central status panel (CSP), overhead panel system annunciators,
The CSP comprises 16 white or green annunciator modules in four
dimming control potentiometers, dim normal-override switches, red
columns of four annunciators, as for the MWP each legend is invisible
warning and amber caution lamps, a test and muting switch for the CWP,
until illuminated.
a filament test switch for the overhead panel system annunciators, and
printed circuit boards (PCB). Combined, the CWP and CSP are referred System caption annunciators with a pointing arrow are positioned in the
to as the master warning panel (MWP). MWP to indicate that a fault has occurred in a system. The overhead
panel system annunciator modules also contain captions, which are
Four colours, red, amber, white and green, are used in the annunciator
invisible until illuminated.
modules to provide instant identification of the category of indication.
Separate dimming control potentiometers are used to control the
A red annunciator indicates a fault condition requiring immediate crew
brilliance of the MWP and the overhead panel annunciators. The
action. This is accompanied by audio tones, a discrete fire-bell or triple-
potentiometers can be overridden by the NORM-O/RIDE switches, which
chime audio tone where no discrete tone exists, activated by the audible
are single-pole, two-position switches.
warning system. All red annunciators have a truncated triangle at each
end of the caption. The overhead panel system annunciator test switch is a press-to-make
spring-return pushbutton switch. When the switch is depressed, all the
An amber annunciator indicates a fault condition, which does not require
overhead panel system captions are illuminated at maximum intensity
urgent crew action. There are two categories of amber annunciator, the
higher category being distinguished by a truncated triangle at the left side
of the caption. The operation of a high category amber annunciator is Red warning and amber caution lamps are positioned in front of the
accompanied by a single-chime audio tone. Captain and First Officer and flash whenever an alert (red) or caution
(amber) fault condition is indicated on the MWP. The warning and
caution lamps incorporate a press-to-cancel facility.
FIGURE 1: MWS COMPONENTS D
ATA 31-51
Page 2 Master Warning System
Four types of PCB are incorporated into the MWS and three types in the
signal conditioning circuitry. The boards are type 1 and type 2 input
boards, control boards 1 and 2, a buffer board, a bi-stable board and
time delay boards. There are 40 inverter channels as part of the signal
conditioning circuitry and these are located on the type 2 input boards,
eight inverters on each of the five boards.
FIGURE 2:PCB LOCATION
ATA 31-51
ANTISTATIC PROTECTION Static discharge and control sockets

Some of the PCB`s fitted on the RJ, have components on them, which Static discharge control sockets are provisional through out the aircraft
are susceptible to damage from electrostatic charges, and are risk in any for use with static discharge control wrist straps, which must be used
environment where they may come into contact with such charges. when handling printed circuit boards with static sensitive devices fitted.
The PCB`s come in black plastic bags, and must only be handled with
those bags, even when pulling or pushing the PCB`s in or out of the PCB
racks in the Aircraft. Also the anti-static earthing strap supplied, must be
connected to the appropriate earthing lug on the rack.
FIGURE 3:STATIC PROTECTION
ATA 31-51
31-52 AUDIBLE WARNING SYSTEM

GENERAL
The audible warning system (AWS) provides aural warning tones via the The discretes that initiate the autopilot disconnect and altitude alert tones
flight deck speakers and crew headsets. The AWS comprises an audible are produced by the DFGS.
warning unit and a firebell. The audible warning unit receives discrete
The generated audio tones and synthesized voices are applied to two
inputs from various aircraft systems to generate warning tones which are
independent, buffered audio output stages. Both stages are supplied to
supplied to the aircraft audio system, and to drive the firebell.
the audio integrating system to drive the Captain's and First Officer's flight
deck loudspeakers. The outputs override the volume control settings on
DESCRIPTION the audio selector panels to provide a constant audio level output.
Two independent power supplies are provided to make certain no single
The aural tones are generated within the audible warning unit, except for
fault will cause the loss of all audible warnings.
the firebell, which is an electro-mechanical device. The firebell is driven
by the audible warning unit.
The master warning system (MWS) initiates the red alert and high
category amber caution warning tones. Switches or sensors in the related
systems initiate the remaining warning tones. Other generated tones and
synthesized voices are produced by,
On aircraft 306,308-309,311,313-999
The enhanced ground proximity warning system (EGPWS)
On aircraft 001-299,301-305,307,310
The ground proximity warning system (GPWS)
On aircraft ALL
The traffic alert and collision avoidance system (TCAS)The WINDSHEAR
voice warning from the digital flight guidance system (DFGS)
Revision: February 2011 © Swiss Aviation Training Ltd. FOR TRAINING ONLY
FIGURE 1: AUDIBLE WARNING SYSTEM COMPONENTS
ATA 31-52
Page 2 Audible Warning System
Revision: February 2011 © Swiss Aviation Training Ltd. FOR TRAINING ONLY
BAe146 AVRO 146RJ
ATA 22-00
Autoflight
TABLE OF CONTENT
ATA 22-00 Digital Flight Guidance System ..........................................3
Introduction ..........................................................................................3
Description ...........................................................................................5
Autopilot. ..........................................................................................5
Go-Around Function. ........................................................................9
Take-Off Function.............................................................................9
Yaw Damper (YD) ..........................................................................11
Parallel Rudder...............................................................................11
Flight Director (FD) ............................................................................13
Pitch trim............................................................................................15
Auto trim .........................................................................................15
Electric trim ....................................................................................15
Flap trim compensation (FTC) ........................................................15
Cat 3 trim up bias ...........................................................................15
Annunciation ..................................................................................17
Operation ...........................................................................................19
Autopilot Engagement ....................................................................19
Thrust Rating Panel (TRP) .............................................................21
Autopilot Servos and Clutches........................................................23
Flight Deck Switches ......................................................................25
Diagnostic/ Tests ...............................................................................29
ATA 22-10 DFGS /BAe146/ ..................................................................31
Introduction ........................................................................................31
Auto-Pilot Controller .......................................................................33
Mode annunciator panels ...............................................................35
ATA 22-00
Page 2 Autoflight
ATA 22-00 DIGITAL FLIGHT

GUIDANCE SYSTEM
INTRODUCTION
The DFGS uses analogue and digital techniques to provide common - Capture and tracking of a flight plan provided by the lateral navigation
computing and mode selection. In conjunction with other aircraft avionics system.
systems, flight deck controls, airframe sensors and engine controls and - Control of aircraft engines by commands to the throttle levers and Full
sensors, the DFGS provides signals to the servo actuators to control the Authority Digital Engine Control System (FADEC).
aircraft's pitch, roll and yaw axes as requested by the pilot. In addition, - Yaw damping and turn to-ordination.
the DFGS provides commands to control the aircraft engines. The - Windshear detection and recovery guidance to the flight director.
autopilot is based on rate-rate type control laws, with the control surfaces - Category 3 automatic landing.
activated by rate servomotors. - Pitch trim control.
- Flap deployment compensation.
- Built-in fault monitoring and maintenance test system.
The DFGS provides the following automatic functions:
- Stabilization in pitch, roll and yaw axes.

- Holding of pitch and roll attitude.
- Acquisition and holding of airspeed, Mach, vertical speed and
altitude.
- Audio and visual warnings of approach to and deviation from a
selected altitude.
- Acquisition and holding of a selected heading.
- Capture and holding of a selected VOR radial or ILS localizer
beam.
- Capture and holding of a glideslope beam.
- Capture and holding of a localizer back beam.
- Fail passive flight director pitch commands for Take-Off and Go-
Around.
FIGURE 1: AUTOPILOT
ATA 22-00
Page 4 Autoflight
DESCRIPTION
AUTOPILOT.
Non-Cat 3 approach functions.
When engaged, the autopilot controls the motion of the aircraft via the The autopilot provides the following coupled approach capabilities:
elevators, ailerons, roll spoilers and rudder in response to the - Cat 2 coupled approach (decision ht 100 feet, Minimum Use Height 50
requirements selected on the mode control panel, and provides feet).
automatic elevator trim tab control in response to elevator control tab
servo loads. Yaw axis control is provided by two modes of operation: - Cat 1 coupled or flight director only approach (decision height 200 feet,
Minimum Use Height 50 feet).
Series yaw damper - Cat 1 coupled or flight director only steep approach (decision height
With limited rudder control authority and is used primarily for providing 200 feet).
the yaw damper/turn to-ordination function. The series yaw damper mode - Cat 1 coupled or flight director only back localizer approach (decision
is available independently of autopilot flight director engagement status. height 200 feet).
Parallel rudder with increased rudder control authority All approach modes are computed in lanes A and B of the FGC and are
The mode is used during autoland, Take-Off, and Go-Around modes in cross-monitored, to make certain both lanes agree before
order to provide full rudder authority in the event of an engine failure. servomotor operation can occur. Any difference between the lanes
results in an autopilot disconnects.
Cruise functions
The aircraft is steered in response to inputs from the IRS (heading select These approaches only require one ILS receiver to be operational. If both
and hold modes), VOR receivers, (VOR modes) and NMS, using a receivers are tuned, then on ILS engagement (except on back localizer
combination of VOR and DME (LNAV mode). Airspeed, vertical speed approaches), the autopilot uses both ILS receivers and averages the
and altitude control is provided utilizing data from the ADC. inputs. A detected failure of one ILS after dual ILS has been achieved
All cruise outer loop functions are computed only in lane A of the FGC. causes the autopilot to continue on the remaining valid input.
Similarly, only one radio altimeter and one air data computer need be
valid for a Category 2 approach.
Category 1 approaches do not require radio information.
FIGURE 2:DFGS AUTOLAND
ATA 22-00
Page 6 Autoflight
Approach and Cat 3 automatic landing functions. Flare:
The flight guidance system provides Category 3 approach and auto land At 50 feet radio altitude, the FLARE manoeuvre engages to reduce the
coupled guidance from localizer and glide slope tracking, through align, aircraft descent rate prior to touchdown. If the auto throttle is engaged,
flare, nose-lowering and roll out. These functions engage automatically in thrust is automatically reduced to achieve the target touchdown speed
a specified sequence once the autopilot has captured the localizer and over the runway threshold.
glideslope beams, and the required system integrity has been achieved. Nose lower:
The decision height is SU feet. Once engaged, the autopilot controls
through the following approach and landing phases: When the two main landing gear, are on the ground, the nose is lowered
to bring all three landing gear on to the ground. Roll spoilers are then
automatically deployed. In the event of one main and nose gear touching
Approach: down first, the remaining main gear will be lowered.
Capture and subsequent tracking of ILS localizer and glideslope Roll out:
Once all landing gear are on the ground, the autopilot continues to track
the localizer centre line by maintaining wings level and applying aileron
Transition to Cat 3: into wind until the aircraft speed drops below 60 knots. Roll out guidance
Between 1500 and 600 feet radio altitude, the flight guidance system then ceases, and the ailerons and rudder centralize.
automatically determines the integrity of the flight control system. The
DFGS transitions to Cat 3 status provided a pre-determined set of
conditions remain valid for 10 seconds. All autoland functions are computed in lanes A and B of the FGC and
cross monitored. Both lanes must agree before a servomotor movement
occurs. Both ILS receivers must be valid, tuned and in agreement in
Alignment order for Cat 3 status to be achieved. The FGC uses the average of the
ILS inputs to attain dual ILS usage. Subsequent failure of one ILS after
At 150 feet radio altitude, the ALIGN manoeuvre engages which aligns dual usage has been achieved causes the autopilot to continue operating
the aircraft with the runway centre line and compensates for lateral drift on the valid input, with Cat 3 status remaining valid.
due to crosswinds.
Similarly, both radio altimeters and both ADCs must be valid before Cat 3
status can be achieved. Subsequent failure of one radio altimeter or one
ADC causes the autopilot to continue operating on the valid inputs.
FIGURE 3:AUTOLAND
ATA 22-00
Page 8 Autoflight
For CAT 3 autoland engagement to be achieved, the following GO-AROUND FUNCTION.
conditions are required: The autopilot provides an automatic Go-Around facility which, when
selected, commands a positive flight path for climb-out. In the event of
- Autopilot engaged and fault free. windshear being detected during Go-Around, an automatic transition to
Both ILS receivers tuned and valid. Go-Around Windshear (GAWS) occurs and a recover flight path and
Both radio altimeters valid (unless single option specified). speed is computed. If auto throttle is engaged at the time Go-Around is
Both IRS valid. initiated, the throttle levers advance to the GA MAX rating (or WS MAX if
Both ADC valid. windshear is detected).
Selected courses 1 and 2 both valid and equal. Go-Around is a ground track (TRK) mode, which, in addition to
Pitch trim system valid. maintaining the recovery flight path, also maintains aircraft track over the
Squat switching system valid. ground.
Parallel rudder is used to provide automatic yaw compensation in the
To maintain CAT 3 autoland engagement, the following conditions event of an engine failure.
are required:
TAKE-OFF FUNCTION
- Autopilot engaged and fault free. The pitch Take-Off mode is computed in both lanes of the FGC and
One ILS receiver tuned and valid. supplies flight director pitch guidance during ground roll and climb-out.
One radio altimeter valid. The autopilot may be engaged in Take-Off mode once the aircraft has
Two IRS valid. been airborne for 10 seconds.
The roll Take-Off (TRK) mode provides roll commands to maintain a
One ADC valid. lateral track reference.
Pitch trim system valid. Parallel rudder is used to provide automatic yaw compensation in the
event of an engine failure.
Squat switching system valid.
FIGURE 4:CATIII REQUIREMENTS
ATA 22-00
Page 10 Autoflight
YAW DAMPER (YD) PARALLEL RUDDER
The YD reduces the aircraft's dutch roll characteristics and provides turn The parallel rudder function used for automatic landings drives the rudder
entry and exit to-ordination. via the rudder pedal control circuit to provide increased rudder authority
over the normal yaw damper function. Yaw damper disengagement and
The YD uses filtered yaw rate and body lateral accelerations to provide parallel rudder engagement is achieved over a short time period to
enhanced turn to-ordination, via the series yaw damper actuator. Yaw minimize transients. Once engaged, the parallel rudder performs all yaw
commands are passed through a notch filter to make certain no aircraft damping in addition to autoland functions.
structural oscillatory modes are excited.
The YD turn to-ordination functions engage automatically whenever the

DFGS is operating normally and the YAW DAMP MASTER switches are
set to ON. Engagement of the YD is independent of autopilot or flight
director engagement. The YD function operates constantly unless:
- The YAW DAMPER MASTER switches are set to OFF, which isolates
the electrical power to the YD actuators.
- The FGC detects a failure which requires the inhibition of the YD
function.
- The DFGS operates the parallel rudder function.
The YD function is computed in lanes A and B of the FGC. In a dual

DFGS installation, each FGC operates a single short stroke yaw damper
actuator which combine to give the yaw damping required. In a single
installation, the FGC drives a single long stroke yaw damper. Both
installations produce the same rudder authority.
Each YD has two brakes installed, which are electrically operated from
the FGC. The brakes are released when electrical power is applied.
The YD commands are authority limited as a function of flight conditions
to reduce the effect of a YD disconnect.
FIGURE 5:YAW DAMPER & PARALLEL RUDDER
ATA 22-00
Page 12 Autoflight
FLIGHT DIRECTOR (FD)
The FD provides pitch and roll guidance commands which are displayed
on the EFIS primary flight displays (PFD), in response to the modes
selected on the MCP. The FD displays can be either single cue (V bar) or
split cue (cross pointer) displays.
The FD uses the following inputs:
- Attitude, rate and acceleration from the IRS.
- Altitude and speed from the ADC.
- Navigational data from the various navigation sensors.
The data is used to compute the various flight guidance tasks. The inner
and outer loop FD modes are performed in lanes A and B of the FGC.
The output from lane A is displayed on the Captains PFD and that from
lane B on the First Officers PFD.
The FD provides a pitch synchronization function which allows the

aircraft airspeed or vertical speed datum to be altered. This function is
only available when either the LVL CHG (IAS/MACH) or vertical speed
(VS) modes are engaged, by operating the FD SYNC button located on
the outboard horn of the Captain's and First Officer's aileron control
wheel.
The FD pitch sync button functions are inhibited during approach or

TOGA modes. The FD display is automatically presented for TOWS and
GAWS.
FIGURE 6:FLIGHT DIRECTOR
ATA 22-00
Page 14 Autoflight
PITCH TRIM FLAP TRIM COMPENSATION (FTC)
The pitch trim consists of the following functions: The FTC function commands pitch trim rate as a direct schedule of flap
extension or retraction rate, to compensate for the associated trim
- Electric trim (autopilot off). changes.
FTC is applied between 0 and 18 degrees of flap unless one of the
- Auto trim (autopilot on). following occurs:
a. The aircraft is on the ground.

- Flap trim compensation.
b. The flap change occurs in a time greater than 45 seconds.
- Cat 3 trim up bias.
c. Electric trim is operating.
AUTO TRIM d. The autotrim is producing trim commands.
Auto trim operates only when the autopilot is engaged, relieving the CAT 3 TRIM UP BIAS
steady state loads on the elevator control tab servo.
ELECTRIC TRIM A nose-up biased mis-trim is induced below 600 feet radio altitude to
cause a pitch up effect if the autopilot is disengaged
Electric trim allows the pilot to manually trim out control column forces
with both hands on the control column hand wheel. Electric trim is only
available when the autopilot is disengaged.
FIGURE 7:PITCH TRIM
ATA 22-00
Page 16 Autoflight
ANNUNCIATION
Each FGC provides independent discrete ground/open and 28v DC/open

signals, which are used to drive the flight deck annunciators and master
warning system. The FGC provides the appropriate discrete to switch this
supply to each annunciator as appropriate. The annunciators provided on
the flight deck are as follows:
ANNUNCIATOR COLOUR PURPOSE ANNUNCIATOR COLOUR PURPOSE
CAT 3 Green Cat 3 system status achieved.
FLARE Green Flare mode engage AUTO LAND Green Cat 3 system status achieved.
AUTO LAND FAIL Red Autoland system failed CAT 2 Green Cat 2 system status achieved.
during an automatic landing NO AUTOLAND Amber Automatic landing system
EL TRIM Amber Pitch trim system fault Not available, when the a/craft
FTC Amber Flap trim is on the approach
Compensation fault FGC 1 White No. 1 FGC fault logged
AP Red Autopilot disconnect YD 1 White No. 1 yaw damper inoperative
A/T Amber Autothrottle disconnect FGC 2 White No. 2 FGC fault logged
YD Amber Total loss of yaw damper YD 2 White No. 2 yaw damper inoperative
WINDSHR Amber Increasing Performance
Windshear On MWS
WINDSHR Red Decreasing performance WINDSHR INOP White Windshear system inoperative
windshear
In addition, legends are provided on the EFIS PFD:
FIGURE 8:DFGS FLIGHT MODE ANNUNNCIATOR
ATA 22-00
Page 18 Autoflight
OPERATION
AUTOPILOT ENGAGEMENT
The autopilot is engaged by pushing either one of the A/P ENGAGE If engaged on the ground, with the aircraft stationary or at airspeed below
pushbuttons on the MCP, labelled NAV 1 and NAV 2. If the NAV 1 button 60 knots, the autopilot automatically engages in the Take-Off vertical and
is pushed to engage the autopilot, any subsequent selection of the lateral modes TO and TRK respectively, indicated on the PFD.
autopilot mode results in the No. 1 navigation sensors being used. These
are the No. 1 VO'R and ILS receivers, navigation management system
and ADC. Similarly, if the No. 2 button were used to engage the autopilot, The autopilot disengages automatically when the airspeed exceeds 60
then the no. 2 navigation sensors would be used. knots. The autopilot cannot be re-engaged above this speed until 10
seconds after weight-off-wheels.
When pushed, an ON legend on the engage button comes on, and also
the appropriate MA legend (master light), indicating which navigation
sensors is in use. The NAV 1/NAV 2 selection also determines which
barometric correction source is used (either from the Captain's or First
Officer's primary altimeter). Selecting the other NAV pushbutton when
the autopilot is already engaged in altitude hold (ALT) or altitude acquire
(ACQ) mode does not change barometric correction until these modes
are exited.
Engagement of the autopilot is further indicated with a green AP legend

on both EFIS PFDs.
If engaged in the air, the autopilot engages in the basic modes of vertical
speed and roll, indicated on both EFIS PFD's by green VS and ROLL
legends in the vertical and lateral mode engaged fields respectively. If,
prior to autopilot engagement, the FD had been set to ON and a mode
selected, then the autopilot would automatically engage in that mode.
FIGURE 9:MODE CONTROLPANEL
ATA 22-00
Page 20 Autoflight
THRUST RATING PANEL (TRP)
The TRP provides the interface between the pilots and the thrust control
rating system and the speed bug select function. The panel receives
ARINC 429 data on one bus from the FGC, and outputs data on separate
busses to the FGC, primary engine display 1 (PED l, engines 1 and 2)
and primary engine display 2 (PED 2, engines 3 and 4), also in ARINC
429 format.
Analogue discrete inputs are provided from the aircraft to provide option
pin selection, and to activate the master dim and test function.
The panel consists of a microprocessor and support hardware, and
accepts inputs from its face plate mounted controls. An LCD displays the
parameter selected from the front panel.
FIGURE 10: TRP
ATA 22-00
Page 22 Autoflight
AUTOPILOT SERVOS AND CLUTCHES
Each servomotor is a DC permanent magnet type driving the coupling on

the servo bracket through a splined drive and integral engage/disengage
clutch. The clutch is powered ON when engaged, a loss of power
disengaging the clutch. Each servo contains dual synchro and tacho
sensors to supply position and rate data to the FGC.
The power inputs for the servo and clutch are provided directly from the
FGC by an internally generated power supply. This generates a 5v pulse
width modulated signal for the servo, and a 28v DC signal for the clutch,
from the aircraft 115v AC supplies.
Yaw Damper Actuator and Brake

The yaw damper actuator is mechanically installed in series with the
primary rudder control system. It is contained in a single casing, with an
internal EMI filter. When a single FGC is installed, a single long stroke
actuator is also installed. In the dual FGC installation, two short stroke
actuators are used, which together provide the same rudder movement
as the single long stroke actuator. Unlike the autopilot servos, the yaw
damper actuator has an integral engage disengage brake, which
prevents the actuator from moving.
Autothrottle Servo, Gearbox and Brake
In a single FGC installation, the servo consists of a single motor driving
through a reduction gearbox to the output shaft. With a dual installation,
two motors are installed, driving into a reduction gearbox which includes
a differential unit. Each FGC drives one motor, which have electrically
operated brakes which are released by the application of 28v DC. Each
motor is braked when the autothrottle is not functioning, either due to
pilot selection or system failure.
FIGURE 11: SERVO MOTORS
ATA 22-00
Page 24 Autoflight
FLIGHT DECK SWITCHES
Electric Elevator Trim Switches Steep Approach (S.APP) switch

A pair of switches on each control column handwheel controls the The steep approach switch is a green and white illuminated dual position
elevator trim servo when the autopilot is not engaged. The switches are switch which provides a discrete ground input to the FGC and the ground
supplied with 28v DC. proximity warning system (GPWS) when selected.
Autopilot disconnect switches MAG/TRUE Heading (HDG) Switch
The autopilot disconnect button switches are mounted on each control This switch is a two position toggle switch, providing a discrete ground
column handwheel, and are connected in line with a 28v DC power input to the FGC and EFIS when selected to the TRUE position.
supply to each FGC,
Avionics Master Switches
Flight Director Synchronization Switches
The AVIONICS MASTER switches 1 and 2 provide switching to energize
An FD SYNC button switch is mounted on each control column de-energise the avionics master power relays.
handwheel, and when pushed, provides a ground input to the FGC.
Autopilot Master Switches
Autothrottle Disengage Switches
The AUTOPILOT MASTER switches 1 and 2, provide switching to
An autothrottle disengage button switch is mounted on the outside face energise/de-energise the DFGC power relays.
of throttle levers No. 1 (disengage switch No. 1) and No. 4 (disengage
Yaw Damp Master Switches
switch No. 2). The switches are supplied with 28v DC and connected in
series with the autothrottle disconnect relay. YAW DAMP MASTER switches, 1 and 2 provides switching to
connect/disconnect power to the yaw damper actuators.
TOGA Engage Switches
DFGC Master Select Switch (FGC Select)
The TOGA switches are mounted on the front faces of throttle levers No.
2 and No. 3. Pushing either switch provides a ground input to the FGC. The FGC SELECT master switch is a rotary switch connected to 28v DC
and provides two discrete inputs to the DFGC to indicate either "Selected
ADC and IRS (ATT HDG) Switches
as Active" (master) or "Selected as Standby".
The switches are three position toggle switches mounted on the
Captain's main instrument panel. The switches provide two discrete
ground inputs to the FGC, EFIS and IRS, to indicate either one of the
three positions.
FIGURE 12: FLIGHT DECK SWITCHES
ATA 22-00
Page 26 Autoflight
EFIS PFD
Two fields on each PFD indicate TCS engage status and thrust rating.
The legends are displayed in colours which are dependent on the TCS
level of operation and mode.
Automatic autothrottle disengagement due to DFGS monitors causes the

A/T legends in the engage status fields to change from green to amber,
flashing for a minimum of 1.6 seconds. The warning is cancelled by
pressing the autothrottle disengage button on either No. 1 or No. 4 thrust
lever, causing the engage status field to go blank.
A deliberate disengagement of the autothrottle, using either the thrust

lever pushbuttons or the MCP A/T ARM-OFF switch, causes the green,
A/T PFD legends to change to flashing amber for 4 seconds. The display
then goes blank.
FIGURE 13: MODE ANNUNCIATIONS
THRUST MODES
AUTO THROTTLE AND THRUST MODE ENGAGEMENT
ATA 22-00
Page 28 Autoflight
DIAGNOSTIC/ TESTS
The DFGS maintenance menu can be displayed on the EFIS PFD and
ND screens, with menu selections made through the EFIS control panel
(ECP).
The main EFIS maintenance menu can only be displayed when the
aircraft is on the ground by simultaneously pressing the TEST button on
the EFIS dimming panel and the DATA button on the associated ECP.
Only the currently selected active FGC may be interrogated through the
maintenance menu. If the appropriate FGC is not selected then the
position of the FGC master select switch must be changed.
Options are selected from the displayed menu by moving the cursor to
the desired option using the ECP keys ARPT (forwards cursor
movement` or N-Aa (backwards cursor movement), then pressing DATA
to enter the selection.
After selection of the active FGC from the EFIS main menu, the FGC
maintenance menu is displayed. The options available on-screen are:
- Fault review
- Fault erase
- Return-to-service (RTS) tests
- Sensor screen
FIGURE 14: DIAGNOSTIC / TESTS
FGC-X MAINTENANCE
< FAULT REVIEW
< FAULT ERASE
< RETURN TO SERVICE TEST
< SENSOR SCREEN
REFER TO AMM 22-10-02

FOR FURTHER INFORMATION
< NEXT PAGE

< PREV PAGE MAIN MENU >
ATA 22-00
Page 30 Autoflight
ATA 22-10 DFGS /BAE146/
INTRODUCTION
The Automatic Flight Guidance System (AFGS) is an integrated electro-

mechanical autopilot and flight director system which provides automatic
flight control in the pitch, roll and yaw axes of the aircraft, together with
flight director information.
The system comprises four sub-systems:-
• A two axis autopilot operating in pitch and roll.
• Flight director
• Yaw damper
• Altitude alerting
The AFGS, in conjunction with the approach monitoring system and

associated avionic systems, provides the radio monitored coupled
approach necessary for Category 2 operations. The autopilot, flight
director and yaw damper may also be used independently of each other.
The ailerons, elevators and elevator trim control tabs are driven by servo
motors connected into the relevant control runs.
FIGURE 15: AUTOPILOT
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Page 32 Autoflight
AUTO-PILOT CONTROLLER
NOTE: The yaw damper controls and indicators are mounted on the Engaging a new roll mode, pressing a SYNC button or disengaging the
autopilot control panel and are therefore described in this paragraph. auto-pilot automatically centralises the turn control to its centre detent.
The autopilot (AP) and yaw damper (YD) switches are the push on-push A RUD trim indicator displays yaw damper actuator position and an
off type and are used to engage or disengage the appropriate sub- ELEV trim indicator shows the out-of-trim load being held by the pitch
system. The AP switch displays a green illuminated IN legend when the servomotor.
sub-system is engaged. The yaw damper switch displays green YD1 and
YD2 legends.
The PITCH control is a spring-centred lever protected by a guard to
prevent unintentional operation. Moving the lever out of its centre detent
either up or down causes the pitch attitude of the aircraft to change in the
appropriate direction.
Two rates of change are available, initially a slow rate when the switch is
moved against a light spring pressure and a faster rate when a higher
spring pressure is overcome.
The ROLL control is a rotatable knob, which is spring-loaded to a central
off position when the basic roll mode is not engaged.
Rotation of the control causes the aircraft to take up a bank angle
proportional to the angle the control is moved from a centre detent, either
left or right, up to a maximum bank angle of 25 degrees.
During the basic roll mode the control is electro-magnetically held at the
position selected.
FIGURE 16: CONTROL PANELS
G
A
D
H
B C
ATA 22-00
Page 34 Autoflight
MODE ANNUNCIATOR PANELS
Two annunciator panels, installed on the main instrument panel, one

inboard of each pilot's PFD, provide visual warning of autopilot
disengagement and the AMS.
The annunciators are blank until illuminated, when white, green, amber
or red legends are displayed, as appropriate.
On EFIS fitted aircraft autopilot engagement and mode selection are also
displayed by the PFD.
FIGURE 17: ANNUNCIATIONS
ATA 22-00
Page 36 Autoflight
BAe146 AVRO 146RJ
ATA 23-00
Communications
TABLE OF CONTENT
ATA 23-00 Communications .................................................................3
Introduction: .........................................................................................3
VHF Communication ............................................................................5
Introduction: .........................................................................................5
High Freqency (HF) .............................................................................7
Introduction ......................................................................................7
SELECTIVE CALLING SYSTEM (TEAM) ............................................9
Introduction ..........................................................................................9
Passenger Address............................................................................11
General ..............................................................................................11
Description .....................................................................................11
Component description ......................................................................13
PA amplifier ....................................................................................13
Tape Reproducer ...............................................................................15
Introduction ........................................................................................15
Service Inter-phone............................................................................17
General ..............................................................................................17
Audio Integrating System ...................................................................19
Introduction ........................................................................................19
Audio selector panels .....................................................................21
STATIC DISCHARGING ....................................................................23
General ..............................................................................................23
Description .....................................................................................23
Operation .......................................................................................23
aicraft addressing and recording system (ACARS) ............................25
Introduction ........................................................................................25
Communications management unit. ...............................................27
Cockpit Voice Recorder .....................................................................29
Introduction ........................................................................................29
Underwater Locator Beacon ...........................................................31
ATA 23-00
Page 2 Communications
ATA 23-00 COMMUNICATIONS
INTRODUCTION:
The comms system on the AVRO RJ consists of
VHF
HF
Selective calling (SELCAL)
Passenger Address (PA)
Audio Integration
Cockpit Voice Recorder (CVR)
ACARS
FIGURE 1: VHF COMPONENTS
VHF HF SELCAL PASSENGER

ADDRESS
AUDIO INTEGRATION ACARS CVR
ATA 23-00
VHF COMMUNICATION
INTRODUCTION:
The VHF COMMS System fitted to the RJ Avroliner is: The frequency selector knobs control the frequency shown in the
PRESELECT display. The larger (outer) knob controls the 10 MHz and 1
- COLLINS 700 GPN622-5219-005 BASIC FIT (transceiver) MHz digits, while the smaller (inner) knob controls the decimal point
- GABLES G7104-O1 Radio Management Panel. digits.
- Antenna x 2 (3)
The green AM indicator lamp is used to show that amplitude modulation
mode of operation has been selected when HF COMMS has been
Tuning Range selected.
The tuning range of the transceiver is 118.000 to 136.9917 MHz in either

8.33 or 25 kHz steps. The control unit selects and displays the
designated International Civil Aviation Organisation (ICAO) channel
name related to the frequency and channel spacing as shown.
Radio Management Panel (RMP)
On the front panel of each RMP there are five COMMS selector buttons
VHF1, VHF2, VHF3, HF1, HF2, an interchange button, AM indicator
lamp, dual concentric frequency selector knobs and two liquid crystal
displays.
The displays show the selected COMMS radio and the ACTIVE and
PRESELECT frequencies for the selected radio. An interchange button is
situated between the two displays. Pressing the interchange button
transfers the PRESELECT frequency to the ACTIVE display and the
ACTIVE frequency to the PRESELECT display.
FIGURE 2: VHFBLOCK DIAGRAM
ATA 23-00
HIGH FREQENCY (HF)

INTRODUCTION
Front Panel Indicators and Control
The standard HF fit on the RJ Avroliner is the Collins HFS 700 system The front of the HFS-700 has three LED indicators, a pushbutton and two
(single or dual). jacks.
This comprises of: The three LED's are LRU FAIL, KEY INTERLOCK and CONTROL
INPUT FAIL. The LRU FAIL LED indicates transceiver failures, such as
- Collins HFS 700 Transceiver CPN 622-5272-020 loss of synthesiser lock, low AM power output or any power supply failure
internal to the unit. The KEY INTERLOCK LED indicates antenna coupler
- Collins 490T - 1A Antenna Coupler (single) CPN 522-3443-001 failures, such as excessive tuning time, coupler internal power failure or
an extreme tuning reactance. The CONTROL INPUT FAIL LED indicates
- Collins 490T - 1 Antenna Coupler (dual) CPN 522-3443-00 improper serial bus activity, such as no serial data with HF label,
insufficient repetition rate of HF data (five words per second nominal) or
- H R Smith 377 (K102) Wire Antenna invalid data format/contents.
- Gables Radio Management Panel The pushbutton switch on the HFS-700 is called SQL/LAMP TEST.
When pressed, the front panel fault LED's should light and audio squelch
is disabled.
Antenna coupler
The antenna coupler automatically matches the impedance of the The MIC and PHONE audio jacks are for direct operation (voice transmit)
aircraft's shunt antenna to that of the feeder cable, and couples the RF and monitoring of the transceiver.
signal between the receiver-transmitter and the antenna. The coupler is
tuneable over the frequency range 2 MHz to 30 MHz and operates for
both receive and transmit with a v.s.w.r. of 1.3:1 or below.
FIGURE 3: HF COMMUNICATION
ATA 23-00
SELECTIVE CALLING SYSTEM (TEAM)

INTRODUCTION
The SELCAL (Selective Calling) system provides visual and aural If the decoder recognizes the aircraft code it provides an aural warning
indications of calls transmitted by ground stations and received by the and illumination of a specific light indicating which channel is concerned.
aircraft equipment. These calls are transmitted by the ground to the This system obviates the need for the crew to constantly listen on the
aircraft in the communication radio frequencies. The communication ground station frequency.
channels that can be used are:
In order to reduce workload the SELCAL decoder continuously monitors
- VHFI, VHF2, VHF3, HFI, HF2. all the VHF1 VHF2, HF1 and HF2 receivers installed on the aircraft and
displays the receiver on which a call has been detected.
System Description Once the aircraft code has been detected the illuminated pushbutton
The SELCAL system comprises: switch legend corresponding to the receiver concerned comes on and
the SELCAL double gong tone is heard from the audible warning system.
- A SELCAL decoder.
Resetting
- Four illuminated pushbutton switches. To reset each individual channel press the corresponding illuminated
pushbutton light.
- A SELCAL test pushbutton switch.
- A shorting plug (gives aircraft SELCAL code).
Operation
On the ground selective calling is activated by means of a coder which
transmits AF frequencies to the aircraft through a VHF or HF transmitter.
In flight the signal received by the VHF or HF receiver is directed to the
SELCAL decoder.
FIGURE 4:SELCAL SYSTEM
ATA 23-00
PASSENGER ADDRESS
GENERAL
The passenger address (PA) system facilitates announcements to the The discrete signals fed from the passenger and toilet call switches
passengers made over loudspeakers distributed throughout the cause the PA amplifier to emit high tone chimes over the speakers, but
passenger cabin, in the toilets and on the cabin attendants' panels. similar cabin crew call signals cause the amplifier to produce high/low
Electronic chimes, initiated by crew, passenger and toilet call signals, tone chimes. When FASTEN BELTS and NO SMOKING signs, are
and by the NO SMKG and FASTEN BELTS switches, are also produced switched on or off a signal causes the amplifier to produce a low tone.
by the PA system. A microphone unit in the passenger cabin senses the ambient noise level
Passenger entertainment is provided by a tape reproducer, which feeds and effectively adjusts the passenger address volume to compensate via
music into the PA system. circuitry within the central audio unit. A noise increase of 20 db within the
cabin produces a 10 db increase in PA output level.
DESCRIPTION
The PA amplifier is powered from the 28V d.c. emergency busbar. The
amplifier has two outputs: one output feeds the speakers distributed
throughout the passenger cabin and toilets including the speakers at the
front and rear cabin attendant’s stations, the other output feeds sidetone
to the audio integrating system. The amplifier is furnished with self-test
and calibration facilities.
The inputs to the PA amplifier are divided into two main groups: audio
signals from flight crew service interphone and tape reproducer, and
discrete signals from passenger and toilet call, cabin crew call, FASTEN
BELTS and NO SMKG switches.
The audio inputs are handled by the amplifier in strict priority order: flight
crew (input 1) has overall priority, then service interphone (input 2). The
tape reproducer message audio (input 3) has priority over tape
reproducer music audio (input 4).
FIGURE 5: PASSENGER ADDRESS.
ATA 23-00
COMPONENT DESCRIPTION
PA AMPLIFIER
The front panel assembly, which acts as a heat sink for attached output
driver circuitry, carries three light emitting diodes (LED) and an
associated three-way rotary switch labeled TEST/NORM/CAL. The LED
and switch are part of a meter circuit used in the calibration, test and
normal operation of the PA amplifier.
When the PA amplifier rotary switch is set to TEST, a high tone is

produced in the chime circuits and, after amplification, is passed to the
passenger cabin loudspeakers. This signal is monitored in the meter
circuits and, depending on its amplitude, will light one or more of the LED
on the PA amplifier front panel. If the output of the main power amplifier
is equivalent to -1db (less than 4 watts) the -1 LED will illuminate; for an
output equivalent to 0db (4 watts) the 0db LED will also illuminate and for
an output equivalent to +1db (greater than 4 watts) all three LED will
illuminate.
FIGURE 6: AMPLIFIER
ATA 23-00
TAPE REPRODUCER
INTRODUCTION
General (MATSUSHITA RD-AX7201)
The tape reproducer system provides the facility for playing pre-recorded The tape reproducer unit is located on the avionics rack in the electrical
messages or boarding music over the passenger address system equipment bay. Mounted on the front panel of the unit are a MUSIC CH
SELECT switch, TEST switch, MONITOR phone jack socket, and two
The system comprises two separate units, an announcement and adjustable LEVEL controls for normal and emergency announcements.
boarding music re-producer and an announcement and boarding music
control unit. Two tape decks are mounted on each side of the reproducer. When
Functionally, the system is divided into two major sections; an viewed from the front of the reproducer, the tape decks on the left-hand
announcement section and a boarding music section. The two sections side are for boarding music and labelled MUSIC A and MUSIC B. The
operate independently with the exception of a common audio amplifier announcement tape decks are on the right-hand side and are labelled
and power supply. ANNOUNCEMENT.
The announcement playback function has priority over the boarding The announcement tape decks are loaded with two identically recorded
music playback function. An emergency announcement on the tape, cassettes, so that as one deck is playing back a designated
activated by a signal from the cabin decompression sensor, will override announcement, the other will search for an announcement to be played
any normal announcement in progress. The emergency message is next. The tapes are four channel and play in one direction only. Tracks
repeated for a preset number of times determined by the setting of a one and two contain normal announcements of up to 126 different
switch within the tape reproducer. messages, track three contains emergency announcements, and track
four contains cue signals to access designated announcements.
When a PA announcement is made by the crew, the tape reproducer
automatically enters pause mode until the PA call is completed. The tape The boarding music tape decks are loaded with pre-recorded music
reproducer then resumes announcement or music playback. tapes which are four track and play in one direction only. With the MUSIC
CH SELECT switch in the AUTO position, the two music tapes are
played back alternately, which gives four channels of continuous music.
FIGURE 7:TAPE REPRODUCER
ATA 23-00
SERVICE INTER-PHONE
PI button
GENERAL Connects the handset to the service interphone system. When this
The service interphone system facilitates telephone communication function is selected, a blue LED annunciator labeled PI on the cradle and
between the flight crew, the cabin crew and, when on the ground, the a blue cabin call annunciator come on, and a chime on the flight deck
ground crew. A crew call system is used to summon a crewmember to sounds.
the telephone. EIC button
Description Performs the same function as the PI button, except that the red
The service interphone system utilizes an amplifier within a central audio emergency call annunciator on the flight deck and a red LED labeled EIC
unit which is powered from the 28V D.C. emergency busbar and the 28V on the cradle comes on.
D.C. No.2 busbar. INT button
Four ground crew jack sockets are connected to the amplifier via Connects the handset to the service interphone system when a call
contacts of a relay. The relay is energized from the 28V D.C. No.2 from the flight deck or the other cabin attendants' position causes the
busbar when contacts of a squat relay close to complete the circuit. crew call LED annunciator to come on. The crew call annunciations are
Telephone type handsets are installed at the forward and rear cabin a green LED labeled IC for calls from the other attendants' position, a
attendants' stations. The handset cradle houses the LED annunciators blue LED labeled PI for calls from the flight deck or a red flashing LED
and main logic PCB. The PCB performs the necessary switching and labeled EIC for emergency calls from the flight deck. Pressing the INT
crew call logic for the handset functions. An integral keypad on the button cancels the annunciation.
handset contains the following controls for system operation: PTT button
PA button Press to talk switch; when pressed, activates the PA PTT keyline if the
Connects the handset to the PA amplifier; a white LED annunciator on PA function is selected, or enables speech when the service interphone
the cradle comes on when this function is selected. is selected.
IC button Reset button
Connects the handset to the service interphone system.Green LED Cancels the selected function to enable selection of another, without first
annunciators labeled IC on both handset cradles come on, the cabin replacing the handset in the cradle.
aisle lights come on and a PA chime sounds when this function is A LAMP TEST switch is located under a lift-up panel to the left of the
selected. cabin attendants' handset. When the switch is pressed, all the
annunciators on the cradle come on.
FIGURE 8: SERVICE INTERPHONE.
ATA 23-00
AUDIO INTEGRATING SYSTEM There are also two duplicated power supplies, and they are arranged
such that each supply is connected to only one amplifier of a pair.
INTRODUCTION
The audio integrating system provides microphone, telephone and There are 32 preset signal level controls, which are accessible under the
loudspeaker facilities for the radio communication and navigation front cover of the unit. These controls are preset according to the needs
systems installed in the aircraft. A flight crew intercommunication service of the aircraft and should not be disturbed.
is included in the system together with facilities for connection to the Hot mic Iinks are fitted at the CAU backplate connector to connect each
service interphone and passenger address (PA) systems. The audio flight crewmembers microphone directly to the CVR.
integrating system also feeds audio signals into a cockpit voice recorder
(CVR). Noise sensor
Each of the flight crewmember's stations is furnished with an ASP, a The noise sensor is a microphone fitted in the passenger cabin. It
boom mic and headset connection, and an oxygen mask microphone. converts cabin noise into an electrical signal, which is routed to the CAU.
The Captain's and First Officer's stations are each additionally furnished There it is processed to control the output level of the PA amplifier.
with a handwheel INT-R/T switch, a hand microphone socket and a
loudspeaker controlled by an adjacent switch. Flight deck speakers
An additional PA/SER INT control panel on the rear center console, A loudspeaker and associated switch is fitted at each pilot's station. Each
provides the Captain and First Officer with facilities for selection of Crew speaker is fed from a separate amplifier in the CAU with the input
call, Service interphone and Passenger address systems. Telephone determined by audio selections on the associated ASP. Each switch
type handsets are installed on the left-hand and right-hand consoles. controls the tels signals fed to the associated speaker, but audio
warnings cannot be switched off. The tels signals are partially muted
A jack socket on an a.c. ground supply panel enables ground crew to whenever INT or R/T is selected. When MASK is selected, the speaker
directly communicate with the flight crew. switch is overridden, the speaker is turned on, and muting is still
effective.
A cabin noise sensor is fitted in the passenger cabin and is associated
with the system. Each pilot can also use a hand microphone having an integral PTT
button. When the button is pressed, the BOOM or MASK microphone
The CAU provides amplification and, together with other units in the selection is overridden, the hand microphone is connected to the
system, control and distribution of all audio signals. All amplifiers in selected service (except for PA, flight intercom and SER INT
essential service paths are duplicated to form parallel redundant pairs. transmissions), the selected service is keyed and both flight deck
loudspeakers are muted regardless of the INT-R/T switch position.
FIGURE 9:AUDIO INTEGRATION
ATA 23-00
Handwheel INT-R/T switches
AUDIO SELECTOR PANELS
Identical ASP are fitted on the flight deck; they provide the flight crew An INT-R/T switch is located on each pilot's handwheel.
with the facility for selecting various radio and intercom audio functions. The switches are spring-loaded to the centre off position from R/T.
The INT position is alternate action and stays in last selected
Each ASP is housed in a rectangular metal box furnished with quick-
release fasteners for mounting purposes. All electrical connections are
made via two connectors on the rear of the box. The unit front panel is
trans- illuminated and carries the following controls:
NOTE: Operation of the transmit and receive selection buttons is

dependent on the available services fitted to the aircraft.
Five transmit selection buttons: VHF 1, 2, 3; HF 1, 2.
Twelve receive selection buttons: VHF l, 2, 3; HF 1, 2; SER INT; MKR;

DME 1, 2; VOR l, 2; ADF 1, 2; ILS 1, 2.
R/T-INT switch, spring loaded to center off position from R/T
(4) INT button
VOICE button
BOOM-MASK switch
TEST A-B switch
FIGURE 10: AUDIO SELECTOR PANELS
ATA 23-00
STATIC DISCHARGING
GENERAL
OPERATION
Static dischargers are fitted on the tips and trailing edges of the wings, The discharger’s dissipate static electric charge in the following three
tailplane, fm and rudder. Static charges that may develop on the aircraft ways:
are dissipated via the dischargers. Thus radio noise interference, caused
by corona discharge is reduced to a minimum. • By reduction of the voltage level required to initiate corona
discharge.
DESCRIPTION • By causing the discharge, to take place at right angles to aerial
coupling fields.
There are 29 static dischargers attached to the tips and trailing edges of • By creating regions of practically zero radio frequency field
the wings, horizontal and vertical stabilisers. There are 20 trailing edge strength (null field) and causing the discharge to take place in
types and nine tip types. these regions.
Each discharger consists of a number of fine discharge points attached

to a high resistance (6 to 150 megohms) element. The element
electrically connects the discharge points to the aircraft via a discharger
retainer, which is riveted to the aircraft skin.
The trailing type discharger fits over a projection on its retainer and is
locked in position with a single grub screw in the discharger. Conversely
the tip type discharger fits into a slot in its retainer and is locked in
position with a single grub screw in the retainer.
FIGURE 11: LOCATION
ATA 23-00
AICRAFT ADDRESSING AND RECORDING SYSTEM

(ACARS)
INTRODUCTION
The ACARS system uses the VHF comms No 3 for data transmission. If ACARS is not selected on either MCDU, then an uplink will cause the
CALL annunciator to come on. Uplinks to the MCDU are accessed using
The aircraft communications address and reporting system (ACARS) is a the received message facility on the pre-flight, in-flight or post-flight
two-way air to ground digital data link system which operates via a VHF menus. Uplinks that do not require pilot action are fully automatic and
communications transceiver. give no indication to the pilot.
ACARS provides the facility for transmission of operational data, Downlinks are generated either automatically following a triggering event,
maintenance reports and other messages to a ground station computer or manually by the pilot entering data on the MCDU, then pressing the
system, and reception of messages, weather reports and other SEND line select key which is only displayed on certain MCDU menus.
information from the ground station. The only manually initiated downlink that does not originate from the
MCDU is an engine trend request this is sent by the operation of the
A printed circuit board (PCB), encoded with the aircraft's individual STORE DATA switch on ELC panel.
registration number, is located in the electrical equipment bay. The PCB
enables uplink messages from the ground station to be addressed to the
required aircraft, and also identifies to the ground station the source of
any downlink messages.
The chime circuit receives power from the 28V d.c DC1 busbar via a
circuit breaker.
Uplink messages that require pilot action cause a chime to sound on the
cockpit loudspeakers. All uplinks routed to the MCDU cause a message
to appear on the MCDU scratchpad, which indicates an uplink has
occurred.
FIGURE 12: ACARS COMPONENTS
Example of ACARS Applications
Taxi Takeoff Departure En Route Approach Landing Taxi

From Aircraft From Aircraft From Aircraft From Aircraft From Aircraft From Aircraft From Aircraft
Link Test Off Engine Data Position Reports Provisioning On In
Clock Update Weather Reports Gate Requests Fuel Information
Fuel Information Delay Information Special Requests Crew Information
Crew Information ETA Reports Engine Information Fault Data from
Delay Reports Voice Request Maint. Reports Maint. Computer
Out Engine Information
Maint. Reports
To Aircraft To Aircraft To Aircraft To Aircraft

PDC Flight Plan Update ATC Oceanic Gate Assignments
ATIS Weather Reports Clearances Connecting Gates
Weight & Balance Weather Reports
Airport Analysis Ground Voice
V-Speeds Requests
Flight Plan- FMC (SELCAL)
load\ hard copy ATIS
ATA 23-00
COMMUNICATIONS MANAGEMENT UNIT.
The CMU is located on the avionics rack and is the central processor of
the ACARS operation. The CMU provides all the interfaces with the
aircraft systems, and manages the transfer of data.
Data transmitted by the ground station is received by the CMU, which
recognizes the address code, is processed and then routed to the
MCDU, printer or ELC, as required.
Data transmitted to the ground station is saved by the CMU and

transmitted again at intervals until it is either acknowledged by the
ground station or the retransmission limit is reached. If the retransmission
limit is reached without acknowledgement from the ground, a message is
provided to the MCDU for display.
On the front panel of the CMU are the following controls and indicators:-
TEST Pushbutton switch which, when pressed, initiates a

BITE test of the CMU.
MU PASS Green LED, indicates CMU is serviceable if on whilst
powered up.
HW FAIL Red LED indicates CMU has failed BITE check.
LOAD SW Indicates CMU has been powered up without any
software loaded.
XFER BUSY Indicates data loading is in process.
XFER COMP Indicates end of successful data load.
XFER FAIL Indicates unsuccessful data load.
APM FAIL Relates to aircraft personality module.
NOTE: APM FAIL is not applicable to this installation.
FIGURE 13: ACARS
ATA 23-00
COCKPIT VOICE RECORDER

INTRODUCTION
On aircraft 301-311
The cockpit voice recording system provides automatic recording, of the The cockpit voice recording system provides automatic recording, of the
most recent two hours of audio signals, from the flight crew headsets and most recent 30 minutes of audio signals, from the flight crew headsets
the flight deck microphone. and the flight deck microphone.
The SSCVR/CVR also records audio from the flight crew 'hot The system comprises a solid state cockpit voice recorder (SSCVR), a
microphone' lines. control unit and a microphone. The SSCVR is protected against accident
damage, and has an underwater locator beacon to assist in recovery
The recording can be erased completely only after the aircraft has after ditching.
landed, and any one of the entrance or service doors is open.
The SSCVR also records audio from the flight crew 'hot microphone'
The SSCVR/CVR is protected against accident damage, and has an lines. The recording can be erased completely only after the aircraft has
underwater locator beacon to assist in recovery after ditching. landed, and any one of the entrance or service doors is open.
The SSCVR/CVR are powered from the 115V a.c. essential busbar via a On aircraft 313-999
circuit breaker and contacts of an avionic master switching relay in its de-
energized state. The cockpit voice recording system provides automatic recording, of the
most recent two hours of audio signals, from the flight crew headsets and
The relay is energized when the AVIONIC MASTER switch 1 is in the the flight deck microphone.
OFF position
The system comprises a solid state cockpit voice recorder (SSCVR), a
On aircraft 001-299 control unit and a microphone. The SSCVR is protected against accident
The cockpit voice recording system provides automatic recording, on four damage, and has an underwater locator beacon to assist in recovery
channels simultaneously, of audio received on the flight crew headset after ditching.
telephones, and audio from a flight deck microphone. The SSCVR also records audio from the flight crew 'hot microphone'
The CVR also records audio from the flight crew 'hot microphone' lines. lines. The recording can be erased completely only after the aircraft has
The recording can be erased completely only after the aircraft has
The CVR is protected against accident damage, and has an underwater
locator beacon (ULB) to assist in recovery after ditching.
FIGURE 14: CVR VERSIONS
Aircraft 301-311
Aircraft 313-316 Aircraft 317-999
Aircraft 001-299
ATA 23-00
UNDERWATER LOCATOR BEACON
The ULB as fitted to both the Flight Data Recorder and the Cockpit Voice
Recorder is a Dukane Model No. N 15F210B
It is an extremely durable 37 KHz beacon which produces a signal which
can be heard for approximately 2 miles in any direction for 30 days after
water entry with operation up to a depth of 20,000 feet (3,333 fathom
approx).
The beacon is powered by a replacement 9.8 volt mercury battery.
FIGURE 15: UNDERWATER LOCATOR BEACON
ATA 23-00
BAe146 AVRO 146RJ
ATA 34-00
Navigation
34-30 Instrument Landing System ILS............................................31
34-51 DISTANCE MEASURING EQUIPMENT ...............................31
TABLE OF CONTENT 34-53 AUTOMATIC DIRECTION FINDER (ADF ............................33
34-42 RADIO ALTIMETERS ..............................................................35
ATA 34-00 navigation ............................................................................3 34-41 Weather Radar ........................................................................37
introduction ..........................................................................................3 34-41 ENHANCED GROUND PROXIMITY WARNING SYSTEM ...... 39
Avionic Switching .................................................................................5 34-52 MODE `S' AIR TRAFFIC CONTROL........................................41
Introduction ..........................................................................................5 34-44 TCAS .....................................................................................43
Description ...........................................................................................5 34-60 NAVIGATION MANAGEMENT SYSTEM (GNS-X) .................. 45
Audio System ...................................................................................5 Global Positioning Unit (GPU)............................................................47
Passenger Address/Tape Reproducers ............................................5 Flight Management System (GNLU) ..................................................49
Emergency/Flight Instruments and Controls .....................................5 Pitot Static (BAE146) .........................................................................51
Global GNS-X ..................................................................................5 General ..............................................................................................51
Avionics Rack ......................................................................................7 Pitot Static components .....................................................................53
Avionic Cooling ....................................................................................9 True Airspeed Computer ................................................................53
Introduction ..........................................................................................9 servo ALTIMETER (BAE146).............................................................55
Description .......................................................................................9 Servo altimeter ...............................................................................55
Operation .............................................................................................9 Non Servo Altimeter .......................................................................55
SOO MODS (HCM50095A) ..............................................................9 Indicated Airspeed (MACH) ...............................................................57
Outside air Temperature Gauge .....................................................11 Vertical Speed System (TCAS) ..........................................................59
Standby Attitude Indicator ..............................................................11 Not TCAS ..........................................................................................59
Stand-by Compass .........................................................................11 Stand-By Attitude Indicator ................................................................61
34-13 Altitude/Airspeed Indication......................................................13 Stand-By Attitude Indicator ................................................................61
Altimeters...........................................................................................13 ATA 34-20 (BAE146) ............................................................................63
Introduction ........................................................................................13 Compass System ................................................................................63
AIR DATA SYSTEM...........................................................................15 ATA 34-20(BAE146) .............................................................................65
Introduction ........................................................................................15 flight director .......................................................................................65
air data computers..........................................................................15 Attitude Direction Indicator .................................................................67
AIR DATA ACCESSORY UNIT (ADAU) .........................................15 Annunciator/flag Function ...............................................................67
34-27-00 EFIS Description and Operation .........................................17 Warning Flags ................................................................................67
Introduction ........................................................................................17 ATA 34-20 (BAE146) ............................................................................69
34-20 Inertial Reference System ........................................................27 horizontal situation indicator .............................................................69
Introduction ........................................................................................27 ATA 34-20 (BAE146) ............................................................................71
34-55 VOR/Marker Systems ...........................................................31 instrument comparison monitor ........................................................71
ATA 34-20 (BAE146) ............................................................................73
vertical reference system....................................................................73
Indication ...........................................................................................75
ATA 34-36/55 (BAE146) .......................................................................77
Vhf navigation......................................................................................77
General ..............................................................................................77
ATA 34-32 (BAE146) ............................................................................79
marker ..................................................................................................79
Operation (non efis) ...........................................................................79
Operation (Efis)..................................................................................79
ATA 34-53 (BAE 146) ...........................................................................81
automatic direction finder...................................................................81
General ..............................................................................................81
ATA 34-31 (BAE146) ............................................................................83
radar altimeter .....................................................................................83
General (EFIS fitted aircraft) ..............................................................83
General (Non EFIS aircraft) ...............................................................85
ATA 34-42 (BAE146) ............................................................................87
Weather radar ......................................................................................87
General ..............................................................................................87
ATA 34-41 (BAE146) ............................................................................89
GPWS ...................................................................................................89
General ..............................................................................................89
ATA 34-52 (BAE146) ............................................................................91
ATC transponder .................................................................................91
General ..............................................................................................91
ATA 34-00 (BAe146) ............................................................................93
flight instruments ................................................................................93
General ..............................................................................................93
ATA 34-00
Page 2 Navigation
ATA 34-00 NAVIGATION
INTRODUCTION
The navigation system comprises a number of sub systems Flight Management System
Air Data System EFIS displays
• Altitude
• Speed
Attitude and Direction
• Pitch and Roll
• Compass
Landing and taxi aids
• Radio Altimeter
• VHF navigation
Dependant position determining
• DME
• Transponder
• ADF
• GPS
Independent position determining
• EGPWS
• Weather Radar
• TCAS
FIGURE 1: NAVIGATION SYSTEMS
ADC IRS DISPLAYS VOR/DME/ILS
ADF RADAR ALTIMETER WEATHER RADAR EGPWS
XPONDER/TCAS
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AVIONIC SWITCHING
INTRODUCTION EMERGENCY/FLIGHT INSTRUMENTS AND CONTROLS
Avionic master switching is provided to give control of certain avionic, Standby attitude indicator, DBI (RH) being part of the emergency busbar
flight Instrument and Engine control power supplies, when the aircraft is system, can be switched òff by the battery master switch (DC) and
on the ground. standby inverter master switch (AC) (Overhead panel/Electrics section),
so as to prevent unnecessary ground running of emergency avionics.
DESCRIPTION
GLOBAL GNS-X
The avionic master switches 1 and 2 are double pole, double throw
rocker switches having two selectable positions (ON - OFF) When fitted, the system must be switched off at its CDU to avoid
accidentally discharging the internal standby battery. The Avionics
The avionic switching relays are four pole, changeover relays and when Master Switches does therefore not control it.
the AVIONIC MASTER switches are selected OFF, the relays are
energised. In this condition the input supplies are disconnected from the The DME and ATC transponder equipment were designed for use in
outputs. aircraft employing radio busbars, and so do not provide any integral
on/off switching. Because design practice does not permit
AUDIO SYSTEM 115v lines to be switched in radio control panels, remote power relays
Enables the intercom to be used without master switches being on, this is have been employed.
needed for ground service etc. Although the weather radar is included in the master switching circuit, for
safety reasons, crew drills which call for the radar to be switched off at
PASSENGER ADDRESS/TAPE REPRODUCERS this indicator (or returned to standby) must still be observed.
These are not switched by the Avionics Master Switches because they
are required for cabin entertainment/information during turn rounds etc,
when master switches are ÒFF’.
FIGURE 2: COMPONENTS
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AVIONICS RACK
The avionics rack is located in zone 130 under the cockpit floor and
houses the majority of avionic equipment.
FIGURE 3: AVIONICS RACK
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AVIONIC COOLING OPERATION

When power, is supplied to the motor via the connector, with a phase
INTRODUCTION rotation of RED (A) YELLOW (B) BLUE (C). The impeller rotates in a
With the compactness of the computer amplifier and PCB's in the counter clockwise direction when looking at the impeller. Air is then
electrical equipment bay and the lights and instruments on the pilot's and drawn through the outer casing providing cooling air for the motor while
centre instrument panels, an extremely large amount of heat is the guide vanes impart a movement to the air that directs it at the correct
generated. If this heat where allowed to accumulate it would be angle to the impeller. The airflow is from motor to impeller. The air is then
detrimental to the accuracy and reliability of the instruments and would of exhausted into the forward bay where it is monitored by a smoke
course present a fire hazard. detector. It is then ducted out to the area of the cabin pressure discharge
valve where it is dumped overboard. Cigarette or Tobacco smoke will not
Therefore two extractor fans are fitted into the ducting to draw air away be of sufficient density to trigger the smoke detector.
from the instrument panels and the radio racks.
The lower fan is the normal cooling system as described above but
should it fail on the ground (Pre Take-Off), a switch above the SOO MODS (HCM50095A)
maintenance panel (fitted in the avionics bay) can be set to the fan 2
position, (normally held in fan 1 position) and the second fan will now An Avionic fan can be fitted on frame 34 in the rear luggage compartment
take over. The second fan was fitted to improve dispatch reliability. for cooling any specialized equipment fitted in that compartment or for
fume extraction of the rear galley.
The fan 1/2 switch can also be fitted on the First Officer's panel.
Fitted onto frame 18 is a pressure switch which will detect the drop in
pressure, if the fan were to stop and will bring on a warning caption
Àvionics Fan Off' the switch is a Negretti and Zambra type N010060 and
DESCRIPTION is set to operate at 3 ± 0.2 inch/WG approximately 0.1 lbs/sq inch
The fans are Airscrew Holden type 98AA1542, which consists of 10 pressure.
bladed axial flow type impellers, fitted to the shafts of 200v 3 phase 400
Hz electric motors. Terminal boxes with connectors are fitted on top of
the motors. The fans are located in the pipes between frames 19 and 20
on the port side front of the forward cargo bay.
The fan runs at 22,200revs/min and is supplied from AC 1/AC 2.
FIGURE 4: AVIONICS COOLING
.
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Page 10 Navigation
OUTSIDE AIR TEMPERATURE GAUGE STAND-BY COMPASS
Fitted on the bottom left of the co- pilot’s panel is outside air temperature The standby compass is a self-contained unit that provides a constant
gauge. It indicates outside air temperature in degrees °C on a scale indication of aircraft magnetic heading.
ranging from -60 °C to +60 °C. The temperature probe is situated on the
Description
left side of the aircraft nose. The meter movement is exactly the same as
the Flap Position Indicator. With power off the pointer reads -60°C. The compass bowl is a plastic moulding, and forms the main body of the
compass. The bowl has a clear portion at the front through which the
STANDBY ATTITUDE INDICATOR compass card is viewed, and a small translucent portion at the base
The SFENA attitude indicator type H341 is an electrically operated through which the compass card is illuminated by a non-magnetic lamp.
gyroscopic horizon assembly that provides a visual presentation of the The lamp housing is a moulding secured to the base of the compass
aircraft's flight attitude in the pitch and roll axes. It is fitted with crossed bowl. The supply for the lamp comes from the DC1 busbar, via a
pointers that display ILS deviations. pushbutton switch on the overhead panel, labelled STBY COMP & EYE
LOCATOR PUSH ON/OFF, and a lead and socket assembly that clips
Description onto two connection pins on the underside of the lamp housing. The
The attitude display comprises a two-coloured spherical drum mounted lamp fits into a lamp spring and is secured by a retaining cap.
on pivots, a roll pointer registering against a roll scale, and an aircraft
symbol. Power failure; or insufficient gyro rotational speed is indicated by
the appearance of a flag in the upper right-hand portion of the dial
presentation. The flag is coloured fluorescent red, with four
superimposed diagonal black stripes.
Localiser and Glide-slope
Localiser and glide-slope pointers indicate ILS deviation, and are driven
from No.1 VHF navigation system. LOC and G/S failure warning flags are
driven out of view by external 28V DC validity signals also emanating
from NAV 1 receiver; the flags are in view when the validity signals are
missing or do not confirm. When power is applied to the NAV 1 receiver
but it is not tuned to a localiser frequency, external bias voltages remove
the LOC and G/S pointers and flags from view.
FIGURE 5: STAND-BY INSTRUMENTS
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34-13 ALTITUDE/AIRSPEED INDICATION

ALTIMETERS
INTRODUCTION
The altitude system consists of two altimeters and one combined standby • Cabin differential gauge;
Altimeter/Air Speed Indicator. One altimeter and the standby ALT/ASI are
• Forward discharge valve
located on the left-hand instrument panel, and the second altimeter is
located on the right-hand instrument panel. S4 Forward discharge valve;
Pitot Heads S5 Rear discharge valve;
There are three independent pitot heads, one is mounted on the left- S7 'Q' pot static line pressure switch
hand side of the fuselage, and two are mounted on the right-hand side.
S8 Rear discharge valve. (not used on digital press aircraft).
They are connected to the following:
Static Supplies for the Discharge Valves
P1 ADC No. 1 P2 ADC No. 2
The two cabin pressure control discharge valves require two static
P3 `Q' pot failure pressure switch and standby ASI/ALT
pressure references. The first static source is for the control of maximum
`Q' Pot Pitot Static Head cabin differential pressure and is provided by S4 and S5. These vents
are grouped on one plate that is located for optimum true static in cruise.
The `Q' pot pitot static head is mounted on the left-hand side of the
fuselage and is connected to the `Q' feel pots for the elevator and rudder The second static source is for the negative pressure relief and there is
controls. an additional requirement for the static reference to be above the ditching
water line (to enable the discharge valves to be closed if the aircraft
Static Sources
ditches). To meet this requirement, the static source S8, for the rear
The two front static vent plates are mounted one on either side of the valve is located just above the horizontal datum of the fuselage.
fuselage nose section. Each vent plate contains three static pressure
Ice-Protection
sources.
The 'Q' pot pitot static head, the three pitot heads, and the mast by which
S1 ADC No. 1, S2 ADC No. 2.
they are attached to the fuselage are all electrically heated to prevent the
S3 accretion of ice. The static vent plates for S1, S2 and S3 are also heated
electrically to eliminate the risk of ice Build up.
• Standby ASI/ALT;
FIGURE 6: PITOT AND STATIC
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AIR DATA SYSTEM Number Fault Condition

1 Left Angle of Attack Input 2 Right Angle of Attack Input
INTRODUCTION 3 Spare
The AVRO RJ70, RJ85, & RJ100 aircraft which have the phase 2
avionics update, are fitted with dual Air Data Systems (ADS), each ADS 4 Spare
operates independently. The ADS provides Altitude, Airspeed, Vertical 5 Total Air Temperature Input
Speed, Air Temperature and Angle of Attack to the flight crew and aircraft
6 1 Baro-Correction Input
flight systems. A Standby Altitude/Airspeed instrument is also provided.
7 2 Baro-Correction Input
The ADS comprises Static Pressure Plates, Pitot Heads, Total Air
Temperature Probes, Angle of Attack Vanes, Altimeters and Digital Air 8 Spare
Data Computers.
9 Type Program
AIR DATA COMPUTERS 0 Spare
The Air Data Computers output data to the Inertial Reference Units, - No Failures
Digital Flight Guidance Computers, Navigation Management Units, Mode
S Transponders, Air Data Accessory Unit, Pressurisation System AIR DATA ACCESSORY UNIT (ADAU)
Controllers and Flight Data Recorder. The ADAU interfaces between the two ARINC 706 ADC's and the aircraft
Test systems to provide airspeed and altitude discrete inputs to the various
systems. In addition the ADAU provides analogue versions of computed
A failure of the air data system will result in RED failure warnings for
airspeed and standard pressure altitude to the ELC, and computed
airspeed and vertical speed on the appropriate PFD, and an OFF flag in
airspeed to the stall warning and identification system. The discrete
view on the appropriate Altimeter.
provided to the aircraft systems comprise of ten aircraft discrete and one
On the Air Data Computer, fault annunciation, is effected by a altitude discrete. In addition to these, a provision exists for two spare
magnetically latched fault ball on the front panel of the Air Data airspeed discrete and two spare altitude discrete.
Computer. The fault ball is automatically reset at the beginning of each
A 3, position centre biased switch located on the front face of the ADAU
flight when the airspeed is greater than 100 knots. The annunciator is
enables the unit to be tested.
also reset by software on completion of a successful functional test.
During the test the Amber LED (test enabled) is illuminated.
A fault code will be generated and displayed on the front face of the ADC
After the test either a Green (test passed) or Red (test failed) LED is
(LED Display) if one of the following external sensor inputs to the ADC
illuminated. SET OUTPUT, each of the discrete and analogue outputs is
has failed.
enabled to assist in testing of the appropriate systems.
FIGURE 7: ADC AND ADAU
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34-27-00 EFIS DESCRIPTION AND OPERATION

INTRODUCTION PFD
The EFIS essentially comprises four, identical, full colour display units The PFD displays aircraft attitude, airspeed and speed trend, mach
(DU), two symbol generators (SG) two control panels (ECP) and two number, vertical speed, radio altitude, flight director, vertical and lateral
display dimming panels (DP). These units together with the aircraft's deviation (ILS/LOC), and marker beacon. It also annunciates automatic
navigation, automatic flight guidance and air data systems, and various flight guidance mode status (including thrust) and active sources from
sensors and aircraft systems discrete, are arranged so as to provide two which the data derives; for example, SG l, SG2/ADC 1 or ADC 2 etc. In
independent flight instrument display systems. addition to active/valid sources it also annunciates failed/inactive data.
The DU's are arranged in pairs, vertically, on the left-hand and right-hand ND
main instrument panels, the uppermost being dedicated to a Primary The ND displays the navigational mode status of the aircraft.
Flight Display (PFD) function and the lower a Navigation Display (ND)
function. SG
The EFIS MSTR 1 and 2 switches are located on the left-hand and right- The SG can generate four navigation formats.
hand main instrument panels, respectively, EFIS MSTR 1 being adjacent • ROSE
to the EFIS-BOTH 1/NORM/BOTH 2 reversionary (changeover) switch.
EFIS is extensively self-monitoring and includes a BTTE logging function • ARC,
for its internal processing and all associated sensor inputs. • MAP
Faults are displayed as fault codes and abbreviated English text
messages (MSG) on both PFD and ND. The BITE display is menu • PLAN
selectable to give fault display and return-to-service interactive test They are selectable on the ECP. Data input to the SG from the
capability for the DFGS. various equipment and sensors is processed to generate the desired
A maintenance test facility is embodied to allow examination or clearance symbols which are superimposed on these formats, and to present the
of the flight log, initiate an EFIS test pattern, initiate a SG self test or requisite annunciation for the data in use in character fields located
examine/modify the aircraft configuration discrete. The SG logs all around the display area. In addition to generating annunciation for
failures in flight and up to 20 faults per flight can be recorded for the valid and invalid data, the SG will also inhibit some aspects of the
previous 10 flights. display to indicate failed, non active input sources or non computed
data (NDC).
FIGURE 8: EFIS SYSTEM
VIDEO REPEATER
VIDEO REPEATER
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Page 18 Navigation
Primary Flight Display (PFD) No Computed Data (NCD)
The PFD format is composed of the following There is no data for the display and is annotated by three amber dashes
• Attitude indication - - -.
• Flight Director Failure Warning
• Glideslope The data is either corrupted or outside parameters and is therefore

removed from the display and replaced by a red fail flag.
• Lateral deviation
• Radio altitude
• Airspeed information
• Mach
• Vertical speed
• Windshear pitch limit indicator
• Decision height
• Marker beacons
• Flight guidance mode legends
• Autopilot legends
• Autothrottle status and mode legends
• Associated source legends
• Associated failure legends
FIGURE 9: PFD DISPLAY
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Page 20 Navigation
Navigation Display (ND) No Computed Data (NCD)
Display Formats There is no data for the display and is annotated by three amber dashes
- - -.
The ND provides the following formats
Failure Warning
• ROSE
The data is either corrupted or outside parameters and is therefore
• ARC (plus weather) removed from the display and replaced by a red fail flag.
• MAP (plus weather and flight plan)
• PLAN plus (flight plan)
The ND graphics
• Aircraft heading drift pointer
• Selected heading
• Primary course
• Second course
• Bearing pointers
• TO/FROM indication
• Glideslope
• Distance indications
• LNAV selectable data
FIGURE 10: ND DISPLAY FORMATS
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Page 22 Navigation
EFIS Control Panel (ECP)
The ECP's are mounted one each side of the forward centre console. • 2ND CRS
Each ECP controls the associated pilot's ND and provides the following o Each succeeding push of the 2ND CRS push switch
functions: selects the next sensor from the following list of display:
• FORMAT  OFF No selected sensor of display.
o Provides a selection of different formats, ROSE, ARC,  VOR/LOC 1
MAP or PLAN
 VOR/LOC 2 When V/L is selected as primary
• RANGE course, the associated second course V/L sensor
o Provides a selection of different ranges for ARC, MAP and is automatically removed from the second course
PLAN formats. The range selections are 10, 20, 40, 80, menu.
160 and 320 N miles.  LNAV 1 LNAV 2 When LNAV is selected as
• CRS primary course, the onside second course LNAV
sensor is automatically removed from the second
o Provides onside selection of primary course information course menu.
for VOR/LOC (V/L) or LNAV. VOR/LOC 1 or LNAV 1
sensor annunciation for Captain's ND and PFD, VOR/LOC  VOR (V/L) When VOR (V/L) is selected as primary
2 or LNAV 2 sensor annunciation for First Officer's PFD course with LNAV as second course selection of
and ND. Selecting the OFF position removes all data LNAV on the CRS switch results in primary and
associated with primary course to provide a declutter second course information being transposed.
facility. NAV Data Buttons
• BRG Can only be used with LNAV
o Selects onside VOR, ADF or WPT bearing information. N AID Selects and deselects ND display of navigational aids.
Selecting the OFF position removes bearing pointer and
sensor annunciation. ARPT Selects and deselects ND display of airports.
GRP Selects and deselects ND display of ground reference points.
The DATA button is used with the NAV buttons and also to access
maintenance.
FIGURE 11: EFIS CONTROL PANEL
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Page 24 Navigation
Compact Format
If a display unit or its associated display processor fails a compacted • Associated source annunciations
PFD/ND display can be presented on the serviceable display unit of the
• Associated failure annunciations
associated pair. COMPACT mode is a compressed composite display of
basic altitude, heading and navigation data; the mode is selected by • TO/FROM indication
turning off the failed display unit on the DP.
If after a compact display selection to the ND, it is monochrome, then the
WX brightness knob must be rotated clock-wise to re-establish colour.
COMPACT displays the following
• Aircraft attitude
• Flight director
• Glideslope
• Radio altitude
• Wind-shear pitch limit indicator
• Airspeed and Mach information
• Vertical speed
• Decision height
• Marker beacons
• Auto-throttle status and mode annunciations
• Autopilot annunciations
• DFGS Mode annunciations
• Aircraft heading
• Selected heading
• Primary course
FIGURE 12: COMPACT DISPLAY
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Page 26 Navigation
34-20 INERTIAL REFERENCE SYSTEM

INTRODUCTION
The Inertial Reference System (IRS) performs computations to provide
aircraft position, velocity, heading and attitude. The system is used as a
position sensor for the Navigation Management System (NMS) and as an
attitude-heading source for the Captain's and First Officer's EFIS
displays, and Digital Flight Guidance System (DFGS)
The system uses altitude and true airspeed data from the aircraft air data
system.
IRS status is displayed on the GNS-X Control Display Unit (CDU).
Annunciators positioned above the mode select switches on the IRS
Mode Select Unit (MSU) show IRS mode status AND fault condition.
Testing
Both IRU’s can be tested from the IRU and IRU 2 test buttons which are
located on the maintenance panel in the electrical equipment bay.
To perform the IRU test the aircraft should be weight on wheels and with
ground speed less than 20 Kts.
FIGURE 13: INERTIAL REFERENCE SYSTEM
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Page 28 Navigation
Inertial Reference Unit (IRU)
The IRS computes heading, distance, and attitude information from At low rotation rates, the wavelengths of the two beams lock together,
signals sensed by its accelerometers and laser gyros. Each IRU has and the fringes do not move. To avoid this, a dither motor rotationally
three accelerometers and three gyros. These are mounted in the inertial vibrates the gyro about its perpendicular axis.
sensor assembly (ISA) as shown in the simplified drawing. The
accelerometers are oriented along perpendicular axes X, Y, and Z. The
accelerometers each sense accelerations along their respective axes. Accelerometer
The laser gyros are positioned to sense rotation about the X, Y, and Z The accelerometers in the laser gyro detect acceleration or gravity. In
axes. The IRU is oriented in a strap down configuration in the aircraft so simplified terms, an accelerometer is a mass on a hinge. The mass is
that its X-axis corresponds to the longitudinal axis of the aircraft and its attached to an element, which constitutes one plate of a capacitor and is
Y-axis to the lateral or vice versa. located near a coil of wire. As the aircraft accelerates, the mass is
Laser Gyroscope despoiled from centre causing the capacitance to change. The
capacitance alters an electrical signal which is demodulated and fed back
Each laser gyro in the IRU detects rotation about its respective axis, to the coil of wire where magnetic effects pull the mass back to centre.
pitch, roll, or yaw. As acceleration increases, so does the signal required in the feedback
Each gyro has a triangular tube bored within a block of cervit or zerodur loop. The signal is integrated once to provide a velocity signal and again
(a glass ceramic with a very low coefficient of thermal expansion. to provide a distance signal. These are fed to the computer for
processing.
A mirror is located at each of the three corners. The tubes contain a
mixture of helium and neon at low pressure. The kind of accelerometer just described is sensitive to small changes
over a wide range of accelerations.
A high voltage between cathode and handiwork (the shaded region in the
figure) ionises the gases producing light with a band width centred on a
wavelength of 6328 Angstroms.
The light travels all directions from its many points of production to
produce a glow discharge similar to that of the common neon lamp.
Light beams that happen to be parallel to the tube in which they are
produced reflect from the mirrors and travel around the triangular path.
FIGURE 14: IRU, LASER GYRO & ACCELEROMETER
PROOF OF MASS
DE-MODULATOR AMP
INT 1 INT 2 DISTANCE
VELOCITY
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Page 30 Navigation
34-55 VOR/MARKER SYSTEMS 34-51 DISTANCE MEASURING EQUIPMENT
The VOR/marker system comprises two microprocessor controlled The RJ Avroliner has the Collins 700 series DME as the standard option.
VOR/marker beacon receivers; two control units, two VOR/LOC Aircraft operating in any area where VOR and DME beacons are
antennas (with two splitters and two distribution boxes), a marker beacon predominantly co-located will have a pair of combined VHF NAV/DME
antenna, and a marker sensitivity switch. controllers. Each system comprises a VHF NAV/DME controller, a
transmitter/receiver (interrogator) and antenna.
The system has two main functions:-
The dual DME system measures the slant/range from the aircraft to the
• To process bearing information from a transmitted VOR signal
DME ground stations. Up to five stations can be interrogated in a
• To process signals from a marker beacon transmitter. continuous sequence. The range of the manually tuned station is
displayed on the EFIS and on the DBI's. The other four stations are
Bearing outputs are displayed on the electronic flight instrument system
automatically selected and tuned by the navigation management systems
(EFIS) and distance bearing indicators (DBI). Deviation/bearing is also
(NMS).
transmitted to the flight management system (FMS), and digital flight
guidance system (DFGS). It is the airborne element of a secondary radar system that indicates the
slant range of the aircraft to a suitably equipped ground station.
Marker beacon signals are received by No.1 VOR/marker receiver only,
and provide identification when over a marker beacon by one of three The DME transmits an interrogation signal to the ground station, receives
audible tones and visually on the EFIS primary flight display (PFD). the resultant reply signal, measures the time interval between
interrogation and reply and displays the result in terms of nautical miles
34-30 INSTRUMENT LANDING SYSTEM ILS range on digital indications.
The ILS system provides glideslope (G/S) and localizer (LOC) course The equipment also receives identification signals from the ground
deviation information to flight control systems and visual displays. station and feeds an audio output to the audio integrating system.
The system comprises two glideslope antennas, two VOR/LOC If the reply signal is lost, the indicated range continues to change at the
suppressed cavity antennas with distribution units, two ILS receivers and same rate as during track mode for approximately 10 seconds and the
two combined VOR/ILS/DME controllers. interrogation frequency remains at 18 p-pps. If the reply is regained in
The receivers process two separate modulated signals (glideslope and this period; the DME reverts to the track mode. If the reply is lost, the
localizer), received from ground facilities near the airfield runway, to DME reverts to the search mode.
provide deviation information. The test switch on the CDU allows testing of the VOR, ILS, DME and the
marker systems.
FIGURE 15: VOR/ILS/DME & MARKER
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34-53 AUTOMATIC DIRECTION FINDER (ADF Receiver Unit
The automatic direction finding system receives signals in the 190 to The receiver is the principle unit of the system. It receives selected radio
1750 KHz range for operation in two modes as selected on the control signals from the loop/sense antenna and processes these into relative
panel - ANT and ADF. A system comprises: bearing information to be displayed by the EFIS ND and the BDI. .
• An ADF Receiver In the ANT Mode it will function as a conventional IF and broadcast band
aural receiver.
• Combined Loop/Sense Antenna
Loop/Sense Antenna
• Control and Display Unit
The sense part of the antenna is used for omni bearing characteristics.
The loop part of the antenna receives IF radio signals with a phase and
NOTE: There are two ADF systems both operated from the dual control amplitude resultant determined by the radial bearing of the station in
panel. Only one system is described, except where it is necessary to relation to the aircraft heading.
refer to both systems.
There is no test facility available from the flight compartment. There is a
NOTE: There are two ADF systems both operated from the dual control TEST pushbutton on the front face of the receiver, which is used for
panel. Only one system is described, except where it is necessary to maintenance testing.
refer to both systems.
When pressed , three Led’s come on for 3 secs then go off for 3 secs,
then come on to indicate integrity as follows:
ANT Mode
CONTROL INUT FAIL Red LED indicates the status of the ARINC 429
The system functions as non directional audio receiver and the bearing input control bus
indicator shows 90 degree relative bearing on the BDI and the pointer is
removed from the EFIS (ND). LRU Status fail……………....Red LED comes on if a fault is detected.
ADF Mode LRU Status Pass………………Green LED comes on, no faults.
Provides relative bearing to the station (displayed on the BDI and the Additionally the ADF system can be tested from the maintenance panel
EFIS ND) and an audio output. by pressing the ADF test button. The result of this action would be the
green pointer on the ND will disappear and then re-appear, the ADF
legend at the bottom of the ND will change from green to red then back
to green, and the bearing pointers will rotate to indicate 135° relative
bearing and if a head set is connected a 1020 Hz tone can be heard.
FIGURE 16: ADF
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34-42 RADIO ALTIMETERS
The radio altimeter provides continuous accurate altitude (terrain A radio altimeter system self test is incorporated in the EFIS test
clearance) during low approach and landing, from radio altitude of 2500 sequence which is initiated from the TEST button on the left and right
feet down to touchdown. EFIS dimming panels. When pushed and held a test altitude of 40 feet is
displayed on the associated PFD, until the button is released. The test
A dual radio altimeter system is installed, each system consisting of: can be performed with the aircraft on the ground or in the air.
Radio Altitude Failures
• A dual channel monitored transceiver, suitable for Cat 3A
operation, with dual autoland system architecture. Different indications are given depending upon the altitude at which the
• Two strip-line antenna, one for transmit and one for receive. failure occurs.
Above 2500 ft a red RA is indicated where the Radio Altitude is normally
The system operates in the frequency range of 4250 to 4350 Mhz. displayed, on the failed side only.
Indications are shown on the associated EFIS PFD's. No. 1 radio Below 2500ft a white RA is indicated at about the 4 O clock position on
altimeter is shown on the left PFD and No. 2 radio altimeter is shown on the altitude frame and the radio altitude is shown in the normal location
the right PFD. RA readouts are shown in green but turns yellow below but derived from the opposite side.
DH. Failures are shown by a red RA annunciation. Radio altitude A double Radio Altitude failure at any altitude would indicate red RA on
miscompare warning (amber RA) shows to the right of the radio altitude both PFD’s in the normal position.
readout.
A DH knob on the EFIS dimming panel is used to set the decision height
(DH) on the associated PFD. The DH readout can be set between zero
and 500 feet in one foot increments. DH readout is removed and DH
warnings are inhibited if the DH is set below zero. The readout is also
removed above a radio altitude of 2500, but is shown momentarily if the
DH knob is rotated.
As the aircraft descends through 50 feet above the selected DH the

readout starts flashing to indicate approach to DH. At DH readout is
replaced by a amber DH caution and an aural "minimums, minimums" is
given.
FIGURE 17: RADAR ALTIMETER
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34-41 WEATHER RADAR

The weather radar system provides a colour display of in-flight weather
conditions, relative to the aircraft heading, through an angle of 160
degrees and up to 320 nautical miles forward. The system consists of an
antenna, a transmitter/receiver and an indicator with mode and range
controls. A ground mapping facility and turbulence mode are also
provided.
The system detects and locates precipitation along the flight path of the
aircraft, and gives the pilot a Visual indication of its intensity. Intensity
levels are displayed in bright colours contrasted against a deep black
background.
Weather displays are shown on the radar indicator and/or on the EFIS
ND’s. Weather displays on the EFIS are selected using the ND-WX
switch on the associated EFIS dimming panel. Range for the EFIS
display is selected on the EFIS Control Panel (ECP). Weather displays
are only available in EFIS formats ARC or MAP. Weather status display
is annunciated in all formats.
The weather radar information can be displayed either on the weather
radar indicator or the ND displays if selected in ARC or MAP mode.
Range control for the ND`s are at the EFIS control panels.
In weather mode, returns of strongest signals are displayed in red,
returns of medium intensity are displayed in yellow and weakest returns
are displayed in green. Turbulence is displayed in magenta.
In map mode, the colours are red, yellow and green from the strongest to
weakest, respectively.
In TEST mode, a test pattern is displayed, which shows range marks,
azimuth lines and colour test bands. Fault warnings will be displayed in
amber if an LRU fault is detected.
FIGURE 18: WEATHER RADAR
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34-41 ENHANCED GROUND PROXIMITY WARNING

SYSTEM
The main purpose of the EGPWS is to reduce the risk of controlled flight The test connector, test switch, headset jack socket and PCMCIA
into terrain (CFIT) accidents. The system accepts various parameters interface are concealed behind a flap.
from external aircraft sensors and systems, and applies alerting The computer compares data from external sensors with an internal
algorithms to produce audible warnings and visual annunciations and alerting envelopes database to determine whether a terrain conflict is
displays in the event of any alerting envelope boundaries being imminent, the aircraft is descending too rapidly or if the aircraft is below
exceeded. the ILS glideslope on approach. Landing gear and flap configuration data
The system comprises an enhanced ground proximity warning computer enables the computer to detect descent below certain radio altitudes with
(EGPWC) and a number of switches and annunciators. the aircraft not appropriately configured for landing.
The EGPWC is powered by 115V a.c. from the Essential AC busbar, via Alerts are announced aurally through the flight deck audio system, and
the AVIONICS MASTER 1 switch. The front panel comprises:- by annunciators on the glareshield.
Test connector Envelope modulation is also used to provide improved caution or warning
protection when on approach to some airports, where normal approaches
Provides the interface for a terminal emulation device or a personal can be incompatible with the normal alerting envelopes.
computer to receive and control internal data.
In addition, altitude callouts during final approach and an alert for
Test switch descending below decision height are provided.
Enables self test of the EGPWC Headset jack socket - used in In the event of a windshear caution or warning being detected, priority is
conjunction with the test switch. given to windshear alerts over EGPWS alerts. However, EGPWS alerts
LED displays take priority over any traffic alert and collision avoidance system (TCAS)
alerts. Warnings initiated by the stall warning system override all three
For visual indication of EGPWC and external system status systems.
PCMCIA interface
For loading the system software and the envelope modulation and terrain
databases
Four Led’s, IN PROG (yellow), CARD CHNG (yellow), XFER COMP
(green) and XFER FAIL (red), are active only when a PCMCIA card is
being used to load data.
FIGURE 19: EGPWS
MODE 2
MODE 1 Excessive Terrain
Excessive Descent Rate Closure Rate
MODE 3
MODE 6 Altitude Loss After Takeoff
Advisory Callouts
Selected Altitudes
MODE 4
MODE 5 Unsafe Terrain Clearance
Excessive Deviation Below
Glideslope
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34-52 MODE `S' AIR TRAFFIC CONTROL PUSH TO TEST switch indicates the transponder self-test when pressed.
The Air Traffic Control (ATC) system is the airborne element of the
automatic digital communications system for Air Traffic Control. The TDR/XPDR PASS light illuminates in green to indicate a successful self-
system is known as Secondary Surveillance Radar (SSR). Its function is test
to enable an aircraft or groups of aircraft to identify them to the air traffic TDR/XPDR FAIL light illuminates in red to indicate a failure during self-
controller and to report their altitude automatically. The SSR augments test
the primary surveillance radar system, which mainly locates all aircraft.
CTL/CNTL PNL: Illuminates in red if either the control input source or the
The transponder has the capability of operating with mode `S' as well as internal receiver has failed.
with the standard interrogators. Mode `S' uses additional pulses to
encode the data necessary for the operation of Traffic Alert and Collision TOP/UPPER ANT: Illuminates in red during self-test if the impedance of
Avoidance systems (TCAS), when fitted. the upper antenna is outside the specification.
The transponder employ pulse mode discriminating techniques to BOT/LOWER ANT: Illuminates in red during self-test if the impedance of
recognise interrogating signals from the ground station and establishes the lower antenna is outside the specification.
the return path for the coded replies to valid interrogations. The ALT/ALT SIG: Illuminates in red if the altitude input source indicates a
transponder’s receive signals on a frequency of 1030 MHz and transmit failure or the receiver has failed.
on a frequency of 1090 MHz.
Mode –S Transponder LRU fault status display
The dual system consists of two mode `S' transponders, a single control
While on ground, pressing and releasing the front panel test switch starts
unit and two pairs of antenna (an upper and a lower antenna for each
the fault status display. Initially, all front panel lamps will illuminate for six
system).
seconds, verifying correct lamp function. Status of the transponder
The Mode-S system performs continuous BITE while the equipment is system appears on the front panel indicators for the next 10 seconds.
operating. Any failure of the system is indicated by illumination of the
Previous flight leg status, up to 10 previous legs is also available for
XPDR FAIL lamp on the control panel.
display on the front panel lamps. Access to previous flight leg status is
A self-test of the MODE_S system can be initiated from either the TEST done by pressing the push-to-test, initiating current status display (see
pushbutton on the control panel, or the PUSH TO TEST pushbutton on above) and pressing the switch again before current lamps go off. The
the transponder front panel. lamps will all come on for three seconds and then the status of the last
Transponder front panel controls and indications complete flight leg will appear. If the switch is pressed again, the next-
previous flight leg appears, after a three-second lamp test. This process
The following controls and indications are located on the transponder may be repeated for up to 10 flight legs. When the final leg is selected,
front panel: pressing the switch will cause all lamps to flash, indicating the end of the
records.
FIGURE 20: ATC
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34-44 TCAS
The TCAS is an on-board advisory system that provides vertical Preventive Resolution Advisory
guidance in order to maintain adequate separation with other
MONITOR VERTICAL SPEED
transponder-equipped aircraft. This is accomplished by interrogating the
Mode-C and/or Mode-S transponders of potential threat aircraft in the MAINTAIN VERTICAL SPEED /CROSSING MAINTAIN
surrounding airspace, tracking their responses and providing visual and MAINTAIN VERTICAL SPEED - MAINTAIN
audible advisories to ensure safe separation.
ADJUST VERTICAL SPEED - ADJUST
The TCAS provides a visual display of the relative positions of other
transponder equipped aircraft, at selected ranges up to 2O nautical miles
or 40 nautical miles dependant on type of control unit fitted. In addition to Corrective resolution advisories
the display of Traffic Advisories (TA), proximate traffic and other traffic,
the system provides collision avoidance guidance (Resolution Advisories CLIMB, CLIMB
(RA)). The guidance is given by audio messages, through the flight deck CLIMB CROSSING CLIMB - CLIMB CROSSING CLIMB
headsets and loudspeakers, and EFIS PFD vertical speed indicator.
DESCEND, DESCEND
CAUTION: TCAS DOES NOT PROVIDE ANY RESOLUTION
ADVISORIES FOR AIRCRAFT THAT DO NOT HAVE OPERATING DESCEND CROSSING DESCEND - DESCEND CROSSING DESCEND
ALTITUDE REPORTING TRANSPONDERS. IT DOES DISPLAY ALL ADJUST VERTICAL SPEED - ADJUST
AIRCRAFT WITH MODE A, C OR S TRANSPONDERS, WITHIN
RANGE, AS TRAFFIC TARGETS AND TRAFFIC ADVISORIES. Increased Strength or Reversed Corrective Advisories
The system comprises of, a computer, two traffic displays and two INCREASE CLIMB - INCREASE CLIMB
directional antennas, and operates in conjunction with two Mode-S
transponders using a common control panel. INCREASE DESCENT - INCREASE DESCENT
Audio warnings CLIMB, CLIMB NOW - CLIMB, CLIMB NOW
Audible warnings from the computer are distributed to the pilots' DESCEND, DESCEND NOW - DESCEND, DESCEND NOW
headsets and flight deck loudspeakers and consist of the following
messages
CLEAR OF CONFLICT
Traffic Advisory
TRAFFIC, TRAFFIC
Indicates that a traffic alert has occurred, spoken only once
FIGURE 21: TCAS
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34-60 NAVIGATION MANAGEMENT SYSTEM (GNS-X)

The GNS-X accepts inputs from various aircraft sensors, computes the
The GNS-X is an integrated navigation management system. It utilizes
aircraft position, and provides outputs for other aircraft systems (DFGS,
inputs from various types of aircraft equipment and position sensors,
DBI and EFIS).
computes the aircraft position and provides outputs for FD/Autopilot and
EFIS. An extensive data management capability is available via a Navigational
Data Bank (NDB), internal to the NMU. The NDB must be updated
The GNS-X is an integrated Navigation Management System (NMS)
monthly to assure the operator of current and complete navigation
which consists of a Global Position Unit (GPU) and two independent
information.
systems each comprising a Control Display Unit (CDU), Navigation
Management Unit (NMU) and Configuration Module. The DME/DME and VOR/DME frequency selection may be under the
control of the flight deck crew or selected by the Flight Management
The NMU contains the navigation computer, data base and required
System (FMS). The bearing (theta) and range (rho) are displayed on the
interfacing to receive inputs from IRS, VOR, DME, ADC, TAS, and GPU
EFIS and DBI's.
and fuel flow systems.
The VHF 1 and VHF 2 Nav controllers located on the glare supply active
The NMS receives position and velocity information from No. 1 and No. 2
VOR/DME frequency information to the NMS.
IRS, No. 1 and No. 2 VOR/DME and the GPU. This information is
blended within the NMU to generate a composite aircraft position which DME which is to-located with VOR is automatically tuned when the VOR
is continuously updated. frequency is selected. VOR and DME stations can be selected
independently. The VHF Nav controllers use an ARINC 429 data bus for
The L NAV switch, located on the centre pedestal forward section (panel
VOR/DME selection.
211-31-OS) controls which of the two systems is displayed on the
Captain's and First Officer's Navigation Display (ND) and Primary Flight The FMS system auto tunes four DME frequencies from each DME
Display (PFD). transceiver.
With the L NAV switch in LNAV 1 position, NMS No. 1 information is NAV Management Unit (NMU)
displayed on both the Captain's and First Officer’s ND and PFD. With the The NMU's processor accepts position information from IRS, GPU and
L NAV switch in LNAV 2 position, NMS No. 2 information is displayed on VPU sensors and combines this data using a special navigation filter to
both the Captain's and First Officer's ND and PFD. With the L NAV generate the system composite position. The VPU is a position finding
switch in the SPLIT position, NMS No. 1 information is displayed on the sensor that can navigate once airborne and within line of sight of suitable
Captain's ND and PFD and NMS No. 2 information is displayed on the nay-aids. The VPU produces the actual position computed by the sensor
First Officer's ND and PFD. this position may be viewed on the sensor status page 1 on the CDU.
NOTE:The NDB must be updated in a 28-day cycle to assure the
operator of current and complete navigation information.
FIGURE 22: GNS-X
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GLOBAL POSITIONING UNIT (GPU)

Further positioning information is obtained from the GPU which provides
an independent position sensor for the GNS-X. The GPU comprises a
processor module, power supply board, 10 MHz oscillator assembly and
an RF/IF module. A separate GPS antenna and down converter are
required for signal acquisition and processing.
The GPU is powered from the 28v DC 1 busbar and is automatically
activated when the NMS is switched on.
The GPU is a five channel continuous tracking receiver, which when the
correct time (GMT), date and present position is entered at the CDU,
computes satellite positioning in relation to the receiver. The GPU
position is then routed to each NMLJ via an ARINC 429 data bus.
Up to five satellites are selected for tacking. Each channel operates
independently, tracking its own assigned satellite. The minimum number
of satellites required to navigate is three, provided an external altitude
input is supplied by the Air Data Computer via the NMU to the GPU.
Normally, with four or five satellites in view and in good geometry, no
altitude input is required. If only two satellites are able to be tracked then
no navigation is possible using the GPS sensor. In this case the MSG
key on the CDU will flash and the sensor message page will display GPS
NO NAV.
The NMS monitors all the navigation sensors and compares their position
inputs with the NMS `best computed' position. If a position error is
detected, a `sensor miscompare' message is displayed on the CDU. The
GPS sensor can be deselected using the CDU if required.
FIGURE 23: GPS
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FLIGHT MANAGEMENT SYSTEM (GNLU)

The flight management system is both a satellite-based precision area The GNLU receives ARINC 429 data from the ILS/VOR/DME controller
navigation and flight management system (FMS). It utilizes inputs from to tune DME channel 1, which is then echoed by the GNLU to the DME
the Global navigation satellite system (GNSS) sensor and various types at input port A. When the FMS is functioning correctly, the system
of aircraft equipment and position sensors, computes the aircraft position produces a discrete signal which causes DME channels 2 to 5 to be auto
and provides outputs for the flight director, autopilot and flight deck tuned at the same input port. Should the FMS fail, the discrete signal is
instruments. removed, and the DME is tuned to the frequency selected at the
ILS/VOR/DME controller via input port B.
The flight management system (FMS) is used for lateral navigation,
advisory vertical navigation, coupled guidance, flight planning, and fuel Altitude and true airspeed information is supplied to the FMS from the
planning and monitoring. digital air data computers (DADC), in the form of ARINC 429 data.
The FMS comprises two independent systems; each system includes a The lateral navigation function operates in the en-route, terminal and
global navigation and landing unit (GNLU), a multi-purpose control and approach flight phases. The FMS computes a lateral reference path for
display unit (MCDU), and a GNSS sensor antenna. the selected flight plan. Lateral path information is displayed on the
MCDU providing cross track distance and a lateral deviation scale factor.
The No.1 GNLU and MCDU are each powered from the 28V essential
The flight plan is displayed on the EFIS ND and deviation from the track
DC busbar via a circuit breaker and contacts of an avionic master
and commands to the flight directors are displayed on the EFIS PFD.
switching relay in its de-energized state. The relay is energized when the
AVIONICS MASTER switch 1 is in the OFF position. The vertical navigation function operates in the climb, cruise and descent
flight phases, providing target speed and altitude on the MCDU. In
The No.2 GNLU and MCDU are each powered from the 28V DC2 busbar
addition, during descent, vertical navigation provides vertical deviation
via a circuit breaker and contacts of an avionic master switching relay in
displayed on the EFIS ND.
its de-energized state. The relay is energized when the AVIONICS
MASTER switch 2 is in the OFF position.
Each GNLU is connected to both MCDU’s so that either GNLU can act
as the 'master' in the system. Master/slave switching is provided by the
LNAV transfer switch LNAV1/SPLIT/LNAV2 on panel 211-31-05. This
switch enables both MCDU’s to be connected directly to the GNLU
selected as 'master'. Although both MCDU’s operate independently, all
user interfacing is carried out with the 'master' GNLU which then
conducts cross system transfer with the 'slave' GNLU via the intersystem
bus. In normal operation GNLU No.1 acts as the master.
FIGURE 24: GNLU
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PITOT STATIC (BAE146)

GENERAL
The air data system comprises an arrangement of static vents and
pressure (pitot) heads which are strategically situated on the fuselage to
provide the source of mano-metric data for use by the air data display
instrumentation, the automatic flight guidance system, the aircraft radio
navigation system and cabin pressure control systems.
With two exceptions, the static pressure vents are duplicated and
disposed identically on either side of the fuselage, and are
interconnected to equalize static pressure.
The exceptions are:-
Static vent S7, which provides static data to one of the 'Q' pot failure
warning pressure switches, and is mounted on the left hand side of the
fuselage.
Static vent S8, which is connected to the rear discharge valve, and is
mounted on the left hand side of the aircraft.
The three pitot heads are situated one on the left-hand side of the
fuselage and two on the right-hand side, and are independent of each
other.
The 'Q' pot head is a combined pitot and static head, and is mounted on
the left-hand side of the fuselage.
A conventional piping arrangement, largely self-draining, connects the
pitot and static lines; where self-draining is not practicable, drain valves
are installed.
FIGURE 25: PITOT STATIC
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PITOT STATIC COMPONENTS
The pitot static components are mounted on a shelf located on the left
side of the forward baggage bay.
Access is through the forward baggage bay.
TRUE AIRSPEED COMPUTER
On aircraft 208-299
Two true airspeed (TAS) systems are installed, each system operating
independently.
Each system comprises a true airspeed computer (TASC) and a total air
temperature (TAT) probe, and provides TAS data for the respective flight
management system (GNS-XLS).
The No.1 TASC is powered by 115V a.c. from the AC1 busbar, and the
No.2 TASC by 115V a.c. from the AC2 busbar.
On aircraft 303-999
The true airspeed (TAS) system comprises a true airspeed computer
(TASC) and a total air temperature (TAT) probe.
The TASC provides TAS data for the navigation management system
(GNS-X).
A TEST switch on the front panel of the computer, when pressed, will
force the altitude and airspeed signals to a given value (300 knots TAS
and minus 10 degrees SAT, where total temperature is 0 degrees C) and
checks the circuit from input to output.
FIGURE 26: COMPONENTS
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SERVO ALTIMETER (BAE146)

synchros in the Captain's altimeter also provide altitude data to the auto-
The altitude system consists of one servo altimeter and one non-servo pilot computer and the altitude alerting system.
altimeter mounted on the Captain's instrument panel, and one servo
Any approach or departure from the altitude set on the altitude selector
altimeter installed on the First Officer's instrument panel.
drives an amber warning lamp on the front of both
SERVO ALTIMETER When the electrical power supply is off, or has failed, or when the servo
The servo altimeter is a barometric instrument with a servo-driven mechanism has run away, a red warning bar covers the altitude counter
presentation, and is capable of displaying altitudes between -2265 and display.
50000 feet. Information is presented by a pointer indicating against a dial In the event of an abnormal signal, caused by a defect in the mechanism
marked from zero to 1000 feet in 20 feet increments, and a four drum or by a pressure surge. A fault detector circuit detects the abnormality,
counter which provides a five digit readout of altitude in 50 feet which also causes the warning bar to cover the altitude counters.
increments. The 10000 feet counter presents a black and white striped
area at altitudes between zero and 10000 feet, and a blue and white A press-to-test switch (ALTMTR 1-2) is located on the AFGS test panel.
wavy banded area below zero feet. A knob on the left of the front of the When operated, the fault detector circuit and servo mechanism in the
altimeter sets the barometric scales counters to the prevailing ground relevant altimeter is tested.
pressure in milli-bars and inches of mercury. The scales are located
If the Static Source Correction fails a red flag SSC will indicate in the
below the height counters, with the milli-bar scale on the left.
centre of the dial.
The instrument is provided with an electrical pressure error signal from a
remote air data unit. NON SERVO ALTIMETER
The absence of the pressure error signal is indicated, by a solenoid- The non-servo altimeter is a mechanical instrument which employs twin
operated flag, labelled with matt black letters SSC on a blaze aneroid capsules to indicate the altitude of the aircraft.
background, visible in an aperture in the dial. Dual barometric scales are located below the height counters, calibrated
A digitizer code output, representing altitude data, is provided for use by in milli-bars on the left scale, and inches of mercury on the right.
the air traffic control system transponder, to enable height sensed by the A knob on the lower left front of the instrument is used to set the
altimeter to be monitored on the ground. barometric scale to the required pressure.
On aircraft 303-999 Internally, an oscillator operates a vibrator, which reduces errors caused
Two synchro transmitters in each altimeter provide coarse and fine
altitude data to the navigation management system (GNS-X). The
by frictional lag. When the oscillator is not powered, a warning flag V on
an orange background is visible in a window in the dial.
FIGURE 27: ALTIMETERS
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INDICATED AIRSPEED (MACH)
The mach airspeed indicator provides simultaneous indication of The mach-airspeed indicator provides simultaneous indications of
airspeed, command airspeed and limit speed by means of pointers airspeed and mach number by means of an airspeed pointer and two
reading against a fixed dial and mach number by means of a two drum calibrated dials.
counter. A striped pointer (limit speed) indicates the maximum safe A limit speed pointer is provided to indicate the maximum safe operating
operating speed of the aircraft at all altitudes. A command speed pointer, speed of the aircraft at all altitudes, and a command pointer is provided
set by rotation of the knob at the bottom left-hand corner of the indicator, to select a desired airspeed.
is provided to select a desired airspeed. An output is provided to operate
a speed scale on the Primary Flight Display (PFD). The instrument also provides an output to operate a warning horn.
(or) An output is provided to operate a speed scale on the attitude Two indicators are fitted, one on each flight instrument panel.
director indicators (ADI). The instrument also provides an output to Due to individual instrument tolerances there may be small discrepancies
operate a warning horn. Two indicators are fitted, one on each flight between indicators.
instrument panel. Due to individual instrument tolerances, there may be
small discrepancies between indicators. The allowable difference between Mach indications is 0.03 Mach.
Test switches.
Two SPEED WARN test switches are provided on the overhead ground
test panel. When pressed each of these buttons will activate the over-
speed warning horn.
FIGURE 28: AIRSPEED INDICATORS
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VERTICAL SPEED SYSTEM (TCAS) NOT TCAS

Vertical speed indication (aircraft rate of ascent or descent) is displayed The vertical speed indicator (VSI) provides indication of the aircrafts
on a combination vertical speed and traffic alert and collision avoidance speed of ascent or descent. This indication of vertical speed is shown by
system (VS/TCAS) indicator. a pointer moving over a calibrated dial.
The indicator is a liquid crystal display (LCD), and also displays traffic The VSI indicates level flight (zero) when the pointer points horizontally
alerts and resolution advisories for the TCAS. to the left (nine o'clock position). The indicator shows climb by a
clockwise or upward rotation of the pointer from the zero position, and
Vertical speed is indicated by a white pointer moving over a white scale.
indicates descent by a counter clockwise or downward rotation of the
The scale is calibrated with 100 ft. index marks, from zero to ± pointer from zero.
1000 ft. /min. and 500 ft. index marks from ± 1000 to ± 6000 ft. /min.
Ascent is displayed by clockwise, or upward, rotation of the pointer from
zero, and descent by counter-clockwise, or downward, rotation.
Static pressure for the Captain's and First Officer's indicators is supplied
by S1 and S2 static systems respectively.
Pressure is applied to the indicator via a port on the rear of the
instrument, and is then converted to an electrical signal by a pressure
sensor on the internally-mounted analogue input card. The output of the
card is used to position the pointer on the LCD display.
The vertical speed scale and pointer are constantly displayed, and when
the TCAS is operating in VS/RA (pop-up) mode, a VERT SPEED x1000
FPM legend is also displayed.
FIGURE 29: VERTICAL SPEED INDICATOR
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STAND-BY ATTITUDE INDICATOR
The standby attitude indicator display comprises a two coloured drum

supported in an outer gimbal, a roll marker mounted on the outer gimbal
shroud, and a roll scale and aeroplane index mounted on the front cover
behind the dial glass.
The horizon is represented by a white line dividing the two colours on the
drum, blue representing the sky and black representing the earth.
Attitude is indicated by the position of the drum relative to the aircraft
symbol. Pitch angle is indicated by a graduated scale on the drum which
can indicate 60 deg. of dive or 80 deg. of climb. Roll angle is indicated by
a white marker relative to the roll scale which is graduated at zero
degrees and 10, 20, 30, 40 50 and 60 degrees left and right of zero. A
fast erection knob is provided on the bottom right-hand side of the
instrument face and is purely a mechanical caging device.
STAND-BY ATTITUDE INDICATOR

The standby attitude indicator display comprises a two coloured barrel
supported in an outer gimbal, a roll pointer mounted on the outer gimbal
shroud, and a roll scale and aeroplane index mounted on the front cover
behind the dial glass. The horizon is represented by the division of the
two colours of the barrel, blue representing the sky and black
representing the earth. Attitude is indicated by the position of the barrel
relative to the aeroplane index. Pitch angle is indicated by a graduated
scale on the drum. Roll angle is indicated by the white coloured roll
pointer's position relative to the roll scale which is graduated at angles of
0 degrees, and at 10, 20, 30, 60 and 90 degrees of roll, left and right of 0
degrees. A fast erection knob is provided on the bottom right hand side
of the instrument face, and is purely a mechanical erection (caging)
device. When the knob is depressed, an erection (caging) flag appears in
the aperture on the bottom left-hand side of the indicator.
FIGURE 30: STAND-BY ATTITUDE INDICATOR
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ATA 34-20 (BAE146)

COMPASS SYSTEM
On aircraft 001-299,302 On aircraft 303-999
The compass system comprises two flux valves, two magnetic The compass system comprises two flux valves, two magnetic
compensators, two directional gyros (DG), two DG-SLAVED switches, compensators, two directional gyros (DG), two DG-SLAVED switches,
two HDG SLEW switches, two compass couplers and one compass two HDG SLEW switches, two compass couplers and one compass
transfer switch. The system provides the main heading displays for the transfer switch. The system provides the main heading displays for the
Captain and the First Officer. These displays are presented on the Captain's Electronic Flight Instrument System (EFIS) and the First
respective horizontal situation indicators (HSI) and radio magnetic Officer's EFIS. These displays are presented on the Navigation Display
indicators (RMI) or distance/bearing indicators (DBI), one mounted on (ND), and Distance/Bearing Indicators (DBI) mounted on each flight
each flight instrument panel. The system comprises two separate instrument panel. The system comprises two separate, identical, gyro-
identical, gyro-magnetically stabilized compass systems. magnetically stabilized compass systems.
Although both systems normally indicate magnetic heading, either one Although both systems normally indicate magnetic heading, either one
may be used as a low drift rate DG. When in this mode, the system being may be used as a low drift rate DG. When in this mode, the system being
used as a DG is indicated by the switch position and that of its guard. used as a DG is indicated by the switch position and its guard. The
The systems also provide heading monitoring signals for the autopilot system also provides heading monitoring signals for the autopilot (AFGS)
(AFGS) and serve as a source of heading information for other and serves as a source of heading information for other equipment.
equipment.
The navigation selector is used to select course and heading on the
Captain's and First Officer's HSI it also provides a reversionary switching
facility for course selection on these instruments.
FIGURE 31: COMPASS
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ATA 34-20(BAE146)
FLIGHT DIRECTOR
The flight director (FD) system comprises two attitude director indicators
(ADI), two horizontal situation indicators (HSI), and an instrumentation
comparator monitor (ICM), which compares the attitude and heading
displays on the HSI and ADI.
Two heading reference sources are provided, either of which may be
selected by means of the COMP transfer switch.
Similarly, either of two attitude reference sources may be selected by
means of the ATT transfer switch.
The FD display is engaged by the selection of either of two FD BARS
switches, one mounted on each end of the glareshield coaming.
FD mode selection is made on a mode selector, which is also used by
the autopilot.
Computation for the FD is carried out within the autopilot computer, but
the FD can be used on its own when the autopilot is not engaged.
The FD system essentially provides visual presentations of the pitch and
roll attitudes of the aircraft on the two ADI.
FIGURE 32: FLIGHT DIRECTOR
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ATTITUDE DIRECTION INDICATOR WARNING FLAGS

The ADI presents a symbolic three-dimensional display of the aircraft's Glideslope warning flag (GS) comes into view, partially obscuring
attitude, FD commands and aircraft radio altitude (below 200 feet). glideslope pointer and scale.
The bars are brought into view by operation of the FD BARS switches. Computer warning flag (CMPTR) comes into view.
The aircraft symbol does not move in relation to the instrument case. Localizer warning flag (RUNWAY) comes into view, partially obscuring
Aircraft position in relation to a localizer course is presented by a runway the runway.
symbol moving across a scale consisting of a central marker and dots Attitude warning flag (ATT) comes into view if internal roll or pitch attitude
marking the left and right extremities. circuits are not operating correctly, when the vertical reference unit
If the runway symbol is lined up to the central marker then the aircraft is monitor signal is not present or when power to the attitude system is lost.
on course and any deviation from course is indicated by the movement of Speed warning flag (SPEED) Comes into view, partially obscuring the
the runway symbol to the left or to the right. speed pointer and scale.
In addition to localizer deviation, the runway symbol rises towards the Test
aircraft symbol to indicate radio altitude below 200 feet.
A check on the system can be performed by pressing the TEST switch,
Aircraft position in relation, to a glideslope is given by a pointer moving located on the bottom bezel this tests the pitch and roll servo systems
over a vertical scale consisting of a central dash with two dots above it also the ATT flag.
and two dots below it. The direction of the pointer indicates whether the
aircraft is above or below the glideslope and the amount of displacement If the system is functioning correctly, pressing the TEST switch causes
is an indication of how far above or below. the pitch and roll indications to increase by 10 degrees pitch up and 20
degrees roll right.
On the left-hand side of the instrument is a speed scale consisting of a
large central diamond shape with smaller diamonds above and below it. The ATT warning flag is also visible.
The top of the scale is annotated FAST or (F) and the bottom SLOW or The sphere indicates a right bank and climb and the FD bars
(S). simultaneously indicate a pitch up and roll right command.
ANNUNCIATOR/FLAG FUNCTION The ATT and FD flags are also visible.

DH annunciator / PRESS TO TEST switch Comes on when the aircraft
has descended to a preset minimum altitude at which the land or go-
around decision must be made.
Depressing the switch will test the lamp.
FIGURE 33: ATTITUDE INDICATOR
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ATA 34-20 (BAE146)
HORIZONTAL SITUATION INDICATOR
The HSI consists of a servo-driven azimuth (compass) card which is read A to-from pointer is used when the navigation receiver is tuned to, and
in relation to a miniature aircraft symbol in the centre of the display and a receiving a VOR signal. The to-from pointer indicates whether the
lubber line at the 12 o'clock position. The azimuth card is driven by the selected course is "to" (pointer up) or "from" (pointer down) the
gyro compass system. received signal. When the selected course is the same as the selected
A vertical track or glideslope deviation pointer and scale, on the right- VOR radial, and the aircraft is heading towards the signal course, a "to"
hand side of the HSI, gives a conventional display of the aircraft with indication is given. When the selected course is the same as the selected
respect to the glideslope. The deviation scale is marked by five dash VOR radial and the aircraft is flying away from the signal course, a
marks, one long dash mark in the centre, two short dash marks above it "from" indication is given. An RNAV bearing pointer indicates the
and two short dash marks below it. The vertical track or glideslope direction to the active waypoint. When not in the RNAV mode, the pointer
deviation pointer is such that when the aircraft is on the glide path the is biased to the 6 o'clock position.
pointer is in the central position on the scale. If the aircraft is off the
glideslope, the pointer will move to indicate whether the deviation is up or
down and the amount of movement indicates the extent of the deviation.
The course deviation bar represents the centre line of a selected VOR or
localizer course. The course deviation scale is marked by five dots, the
centre one being enclosed in a small circle. If the aircraft moves off
course, the deviation bar will move to indicate whether left or right of
selected course, and the amount of deviation.
FIGURE 34: HSI
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ATA 34-20 (BAE146)
INSTRUMENT COMPARISON
MONITOR
The ICM compares the Captain's and First Officer's instrument outputs A disabled comparator channel is automatically enabled when the fault is
(attitude and heading), evaluates the differences and provides a failure cleared.
warning, whenever they exceed a predetermined value; these failure The self-test reset circuitry permits testing of the output portion of the
warnings are displayed on the Captain's and First Officer's warning monitor and the external warning lamps at any time.
annunciator panels.
The monitor's functions are accomplished by comparator channels.
Pressing the RESET SELF TEST switch causes all actuated warning
In addition, the monitor incorporates threshold modification, warning disable circuits to be reset and produces a simulated fault condition in all
disable and self-test reset circuitry. comparator channels.
Two pushbutton switches, labelled WARNING DISABLE and All external warning lamps come on if the monitor and the lamp circuits
RESET SELF TEST, are mounted on the front of the case. are functioning properly.
The warning disable circuitry provides a visual indication to acknowledge Upon releasing the RESET SELF TEST switch, all comparator channels
failures and clear the warning lamps. are reset for normal operation.
Pressing the WARNING DISABLE switch causes the excitation to be
removed from all previously lit external comparator channel warning The three power sources within the monitor consist of a regulated 28V
lamps. D.C. supply, regulated -28V D.C. supply, and 28V D.C. supplied from
Power warning lamps cannot be disabled, as the power supply is No.1 D.C. busbar.
necessary for proper operation of all comparator channels. The outputs of the two regulated power sources are monitored by a
Any comparator channel not indicating a fault when the WARNING power supply monitor that lights external warning lamps when either
DISABLE switch is pressed remains enabled and indicates faults output decreases below a specified value.
occurring after the WARNING DISABLE switch is released.
\
FIGURE 35: INSTRUMENT MONITOR
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ATA 34-20 (BAE146)
VERTICAL REFERENCE SYSTEM
The vertical reference system comprises two vertical reference units
(VRU) which provide pitch and roll attitude data to various avionic
systems. Either of the two attitude reference units may be selected by
means of a transfer switch.
The VRU consists of an electrically driven gyroscope spinning about a
vertical axis. The gyro has full freedom of movement in roll, and ± 85
degrees of freedom in pitch. An erection system maintains the rotor spin
in the vertical axis. The VRU contains two synchros for detecting
movement about the roll and pitch axes of the aircraft, and also contains
circuitry for maintaining the functional operation of its internal
components.
Two cut-off switches are provided in the VRU.
One a roll cut-off switch, automatically disables roll erection whilst the
aircraft is in a turn, thus preventing the gyro from erecting to a false
gravity vertical; the switch is actuated by acceleration forces caused by
aircraft turns.
The other, a pitch cut-off switch, prevents acceleration induced gyro
errors by opening a pitch torquer circuit during take-off, landing and
longitudinal accelerations. Pitch erection is restored automatically after
three minutes even if the cut-off switches continue to indicate
acceleration.
FIGURE 36: VERTICAL REFERENCE UNIT
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INDICATION On aircraft 303-999

Visual representations of the pitch and roll attitude of the aircraft are
On aircraft 001-299,302 displayed on the Captain's and First Officer's primary flight displays
(PFD). The attitude transfer switch (labelled ATT) is mounted on the
Visual representations of the pitch and roll attitude of the aircraft are Captain's instrument panel.
displayed on the Captain's and First Officer's attitude director indicators With the switch set to NORM, the outputs from the VRU’s are displayed
(ADI). on the on-side PFDs.
The attitude transfer switch (labelled ATT) is mounted on the Captain's If a VRU fails internally, or electrical power to the attitude system fails, a
instrument panel. red ATT legend is displayed on the relevant PFD.
With the switch set to NORM, the outputs from the No.1 VRU are - Attitude indication
displayed on the Captain's ADI, and the outputs of No.2 VRU on the First
Officer's ADI. - Flight director
When the switch is set to BOTH 1, the outputs from No.1 VRU are - Aircraft symbol
displayed on both ADI’s, via a set of switching relays. - Glideslope
Similarly, with the switch set to BOTH 2, No.2 VRU data is displayed on - Lateral deviation
both ADI’s.
- Radio altitude
If a VRU fails internally, or electrical power to the attitude system fails, a
red ATT flag is displayed on the relevant ADI. - Speed error
- Decision height
- Marker beacon
- Rising runway
- Flight guidance mode legends
- Autopilot legends
- Source legends
- Failure legends
- Weather radar legend
FIGURE 37: INDICATION
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ATA 34-36/55 (BAE146)
VHF NAVIGATION
GENERAL
On aircraft 551-999 On aircraft 001-499,501-550
The VHF navigation system receives VHF omni-range (VOR), The VHF navigation system receives VHF omni-range (VOR), localizer
(LOC) and glideslope (GS) signals from ground-based transmitters.
Localizer, (LOC) and glide-slope (GS) signals from ground based These signals are processed to provide bearing and deviation outputs for
transmitters. display on the Flight Director System and the Distance Bearing Indicators
These signals are processed to provide bearing and deviation outputs for (DBI). Bearing and/or deviation information is also output for the following
display on the Attitude and Direction indicators, Horizontal Situation systems
Indicators, Electronic Flight Instrument System (EFIS) (when fitted), and
Distance Bearing indicators, (DBI). (1) Ground Proximity Warning System (GPWS)
(2) Approach Monitoring System (AMS)
(3) Automatic Flight Guidance System (AFGS)
Bearing and/or deviation information is also output to the following (4) Flight Data Recorder (FDR)
systems:-
A dual system is installed, comprising the following units:

(1) Standby attitude indicator Two receiver units
Two VHF NAV control panels
(2) Ground Proximity Warning System (GPWS)
One navigation selector
(3) Navigation Management System (NMS) Two glideslope antennas
One dual VOR/LOC antenna system
(4) Approach Monitoring System (AMS)
(Two antennas two splitters and one antenna distributor)
(5) Flight Data Recorder (FDR)
(6) Automatic Flight Guidance System (AFGS)
FIGURE 38: VHF NAV
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ATA 34-32 (BAE146)
MARKER
OPERATION (NON EFIS) OPERATION (EFIS)
The marker system provides visual and aural indication as the aircraft On aircraft 303-999
passes over any 75MHz marker beacon.
Visual indication is displayed on the Captain's and First
28V d.c. is supplied to the marker receiver from No.1 DC busbar through
Officer's primary flight displays (PFD). Aural identification is
the avionics master relay switching circuit.
provided by one of three audible tones in the crews' headsets.
During flight over the ground station, 75MHz signals modulated at 400Hz,
1300Hz and 3000Hz are transmitted by the relevant marker beacons; On aircraft 002-199,208-299,303-999
these are received at the antenna and fed to the receiver.
The marker receiver is tuned to a fixed frequency of 75MHz,
The receiver processes the signals to provide a voltage output to drive
and is automatically switched on when the AVIONICS MASTER switches
the marker symbol displays on the PFDs or (to illuminate the marker
A and B are selected ON.
annunciators) and provide audio signals to the audio selector panels.
A marker receiver sensitivity switch (MKR HI/LO) on the Captain's
instrument panel provides selection of high or low receiver sensitivity.
On aircraft 001, 201-207, 302
The marker receiver is tuned to a fixed frequency of 75MHz, and is
controlled by a four position (MARKER OFF-LO-HI-TEST) rotary selector
switch which is mounted on a shared ATC/marker control unit.
The LO and HI positions of the rotary selector switch are used to set low
or high sensitivity levels of the receiver, and the TEST position activates
a receiver self-test circuit.
FIGURE 39: MARKER SYSTEM
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ATA 34-53 (BAE 146)
AUTOMATIC DIRECTION FINDER
GENERAL Self-test
The automatic direction finder (ADF) system is a medium frequency Operation of the self-test switch on the receiver or control panel
system which provides continuous indication of the relative bearing to energizes a tone generator and a 15 MHz crystal oscillator in the test
any selected radio station within the frequency range 190 KHz to 1749.5 generator.
KHz. This output is mixed with the output from the synthesizer and filtered to
The system comprises a dual control panel, two receivers, two sense provide a test signal to the gonio-meter and sense radio frequency
aerials, two sense aerial couplers (susceptiformers), two sense equalizer amplifier.
units, two loop aerials, and two quadrantal error correctors. When either test function is selected, the indicator pointer indicates a
relative bearing of 225 deg. with respect to the aircraft centreline if the
receiver is operating correctly and the audio circuit transmits a 1020 Hz
On aircraft 303-999 audio tone.
The relative bearing data is presented on Distance Bearing
Indicators (DBI) and Electronic Flight Instrument System (EFIS)
Navigation Displays (ND).
On aircraft 001-299,302
The relative bearing data is presented on distance/bearing indicators.
On aircraft ALL
The aural signal of the audio transmission of the selected radio station is
connected to the aircraft audio integrating system.
FIGURE 40: ADF SYSTEM
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ATA 34-31 (BAE146)
RADAR ALTIMETER
GENERAL (EFIS FITTED AIRCRAFT)
The radio altimeter system provides continuous accurate altitude (terrain Detection of a difference in displayed radio altitude between the two
clearance) information during low approach and landing manoeuvres of PFDs, by an amount greater than 10% of the mean reading, results in a
the aircraft from an altitude of 2500 feet to touchdown, regardless of steady amber RA legend being displayed on both PFDs, and the
barometric pressure changes. COMPRTR MSTR (amber) annunciator on the Captain's annunciator
panel flashes for 5 seconds before coming on steady.
Radio altitude is displayed on the Captain's and First Officer's Primary
Flight Display (PFD) as a four digit numerical legend in green characters There is a 2 second delay between detection and annunciation.
at the lower right corner of the display, and indicates aircraft height above The annunciation clears automatically when the difference returns to a
the terrain during the approach phase of the flight. value less than 10%.
The display range is from 0 to 2500 feet. Above 2500 feet the display is Self-test
blanked out.
Pressing the TEST pushbutton on the EFIS dimming panel initiates a
The value of Decision Height (DH) warning for the Ground Proximity functional self-test of the radio altimeter system, excluding the antennas.
Warning System (GPWS) is set (in the range 0 to 500 feet) by rotating
the DH control knob. When the pushbutton is pressed and held down, the altitude legend on
both PFDs reads 0040 for 2 seconds then it is replaced by the red RA
The DH control knob and TEST pushbutton are located on the EFIS legend.
dimming panel.
It is displayed as a cyan DH legend and a three digit numerical cyan
legend in the lower right corner of each PFD.
As the aircraft altitude decreases on approach, the cyan DH legend
commences to flash at approximately 50 feet above the decision height
until the set height is reached.
As the set decision height is reached, the DH legend changes from cyan
to yellow.
Under 10 feet altitude DH is inhibited.
FIGURE 41: RADAR ALTIMETER EFIS
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GENERAL (NON EFIS AIRCRAFT)
The radio altimeter comprises a transmitter-receiver, two identical The DH annunciators come on when the aircraft descends to the
antennas (one transmit and one receive) and two indicators. selected DH, as indicated on the DH display.
The system operates in the frequency range of 4250 to 4350 MHz. The DH annunciators are off when the aircraft altitude is less than 10 feet
(aircraft on the ground).
Within the equipment two altitude signals are provided as standard
circuitry; both 0 to 2500 feet. During climb-out, the annunciators will come on when the display
switches to 10 feet and will remain on until the aircraft ascends to 50 feet
The radio altitude display indicates aircraft height above the terrain above the DH.
during the approach phase of the flight.
Self Test
The display increment is 10 feet below 1000 feet, and 50 feet above
1000 feet. Push and hold the test button a test altitude of 100 ft is displayed.
The display range is from 0 to 2500 feet.
Above 2500 feet the display is blanked out.
Decision height (DH) is selected by turning the PUSH TEST knob
clockwise or counterclockwise until the DH display indicates the desired
DH.
The exact DH may be set by pushing the PUSH TEST knob and rotating
it during the next 2 seconds.
During this time the DH is displayed in the RAD ALT window to the
nearest foot. The DH range is from 0 to 980 feet.
A red flag comes into view over the DH display if the radio altitude
computations stop, or if the +22 DC REF signal drops below +18V d.c.
FIGURE 42: ANALOGUE RAD ALT INDICATION
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ATA 34-42 (BAE146)
WEATHER RADAR
GENERAL
The weather radar system provides a colour display of in-flight weather This end of signal calibration is annunciated on the indicator display by
conditions, relative to the aircraft heading, through an angle of either 90 the presence of a blue (black) background.
degrees or 160 degrees and up to 320 nautical miles forward. The
The T/R has forced air cooling provided by a cooling fan mounted on the
system consists of an antenna, a transmitter-receiver (T/R) and an
T/R tray. A fan test switch is provided to enable a fan maintenance check
indicator with mode and range controls.
to be carried out.
A ground mapping facility and turbulence mode are also provided.
The antenna is a 24-inch flat-plate radiator mounted on a pedestal.
The transmitter-receiver (T/R) generates high power RF pulses which are
The pedestal is mounted on the front bulkhead of the aircraft.
transmitted from the flat plate antenna.
All azimuth and elevation electromechanical drive components are
Returning echoes are picked up by the antenna and fed to the receiver
mounted on the pedestal.
section of the T/R where they are amplified to a suitable level for display
by the indicator. The azimuth motor drives the radiator left and right 80 degrees for a total
sweep of 160 degrees.
The received signals are first converted to an IF frequency and then
amplified and processed before being sent to the indicator and the EFIS The antenna pedestal elevation assembly permits the radar beam to be
symbol generators for display on the ND’s. tilted up or down 30 degrees in each direction for a total of 60 degrees.
The turbulence/GCR processor detects the presence of turbulence in The tilt angle is controlled by a combination of the tilt signal from the
storm cells, and recognizes and reduces ground clutter signals to the indicator and the signal from the aircraft attitude reference system.
display.
When the system is turned off the antenna is held in position by an
REACT circuitry provides additional adjustment of the STC curve to azimuth brake
further calibrate radar returns as a adjustment of the STC curve to further
calibrate radar returns as a function of the intervening rainfall.
The REACT circuitry also signals the colour selection circuit when limits
of receiver gain are reached and no more compensation is possible.
FIGURE 43: WEATHER RADAR
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ATA 34-41 (BAE146)
GPWS
GENERAL
On aircraft 201-203,205-299,305,307-999 On aircraft ALL
The GPWS comprises a ground proximity warning computer The GPWS interfaces with the radio altimeter, No.1 VHF navigation
system, flaps, landing gear downlock relays and the audio integrating
(GPWC), a, barometric altitude rate computer (BARC), a steep approach system to give audible and visual warnings of hazardous ground
monitor PCB, four pushbutton switch annunciators and a GPWS INOP approaches.
annunciator.
The system can be self-tested on the ground or above 1000 ft. above
ground level with the landing gear up.
On aircraft 001-199,204,302-304,306 The glideslope mode can be manually inhibited anywhere between 1000
The GPWS comprises a ground proximity warning computer (GPWC), a, ft. and 50 ft. above ground level, and will reset automatically above 1000
barometric altitude rate computer (BARC), three pushbutton switch ft.
annunciators, and a GPWS INOP annunciator. The GPWS is totally inhibited by the operation of the stall warning
system.
FIGURE 44: GPWS
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ATA 34-52 (BAE146)
ATC TRANSPONDER
GENERAL Self-test facility
The air traffic control (ATC) system is the airborne element of the There are two self-test facility buttons provided in the ATC system, one
automatic digital communications system for Air Traffic Control. on the control unit and one on the transponder.
The system is known as secondary surveillance radar (SSR). Its function When the control unit function switch is set to ON, a test interrogation
is to enable an aircraft, or groups of aircraft, to identify themselves to the can be injected by pressing either TEST button.
air traffic controller and to report their altitude automatically. If the system is serviceable the green monitor lamp on the control unit
and the test lamp on the transponder come on.
On aircraft 001,003-207,302 On aircraft 203-207
The airborne element comprises two transponders, a control unit and two An additional relay and test switch enables the system to be self-tested
antennas. on the ground without operating the squat test switches
The Transponders employ pulse mode discriminating techniques to
recognize interrogating signals from the ground station and establishes On aircraft 001,003-199,203-207,302
the return path for the coded replies to valid interrogations.
Two indicators on the transponder front panel give indications of failure in
The transponders receive signals on a frequency of 1030 MHz and the transponder (R/T) or antenna (ANT).
transmit on a frequency of 1090 MHz.
The RESET switch on the front panel permits resetting of the ANT fault
indicator only
On aircraft 203-207
Operation of the ATC system is inhibited on the ground by routing the
"on" control line from the control unit to the transponders via squat relays.
FIGURE 45: ATC TRANSPONDER
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ATA 34-00 (BAE146)
FLIGHT INSTRUMENTS
GENERAL
The GNS-X is an integrated navigation management system, utilizing
data from external systems and sensors to compute the aircraft present
position and provide outputs for the flight director, autopilot and
Electronic Flight Instrument System (EFIS) (when fitted).
The AVRO RJ and BAe 146 GNS-X systems differ only in the display unit
size and the fact that the AVRO RJ has colour screens, the function and
operation is exactly the same.
FIGURE 46: GNS-X (MONOCHROME)
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BAe146 AVRO 146RJ
ATA 33-00
Lighting
TABLE OF CONTENT
33-00 Lighting ........................................................................................3

Introduction ..........................................................................................3
Flight deck ...........................................................................................4
Flight deck ...........................................................................................5
Cabin lighting .....................................................................................11
Introduction ........................................................................................11
Baggage and Service Compartment ..................................................17
introduction ........................................................................................17
cargo AND ANIMAL bay lights ...........................................................21
External Lights ...................................................................................23
Introduction ........................................................................................23
Cabin Emergency Lights ....................................................................29
ATA 33-00
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33-00 LIGHTING
INTRODUCTION
The aircraft light system consists of four areas, flight deck, cabin,
external and emergency lighting.
Flight deck lighting

Lighting on the flight deck is controlled from the roof panel, side and
centre console switches.
Cabin lighting
The cabin lighting is controlled from the forward cabin attendant’s panel
and from switches on the passenger service units.
External lighting
External lighting is controlled from the cockpit roof panel, a switch in the
external A.C. panel and micro-switches in the service bays and cargo
compartments.
Emergency lighting
Emergency lighting is controlled from the cockpit roof panel and a switch
located above the forward cabin attendants seat.
FIGURE 1: LIGHTING CONTROL
ATA 33-00
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FLIGHT DECK
The supply for the lights is from the, D.C. 1 and 2 busbars.
The flight deck lighting consists of various types to assist the flight crew
during poor light conditions in the cockpit. Control
They consist of a number of different types of lighting and are controlled The LAP and SILL lights are controlled independently from a lights panel
from various areas in the cockpit. on each pilot’s side console.
Crew Entry Light Each light has an individual push ON/OFF switch the brightness control
This light is located in the centre part of the cockpit roof. for both lights is from a single rotary control button on the same panel.
The supply for the light is from the 28vA.C ground service busbar. The flight kit light is independently controlled from the same panel but the
Control switch is a rotary ON/OFF and brightness control.
The light is controlled by two ON/OFF switches one is located on the Storm Lights
right side bulkhead in the cockpit entrance. The STORM lights illuminate the left, right and centre instrument panels
The second switch is located on the overhead lights and notices panel. by lighting affixed to the underside of the glareshield.
Both switches are also able to switch on the forward vestibule fluorescent The supply for the lights is from the, A.C. bus 1, 2 and the essential D.C.
tube lights, but they are unable to switch the lights off if the FRONT busbars. This arrangement ensures that there is some storm lighting
ENTRY switch on the cabin attendants control panel is ON. available at the essential level of power.
Control
Lap, Sill and Flight Kit Lights The storm lights are controlled from the left and right side consoles via a
single rotary ON/OFF brightness control switch.
The LAP lights are fixed into the cockpit roof directly above the pilots laps
and when selected to ON the beam of light shines directly into the pilots Panel instrument Lights
lap. The panel instrument lights illuminate the left, right and centre instrument
The SILL lights are flexible lights on stalks fitted to the frame of the B panels.
windows allowing the pilot some freedom of movement when directing The supply for the lights is from the, SDC busbars.
the light beam.
Control
The flight kit lights are located on the side of the side consoles and
illuminate a recess for each pilot. The instrument lights are controlled from the left and right side consoles
by a single rotary ON/OFF brightness control switch.
FIGURE 2: FLIGHT DECK LIGHT CONTROL
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Centre Console Lights
The forward and rear console lights are illuminated independently.
The forward console is the area forward of the aileron trim knob.
A console flood facility is also included this allows the whole of the centre
console to be floodlit under abnormal power conditions.
The supply for the fwd and rear console lights is from the, A.C. 2 busbar,
The console flood supply is from the SDC busbar.
Control
The rear and forward lights are controlled from two rotary ON/OFF/
brightness switches on a panel located at the rear of the centre console.
The console floodlight is also controlled from a single rotary
ON/OFF/brightness switch located on the same panel.
Roof Panel (plastek) Lights
The lights are part of the roof panel overlay and are intended to
illuminate the engraved writing etched into the panel
The supply for the lights is from the, A.C. 1bus-bar.
Roof Instrument Lights
The instruments are internally illuminated.
The supply for the lights is from the, A.C. 1bus-bar.
Control
The panel and instrument brightness control are from a rotary switches
located on the lower right roof panel.
FIGURE 3:CENTRE CONSOLE & PLASTEK
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Standby Compass and Eyeball Locator Lights
The compass bowl is a plastic moulding, and forms the main body of the
compass.
The bowl has a clear portion at the front through which the compass card
is viewed, and a small translucent portion at the base, through which a
lamp illuminates the compass card.
The lamp housing is a moulding secured to the base of the compass
bowl.
The supply for the lamp comes from DC1 busbar,
The eyeball locator lamp is located above and behind the standby
compass.
Control
A push-button switch on the overhead panel, labelled STBY COMP &
EYE LOCATOR PUSH ON/ OFF, controls the power to the lamps.
The lamp fits into a lamp spring and is secured by a retaining cap.
On later models the lamps are fixed onto a PCB and cannot be replaced
insitu.
FIGURE 4: STANDBY COMPASS AND EYEBALL LOCATOR
LAMP
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CABIN LIGHTING
INTRODUCTION
The passenger cabin lighting consists of the following sub-systems:-
- Main Aisle and Sidewall Lighting
- Front and Rear Entry Lighting
- Toilet Engaged Signs
- Passenger and Toilet Call System
- Passenger Reading Lights and Toilet Lights
- Passenger Notices
The lights are controlled from the forward cabin attendant’s panel,
located above the forward right service door.
A single Gnd Service ON/OFF switch is located on the panel and ten
On/OFF switches control the front entry, rear entry, centre cabin, side
cabin and toilet lights.
There are a number of circuit breakers located on the panel.
FIGURE 5: CABIN LIGHTING CONTROL PANEL
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Cabin lights
The ground service bus-bar must be energised for the cabin lighting to
operate.
The ground service bus-bar can be energised from the Ext AC or AC bus
2.
Toilet lights
Forward and rear toilet ON/OFF, switches are located on the attendants
light panel.
As well as two light switches, there are two neon lights and two circuit
breakers on the control panel these are for the hot water in the toilets.
The lighting power supply is from the 115vAC ground service busbar.
FIGURE 6: CABIN & TOILET LIGHTS
ATA 33-00
Page 14 Lighting
No Smoking, Return to Seat Signs and Fasten Seat Belt Signs.
These signs are located in the toilets and the passenger PSU modules.
The seat belt and fasten seat belt signs are also located on the forward
and rear cabin attendants panels.
Two lights located on the forward and rear cabin attendants panels, are
activated if the cabin call button is pressed in either of the two toilets.
FIGURE 7: NO SMOKING AND FASTEN SEAT BELTS
ATA 33-00
Page 16 Lighting
BAGGAGE AND SERVICE COMPARTMENT

INTRODUCTION
There are two baggage bays and three servicing bay areas, the servicing
bays are the electrical, hydraulic and the air conditioning bay.
Each bay is illuminated and controlled independently of each other.
The hydraulic, electrical equipment bay and air conditioning equipment
bay are lit when their respective access doors are opened via door micro-
switches.
A cargo compartment is lit when its respective cargo bay door is opened.
The front cargo compartment is permanently lit when the animal bay
facility is in use, overriding the door micro-switch. The service lights are
powered from the ground service busbar.
A switch on the ground supply socket panel, which is inhibited when the
aircraft is in flight, controls the landing gear bays lights.
FIGURE 8: BAGGAGE AND SERVICE COMPARTMENTS
LIGHTING
ATA 33-00
Page 18 Lighting
Electrical equipment bay
The electrical equipment bay is illuminated by four fluorescent tubes and Opening the air conditioning equipment bay door causes the circular
three filament light units. The lights are relay operated by a microswitch guide for the door stay to turn axially. The guide actuates the microswitch
in the electrical equipment bay door frame or a toggle switch near the which completes the circuit from 28V a.c. ground service busbar to the
cabin floor access hatch. filaments.
A non-latching rocker switch is mounted on a bracket at frame 12, The forward air conditioning bay area is illuminated when the rear cargo
adjacent to the electrical equipment bay door access, and provides bay door is opened.
temporary illumination to inspect the circuit breaker panels when only the
No.1 battery busbar is energized.
Hydraulic Bay
The hydraulic equipment bay is illuminated by two light units mounted in
the roof of the bay. The lights are operated by a relay. The relay is
controlled by a second pair of contacts in the hydraulic equipment bay
door warning microswitch.
Both the light units have a single filament mounted in a housing with a
diffusing lens, and are connected to one contact of the relay.
Turning the locking mechanism to open the hydraulic equipment bay
door operates the microswitch, which in turn operates the relay. The
relay feeds 28V a.c. from the ground service busbar to both light units.
The microswitch is part of the door warning system.
Air Conditioning Bay
The rear air conditioning equipment bay is illuminated by two identical
light units mounted one above and one behind the air conditioning unit. A
microswitch operates the lights when the door is opened.
Both light units have a single filament mounted in a housing with a
diffusing lens.
The microswitch is mounted in the air conditioning equipment bay door
frame.
FIGURE 9: ELECTRICAL BAY LIGHTS
AIR CONDITIONING BAY

ELECTRICAL BAY LIGHTING LIGHTING HYDRAULIC BAY LIGHTING
ATA 33-00
Page 20 Lighting
CARGO AND ANIMAL BAY LIGHTS

The front and rear cargo compartments and the front air conditioning
equipment bay are illuminated by light units mounted in the roof panels of
the areas concerned. The lights are relay operated, the relay being
controlled by the second pair of contacts in the door warning micro-
switches.
The lights in the front cargo compartment and animal bay compartment
are operated by a relay. The relay is controlled by the second pair of
contacts in the forward front cargo compartment door warning
microswitch, or the flight deck ANIMAL BAY HEAT
annunciator / pushbutton.
Turning the locking mechanism to open the front cargo compartment
door operates the microswitch in the door frame, which in turn operates
the associated relay. This relay is also operated when the ANIMAL BAY
HEAT annunciator/pushbutton on the right-hand instrument panel is
selected on.
The relay supplies 28V a.c. from the ground service busbar to the lights
in the front cargo compartment and animal bay.
FIGURE 10: CARGO AND ANIMAL BAY LIGHTS
ATA 33-00
Page 22 Lighting
EXTERNAL LIGHTS
INTRODUCTION
The exterior lighting system uses high-intensity lights. These lights are
used for taxiing, takeoff and landing procedures. They are also used for
in-flight orientation and identification of aircraft position, and promotion of
the aircraft operator logo.
The exterior lights include the following subsystems:
-Landing lights,
-Taxi lights,
-Navigation lights,
-Inspection lights,
-Logo lights and
-Anti-collision lights.
FIGURE 11: EXTERNAL LIGHTS
ATA 33-00
Page 24 Lighting
Navigation Lights Runway Exit Lights
Navigation lights are fitted at wing tip leading edge and in the tail cone. Two runway exit lights are located in recesses on the top of the fuselage
and in front of the leading edges.
Two lights are located at each of these three positions, each light has a
high intensity filament. They provide illumination either side of the aircraft centre line to assist
the pilot during ground manoeuvres.
One of the high intensity filaments is supplied from the essential a.c. bus-
bar, via a step down transformer. The second of the filaments is supplied The lights are inhibited in the air.
from the ground services bus-bar (a.c.).
Wing Inspection Lights
Some aircraft are fitted with a LED light assembly.
The lights are located in the same location as the runway exit lights and
Anti-Collision Lights illuminate the leading edge of the wings for inspection purposes.
Two red high intensity anti-collision beacons are located on the top and Logo Lights (optional)
bottom surface of the fuselage. The beacons operate on the ground and The lights are located in the underside of the horizontal stabiliser, to
in flight. illuminate both sides of the vertical stabiliser.
A power supply unit located on the front face of frame 26 converts the dc
input into the high intensity flashing output.
Strobe Lights
These provide high intensity pulses of white light and are located with the
beacons, and provide extra collision avoidance. The strobe lights are
inhibited on the ground,
Landing and Taxi Lights
Dual filament sealed units, provide the lighting for the landing and taxi
lamps. The lamps are located midway along the leading edge of the
wings.
To protect the lamps they are recessed into the wing and covered by a
glass fairing, the fairing is drilled with holes to provide cooling for the lens
cover.
The landing lamp is rated at 600 watt (concentrated beam) and the taxi
light is rated at 400 watt (dispersed beam).
FIGURE 12: NAVIGATION LIGHTS
ATA 33-00
Page 26 Lighting
Cockpit Emergency Lights.
The flight deck emergency lighting consists of a central roof mounted
floodlight and lights located under the glare-shield.
Power for the light control is from the SDC bus-bar, power for the lights is
from the MDC bus-bar.
Both sets of lights are controlled by a three position switch, annotated
ON/ARM/OFF located on the lower roof panel. When the switch is in the
ARM position the loss of SDC will cause the control relay to de-energise
causing the MDC to illuminate the emergency lights in the cockpit
FIGURE 13: COCKPIT EMERGENCY LIGHTING
ATA 33-00
Page 28 Lighting
CABIN EMERGENCY LIGHTS

Cabin Emergency Lighting
The cabin emergency lights are controlled from a 3 position switch
located on the lights and notices panel in the cockpit, there is second 2
position switch above the forward cabin attendant’s seat.
The system consists of a number of lights and signs, lights and floor
strip-lights in the cabin. Power, is from seven, roof mounted power packs.
If the cabin emergency lights are Not ARMed a caution light on the CWP
‘EMERG LIGHTS NOT ARMED’ is illuminated.
If the cabin emergency lights have been triggered and all power is
removed from the aircraft a caution light on the CWP ‘EMERG LIGHTS
ON’ is illuminated.
FIGURE 14: CABIN EMERGENCY LIGHTS
ATA 33-00
Page 30 Lighting
BAe146 AVRO 146RJ
ATA 29
Hydraulic System
TABLE OF CONTENT
ATA 29-00 Hydraulic power ..................................................................3
ATA 29-10 ...............................................................................................5
Main systems .........................................................................................5
Introduction ..........................................................................................5
Description ...........................................................................................7
ATA 29-20 .............................................................................................11
Auxiliary systems ................................................................................11
Introduction ........................................................................................11
A/C pump system description ............................................................11
Power transfer unit system description...............................................13
Back-up system, DC pump description ..............................................15
ATA 29-30 .............................................................................................17
Hydraulic Indicating ............................................................................17
General ..............................................................................................17
ATA 29-00
Page 2 Hydraulic General
ATA 29-00
HYDRAULIC POWER
Hydraulic power is provided by two independent hydraulic systems, The power circuit components, apart from the EDPs, are installed in the
YELLOW and GREEN operating at 3100 PSI using Type IV phosphate hydraulic equipment bay, which is located in the fuselage below the
ester fluid. cabin floor and forward of the main landing gear. The bay is ventilated
Hydraulic power operates the following services: and pressurized and is located between frames 26 and 29.
Yellow system Green system System controls and annunciators are grouped together on the
hydraulics section of the overhead panel, and the circuit breakers are on
one of two flap motors one of two flap motors the aft section of the same panel. All annunciators are amber. A system
one of two rudder actuators one of two rudder actuators fault will cause the appropriate annunciation and the amber HYD warning
on the MWS panel to illuminate. The amber flashing caution lights will
flap asymmetry brakes nose gear steering also operate.
roll spoiler airbrakes Only Type IV phosphate ester fluids are to be used in the systems.
two of six lift spoilers four of six lift spoilers
one of two wheel brakes one of two wheel brakes
parking brakes standby generator
auxiliary fuel pumps landing gear
main gear free fall assist
airstairs
As far as it is possible, the two systems are separated so that the yellow
system components are located on the left of the aircraft and the green
components on the right. This does not apply in the following areas:
In the wing trailing edge
From the nose to frame 24 the green system is on the left.
FIGURE 1:HYDRAULIC SYSTEM
ATA 29-00
ATA 29-10
MAIN SYSTEMS
INTRODUCTION
Each system is powered by a self-regulating, variable delivery engine The hydraulic panel includes:
driven pump /EDP/
• Yellow and green pressure indicators
The yellow system EDP is installed on No.2 engine, and the green
system EDP is installed on No.3 engine. Each system has its own tank • Warning annunciators
pressurized by regulated engine bleed air. Accumulators are provided for • Control and selector switches
the yellow wheel brakes system, and in the green system for the power
transfer unit /PTU/, and a standby generator operation. • Yellow and green tanks content indicators
The yellow system has an electrically operated continuously rated AC. A direct reading air pressure indicator and sight glass is fitted on each
pump. The green system can be operated from yellow system pressure tank, and a pressure indicator on each accumulator.
using a power transfer unit /PTU/
A DC. electrical pump is provided to top up the brake accumulator when
the yellow system is not pressurized, and to provide hydraulic power for
the locking of the main landing gear after emergency lowering.
Controls and indicators are located on the HYDRAULIC section of the
flight deck overhead panel, except for the related master warning
system/MWS/ HYD annunciator.
FIGURE 2:MAIN SYSTEM
ATA 29-00
DESCRIPTION
An electrically operated isolation valve is installed between each tank
The yellow and green main systems are independent but similar except and EDP. The valves are controlled by the ENG2 PUMP and ENG3
for the services they supply and the auxiliary system used as back-up. All PUMP switches on panel 211-50-20, and by the engine fire handle
components of the main system except the engine driven pumps are microswitches, which automatically close the isolation valves when the
located in the hydraulic equipment bay. handles are operated.
The systems are supplied from separate tanks; the green system tank When ON, the valve connects the tank suction and pump suction lines,
contains 10.46 l /2.76 US gal/ and the yellow tank 11.82 l /3.23 US gal/. and a line from the pump pressure line is isolated.
Each tank is pressurized by its respective engine bleed system, which
supplies air from a pressure regulating valve at 50PSI/3.4 bar/ The When OFF, the valve isolates the tank suction line, and connects pump
pressurized air enters the tank through a non return valve in the air pressure to pump suction providing an idling circuit for pump lubrication.
manifold on the tank, which mounts: The isolation valve permits isolation of the EDP for system checks,
• an air pressure indicator engine starting and fault isolation.
• an air pressure switch to operate the AIR LO PRESS warning

annunciator
• an inward and outward relief valve, -2PSI/-0.14 bar/ inward relief,
and outward relief valve opening at 58PSI /4 bar/ and controlling
maximum pressure to 75PSI /5.2bar/, incorporating a frangible
disk 105+15PSI/8.3bar/ and manual release lever,
• an air charging valve.
The main suction and main return lines are connected to a negative `g `
compartment in the tank. A transfer pipe connects the negative `g`
compartment to the main compartment.
A reserve of fluid is maintained in the main compartment, for the PTU
and DC pump between the levels of the transfer pipe inlet and the PTU,
or DC pump, tank outlet.
A fluid level sight glass and a combined contents transmitter and low
level switch are installed on each tank.
FIGURE 3:HYDRAULIC TANK AND ISOLATION VALVE
ATA 29-00
Pressurized fluid passes from the EDP and through the isolation valve, A restrictor, in green No2 HP manifold, damps any high frequency
when selected ON, to No 1 HP manifold through a non-return valve on pressure transient to the pressure transmitter.
the manifold. Yellow No 1 HP manifold also receives a supply from the
Green No3 HP manifold receives a supply from the green system
AC pump and green No 1 HP manifold from the power transfer unit.
isolation valve and distributes pressure to the following services:
From No 1 HP manifolds, the supply passes through the pressure filter to
• lift spoilers
No2 manifold.
A full flow relief valve is installed between No1 HP and LP manifolds to • flap motor
relieve pressure to return if the EDP fails to control system pressure. The • rudder
valve is an in-line, spring-loaded poppet valve unit, which opens at
3500PSI /241bar/, and restricts system pressure to 3850PSI /265bar/. • airbrakes
Yellow No2 HP manifold distributes supply pressure to the following • wheel brakes
services: • landing gear
• power transfer unit • nose gear steering
• lift spoilers Return fluid from the services is piped to the yellow and green LP
• roll spoilers manifolds, through non-return valves from EDP case drains, flap motors,
AC pump cooler (yellow system) and landing gear (green system).Fluid
• flap motor returns from the LP manifolds through the return filter to the relevant
• flap asymmetry brakes tank.
• auxiliary fuel pumps

• rudder
• wheel brakes
• free fall assister jack
Green No2 HP manifold distributes supply pressure to the electrically
operated green system isolation valve and the standby generator. The
isolation valve isolates the remaining green services automatically to
conserve the supply for operation of the standby generator.
FIGURE 4: MAIN SYSTEM
ATA 29-00
ATA 29-20
AUXILIARY SYSTEMS
INTRODUCTION
The yellow system has an electrically operated continuously rated AC selected off and on again. In flight the pump will continue to run until
pump. The green system can be operated from yellow system pressure switched off, the risk of failure being accepted.
using a power transfer unit
A DC electrical pump is provided to top up the brake accumulator when
the yellow system is not pressurized, and to provide hydraulic power for
the locking of the main landing gear after emergency lowering.
A/C PUMP SYSTEM DESCRIPTION

A continuously rated AC electric pump provides the alternative power
source and is controlled by a three positioned switch on the hydraulic
panel. With the switch select to AUTO the pump will automatically run if
either EDP output pressure drops to 1500PSI. With the switch selected to
ON, it will run the pump anytime. An AC PUMP FAIL annunciator on the
hydraulic panel will illuminate when the pressure sensed by a pressure
switch does not correspond to the pump selection i.e. if the pressure from
the pump falls to 1500 PSI when switched on, or is above 1500 PSI with
the switch off.
When the pump is operating the fluid is cooled by routing the pump case
drain line through a heat exchanger cooled by an AC operated fan.
The fan runs whenever the pump is switched on. The heat exchanger is
in the left hand landing gear bay. The temperature of the windings of the
AC pump is monitored and should they overheat an AC PUMP HI TEMP
annunciator will illuminate. If this occurs on the ground the pump is
automatically switched off and latched off until the control switch is
FIGURE 5:AC PUMP SYSTEM
ATA 29-00
POWER TRANSFER UNIT SYSTEM DESCRIPTION

The PTU is a back to back motor and pump, mechanically coupled by a
drive shaft. The motor is connected and driven by the yellow hydraulic
system; the pump is connected to and provides pressure in the green
hydraulic system. The PTU will provide an alternative source of power in
the green hydraulic system in the case of engine shut down or failure of
the EDP. The PTU can be isolated from the yellow hydraulic system by a
motorized valve controlled by a PTU ON/OFF switch on the hydraulic
section of the overhead panel. Indication of valve is given by a transit
(Not In Position Selected) PTU VALVE amber annunciator, activated by
limit switches on the motorized valve.
A flow control valve is installed in the feed line to PTU motor to limit the
flow from the yellow hydraulic system in case of pipe failure or a drive
shaft failure between the PTU motor and pump, it also prevents the unit
from overspeed during high pump flow condition. When the PTU is in use
the AC pump should also be operated to ensure adequate fluid capacity
to run the PTU and the yellow hydraulic system. The PTU may be used
as required to pressurize the green hydraulic system for ground servicing
provided the hydraulic reservoir is fully charged with air.
The PTU output pressure is 2700+200PSI.
NOTE: Because PTU output pressure is lower than normal system
pressure, the stby generator cannot be operated from the PTU.
This is because insufficient RPM is available at the lower pressure, and
the generator would not come on line.
Notes:
FIGURE 6:PTU
ATA 29-00
BACK-UP SYSTEM, DC PUMP DESCRIPTION
This comprises a DC pump, a segregated fluid supply and an
accumulator. The system has two functions:
• provides brake pressure in the yellow system for parking, starting
or towing.
• in the unlikely event of failure both main systems it will provide
pressure to operate a free fall assistor jack for emergency main
gear lowering and provide pressure for the wheel brakes.
Approximately half a gallon of fluid is retained by a stack pipe in the
yellow system reservoir for use by the emergency system, via auxiliary
feed and return lines should a leak occur in the main system. The
accumulator is in the brake system and is isolated from all other services
by a return valve. It is charged to 1000 PSI of nitrogen with no hydraulic
pressure in the system.
Notes:
FIGURE 7:DC PUMP
ATA 29-00
ATA 29-30
HYDRAULIC INDICATING
GENERAL
Hydraulic system indications given are: Notes:
• yellow and green system pressure

• yellow and green low pressure warning
• yellow and green main system isolation valve NIPS
• yellow and green main system high temperature
• yellow and green tanks low fluid level
• yellow and green tanks low air pressure
• AC pump low pressure
• AC pump high temperature
• PTU isolation valve not in position
• tank contents
All hydraulic system warnings are shown in the HYDRAULIC section of
the overhead panel, in addition the general HYD annunciator in the
master warning panel, which points up to the overhead panel to show the
specific fault, also lights together with amber flashing lights on the
glareshield.
FIGURE 8:INDICATING
ATA 29-00
BAe146 AVRO 146RJ
ATA 27-00
Flight Controls
Description..................................... Fehler! Textmarke nicht definiert.
TABLE OF CONTENT Elevator control, main circuit ...... Fehler! Textmarke nicht definiert.
Elevator trim control ........................... Fehler! Textmarke nicht definiert.
Flight controls general ..........................................................................3 Description..................................... Fehler! Textmarke nicht definiert.
Introduction ..........................................................................................3 Stall identification and warning systemFehler! Textmarke nicht
Primary controls ...............................................................................3 definiert.
Secondary flight controls ..................................................................5 Description..................................... Fehler! Textmarke nicht definiert.
Take-off configuration warning .........................................................5 Flap control system ............................ Fehler! Textmarke nicht definiert.
Configuration warning system .............................................................7 Introduction .................................... Fehler! Textmarke nicht definiert.
Description ...........................................................................................7 Description..................................... Fehler! Textmarke nicht definiert.
Roll control ............................................................................................9 Lift spoiler system ............................... Fehler! Textmarke nicht definiert.
Introduction ..........................................................................................9 Description..................................... Fehler! Textmarke nicht definiert.
Aileron control system ........................................................................11 Lift spoiler system BAe146 ................. Fehler! Textmarke nicht definiert.
Description .........................................................................................11 Description..................................... Fehler! Textmarke nicht definiert.
Main circuit .....................................................................................13 Roll spoiler system ............................. Fehler! Textmarke nicht definiert.
Aileron control, cable interconnect circuit........................................13 Description..................................... Fehler! Textmarke nicht definiert.
Aileron trim system .............................................................................14 Airbrake control system ..................... Fehler! Textmarke nicht definiert.
Introduction ........................................................................................15 Description..................................... Fehler! Textmarke nicht definiert.
Description .........................................................................................15 Gust damper ........................................ Fehler! Textmarke nicht definiert.
Rudder control system .......................................................................17 Description..................................... Fehler! Textmarke nicht definiert.
Introduction ........................................................................................17
Description .........................................................................................17
Main circuit .....................................................................................17
Rudder Q-pot mechanism .......... Fehler! Textmarke nicht definiert.
Rudder pedal adjuster mechanismFehler! Textmarke nicht
definiert.
Hydraulic power supply .............. Fehler! Textmarke nicht definiert.
Q-feel failure............................... Fehler! Textmarke nicht definiert.
Actuator stuck valve ................... Fehler! Textmarke nicht definiert.
Rudder movement limited ........... Fehler! Textmarke nicht definiert.
Yaw damper ............................... Fehler! Textmarke nicht definiert.
Rudder trim system ............................. Fehler! Textmarke nicht definiert.
Description ..................................... Fehler! Textmarke nicht definiert.
Elevator control system ...................... Fehler! Textmarke nicht definiert.
ATA 27
Page 2 Flight Control General
FLIGHT CONTROLS GENERAL

INTRODUCTION
PRIMARY CONTROLS
The primary controls comprise an aileron on each wing, two elevators
and a single rudder.
The primary controls are operated by a hand-wheel type floor-mounted
control column and adjustable rudder pedals for each pilot..
The ailerons and elevators are operated manually by cables, push rods
and bell cranks, which operate servo tabs on the control surface.
The rudder is operated by hydraulic power; two actuators are controlled
mechanically by cables and a gearing unit.
The trim controls are mounted on the centre control console and are
accessible to both pilots.
Trim control is by cables and irreversible final drives. Trim tabs are
installed on both ailerons and elevators; rudder trim is applied to the final
input bellcrank of the main rudder control.
Control cables are segregated; aileron cables are located on each side of
the fuselage roof and the trim cables below the floor. Rudder and
elevator cables run below the floor while the trim cables are in the roof.
NOTES:
Figure 1:Primary flight controls
ATA 27
SECONDARY FLIGHT CONTROLS
The secondary flight controls comprise a single piece tabbed flap, three
lift spoilers and one roll spoiler on each wing, and two airbrake surfaces,
one on each side of the tail fuselage.
All the secondary controls are operated by hydraulic power. The flaps by
a hydraulic motor driving transmission shafts and screwjacks; the lift
spoilers by jacks; the roll spoilers and airbrakes by actuators.
The airbrakes are selected by a lever in the centre control console, and
are controlled electrically.
The roll spoiler actuators are controlled by rod from the aileron cable
quadrant in the wing through a spoiler cambox.
The flaps are selected manually by a control lever but are controlled
electronically.
The lift spoilers are selected manually and controlled electrically with
interlocks to prevent operation until after landing.
TAKE-OFF CONFIGURATION WARNING

A configuration warning system gives a centralized indication if the
aileron or elevator trim tabs, flaps, lift spoilers or airbrakes are out of
position for take-off, or if the wheel brakes are on.
NOTES:
Figure 2: Secondary flight controls
ATA 27
CONFIGURATION WARNING
SYSTEM
DESCRIPTION
A visual and aural warning is given if the critical flight controls are not in a cam/sprocket assembly driven by a chain and a sprocket on the drum
correct position for take-off, and if the parking brake is on, when any shaft.
thrust lever is in the take-off sector, and weight is on main wheels. Elevator trim warning is given by a microswitch mounted on each
The CONFIG annunciator in the master warning panel comes on, the elevator trim screwjack. The microswitch is operated by a follower and a
alert lights flash and an intermittent horn sounds, when any one thrust roller operated by a cam linked to the screwjack ram.
lever is in the take-off range and weight is on wheels in conjunction with The flap position warning is operated by a microswitch on the right wing
any one of the following conditions: flap position switch unit, via the flap electronic control unit.
• the aileron trim is not within safe take-off range The lift spoiler warning is given by an integral microswitch in each spoiler
• the elevator trim is not within safe take-off range jack.
• flaps are not lowered between 18 and 30 deg. The airbrake warning is operated by a supply from the airbrake relay
which is actuated by a proximity target on the airbrake, and proximity
• any lift spoiler is not retracted sensor on the fuselage end frame.
• airbrakes are not in The parking brake warning is signaled from park brake valve limit
switches in the hydraulic bay and operated by the parking brake
• parking brake is on
mechanism.
The CONFIG annunciator and horn cannot be cancelled, but the alert
The electrical supply is from the DC2A busbar and circuit breaker
lights can be cancelled.
CONFIG WARN on the overhead circuit breaker panel in the
The CONFIG warning is given after a 20 sec delay to inhibit the warning CONTROLS and FLIGHT WARNINGS section.
until the aircraft is firmly on the ground and to ensure that a warning is
not given during a touch and go take-off.
Notes:
A CONFIG CHECK switch is located on the centre control console
forward of the aileron trimwheel.
Aileron trim warning is given by a microswitch mounted on the trim cable
drum below the cabin floor at frame 28. The microswitch is operated by a
Figure 3: Configuration warning system
ATA 27
ROLL CONTROL
INTRODUCTION
Roll control is provided by an aerodynamically and mass balanced
aileron, with a servo tab and trim tab, and a roll spoiler on each wing.
The ailerons are controlled by handwheels operating the aerodynamically
and mass balanced servo tabs.
The roll spoiler is controlled by an output from the aileron cable quadrant
of the upward moving aileron, which controls the hydraulically operated
roll spoiler actuator.
WARNING: Whenever any part of the main or the associated system is
dismantled, adjusted, repaired or renewed, that part of the system shall
be subjected to a duplicated inspection.
Notes:
Figure 4: Roll control general
ATA 27
AILERON CONTROL SYSTEM
DESCRIPTION
A single aileron is installed on each wing, controlled by the movement of
a servo tab.
The servo tab is connected to a handwheel on the control column by a
simplex cable and push rod system.
An interconnect circuit, connects the two ailerons and prevents aileron
up-float. If necessary, the ailerons can be disconnected from each other
by the operation of a disconnect device in the interconnect circuit.
The two main control circuits are connected by detent strut under the
flight deck floor, between the control columns.
Each handwheel controls both ailerons under normal operation.
In addition, the detent strut, together with the aileron disconnect device,
allows control of the aircraft if part of the aileron control system becomes
jammed.
Notes:
Aileron control system location
ATA 27
DESCRIPTION CONT.
MAIN CIRCUIT AILERON CONTROL, CABLE INTERCONNECT CIRCUIT
The aileron handwheel transmits movement to a cable compensator. The The two ailerons are connected to prevent aileron up-float.
left compensator is connected to a spring-loaded cam which provides the
handwheel centring force. The cables pass round a pair of spring-loaded pulleys, which are part of
the aileron disconnect mechanism. During normal operation of the
From the cable compensator, cables are routed to the cable quadrant at system, they are locked in position by the disconnect device and act as
wing rib 11. fixed pulleys.
The cable quadrant at rib 11
• takes the input from the aileron handwheel Notes:
• transmits this input to the servo tab on the aileron
• provides the input to the roll spoiler system
From the cable quadrant, rods and an idler lever transmit aileron control
to the non-linear gearing unit at rib 13-14 and then by rods, idler lever
and bellcrank to a torsion bar in the aileron. The torsion bar operates the
servo tab, which is located at the inboard trailing edge of the aileron.
The servo tab is mass balanced; the aileron is aerodynamically and mass
balanced.
A detent strut, located under the flight deck floor between the control
columns, connects the two main circuits. If movement of either of the
aileron handwheels or the associated control circuit is restricted, the
detent strut is broken out by force applied from the other handwheel. This
separates the two control circuits and operates a microswitch on the
strut, which operates the aileron disconnect mechanism.
Figure 5: Aileron control circuit
Aileron centering quadrant
ATA 27
AILERON TRIM SYSTEM
INTRODUCTION
Aileron trim is applied manually by a trim wheel in the centre console and
is operated by a chain and cable circuit, irreversible screwjacks and twin
rods to a geared trim tab on each aileron.
DESCRIPTION
The aileron trim wheel is located on the centre control console and
incorporates a trim indicator with graduated markings from LEFT WD to
RIGHT WD.
The trim wheel is connected by a shaft to a bevel gearbox and sprocket
beneath the flight deck floor. The bevel gearbox has nine collector stops,
which limit total trim handwheel movement. The gearbox sprocket
engages a chain connected to twin cables, which run aft below floor level
to a helical cable drum located at frame 28 in the roof of the hydraulic
equipment bay.
Two separate cables are connected to the helical cable drum which feed
up the inside of the fuselage on both left and right side to pass through
pressure seals at the wing fairing positions. The cables are routed along
the wing trailing edge to a chain and sprocket outboard of rib 18.
The sprocket is connected to a double load path screw jack, which is
connected to the trim tab by twin rods.
Notes:
Figure 6: Aileron trim system
ATA 27
RUDDER CONTROL SYSTEM
INTRODUCTION
Conventional interconnected rudder pedals connected by rods and
cables to the independent hydraulic actuators control the rudder.
The system includes a ”Q” sensitive mechanism to restrict rudder
movement at high speeds to prevent overstressing, and a datum and feel
spring strut to provide centering and artificial feel.
DESCRIPTION
MAIN CIRCUIT
Each pair of rudder pedals is attached to a T-lever, which pivots in a
mounting which part of the pedal adjuster mechanism. The pedals pivot
for toe operation of the brakes. A rod from each T-lever is connected to
the pedal trim unit, which also receives an input from the gearbox, and is
connected to the Q-pot clawed stop.
Output from the trim unit is transferred by a rod to the rudder
compensator. Cables connect the compensator to the cable quadrant on
the rudder input mechanism located between ribs 1 and 5 in the vertical
stabilizer shroud.
The rudder input mechanism has inputs from the twin yaw dampers, trim
jack, cable quadrant, datum feel spring strut.
Output from the input mechanism is linked to a torque shaft which
incorporates two spring break-out mechanisms connected to the two
servo valves which control the two hydraulic actuators /YELLOW and
GREEN/. The actuators are connected to the vertical stabilizer and the
rudder.
BAe146 AVRO 146RJ
ATA 32
Landing Gear
Description.........................................................................................33
TABLE OF CONTENT Wheels .................................................................................................35
Main wheel ........................................................................................35
ATA 32-00 Landing gear .......................................................................3
Nose wheel ........................................................................................35
introduction, description .......................................................................3
Brake units...........................................................................................37
Main gear leg ...................................................................................3
Description.........................................................................................37
Nose gear leg ...................................................................................3 Brake cooling system .........................................................................39
Extension and retraction ...................................................................3
Description.........................................................................................39
Wheels and brakes...........................................................................3
Brake Temperature indication ............................................................41
Indication ..........................................................................................3
Description.........................................................................................41
Squat switching .....................................................................................4
Nose wheel steering ............................................................................43
Description ...........................................................................................5
Description.........................................................................................43
Nose Wheel......................................................................................5
Position and warning ..........................................................................45
Main Wheels ....................................................................................5
Description.........................................................................................45
Main gear and doors .............................................................................7
Introduction ..........................................................................................7
Description ...........................................................................................9
Nose gear and doors ...........................................................................11
Description .........................................................................................11
Extension and retraction.....................................................................13
Introduction ........................................................................................13
Description .........................................................................................14
Main gear extention retraction ...........................................................16
Description .........................................................................................17
Nose gear extension and retraction ...................................................18
Description .........................................................................................19
Emergency lowering ...........................................................................21
Description .........................................................................................21
Wheels and brakes ..............................................................................23
Description .........................................................................................23
Brake control .......................................................................................25
Description .........................................................................................25
Parking brake .................................................................................31
Tires and brakes ..................................................................................33
ATA 32-00
Page 2 Landing Gear-General
ATA 32-00 LANDING GEAR

First Officer side console. Nose wheel is steerable through +/-70° and
during towing it can castor +/-180° without manual disconnection.
INTRODUCTION, DESCRIPTION
Before retraction the wheels are mechanically self-centered from +/-20°
The tricycle type landing gear consists of two main units, each retracting in the strait position, on selecting up steering is hydraulically
inboard into the fuselage, and a steerable nose unit which retracts disconnected.
forward into the fuselage. The wide track (15`6”) ensures good ground
stability on rough ground. Major components of the main and nose legs EXTENSION AND RETRACTION
are manufactured from 5% magnesium aluminum alloy, although certain Normal operation of the landing gear is controlled by a two position
components are manufactured from high tensile steel. All surfaces, both selector lever mounted on the First Officer instrument panel. Movement
internal and external are protected against corrosion and damage likely of the gear selector causes a motorized valve to direct green system
to be caused by stones. An oleo/pneumatic shock absorber fitted to each pressure to the main and nose gear actuators. Emergency lowering is
unit cushions the landing loads. Fairings and doors are mechanically controlled by a separate lever accessible for both pilot located on the
linked to their respective units. floor just the rear of the centre console.
MAIN GEAR LEG WHEELS AND BRAKES

Each of the main gear units has a twin wheel levered suspension Multi-disc, hydraulically operated wheel brakes, with duplicated anti-skid
arrangement. When the gear is extended it is supported laterally by a facilities, are fitted to both wheels on each main landing gear leg. The
side stay locked in position by spring loaded links. A mechanism which brakes may be controlled manually or automatically/anti-skid/.Yellow or
shortens the gear unit during retraction provides for compact installation. green hydraulic system may power the wheel brake system. Foot
The landing gear bay door is linked to the leg structure. Brakes are operated pedals are provided at each pilots position and a parking brake
automatically applied on gear retraction. selector is located on the centre console.
NOSE GEAR LEG INDICATION

The nose gear unit consists of a single leg with a built-in oleo pneumatic Visual indication is given by an” out of position” warning light in the
shock absorber and twin wheels. The nose gear bay doors are selector lever. Gear position indicating annunciators are located on the
mechanically connected to the nose leg and are closed with the gear in First Officer instrument panel and adjacent to the emergency lowering
the extended and retracted positions. Nose wheel steering is lever. The green hydraulic system provides the pressure for normal gear
hydraulically operated from a control mounted on the Captain and the operation and the yellow hydraulic system is utilized for emergency main
gear locked down.
FIGURE 1:LANDING GEAR
ATA 32-00
SQUAT SWITCHING
DESCRIPTION
Located on the main and nose oleo struts are proximity sensors which
detect the presence of the aircraft on the ground (squat switching).
These sensors via their appropriate control cards energize or de-
energize relays to perform a number of functions.
NOSE WHEEL
The nose sensors are mounted on a bracket at the top of the strut at the
rear and in line with the fixed portion of the oleo. The targets are
mounted on the top of the wishbone. When the weight is on the wheels
the wishbone will fold and the targets will be placed in line with the
sensors.
MAIN WHEELS
The sensors are located either side of the swivel housing and the targets
are mounted on the swivel axle. With the weight on the wheels the action
of the swivel axle moves the target away from the sensors and in line
when the weight is off the wheels.
When the wheels are retracted in order to stow them in the space
provided it is necessary to lift wheels into the weight on wheels position.
To avoid the weight on wheels systems functioning, the circuitry is routed
via the down lock sensors (i.e. gear must be down and locked and weight
on wheels).
FIGURE 2:SQUAT SWITCHING
ATA 32-00
MAIN GEAR AND DOORS

INTRODUCTION
The main lending gear is a twin wheel inboard retracting, lever Notes:
suspension type, fitted with nitrogen charged two stage shock absorber.
Retraction and extension in the normal mode of operation is by a
retraction jack which incorporates a damping device to reduce its closure
and extension velocity. Security in the retracted position is affected by an
uplock unit attached to the airframe, security and support in the extended
position is provided with an oleo lock jack and a side stay which is
mechanically locked in a slightly overcentre position by spring action.
Emergency free fall lowering is assisted by an assister jack via an
accessory kit.
Hydraulic pipes secured intervals to the gear convey fluid for the brake
system and automatic brake application when the landing gear is
selected UP to prevent the wheels rotating during gear retraction. An
electrical harness is also attached, terminating in a wheel speed
transducer, squat switch sensors, brake cooling fans and temperature
sensors.
The door, which is mechanically connected to the gear, is held in the
closed position by a mechanical uplock unit similar to the main gear
uplock.
The main gear includes a retraction jack, side stay, side stay unlock jack,
accessory kit, assistor jack, uplock jack, door uplock jack and a main
gear unit which is supplied complete with a shock absorber, oleo lock
jack, hydraulic piping and electrical wiring.
Attachment points for the main gear are on Frames 29 and 32.
FIGURE 3:MAIN GEAR
ATA 32-00
DESCRIPTION
The main gear comprise of two main parts, namely a main fitting and a Notes:
wheel lever with a shock absorber ”bridged” between them. A hinge pin,
dowelled to the wheel lever, connects the wheel lever and main fitting
together and rotates in lugs in the main fitting. This hinging action of the
wheel lever is thus transmitted to the shock absorber that consist of an
inner cylinder which telescopes into an outer cylinder housing a piston
rod to form the shock absorber.
Both cylinders have an attachment eye-end which incorporates a
spherical bearing and wiper rings to prevent the ingress of dirt.
Lubrication of each spherical bearing is through a grease nipple, and an
adjacent inflation valve is provided for servicing purposes.
A side stay, whish is a foldable unit, is installed between the main landing
gear and the airframe to provide a mechanically locked support when the
gear is in the extended position.
The side stay is assisted to the over centre locking position by a spring-
loaded cylinder and this movement is dampened by orifices in the uplock
jack. The locked condition is maintained by the spring and two lock pins
providing a slightly over centre locking knuckle joint which is released by
the action of the unlock jack prior to the retraction of the main gear.
Proximity switches mounted on the side stays are actuated by targets to
give a remote indication that the unit is in the locked or unlocked position.
The side stays are identical in construction, but are handed for left or
right installation.
A door and hinge fairing is attached to the main gear bay which encloses
the landing gear in the retracted position. The door is attached by
mechanical linkage and includes provision to be extended to the
maintenance position for wheel change access.
FIGURE 4:MAIN GEAR
ATA 32-00
NOSE GEAR AND DOORS

DESCRIPTION
The nose landing gear comprises a twin wheel, forward retracting unit Two landing gear doors, hinged to the airframe and operated by
which is steerable and incorporates an oleo pneumatic shock absorber. connecting rods and a lever assembly, open immediately the nose gear
Retraction and lowering is accomplished by a hydraulic jack which begins to extend or retract and close, just prior to the gear reaching the
incorporates a damping device to reduce the speed of gear movement extended or retracted position.
during the final stage of lowering. Spring assisters, located in the roof of
the nose gear bay, reduce the speed of the gear movement during the Rubber seals are installed on the inboard edge of the left hand hinged
final stage of gear retraction and they also assist the gear to free fall door and the forward edge of the fixed door. These seals together with
during emergency lowering. Initial movement of the jack releases a similar seals attached to the door surround, form an air dam to reduce
locking plunger from its uplock or downlock positions. Hydraulic pipes aerodynamic drag.
and an electrical harness are attached to the nose gear. The pipes
convey fluid for steering operation and harness terminates in squat Notes:
switch sensors. All the nose wheel steering components are attached to
the nose landing gear.
Within the gear is a self centring cam device that ensures that the wheels
are centralized prior retraction into the gear bay. The device is effective
within 20 degrees of either side of the centre.
Nose gear bay doors, mechanically linked to the gear leg, are closed with
the gear in the extended or retracted position. A fixed door attached to
the gear leg completes closure of the gear bay in the retracted position.
The nose gear comprises a main fitting to which is fitted a steering
actuator, a follow up spring box, steering collar and cuff together with a
shimmy damping device, and a sliding member which telescopes into the
main fitting. Contained with the main fitting is a valve tube carrying a
valve arrangement to dampen the compression rate of the sliding
member and provide for heavier damping during taxiing conditions.
FIGURE 5:NOSE GEAR AND DOORS
ATA 32-00
EXTENSION AND RETRACTION

INTRODUCTION
Retraction and extension of the main landing gear is by means of
retraction jacks, unlock jacks, uplock jacks and oleo lock jacks which are
hydraulically powered from the green hydraulic system. The gear and
doors are secured in the retracted position by uplock units attached to
the airframe.
The wheel levers are raised during retraction under the influence of crank
and direction lever assemblies.
The main landing gear extension and retraction system comprises a
hydraulically operated double acting retraction jack attached at one end
to the main gear leg and the airframe at the other end. A single acting
unlock jack is attached to the sidestay assembly to unlock the sidestay
when retraction is selected. A single acting spring-loaded oleo overcentre
lock jack attached to the main gear leg and crank assembly locks the
direction crank in position when the gear is extended.
Uplock units, which are mechanically locked and hydraulically released,
secure the gear and doors when the gear is retracted. Hydraulic release
is by uplock jacks which are attached to the uplock units.
All hydraulic units are powered from the green system.
Notes:
FIGURE 6: EXTENTION RETRACTION
ATA 32-00
DESCRIPTION
Extension and retraction of the landing gear is controlled by a selector Landing gear position indication is provided by a red and green L GEAR,
switch on the pilots’ panel which operates a selector valve to direct green NOSE and R GEAR annunciators adjacent to the selector switch, and the
system hydraulic pressure to the landing gear. green L GEAR, N GEAR and R GEAR back up annunciators mounted
adjacent to the EMERG GEAR DOWN selector handle.
Extension and retraction is controlled by a four pole switch energized
from the DC2 busbar to provide an electrical signal to the landing gear
selector valve. Notes:
The landing gear selector valve is electrically operated to direct green
hydraulic system fluid to the landing gear as required. The valve has no
neutral position, the fluid flow being controlled by a rotating valve with
dual fluid ways operated by an electrical motor and gear train.
Electrical supplies to the selector switch are routed through the squat
switching circuit and the landing gear up-lock circuits to provide an
electrical baulk and prevent inadvertent retraction when the aircraft is on
the ground. A mechanical override lever is provided on the selector
switch to override the baulk if required.
Nose gear retraction and lowering is accomplished by a hydraulic jack
who incorporates a damping device to reduce the speed of gear
movement during the final stage of lowering.
Main gear retraction and extension in the normal mode of operation is by
a retraction jack which incorporates a damping device to reduce its
closure and extension velocity. Security in the retracted position is
affected by an uplock unit attached to the airframe, security and support
in the extended position is provided with an oleo lock jack and a side stay
which is mechanically locked in a slightly overcentre position by spring
action.
Emergency free fall lowering is assisted by an assister jack controlled by
an EMERG GEAR DOWN selector handle located aft of the centre
pedestal
FIGURE 7:EXTENSION AND RETRACTION
ATA 32-00
MAIN GEAR EXTENTION
RETRACTION
DESCRIPTION
On a selection to retract the gear, green hydraulic pressure is applied The final movement of the gear is slowed down by the integral damper
simultaneously to the retraction jack, the side stay unlock jack, the oleo chamber of the retraction jack. As the side stay nears its unfolded
lock jack, the auxiliary brake pistons and both uplock jacks. position, the compressed loading of the spring now loads the side stay
linkage to assist the side stay to its overcentre lock position and secure
The side stay unlock jack extends to override the spring loaded side stay the gear down.
overcentre lock and initiate the folding of the side stay.
The unpressurized oleo lock jack allows the automatic securing of the
The oleo jack extends to release the oleo overcentre lock and permit, crank to prevent a bounced landing stressing the wheel raising
during gear retraction, a wheel raising mechanism comprising a direction mechanism.
link, lever and crank to pull up the wheel lever via the shock absorber.
This action ensures that the gear stowage space is considerably
reduced. Notes:
The two auxiliary brake pistons extend thus preventing the wheels
rotating.
The final movement of the gear towards the stowed position is slowed by
the retraction jack integral damper chamber. When stowed, the gear is
retained in this position by an uplock unit.
Note: A hydraulic fuse prevents a complete loss of green system fluid
should a leak occur in the supply to the brakes or oleo lock jack. Given
that this abnormal condition arises with the gear down, the unpressurized
oleo lock jack will prevent the retraction of the gear.
On selection to lower the gear, green pressure is applied simultaneously
to the gear uplock jack, the door uplock jack and the retraction jack.
Hydraulic pressure is released from the oleo lock jack, side stay unlock
jack. The uplock jacks release the mechanical uplock units and allow the
gear to lower under the influence of the retraction jack.
FIGURE 8: EXTENTION, RETRACTION
ATA 32-00
NOSE GEAR EXTENSION AND
RETRACTION
DESCRIPTION
Retraction and extension of the nose gear is by means of a double acting
hydraulic retraction jack which incorporates a damping device to reduce
the extension and retraction velocity.
The gear is locked in the extended or retracted position by a
mechanically operated spring-loaded locking plunger, integral with the
main leg, which engages with an uplock or downlock bracket mounted in
the airframe.
The retraction jack is operated from the green system.
Nose gear extension and retraction is controlled by a double acting
retraction jack, attached to the nose gear leg at one end and to the
airframe at the other. The initial movement of the retraction jack also
actuates the release of the mechanical spring-loaded lock plunger from
either of the secured positions in the airframe.
Notes:
FIGURE 9:NOSE GEAR OPERATION
ATA 32-00
EMERGENCY LOWERING
DESCRIPTION
Emergency lowering of the landing gear is controlled by the EMERG Notes:
GEAR DOWN lever, located in the flight deck floor aft of the centre
console. The lever is under a hinged flap labelled EMERG LDG GEAR
LEVER. When pulled, the lever is latched in the up position and initiates:
• Mechanical release of the nose gear uplock.
• Mechanical operation of a dump valve, which connects all the
green system hydraulic lines of the landing gear to the return line,
preventing hydraulic locks.
• Mechanical release of the up-locks for each main gear and its
door, allowing the main gear to free fall.
• Mechanical operation of a valve to direct pressure from the yellow
hydraulic system to the combined free fall assister jack, which
forces the main landing gear down into a position where the side
stays will lock.
If the yellow hydraulic system fails, the DC pump can be used to provide
sufficient pressure to operate the free fall assister jack. In this case, the
DC pump can be operated in two ways:
• On the overhead panel, set the DC PUMP switch to BATT or ON.
• On the centre console, pull up the toggle switch and set to
EMERG YEL.
To enable the EMERG GEAR DOWN lever to be reset to the stowed
position, the latch must be first released.
FIGURE 10:EMERGENCY LOWERING
ATA 32-00
WHEELS AND BRAKES
32-40
DESCRIPTION
On ground, during take-off and landing the aircraft is supported on six The nose wheel and tire assembly is located on the nose gear axle by
wheels fitted with tubeless tires. The two wheels on each main gear are two tapered roller bearings and retained by a wheel nut which is locked in
fitted with brake units. The two nose wheels are without brake units. position by a locking ring screwed into the axle and locked by two locking
The main wheel brake units are of the multi-disc, multi-piston type. The bolts.
heat pack consists of carbon rotors, keyed to the wheel, and carbon
stators, keyed to the torque tube. Automatic adjusters are incorporated in
Notes:
each piston cylinder assembly to maintain a preset working clearance as
wear occurs in the pack. Brake wear indicator pins are installed to
indicate brake wear. Under certain conditions, partially worn brake units
are permitted to have a carbon spacer installed to increase the life of a
heat pack.
The main and nose wheels are of similar construction, consisting of light
alloy half hubs bolted together and installed on fix axles, rotating about
roller bearings. Fusible plugs, fitted to each main wheel, deflate the tire in
the event of overheat due to prolonged or severe braking.
Green or yellow supplies can be selected for brake operation. The brake
system provides conventional “Park” brake, direct brake application and
electronically controlled anti-skid.
Each main wheel incorporates a brake unit that is located on the main
landing gear axle by a boss and retained by a washer and circlip. The
main wheel and tire assembly is located on the brake unit. The brake unit
rotors engaging the main wheel drive blocks, and retained on the axle by
a wheel nut that is locked by two locking bolts passing through the nut
and axle into a locking collar.
FIGURE 11:WHEELS AND BRAKES
ATA 32-00
BRAKE CONTROL
32-41
DESCRIPTION
The wheel brake control system uses both yellow and green hydraulic The anti-skid system is available only on GRN or YEL brake selections.
systems to provide straight line or differential braking, with or without
The anti-skid system incorporates a 3 to 5 second time delay, which
anti-skid protection. All four of the main wheel brakes can be operated by
prevents possible wheel locking before wheel spin-up is achieved.
the captain or first officer. Brake pressure is available to the wheels on
the left hand and right hand main landing gears independently, to provide The skid control system comprises eight skid control valves, housed in
differential braking when required. four valve body assemblies, which are controlled independently by
electronic signals from an anti-skid control box. The control box receives
When the landing gear retracts, the brakes are automatically applied via
wheel speed signals from transducers installed in the axle adjacent to
the brake auxiliary pistons. After approximately 24 sec, the brakes are
each main wheel. As a skid condition is approached, the control box
released.
commands each skid control valve to dump sufficient brake pressure to
A park brake is provided to apply the main brakes when the aircraft is the return line, to prevent wheel skid and maintain optimum braking
stationary, using pressure from the yellow hydraulic system. The park efficiency.
brake is a mechanical system which locks down the Captains brake
Two levels of warning of anti-skid system failure are given. The
pedals to maintain the braking effect at the wheels. It is operated from
occurrence of either is indicated by the ANTI-SKID annunciator on the
the flight deck by the park brake handle in the centre console.
master warning panel, which directs the Pilots attention to ANTI-SKID
The yellow hydraulic system is used for normal braking, with the green FAULT or ANTI-SKID INOP annunciators on the overhead panel.
system as standby. If both yellow and green system fails, emergency
A built in test system, initiated by pushbuttons on the overhead test panel
brake pressure is available from the brake accumulator in the yellow
and on the front panel of the anti-skid control box , monitors various
hydraulic system. Hydraulic pressure in the accumulator is maintained by
aspects of the electronic circuitry and is used for maintenance purposes.
selection of the emergency yellow brake system, which operates a
hydraulic pump driven by a DC electrical motor. This pump can also be Notes:
used to provide brake pressure during towing operations, using the DC
PUMP switch on the overhead panel hydraulic section.
Hydraulic fuses are installed to prevent fluid loss if a brake unit or
associated pipeline fails.
FIGURE 12:BRAKE CONTROL GENERAL
ATA 32-00
Brake control
Each pilot’s brake pedal is linked to a brake control valve by a system of Two additional fuses are installed in the landing gear retraction lines to
pulleys, connecting rods, cables and quadrants. The left (captain) pedals the auxiliary brake units.
are connected to the yellow system brake valves and the right (first Four brake pressure transmitters, located between the brake control
officer) pedals are connected to the green system brake control valves. valves and the associated anti-skid valves, transmit brake pressure
information to the double-pointer indicators on the captain’s instrument
panel. The indications are graduated 0, 1, 2, 3, 4 x 1000 PSI, one
To allow control of both brake systems by one pilot a mechanical
indicator for the yellow system and one for the green system.
interconnect circuit is provided between the yellow and green brake
system control valves. Each interconnect circuit incorporates a spring Hydraulic system selection is by means of a selector in the centre
strut to allow control to be maintained should a brake control valve or its console, in the form of a push-on, push-off switch labeled BRAKE
associated mechanism fail. SELECT which illuminates GRN when green hydraulic power selected
and YEL when yellow is selected. A pull to unlock toggle switch, labeled
EMERG-NORMAL, is used for emergency brake pressure selection.
To prevent both sets of pedals being moved by one pilot, a tapped-type
mechanism is incorporated on each of four rear cable quadrants. The park brake is applied by the pull up handle located in the centre
console, together with operation of the Captains brake pedals. A
Four brake control valves are installed in the system, two in the green mechanical linkage attached to the park brake handle locks the pedals
hydraulic system and two in the yellow hydraulic system, they convert down and operates three microswitches. Two of these microswitches
mechanical movement initiated by the pilot into hydraulic pressure which control the motorized park brake valves, which are installed in the return
is metered to the brakes via the anti-skid valves. line of the yellow hydraulic system, and one switches off the flight data
recorder. Limit switches in the motors of the park brake valves provide
Hydraulic fluid is fed to the brake control valves a yellow supply solenoid input signals to the master warning and configuration warning systems.
valve or a green supply solenoid valve. The yellow solenoid valve is Two disconnect relays operated by the emergency selection of the
energized closed and the green solenoid valve is energized open. Four, brakes selector are two-pole changeover relays and when energized,
Dual Adaptive Anti-skid Valves (DAAV’s) each containing two valves are inhibit the power supplies to the anti-skid control box and provide an
installed in the brake system. The anti-skid valves are de-energized earth connection to run the DC pump.
when braking is direct and, in this condition, allow free flow of fluid to
brake units.
Eight hydraulic fuses, incorporated in the pipe lines from each anti-skid
valve to the brake units, limit system loss should a pipe or brake unit fail.
FIGURE 13:BRAKE CONTROL
ATA 32-00
Brake control
If the green brake system is being used when the park brake is applied or NOTE:
when EMERG YEL is selected, the braking system automatically When the aircraft is stationary and the park brake is off, initiation of squat
changes to yellow system. In this condition, both yellow and green test and anti-skid tests from the flight deck are inhibited until the test
indicators will appear in the BRAKE SELECT switch to show that the switch GA49, on the maintenance annunciator panel /132-08-00/ is set to
yellow system is supplying the hydraulic power. the test position.
The anti-skid system selected by the ANTI_SKID switch on panel 211-
50-20, which has three positions ON, OFF, BATT. With the switch set to
ON, the anti-skid control box is energized from EMER and DC2 busbars. Notes:
When the switch is set to BATT, the anti-skid control box is energized
from the DC emergency battery supply.
Four wheel speed transducers, one for each wheel, provide input signals
to the anti-skid control box. As a skid condition is approached with anti-
skid selected ON or BATT, the anti-skid control box provides regulated
output signals in response to the transducer input and a weight on
wheels discriminant. These output signals are used to control the anti-
skid valves.
A ground test facility is provided and is initiated by the ANTI SKID FAULT
YEL and ANTI SKID FAULT GRN pushbuttons on the overhead test
panel. /211-50-22/ Duplicated test switches are located on the front panel
of the control box, together with an LED display, which monitors various
aspects of the circuits for anti-skid. At the start of the test, after pressing
and releasing the GRN or YEL system pushbutton, all annunciators will
come on. On completion of the test, all annunciators go off. If any fault is
detected the relevant annunciators will remain on.
FIGURE 14:PARKING BRAKE DESCRIPTION
Microswitch box
ATA 32-00
PARKING BRAKE
The park brake handle is used together with the Captains brake pedals This locks both of the Captains brake pedals down to maintain brake
to apply the main aircraft brakes when the aircraft is stationary, and pressure. At the same time, three microswitches are operated by the
maintains brake pressure until the park brake is released. To operate the connecting rod attached to the park brake quadrant. Two of the
park brake, the yellow system must be pressurized and the aircraft microswitches complete a DC circuit to close the two motorized park
busbars energized. brake valves; these valves close the yellow system return line and
• -Select yellow hydraulic system using the BRAKE SELECT switch prevent the decay of brake pressure through the return line. One
on the centre console, as for normal braking. The yellow microswitch provides a signal to switch off the flight data recorder and to
indication in the switch head comes on. illuminate the FLT REC OFF annunciator on the master warning panel.
• -Fully press and hold Captains brake pedals. Yellow hydraulic Limit switches are installed within the motors of the park brake valves to
pressure is applied to the brakes on all four main wheels. provide a signal when the valves are closed. This signal is used by the
master warning system and the configuration warning system. When the
• -Pull park brake handle fully up and release brake pedals. valves are closed, the PARK BRK ON annunciator on the master warning
Captains brake pedals are locked down and brake pressure is panel comes on and, if any thrust levers is in the take off range, the
maintained. On master warning panel, PARK BRK ON intermittent horn will sound and the red CONFIG annunciator on the
annunciator comes on. MWS panel will come on.
• -When the park brake is to be released, make certain aircraft NOTE: If the aircraft is in flight, and the motor of either park brake valve
busbars are energized. Hold park brake handle, fully press moves away from the fully open position, the PARK BRK ON annunciator
Captains brake pedals and push park brake handle fully; release will come on.
brake pedals. On master warning panel PARK BRK ON
If park brake is applied with hydraulic pump off, the brake accumulator in
annunciator goes off and brake pressure is released.
the yellow system will maintain effective brake pressure for a minimum of
If the green hydraulic system is in use when the park brake is applied, 2.5 hours. The accumulator pressure can be maintained by using the DC
the change-over relay operates to de-energize both the green and yellow pump.
supply valve solenoids. This closes off the green system supply and
opens the yellow system supply. In the BRAKE SELECT switch, both
green and yellow indications come on.
When the park brake handle is pulled up, with the Captains brake pedals
pressed, the park brake quadrant is rotated by a cable. As the brake
pedals are released, a pawl on the park brake quadrant latches the
forward brake quadrant in position.
FIGURE 15:PARKING BRAKE
Microswitch box
ATA 32-00
TIRES AND BRAKES
DESCRIPTION
On ground, during take-off and landing the aircraft is supported on six The nose wheel and tire assembly is located on the nose gear axle by
wheels fitted with tubeless tires. The two wheels on each main gear are two tapered roller bearings and retained by a wheel nut which is locked in
fitted with brake units. The two nose wheels are without brake units. position by a locking ring screwed into the axle and locked by two locking
bolts.
The main wheel brake units are of the multi-disc, multi-piston type. The
heat pack consists of carbon rotors, keyed to the wheel, and carbon
stators, keyed to the torque tube. Automatic adjusters are incorporated in Notes:
each piston cylinder assembly to maintain a preset working clearance as
wear occurs in the pack. Brake wear indicator pins are installed to
indicate brake wear. Under certain conditions, partially worn brake units
are permitted to have a carbon spacer installed to increase the life of a
heat pack.
The main and nose wheels are of similar construction, consisting of light
alloy half hubs bolted together and installed on fix axles, rotating about
roller bearings. Fusible plugs, fitted to each main wheel, deflate the tire in
the event of overheat due to prolonged or severe braking.
Green or yellow supplies can be selected for brake operation. The brake
system provides conventional” Park” brake, direct brake application and
electronically controlled anti-skid.
Each main wheel incorporates a brake unit that is located on the main
landing gear axle by a boss and retained by a washer and circlip. The
main wheel and tire assembly is located on the brake unit. The brake unit
rotors engaging the main wheel drive blocks, and retained on the axle by
a wheel nut that is locked by two locking bolts passing through the nut
and axle into a locking collar.
FIGURE 16:TIRES AND BRAKES
ATA 32-00
l
WHEELS
MAIN WHEEL
Each main landing gear wheel consists of two half hubs bolted together
with two sealing ring interposed between them. The wheel rotates around
two tapered roller bearings that are installed in each half hub together
with a grease retainer assembly, both of which are retained by a circlip.
The inflation valve assembly is installed in the outer half hub, while the
inner half hub houses the brake rotor drive blocks and heat shields.
Fusible plug assemblies are installed in the inner half hub. Plugs insert
“fuses” when the half hub reaches a pre-determined temperature,
permitting the inflation medium within the tire to eject a piston together
with the fused material.
NOSE WHEEL
The nose gear wheel consists of two half hubs, bolted together with a
sealing ring interposed between them. The wheel rotates around two
tapered roller bearings that are installed in each half hub together with a
dust excluder, both of which are retained by a circlip.
Notes:
FIGURE 17:WHEELS
ATA 32-00
BRAKE UNITS
DESCRIPTION
The unit comprises a hydraulic operated multi-piston plate brake. Four
pistons, operated from the green or yellow system, provide brake
application in the conventional mode and two additional pistons,
operated by the green system, provide brake application on a gear up
selection.
Incorporates in the brake unit is a heat pack assembly consisting of
alternate rotor and stator assemblies installed between a pressure and
thrust assembly.
An automatic adjuster, in each piston cylinder assembly, maintains a
constant pre-set working clearance as wear occurs in the heat pack. This
arrangement, which maintains a constant fluid displacement, ensures a
similar reaction time during brake operation and also eliminates the risk
of a hydraulic fuse operating.
The brake units are left and right handed and one of each installed to
each main gear.
FIGURE 18:BRAKE UNITS
ATA 32-00
BRAKE COOLING SYSTEM

DESCRIPTION
A brake fan installation is located at each wheel and consists of a 200V A green BRK FANS SEL ON annunciator illuminates when the switch is
AC three-phase electrical motor, motor housing, an impeller and a debris at ON, when AUTO is selected the annunciator only illuminates when the
guard. nose gear is locked down.
The fan motors are energized by four relays (one for each motor) which
are in turn energized by a two pole selector switch. At the same time a
signal is transmitted to the BRK FANS SEL ON annunciator on the Notes:
master warning panel.
The brake fan installation is housed about the wheel hub centre and
consists of an electric motor, a motor housing, an impeller and a debris
guard assembly.
The fan motor is located in the motor mounting by an O-ring at the inner
end and by five attachment screws at the impeller end. The motor is
mounted in such a way as to allow a flow of air past the motor body.
The impeller which is keyed to onto the motor shaft is secured by a
spring washer and hollow bolt and is protected by a fan duct assembly
and debris guard.
Electrical supply to the switch is from the DC1 busbar and supplies to the
motor from the AC1 and AC2 busbars.
Selection of BRK FANS to AUTO sends an electrical supply through the
nose gear down lock relay; this energizes the four relays and provides a
supply to the brake fan motors which drive the impellers.
Selection of BRK FANS to ON sends electrical supply to the motors
direct, bypassing the nose gear down lock relay.
FIGURE 19:BRAKE COOLING SYSTEM
ATA 32-00
BRAKE TEMPERATURE INDICATION

DESCRIPTION
The brake temperature indication system comprises four sensors, one for
each wheel, and an electronic temperature indicator in the cockpit. The
sensors transmit variable voltage signals to the electric temperature
indicator.
The brake temperature indicating system is energized from DC1 busbar.
The sensor elements are secured to each torque tube with a countersunk
screw, and the temperature indicator is installed in the centre console of
the flight deck.
Each temperature sensing element terminates at a three-pin plug
attached by a bracket to each brake torque plate.
Each temperature sensor on the brake unit provides an input voltage to
the indicator unit. This voltage changes linearly with temperature.
Notes:
FIGURE 20:BRAKE TEMP INDICATION SYSTEM
ATA 32-00
NOSE WHEEL STEERING
DESCRIPTION
The nose gear is steerable from either of two handwheels located on the A steering valve, connected to the differential box lever and crank
left and right side console. Movement of the handwheel is transmitted via assembly, is also bolted to the nose gear and accommodates four
a differential box to a steering selector valve. In response to selection, hydraulic pipes to transfer the mechanical movement of the differential
hydraulic pressure is directed to a rack and pinion to rotate the lower part box to hydraulic movement of the nose wheel steering.
of the leg via a steering cuff and a torque link assembly. The steering
The steering rack and actuator assembly is integral with the nose gear. A
range is 70 degrees either side of the centre.
transverse bore houses the gear toothed portion of the rack which
Towing angles in excess of 70 degrees automatically disengage the engages with the steering collar. Actuation of the rack is by two sealed
pinion from the rack to permit completely independent movement of the opposing pistons, moved by fluid from the steering valve, and housed in
steering cuff up to 180 degrees. a cylinder bolted to each side of the main fitting.
The green hydraulic system operates the steering service but is available Fitted to the lower-mid section of the nose gear is a baulk ring which is
only when the gear is down and within the steering range. free to rotate with the steering collar to hold the steering rack out of
engagement when the nose gear is castored beyond the normal steering
A bracket secured to the input quadrant prevents handwheel movement
range.
when the gear is retracted. Shimmy damping is provided mechanically
with friction discs and hydraulically by maintaining pressure within the The rotation movement of the steering collar is conveyed by the profile of
steering actuator. a cam to the roller of the shut-off valve which is bolted to the main fitting.
The shut-off valve shuts off the hydraulic supply to the steering valve
Movement of the handwheel is transmitted by chains to a pulley
when the nose gear is castored beyond +/-70°.
arrangement beneath the flight deck floor, and then through cables and
pulleys to an input quadrant via a differential box to a steering selector Fitted horizontally above the steering valve is a compensator and
valve. In response to selection, hydraulic pressure is directed to a rack manifold. The spring actuated compensator in conjunction with a
and pinion to rotate the lower part of the leg via a steering cuff and a restrictor in the manifold, maintains a base pressure in the steering
torque link assembly. system to aid nose gear shimmy damping.
The differential box, consisting of a lever and crank assembly, is bolted to
the nose gear and incorporates a splined bore to accommodate the
plined shaft of a follow up spring box which is also bolted to the nose
gear.
FIGURE 21:NOSE WHEEL STEERING
ATA 32-00
POSITION AND WARNING

DESCRIPTION
Landing gear position indication is given by an array of six annunciators,
three red and three green, one of each color being uniquely related to a
landing gear leg. The annunciators are controlled through proximity
switching circuits in association with uplock and downlock relays to give
the sequence
• green gear down and locked
• red gear not in the position selected
• neither gear locked up.
A downlock indication back-up circuit consisting of three, green capped
lamp/push switches and associated proximity switching circuits is
provided to supplement the primary gear downlock indications. Visual
indication that the gear is not in the position selected is given by warning
lamps in a translucent red cover on the landing gear selector switch
handle.
Audible warning in the form of a continuous simulated horn tone is given
when the landing gear is not locked down and
• one or more of the thrust levers is retarded below the cruise
setting and the speed is less than 145knots.
• the flaps are at landing settings.
Also a “pull up” warning is generated by the ground proximity warning
system.
FIGURE 22:POSITION AND WARNING
ATA 32-00
BAe146 AVRO 146RJ
ATA 36
Pneumatic
TABLE OF CONTENT
Pneumatic system .................................................................................3
General ................................................................................................3
Distribution ............................................................................................5
Description .......................................................................................5
Engine bleed air supply ........................................................................7
Introduction ..........................................................................................7
System description...............................................................................9
Description .........................................................................................10
Water system pressurization ..........................................................13
Hydraulic tank pressurization..........................................................13
Passenger compartment pressure control outflow valve jet pumps.13
Toilet flushing pressurization .........................................................13
Stall identification and warning pneumatic system ..........................13
APU air supply .....................................................................................14
Introduction ........................................................................................15
Description .........................................................................................15
Indicating .............................................................................................17
Introduction ....................................................................................17
Description .........................................................................................19
Isolation/pressure reducing valve indication ...................................19
Low temperature indication and warning ........................................19
Bleed duct overpressure, overtemperature indication and warning .19
ATA 36
Page 2 Pneumatic
PNEUMATIC SYSTEM
GENERAL
Air supplies for the pneumatic system can be obtained from: The remaining parts of the system are described in the associated
chapters.
• the high pressure compressor of all four engines
• the APU The APU supply is described from the isolation (load control) valve to the
connections to the main bleed ducts.
The pneumatic system supplies the following services:
Notes:
• cabin air conditioning (Ref.Chap.21)
• tail and wing anti-icing (Ref. Chap.30)
• engine air intake anti-icing (Ref. Chap.30)
• hydraulic tank pressurization (Ref. Chap.29)
• water tank pressurization (Ref. Chap.38)
• toilet flushing pressurization (Ref. Chap.38)
NOTE: The APU cannot supply engine air intake anti-icing or hydraulic
tank pressurization.
This chapter describes the supply of bleed air to the:
• isolation valves for cabin air conditioning and airframe anti-icing
• shuttle valve for water tank pressurization and cabin pressure

control outflow valve jet pumps
• non-return valves for hydraulic tank and toilet flushing

pressurization.
FIGURE 1:PNEUMATIC SYSTEM
ATA 36
Page 4 Pneumatic
DISTRIBUTION
DESCRIPTION
Air for the pneumatic system is taken from the final HP compressor stage Notes:
of each engine to a peripheral manifold on the engine. The engine air
intake anti-icing supply is taken from the bottom and the airframe
systems supply from the top of the manifold.
The engine air intake anti-icing duct is mounted on the engine; the
airframe supply passes into each pylon where it is controlled for flow,
pressure and temperature.
The wing anti-ice supply duct branches off the main duct in the pylon and
is routed forward and up into the wing leading edge.
The main supply duct is routed aft in the pylon and up into the trailing
edge aft of the wing rear spar, and then inboard through a common duct
for both engines to the wing trough.
The left and right supply ducts are then routed aft along the spine fairing
to frame 44.
Each duct then diverges; one branch passes down aft of the rear
pressure bulkhead to the air conditioning pack, and the other branch
enters the vertical stabilizer leading edge to supply the horizontal
stabilizer anti-icing.
FIGURE 2:DISTRIBUTION
ATA 36
Page 6 Pneumatic
ENGINE BLEED AIR SUPPLY
INTRODUCTION
Engine bleed air is derived from the high pressure compressor on all four
engines; the bleed air is flow, pressure and temperature controlled by
components in each engine pylon.
The bleed air supplies the following services :
• passenger compartment air conditioning.
• passenger compartment pressure control discharge valve jet
pumps.
• airframe anti-icing.
• hydraulic tank pressurization.
• water tank pressurization.
• toilet flushing pressurization.
• engine air intake anti-icing.
• stall identification and warning pneumatic system.
Notes:
FIGURE 3:ENGINE BLEED AIR SUPPLY
ATA 36
Page 8 Pneumatic
SYSTEM DESCRIPTION
The bleed air is ducted from each pylon, through the wing leading edge
for the wing anti-icing, and along the wing trailing edge and spine fairing
to the air conditioning bay for tail anti-icing and air conditioning.
Tappings are made in the bleed ducts with small bore pipes for the
hydraulic tank pressurization and discharge valve jet pumps.
The bleed air control equipment is located in each engine pylon; the
installation is identical, except that the hydraulic tank pressurization is
taken from No.2 and No.3 engines only.
Notes:
FIGURE 4:SYSTEM DESCRIPTION
ATA 36
Page 10 Pneumatic
DESCRIPTION
Each engine final compressor stage is bled to a manifold on the engine continues inboard to the wing trough; the left and right wing supplies are
with two ports; one for engine air intake anti-icing and one to supply the routed separately along the spine fairing to frame 43.
aircraft systems. The off-take is limited to 11% of the engine core flow. At frame 43, each duct diverges; one branch enters the air conditioning
The bleed air is ducted through a catalytic converter to the electro- bay and supplies the left or right conditioning pack through isolation/flow
pneumatic isolating/pressure reducing valve which regulates the control valves; the other branch enters the vertical stabilizer leading edge
pressure to 41 ± 3 psi. (2.8 ± 0.2 bar). to supply the horizontal stabilizer anti-icing through isolation valves.
The isolation/pressure reducing valve is controlled by the ENG AIR 1, 2, A duct relief valve, which relieves at 45 psi (3.1 bar) is installed in each
3 or 4 switches in the AIR SUPPLY section of the flight deck overhead duct upstream of the isolation/flow control valve.
panel ( 211-50-08), and by signals from the over temperature and If a duct ruptures or disconnects, the aircraft structure is protected by a
overpressure switches. Position of the valve is inferentially sensed by a pylon and spine venting system, and by overheat sensors adjacent to the
flow indicator switch (Ref. ATA 36). Bleed air from the isolation/pressure ducts in the pylon, spine fairing and air conditioning bay (Ref. ATA 26).
reducing valve passes through the pre-cooler heat exchanger, which
obtains its cooling air from the engine fan shroud.
The cooling air is controlled by the temperature control valve and Notes:
thermostat to maintain the exit air between 190 to 215 deg.C (374 to 419
deg.F).
Bleed air from the pre-cooler passes through a venturi, which allows a
maximum flow of 71 lb./min. (32.2 kg./min.) at 20 000 ft. (6096 m.) at the
controlled temperature and pressure, to a non-return valve which
prevents reverse flow during engine operation at reduced power and
when the APU is used.
A pressure relief valve is attached to the duct between the pre-cooler and
venturi. The relief valve opens at 65 psi. (4.5 bar) and limits duct
pressure to 90 psi. (6.2 bar) at full engine bleed flow.
Flow from each outboard pylon is ducted aft through the flap track fairing
and up aft of the rear spar. The duct is routed inboard along the trailing
edge where it is joined by the duct from the inboard pylon. The duct
FIGURE 5:ENGINE BLEED AIR SYSTEM
ATA 36
Page 12 Pneumatic
WATER SYSTEM PRESSURIZATION
Air is tapped from the left and right bleed air ducts in the wing trailing psi. (3.4 ± 0.2 bar) passes through a non-return valve to the stall
edge, just inboard of rib 2, and is piped to a shuttle valve, which opens to identification and warning pneumatic system (Ref ATA 27).
the higher pressure of the two sources, and prevents loss of air pressure
when only one bleed duct is pressurized.
Notes:
Air from the shuttle valve is piped down the left side of the fuselage to the
control valves and water tank in the hydraulic equipment bay.
HYDRAULIC TANK PRESSURIZATION

Air is tapped from the high pressure bleed air duct of No.2 and No.3
engines, upstream of the isolation/pressure reducing valves, and is piped
to a pressure regulating valve in No.2 and No.3 engine pylons; the valve
reduces bleed duct pressure to 50 ± 3 psi. (3.4 ± 0.2 bar), and restricts
flow if a leak occurs downstream of the valve.
The reduced air pressure is piped through a non-return valve to the
hydraulic tanks in the hydraulic equipment bay.
PASSENGER COMPARTMENT PRESSURE CONTROL

OUTFLOW VALVE JET PUMPS
Air is tapped and piped to the front and rear outflow valve (or discharge
valve) jet pumps.
TOILET FLUSHING PRESSURIZATION

Air is tapped from the bleed air duct to the left air conditioning pack in the
air conditioning bay to operate the toilet flushing system.
STALL IDENTIFICATION AND WARNING PNEUMATIC SYSTEM

Air is tapped from each hydraulic tank pressurizing supply pipe between
the pressure regulating valve and non-return valve. The supply at 50 ± 3
FIGURE 6:PRESSURISATION FOR UTILITY SYSTEMS
ATA 36
Page 14 Pneumatic
APU AIR SUPPLY
INTRODUCTION
Bleed air from the auxiliary power unit (APU) can supply air to the main the interconnect duct are 2.5 in. (63.5 mm.) diameter flap valves inserted
engine bleed supply ducts, mainly for cabin air conditioning on the in each duct.
ground and during take-off before engine air is initiated, and during
landing.
Notes:
The APU cannot supply the engine air intake anti-icing or hydraulic tank
pressurization, which are tapped upstream of the main system non-return
valves.
DESCRIPTION
On aircraft 001-299
Bleed air from the APU is ducted through the isolation/load control valve,
a non-return valve and a catalytic converter to the interconnect duct
jointing the left and right main bleed ducts. Non-return valves are
installed in the interconnect ducts to each main supply duct.
On aircraft 301-311,313-999
Bleed air from the APU is ducted through the isolation/load control valve
and a non-return valve to the interconnect duct jointing the left and right
main bleed ducts. Non-return valves are installed in the interconnect
ducts to each main supply duct.
On aircraft ALL
The non-return valve in the main duct from the APU is a 3 in. (76.2 mm.)
diameter double flap valve inserted in the duct. The non-return valves in
FIGURE 7:APU AIR SUPPLY
ATA 36
Page 16 Pneumatic
INDICATING
INTRODUCTION
Pneumatic system indications are given:

• on the master warning panel
• on the overhead panel AIR SUPPLY part
• on the overhead panel ICE and RAIN PROTECTOIN part
• on the maintenance annunciator panel in the electrical equipment
bay
Indication is given: if
• any isolation/pressure reducing valve is not in position selected
Indications and warnings are given if:
• bleed air temperature is too low for effective anti-icing
• duct pressure or temperature is excessive
• bleed air is selected when aircraft is on ground
FIGURE 8:INDICATING SYSTEM
ATA 36
Page 18 Pneumatic
DESCRIPTION
ISOLATION/PRESSURE REDUCING VALVE INDICATION BLEED DUCT OVERPRESSURE AND OVERTEMPERATURE
INDICATION AND WARNING
A flow indicator switch is installed in each pylon forward of the diaphragm
forward of the pressure relief valve. The indicator switch is connected by An overpressure switch is installed in each pylon forward of the
a sensing pipe to the isolation/pressure reducing valve. diaphragm forward of the pressure relief valve. The switch is connected
by a sensing pipe to the duct immediately downstream of the
The switch operates through a snap action device on a rising pressure at isolation/pressure reducing valve.
17 ± 3 psi. (1.17 ± 0.21 bar) and resets on falling pressure at 12 ± 0.5
psi. (0.83 ± 0.7 bar). The switch operates through a snap action device on rising pressure at
55 ± 2.5 psi. (3.8 ± 0.17 bar), and resets on falling pressure at not below
On panel 211-50-08, the relevant ENG AIR VALVE annunciator comes 44.5 psi. (3.0 bar).
on if the pressure is above 17 ± 3 psi. (1.17 ± 0.21 bar) when the valve is
closed, or if the pressure is 12 ± 0.5 psi. (0.83 ± 0.7 bar) when the valve An overtemperature switch is installed in the duct forward of the
is open. diaphragm forward of the pressure relief valve.
The switch operates a microswitch on rising temperature at 255 ± 5
LOW TEMPERATURE INDICATION AND WARNING deg.C (491 ± 9 deg.F) and resets on falling temperature at 240 deg.C
(464 deg.F).
A low temperature switch is mounted in each pylon duct immediately
If the overpressure or overtemperature switch operates, the relevant
upstream of the non-return valve.
valve is closed and, on panel 211-50-08, the relevant ENG AIR FAULT
The switch operates at 135 ± 5 deg.C (275 ± 9 deg.F) falling, and resets and ENG AIR VALVE annunciators come on. On the master warning
at 150 deg.C (302 deg.F) rising. panel, the AIR SUPPLY annunciator comes on, accompanied by a single
tone chime, and the relevant DUCT O/HEAT or DUCT O/PRESS
If the anti-ice system is selected ON, and the duct temperature falls to
annunciator latches white on panel 132-10-00. The ENG AIR FAULT
120 ± 5 deg.C (248 ± 9 deg.F) (too low for effective anti-icing) the switch
annunciator remains on for 60 seconds after the relevant valve has
activates :-
closed.
• on panel 211-50-08, the relevant ENG AIR FAULT annunciator
• on the master warning panel, the AIR SUPPLY annunciator
• on panel 211-50-06, the AIR LO TEMP annunciator
• on the master warning panel, the ICE PROT annunciator,
accompanied by a single tone chime
FIGURE 9:INDICATING SYSTEM
ATA 36
Page 20 Pneumatic
BAe146 AVRO 146RJ
ATA 21-00
Air Conditioning
TABLE OF CONTENT
ATA 21-00 Air Conditioning ..................................................................3
Introduction ..........................................................................................3
ATA 21-09 Ducts, Pipes and Fittings....................................................5
Introduction/ Description ......................................................................5
ATA 21-10 Compression .......................................................................7
Introduction ..........................................................................................7
Description ...........................................................................................7
ATA 21-20Distribution .........................................................................11
Introduction ........................................................................................11
Description .........................................................................................13
Flight deck ......................................................................................13
Passenger compartment ................................................................17
Avionic equipment cooling .................................................................19
ATA 21-30 Pressurization Control (Analogue) ..................................21
Introduction ........................................................................................21
Description .........................................................................................21
Normal Modes and Control Levels..................................................21
Failure modes ................................................................................23
ATA 21-30 Pressurization Control (Digital System) ..........................25
Introduction ........................................................................................25
Description .........................................................................................27
Normal modes and control levels ...................................................27
Failure modes ................................................................................27
ATA 21-50 Cooling...............................................................................31
Introduction ........................................................................................31
Description .........................................................................................31
Air Cycle Refrigeration Section .......................................................33
Cold Air Unit Bypass Section ..........................................................33
Emergency Ram Air System...........................................................37
ATA 21-60 Temperature Control System ...........................................39
Introduction ....................................................................................39
Description .....................................................................................41
ATA 21-00
Page 2 Air Conditioning General
ATA 21-00 AIR CONDITIONING
INTRODUCTION
The function of the air conditioning and pressurization system is to
maintain the air in the passenger compartment and flight deck at a
comfortable level of pressure and temperature with an adequate
ventilating airflow.
There are two separate air conditioning systems, one for the passenger
compartment and one for the flight deck, which also augments the
passenger compartment supply.
Each system receives a separate supply from the pneumatic system and
both the supply systems and the air conditioning systems are so
arranged that the failure of any one system will not result in a failure of air
conditioning and pressurization.
For pressurization purposes the fuselage is sealed between a pressure
bulkhead at frame 4 and a pressurization dome at frame 44 and, with the
exception of the landing gear bays, the above and below floor areas
between these frames are pressurized. System control is automatic with
provision for manual control.
FIGURE 1:AIR CONDITIONING GENERAL
ATA 21-00
ATA 21-09 DUCTS, PIPES AND
FITTINGS
The ducts in the air conditioning bay are constructed of titanium for hot At static joints Janitrol clamps fit over V-flanges on the duct ends and
charge-air and of aluminium alloy for distribution of colder air. Peri-seal or these joints are sealed with Corrujoint (high-pressure) seals or O-ring
Vibreaker connectors are incorporated in most of the duct joints, except (low-pressure) seals located in a groove in one of the flanged mating
within the air conditioning packs, to cater for duct expansion and faces.
movement. The titanium ducts are lagged with mineral wool in titanium Ducts within the air conditioning pack are unlagged and are constructed
foil. of aluminium alloy. The joints are made with flexible sleeves fitted over
The light alloy ducts are covered with a quilted lagging muff consisting of beaded duct ends and secured with torque tightened worm-drive clamps.
lightweight insulation enclosed in fireproof material that is also resistant The ram air ducting for the cooling airflow to the heat exchangers is of
to fluid contamination. The muff is wrapped around the duct and secured aluminium alloy with flexible joints made with convoluted sleeves secured
with a lace. Heat shields are fitted between the hot charge-air ducts and with clamps.
the rear pressure dome.
Notes.
The Peri-seal connectors consist of housing with an internal peripheral
groove at each end. Specially constructed pre-lubricated peripheral seals
fit in the grooves. Where the housing joins two duct ends a retaining
clamp with integral tags is fitted at one end; the tags fit over a lip on the
housing to retain it in a central position between the duct ends.
The Vibreaker connectors have only one seal and are used where one
end of the housing is welded to a duct end and thermal expansion takes
place in one direction.
Where these connectors are used at a high-pressure joint, flanged
couplings are welded on the ducts with retaining wires and nuts fitted
between the flanges. This arrangement permits the required amount of
thermal expansion to take place whilst ensuring the integrity of the joint.
FIGURE 2:DUCTS, PIPES AND FITTINGS
ATA 21-00
ATA 21-10 COMPRESSION
INTRODUCTION
The two independent air conditioning systems are supplied with charge The auxiliary power unit is a self-contained, independently operated gas
air from the pneumatic system, each system receiving its own supply, the turbine engine which can provide the pneumatic power for the air
No.1 (left-hand) air conditioning pack through a common duct from No.1 conditioning system. Air is bled from the final stage of the compressor
and No.2 engines, and the No.2 (right-hand) air conditioning pack and ducted through a load control valve, which is operated by a switch,
through a common duct from No.3 and No.4 engines. on the flight deck overhead panel, annotated APU AIR, with selections
for ON and OFF.
An airborne auxiliary power unit supplies air for conditioning purposes
with the aircraft on the ground, and during take-off and landing. The air is fed into a duct upstream of the air conditioning isolation/flow
control valve interconnecting the No.1 and No.2 air conditioning packs;
DESCRIPTION non-return valves prevent cross-bleed between packs.
The charge air supply is bled from the final stage of each engine high Air enters the isolation/flow control valve through an integral flow control
pressure compressor and ducted through a combined electro-pneumatic venturi. The open/shut function of each isolation valve is controlled by a
shut-off and pressure reducing valve to a pre-cooler (heat exchanger). switch, on the flight deck overhead panel, annotated PACK 1 and PACK
Each valve is controlled by a switch, on the flight deck overhead panel, 2, with selections for ON and OFF. The flow control function of the valve
annotated ENG AIR 1, 2, 3 and 4, with selections for ON and OFF. is pneumatically controlled by an internal servo assembly supplied with
air tapped from the venturi. The servo system controls the valve to
Cooling air for each pre-cooler is bled from the engine fan duct and is
provide a constant mass flow at the selected setting, regardless of
routed, through a temperature control valve, to the pre-cooler. Operation
changes in charge air pressure or temperature requirements. The setting
of the valve is automatically controlled by a temperature sensor.
of the valve is controlled by a mode selector valve, which is controlled by
The charge air, (now pressure and temperature regulated), is ducted aft a switch, on the flight deck overhead panel annotated CABIN AIR, with
in the engine pylons and up into the trailing edge behind the wing rear selections for RECIRC and FRESH modes; this applies a remote
spar, then inboard to the wing centre box structure. The left and right pneumatic servo to the isolation/flow control valve to position the valve
wing supplies are then ducted aft along the spine fairing where each duct opening to provide a mass flow of 30 lb/min. or 50 lb/min., depending on
diverges, one branch for tail plane anti-icing and the other branch enters the mode selected.
the unpressurised air conditioning bay to connect with its associated
isolation/flow control valve, at the entry of each air conditioning pack.
FIGURE 3:COMPRESSION
ATA 21-00
CABIN AIR, with selections for RECIRC and FRESH modes; this applies
a remote pneumatic servo to the isolation/flow control valve to position
the valve opening to provide a mass flow of 30 lb/min. or 50 lb/min.,
depending on the mode selected.
The electrical circuit to the valve is through a control relay that can be
energized by a separate circuit through an overtemperature switch at the
air conditioning pack outlet, and a high temperature switch sensing
temperature within the pack. Actuation of either of these switches
operates the relay to close the valve automatically.
The valve is adjusted to full open automatically by the shutting off of the
remote servo supply by a flow pressure switch sensing low pressure.
The flow control function can also be adjusted by a temperature sensor
which, on sensing increased temperature, bleeds the internal pneumatic
servo from the valve to partly close the valve.
FIGURE 4:COMPRESSION
ATA 21-00
ATA 21-20DISTRIBUTION
INTRODUCTION
Conditioned air to the flight deck is delivered through ducting which runs Ventilation of the passenger compartment and flight deck during
along the left-hand side of the fuselage and is supplied by the No.1 air unpressurized flight is provided by a tapping from the ram air duct to the
conditioning pack. No.2 system heat exchanger. From the tapping the air is conveyed
Conditioned air to the passenger compartment is delivered through through a duct, incorporating a ram air valve, to the distribution ducting in
ducting which runs along the right-hand side of the fuselage and is the left-hand side supply, upstream of the mixing chamber and opposite
supplied primarily by the No.2 air conditioning pack with residual airflow the off take for the flight deck air, thus giving priority to the flight deck,
from the No.1 pack. before delivery to the passenger compartment.
The outlet from each pack is joined by an interconnecting duct; this A proportion of exhaust air from the passenger compartment is extracted
arrangement makes certain adequate air conditioned air is supplied to by the air conditioning packs for recirculation purposes when in a
both compartments with one system off. recirculation mode. The remainder of the exhaust air is directed to the
under floor area where it is vented overboard at a controlled rate by the
The flight deck supply is taken from upstream of the mixing chamber. Air pressurization system.
surplus to flight deck requirements is mixed with air from the No.2 pack
before distribution to the passenger compartment. Electrical and avionic equipment cooling airflow is provided by a fan-
powered extraction system.
Tappings from the distribution system are used for demisting the flight
deck windshield panels C. Electronic Flight Instrument System cooling airflow is provided by two
fans.
A fan driven system directs air to controllable roof outlets above each
pilot's seat, and two roof grilles are provided for rapid cooling or heating
of the flight deck.
A fan induced air supply system supplies air to individually controllable
outlets in the passenger service units beneath the luggage bins at each
seat location.
A low-pressure connector, installed in the ducting downstream of the air
conditioning packs enables an external low-pressure conditioned air
supply to be connected to the distribution system.
FIGURE 5:DISTRIBUTION GENERAL
ATA 21-00
DESCRIPTION
FLIGHT DECK
The No.1 air conditioning pack supplies air to the flight deck. A flight deck The air to the floor and side level outlets first passes through a flap valve
supply duct takes air from the main supply duct (upstream of the mechanically controlled by a selector lever annotated F/DECK AIR, AFT
passenger compartment filter assembly). This duct runs down the left- FLOOR, MAX. FWD, ROOF. A duct from the flap valve passes forwards
hand side of the fuselage to the flight deck filter assembly, (between to connect with a butterfly valve mechanically operated by a second
frames 27 and 28) and then to frame 18, where the duct divides to supply selector lever annotated FWD FLOOR AIR, FULL, OFF.
each side of the flight deck.
The air to the two roof flood outlet grilles, used for rapid warming and
To increase flight deck cooling whilst on the ground in high ambient cooling of the compartment, is taken from a tapping from the supply to
temperatures, an electrically actuated valve can be selected closed to the right-hand side of the flight deck. The tapping immediately diverges to
restrict the air flow from No.1 air conditioning pack to the passenger two shut-off valves, one controlling the supply to each roof outlet grille.
compartment, thereby augmenting the flow to the flight deck. The valve to the left-hand and right-hand outlet grille is mechanically
The valve, which is normally selected fully open, has six square inches of controlled by the respective left-hand and right-hand F/DECK AIR lever.
metal removed from its butterfly plate, so that closing the valve reduces Each shut-off valve consists of a flap assembly secured to a shaft that is
the airflow to the passenger compartment. The valve is installed in the mounted between two integral bushed bosses in a duct. The shaft
duct to the mixing chamber, just downstream of the take-off for the flight rotates through 45 degrees to position the flap across the duct, shutting
deck compartment supply. off the airflow, or in-line with the duct, permitting airflow through the duct.
Air is distributed to the following services :- Mechanical actuation of the butterfly and flap valves is by the selector
- Forward and aft floor level outlets, left-hand and right-hand. levers operating Teleflex cable controls. Lead-in units connect the cable
to the valves.
- A rate and direction adjustable outlet on each side console.
Each lead-in unit consists of a cable gearwheel engaging a hollow
- Two roof adjustable outlet grilles. central spindle; adjustable stop plates limit the travel of the spindle. The
- Three overhead (roof) outlets; two of which are rate and direction multi-strand helical cable forms a flexible rack which engages with the
controllable (one above and forward of each pilot's seat) and a third gearwheel. The assembly is enclosed in a casing which is integrally
uncontrollable outlet directed at the overhead electrical panel. mounted on the cable run. A remote valve driveshaft engages with the
hollow spindle.
- Continuous demisting for the left-hand and right-hand windshield panels
C.
FIGURE 6:FLIGHT DECK SUPPLY
ATA 21-00
Movement of the selector lever is transmitted by the cable to rotate the

gearwheel, within the limits of the stop plates, and operate the valve
driveshaft to open or close the associated valve.
The flow to the three overhead outlets is taken from the right-hand aft
floor outlet. The air is boosted by a 3-phase, 400 Hz electrically-operated
fan, controlled by a switch annotated FLIGHT DECK FAN, ON, OFF
before passing to the outlets. The fan includes two self-resetting, thermal
protection cut-out switches. The outlet directed at the overhead electrical
panel is to blow air from the front to rear across the panel for cooling
purposes.
The tapping for demisting of the windshield panels C is taken from each
duct upstream of the appropriate flap valve. The supply is unrestricted
and continuous.
A proportion of exhaust air leaves the flight deck through floor level vents
into the electrical equipment bay drawn by the avionics cooling system.
The remainder of the air is extracted direct by the avionics cooling
system through the forward instrument panel cooling piccolo tube.
FIGURE 7:COCKPIT SUPPLY
ATA 21-00
PASSENGER COMPARTMENT
The No.2 air conditioning pack, together with air (which is in excess of luggage bins and the roof trim in the aft of the compartment, to the
flight deck requirements) from the No.1 air conditioning pack, supply the isolation valve located in the roof. The remainder of the air leaves the
passenger compartment. The ducts from the two air conditioning packs compartment through floor level vents into the under floor side
join at the filter assembly. After the filter the duct divides, to supply the compartments.
floor vents at each side of the passenger compartment. In the fresh air mode, all the exhaust air leaves the passenger
Small diameter wall feed riser ducts branch from the main under floor compartment through the floor level vents into the under floor
duct and run up the side of the passenger compartment behind the trim compartments.
at each window position, to a distribution box above the window. Each
box is one frame pitch wide with a grilled exit and the varying diameter of Notes:
the main under floor distribution duct ensures an even flow delivery rate
along the length of the compartment. A tapping from the riser duct as it
follows the sidewall contour is used to demist each passenger
compartment window.
Air is ducted to additional outlets in the passenger compartment, located
in the following positions :-
- To an outlet in a floor panel, positioned between the seat rails on the
right-hand side between frames 40 and 41.
Restrictors are installed in the riser ducts aft of frame 32 to assist in
maintaining an even flow of air to each distribution box.
Exhaust air leaves the passenger compartment depending on the mode
of operation of the air conditioning system.
In the recirculation mode, about 40 per cent of passenger compartment
air is extracted from the rear of the compartment by the effect of the jet
pumps in the air conditioning packs and the recirculation isolation valve
in the open position. The air, after circulating the compartment, passes
through gaps between the
FIGURE 8:PASSENGER CABIN FLOW
ATA 21-00
AVIONIC EQUIPMENT COOLING

The two electrical equipment 3-phase, 400 Hz electrically operated extractor duct connected with the fan. ARINC 404A Type A equipment
cooling fans (avionics fans 1 and 2) are located one above the other on requires forced convection by drawing air through the box units and
the left side under the floor at frame 19. ARINC 404A Type B equipment is cooled by natural convection.
A rocker type, two position AVIONIC FAN CHANGEOVER SWITCH is Cooling is provided by forced convection to remove the heat dissipated
located on panel 131-12-00 for the selection of either fan 1 or 2. The by the pilot's front instrument panel. The air drawn from the panel area
selected fan draws conditioned air from the flight deck and discharges passes through a piccolo tube, across the back of the panel, connected
through the outlet duct, which is fitted with a flap valve to prevent with the extractor fan.
backflow through the non-running fan, and through a silencer duct to Forced convection is also used to remove heat dissipated by the printed
provide an airflow for:- circuit board box. Air is drawn upward through the box to a plenum
On aircraft ALL connected with the extractor fan.
- cooling of flap computer. A duct, branching from the main avionics cooling duct, draws air from the
front galley to provide a complete air change once per minute.
- cooling of ARINC 404A type A avionic equipment on the racks in the
electrical equipment bay. Two tappings from the galley duct are used to draw air over the flight
deck and passenger compartment temperature sensors. The flight deck
- cooling of instruments on the pilot's panel.
sensor transmits signals for flight deck temperature control. The
- cooling of the printed circuit board box in the electrical equipment bay. passenger compartment sensors transmit signals for temperature
indication and control.
- front galley ventilation.
The airflow induced through the avionics cooling system is exhausted on
- flight deck and passenger compartment temperature sensors.
to an optical-type smoke detector in the front cargo compartment.
- electrical/avionics bay smoke detection.
A pressure switch is located at the fan inlet and provides flight deck
indication of low airflow through the fan.
Cooling air is drawn through the flap computer case by a ducting
connected with the extractor fan.
The avionics racks at the rear of the electrical equipment bay, located
between frames 16 and 17, allows air to be drawn from any position on
the upper three shelves, through an integral plenum duct and into an
FIGURE 9:AVIONICS COOLING
ATA 21-00
ATA 21-30 PRESSURIZATION
CONTROL (ANALOGUE)
INTRODUCTION
The pressurization control system automatically controls cabin pressure The pressure, selector/controller and associated controls and discharge
during all ground and flight phases of the aircraft's operation, to make valve position indicators are located on the flight deck overhead panel. A
certain comfortable ascent and descent rates are maintained inside the single instrument mounted on the First Officer's forward panel allows
cabin, that are independent of actual aircraft ascent/descent rates. monitoring of the cabin altitude, the differential pressure and rate of
climb.
The cabin pressurization source is the engine bleed air system (in flight)
or the APU (on ground, or in flight, if required) and is supplied through Jet pumps (to provide the pneumatic power for valve operation) and air
the environmental control system. Two identical discharge valves are driers (to prevent condensation in the valves) are located adjacent to
located on the left-hand side of the aircraft, discharge valve 1 between each discharge valve.
frames 23 and 24 and discharge valve 2 between frames 34 and 35. The
discharge valves control cabin pressure (and thus cabin altitude) by DESCRIPTION
regulating the outflow of pressurized air from the cabin in response to
signals from a pressure selector/controller. NORMAL MODES AND CONTROL LEVELS
The system is designed to maintain a maximum cabin altitude of 8000 ft. The flight crew controls the cabin pressure, altitude and descent/ascent
(2438 m.) up to an altitude of 31 000 ft. (9448 m.). rate by means of the cabin pressurization selector/controller. This
electro-mechanical device transmits an electrical signal to the two
Each discharge valve gives protection against cabin over pressurization,
discharge valves that is interpreted as a valve position corresponding to
negative cabin pressure (with respect to ambient) and cabin altitude
a cabin pressure sensed by the selector/controller. During normal
exceeding a maximum of 15 000 ft. (4572 m.). A pressure operated
operation the selector/controller controls the position of both discharge
switch signals the aircraft master warning system if the cabin altitude
valves. The valve position and valve rate of movement are fed back to
exceeds a predetermined level.
the controller for position indication and stable control.
The system can be operated manually in the event of failure of automatic
The signal from the pressurization selector/controller controls the
control.
operation of the discharge valve torque motor. The control chamber
pressure that, assisted by spring pressure, opposes cabin pressure, thus
determining the piston position that regulates the outflow of pressurized
air from the cabin.
FIGURE 10:CONTROLS
ATA 21-00
Protection from cabin overpressure or under pressure is provided There are two methods for depressurizing the cabin:-
through pressure operated relief devices in the discharge valve body. Use of manual control to open one discharge valve (the other is at Shut
Selection of DITCH on the controller panel rotary switch drives a DC 1/Shut 2), or both discharge valves.
motorized valve fully open to vent the control chamber and open the
discharge valve. As the aircraft enters the water the control chamber is Selection of DITCH, the ditching motor on each valve operates to vent
flooded, forcing the discharge valve to close. the discharge valve control chamber and to open the valve.
The 15 000 ft. (4572 m.) cabin altitude limiting device overrides both of
FAILURE MODES the above selections.
The system provides for switching both valves to manual control or Shut
1/Shut 2 in the event of pressurization selector/controller failure. A
combined cabin altimeter, cabin differential pressure and cabin vertical
rate of climb indicator are provided to enable crew monitoring during
manual operation of the discharge valves.
Precautions against cabin over pressurization, negative cabin pressure
(with respect to ambient pressure), and cabin altitude exceeding a
maximum of 15 000 ft. (4572.0 m.) are built into the body of each
discharge valve. The mechanical means incorporated are designed to
prevent a cabin pressure differential greater than 6.55 +0.15 -0.1 psi
(0.45 +0.01 -0.006 bar) and to close the valve if a major pressurization
loss occurs and the cabin altitude increases to 15 000 ft. (4572 m.). A
negative relief valve in each discharge valve limits the pressure
differential to 0.3 psi. (0.02 bar).
If the cabin altitude rises above 9300 ± 300 ft. (2835 ± 91 m.) a cabin
high altitude capsule switch energizes a relay that, in turn, causes a
CABIN HI ALT annunciator on the master warning panel to come on, and
automatically puts the air conditioning system into the fresh air mode.
The red CABIN HI ALT annunciator on the master warning panel is
accompanied by a repeating triple-chime audible warning and flashing
red MWS lights on the instrument panel coming.
The capsule switch resets to cancel the fault annunciation when the
cabin altitude falls to not less than 8500 ft. (2590 m.).
FIGURE 11: CONTROL MODES
ATA 21-00
ATA 21-30 PRESSURIZATION
CONTROL (DIGITAL SYSTEM)
INTRODUCTION
The pressurization control system automatically controls cabin pressure Each outflow valve gives protection against cabin over pressurization,
during all ground and flight phases of the aircraft's operation, to make negative cabin pressure (with respect to ambient) and cabin altitude
certain comfortable ascent and descent rates are maintained inside the exceeding a maximum of between 14 100 to 15 000 ft. The pressure
cabin, that are independent of actual aircraft ascent/descent rates. controller signals the aircraft master warning system if the cabin altitude
exceeds a predetermined level.
The cabin pressurization source is the engine bleed air system (in flight)
or the APU (on ground, or in flight, if required) and is supplied through The system can be operated in manual mode at the pilot’s discretion.
the environmental control system.
The cabin pressure controller and associated controls and outflow valve
The cabin pressure controller is a two channel system. Each channel position indicators are located on the flight deck overhead panel. Both
electrically drives a single outflow valve when it is in normal control. Both the controller liquid crystal display and quad gauge allow monitoring of
outflow valves are pneumatically linked together, the position of both cabin rate of change, differential pressure, cabin altitude and landing
outflow valves being determined by the controlling channel. In the normal elevation.
case of primary channel control, the primary outflow valve torque motor is
Jet pumps (to provide the pneumatic power for valve operation) and ditch
driven by the primary channel; the secondary outflow valve is not
solenoid valves are located adjacent to each outflow valve.
electrically driven but follows the primary valve through the pneumatic
link.
The two outflow valves are located on the left-hand side of the aircraft,
the primary outflow valve between frames 23 and 24 and the secondary
outflow valve between frames 34 and 35. The outflow valves control
cabin pressure (and thus cabin altitude) by regulating the outflow of
pressurized air from the cabin in response to signals from the pressure
controller.
The system is designed to maintain a maximum cabin altitude of 8000 ft.
up to an altitude of 35 000 ft.
FIGURE 12:PRESSURIZATION CONTROL
ATA 21-00
DESCRIPTION
NORMAL MODES AND CONTROL LEVELS FAILURE MODES
The system is normally operated in automatic (AUTO) mode with the Cabin differential pressure protection is achieved by software and
outflow valve function set to NORMAL. Manual (MAN) mode is a pneumatic means. Software protection is provided by each channel.
discretionary mode that can be selected as required. Cabin differential pressure is calculated by comparing aircraft altitude
derived from air data computer (ADC) input data, and cabin pressure
When AUTO mode is selected, the controller provides programmed determined by the relevant dedicated cabin pressure transducer. If the
control of cabin pressure to give a comfortable cabin environment. This is cabin differential pressure exceeds 7.36 ± 0.1 psi. below 27 000 ft. or
achieved by providing the lowest rate of change of cabin pressure 7.458 ± 0.1 psi. above 27 000 ft. the controlling channel automatically
compatible with the rate of climb or descent of the aircraft. reduces cabin differential pressure by demanding a cabin rate of climb.
The controller calculates the required rates of change of cabin pressure This software protection overrides all other software functions and
based on a programmed schedule and pilot inputs of landing field operates in manual and automatic modes. Pneumatic protection is
altitude, together with inputs from cabin pressure and ambient pressure provided by both the primary and secondary outflow valves.
sensors, and the weight-on-wheels and thrust control lever Protection against cabin over-pressurization, negative cabin pressure
microswitches. Barometric correction for the landing field elevation is (with respect to ambient pressure), and cabin altitude exceeding a
performed automatically, by the controller. The controller signals the maximum of 15 000 ft. are built into the body of each outflow valve. The
outflow valves by modulating the analogue output valve drive currents so mechanical means incorporated are designed to prevent a cabin
that the rate of change of cabin pressure matches the calculated pressure differential greater than 7.7 ± 0.1 psi. and to close the valve if a
requirement. major pressurization loss occurs and the cabin altitude increases to 14
The signal from the cabin pressure controller controls the operation of the 100 to 15 000 ft.
outflow valve torque motor. An inward relief function in each outflow valve limits the negative
The outflow valve consists of a force balanced piston, control pressure pressure differential to 0.5 psi.
being derived from a filtered supply of air at cabin pressure flowing
through the outflow valve control chamber and then via jet pumps to
atmosphere. The torque motor valve varies the control chamber pressure
that, assisted by spring pressure, opposes cabin pressure and thus
determining the piston position that regulates the outflow of pressurized
air from the cabin.
FIGURE 13:DIGITAL SYSTEM
ATA 21-00
Protection from cabin overpressure or under pressure is provided The 15 000 ft. cabin altitude limiting device overrides both of the above
through pressure operated relief devices in the outflow valve body. selections.
Selecting DITCH on the controller panel rotary switch removes the
electrical supplies to each outflow valve torque motor (closing each
torque motor and removing suction from each outflow valve reference Notes:
chamber), fully closing both outflow valves. A 28V emergency DC signal
opens each ditch solenoid, allowing water to flood each outflow valve
reference chamber, thus equalizing pressure between the reference
chambers and ambient water pressure. This function makes certain that
during ditch both outflow valves remain closed when below the water
line.
MAN mode provides direct control of cabin rate of climb in flight. The
cabin altitude, cabin to ambient differential, cabin altitude rate of change
and landing altitude can be monitored on a combined gauge, by the flight
crew, during manual operation.
Cabin high altitude warning is generated by each channel in both AUTO
and MAN modes. When the cabin altitude exceeds 8700 ft., the controller
and quad gauge LCD displays of cabin altitude flash the actual cabin
altitude. This flashing can be cancelled by pressing and releasing the
CLEAR DISPLAY FAULT pushbutton. If the cabin altitude reaches 9700
ft. or above, depending on the landing field altitude set, the displays
again flash actual cabin altitude; this can not be cancelled (unless the
cabin descends below the warning threshold, where it automatically
clears) and a CABIN HI ALT warning on the master warning panel comes
on, accompanied by red warning lamps and intermittent horn.
There are two methods for depressurizing the cabin:-
Selection of DUMP.
Selection of MAN mode to open both outflow valves.
FIGURE 14:DESCRIPTION
ATA 21-00
ATA 21-50 COOLING
INTRODUCTION
There are two separate air conditioning packs located one on each side
of the air conditioning bay. Each pack is a cooling system comprising an
air cycle refrigeration section and a cold air unit bypass section operating
in conjunction with a temperature control system.
Each cooling system receives a hot charge-air supply through an
isolation/flow control valve which regulates the supply to a constant mass
flow of 30 lb./min. (13.6 kg./min.) in a low-flow recirculation mode, and 50
lb./min. (22.7 kg./min.) in a high-flow fresh conditioned air mode.
The cooling systems are automatic in operation and overheat, and low-
pressure devices provide protection by controlling mass flow through the
system. The required mode of operation is established remotely on the
flight deck overhead panel and a pneumatic servo positions the system
valves accordingly.
DESCRIPTION
The main volume of hot charge-air entering each air conditioning pack is
passed to its air cycle refrigeration section. The remainder of the charge-
air either passes directly, or through the cold air unit bypass section, to
the temperature control valve.
The left-hand pack is supplied with bleed air from No.1 and 2 engines
and the right-hand pack from No.3 and 4 engines. The packs are
identical in operation, and for clarity only one is described in the following
text.
FIGURE 15:COOLING GENERAL
ATA 21-00
AIR CYCLE REFRIGERATION SECTION
The air cycle refrigeration section comprises two heat exchangers, a cold The water extractor (14) is located downstream of the condenser and is
air unit, condenser and water extractor. cylindrical with a swirl-vane assembly at its head. Charge-air entering the
unit is caused to swirl rapidly by the inclined vanes and kinetic separation
The air-to-air heat exchangers (6 and 7) are bolted together and of water occurs due to the greater energy imparted to the water than the
mounted at one end of a frame located at the base of a ram air intake air.
duct, which is bifurcated to supply each pack. The lower heat exchanger
(7) is a single-pass primary first-stage providing the initial cooling of Water from the primary second-stage of the heat exchanger and the
charge-air. The upper heat exchanger (6) has a single-pass primary condenser, together with the water extracted from the charge-air in the
second-stage and a double-pass secondary stage. The cooling medium water extractor, is piped back to the ram air duct for injection through an
is supplied by ram air in flight, but with the aircraft on the ground a fan injector into the cooling airflow.
(9), driven by the cold air unit, draws cooling air through the exchanger’s
matrix; after passing through the heat exchangers the cooling air is
ducted overboard. The fan is mounted in a plenum assembly COLD AIR UNIT BYPASS SECTION
incorporating a flap valve (8) which at low ram-air pressures moves by
gravity to close a fan by-pass to allow the fan to induce the cooling flow The cold air unit bypass section comprises a temperature control valve,
through the heat exchangers. At high ram-air pressures, the flap is fresh air valve, recirculation isolation valve, mode selector valve and a jet
moved by air pressure to open the fan bypass. pump and utilizes the primary second-stage of the heat exchanger.
The cold air unit (11) (three-wheeled machine) is located at the opposite The temperature control valve (16) is controlled automatically or
end of the frame and consists of a single-stage compressor, ducted manually from the flight deck AIR CONDITIONING panel by selection of
down-stream of the primary first-stage of the heat exchanger, and a the relevant FLIGHT DECK TEMP CTRL or CABIN TEMP CTRL switch
single-stage turbine ducted downstream of the secondary heat to AUTO or MAN.
exchanger. A warm-air muff (19) is located around the turbine and With the switch selected AUTO, the valve is controlled by a temperature
supplied with hot charge-air to prevent ice formation at the turbine. controller and selector on the AIR CONDITIONING panel labelled COOL,
The condenser (15), located upstream of the cold air unit turbine, is a AUTO, and WARM.
contra flow double-pass heat exchanger that uses air conditioning pack
outlet air (regenerative air) as a cross-flow medium, to provide a final
stage heat transfer to the charge-air.
FIGURE 16:AIR CYCLE MACHINE
ATA 21-00
COLD AIR UNIT BYPASS SECTION
With the switch selected MAN, the valve is controlled by an inching Initial temperature protection is provided by a sensor (13) at the outlet of
switch labelled WARM, COOL mounted adjacent to its associated TEMP the cold air unit compressor, and high-temperature protection by a switch
CTRL switch. (12) fitted adjacent to the sensor. An overtemperature switch (24) is also
fitted at the outlet of the jet pump.
The fresh air valve (18) is located in one arm of a bifurcated duct down-
stream of the temperature control valve and consists of a cylinder and Low pressure in the system is detected by a flow pressure switch (23)
piston-type valve head. When the underside of the piston is subjected to sensing differential pressure at the inlet and outlet of the jet pump.
a remote pneumatic servo pressure the valve is closed and when vented The temperature sensor consists of a bi-metallic probe connected to the
to ambient, charge-air pressure opens the valve. internal servo system of the isolation/flow control valve. With an
The recirculation isolation valve (1) consists of a spring-loaded valve increasing temperature the sensor opens to bleed servo air from the
head connected by a spindle to a diaphragm. When the diaphragm is valve.
subjected to a remote pneumatic servo pressure the valve opens and The temperature switch and the overtemperature switch are similar, each
when vented to ambient the valve closes under spring-pressure. A housing a set of contacts that make or break an electrical circuit to the
magnet on the rim of the valve head actuates position-indicating coil of a control relay in the isolation/flow control valve circuit, according
switches, which provide the logic for the RECIRC VALVE annunciator to temperatures sensed. The switches, when made, light PACK HI TEMP
when the valve is in a different position from that selected. and CAU HI TEMP annunciators, respectively, and also energize an
The solenoid-operated mode selector valve (2) is controlled by a CABIN additional relay and blocking diode in each circuit which supplies a
AIR switch annotated RECIRC, FRESH. When set at RECIRC and with latching signal to its associated annunciator until the overheat condition
either the APU air relay or mode selector relays energized (closed) the no longer exists and the relevant PACK switch is set to OFF.
solenoid is energized and connects a tapping from the charge-air supply The flow pressure switch consists of a diaphragm-operated microswitch,
duct to provide a pneumatic servo control for the isolation/flow control the diaphragm being subjected to jet pump inlet and outlet pressures.
valve (Ref. ATA 21), recirculation isolation valve and fresh air valve. Movement of the diaphragm operates the microswitch to make or break
When the solenoid is de-energized the actuating chambers of the the circuit to the mode select relay coil, and is also used to light PACK
associated valves are vented to ambient through a port in the valve. 1/PACK 2 deck isolation/flow control valve 'out-of-position' annunciators.
The jet pump (21) forms a primary nozzle and inlet duct for charge air
from the cold air unit and, together with a mixing muff (20), for cold air
unit bypass air, cabin recirculated air and regenerated cross-flow air from
the condenser. It also forms a mixing tube and diffuser for air from the
fresh air valve. A tapping from the outlet supplies the cross-flow air to the
condenser.
FIGURE 17:AIR CYCLE MACHINE
ATA 21-00
EMERGENCY RAM AIR SYSTEM
The system provides a means of ventilating the aircraft during open or shut, trips the appropriate limit microswitch to interrupt the supply
unpressurised flight. Ram air is ducted into the distribution system to the actuator. The microswitches also complete a circuit to light the
through an electrically-operated ram air valve. RAM AIR VALVE annunciator on the overhead panel and the AIR COND
Control and 'out-of-position' indication is provided on the flight deck
overhead panel.
annunciator on the master warning panel if the valve is not correctly
The ram air ducting is tapped from the cooling ram air intake to the No.2 positioned in accordance with the selection made.
(right-hand) air conditioning pack heat exchanger and routed to the
distribution interconnecting duct, for supplying to the flight deck and
cabin.
The ram air valve, located in the ducting, is an electrically-actuated
butterfly valve. The valve is controlled by a switch annotated RAM AIR,
SHUT, OPEN.
Limit microswitches control the opening/closing of the valve by
interrupting the electrical supply to the actuator at the extremities of
travel, and also light an associated RAM AIR VALVE annunciator if the
butterfly valve is not positioned according to the selection made; the
'open' limit microswitch completes a circuit to the annunciator if the valve
is selected SHUT and the butterfly remains open, and the 'close' limit
microswitch completes the circuit if the valve is selected OPEN and the
butterfly remains in the shut position.
With the RAM AIR switch set at OPEN a circuit is completed from the
DC1 busbar to the 'open' coil of the ram air valve actuator which runs the
valve to the open position allowing ram air from the intake to enter the
distribution system.
Energizing of the DC2 busbar arms a circuit to the limit switches in the
actuator. The actuator mechanism, on reaching the extremities of travel,
FIGURE 18:RAM AIR SYSTEM
ATA 21-00
ATA 21-60 TEMPERATURE CONTROL

SYSTEM
INTRODUCTION
The temperature control system comprises two independent subsystems,
one controlling flight deck air temperature and the other controlling the
passenger compartment air temperature.
Each sub-system incorporates a temperature control valve that responds
to demands from a remote control panel and temperature sensors, to
suitably mix hot air bled from the engines, and cool air from the primary
heat exchangers. The resultant air mass is passed to the input of a jet
pump, where the air is further conditioned with air from a cold air unit and
recirculated air from the passenger compartment to achieve the desired
temperature.
Automatic and manual control facilities are incorporated in each sub-
system together with monitoring (indication) of duct and cabin
temperature.
System controls are located on the flight deck overhead panel.
Notes:
FIGURE 19:TEMPERATURE CONTROL SYSTEM
ATA 21-00
DESCRIPTION
Temperature selection and mode of control is made for each subsystem, which responds to sensors in each air conditioning pack outlet jet pump
using F/DECK TEMP CTRL and CABIN TEMP CTRL switches. Both sub- and in the passenger compartment.
systems have identical selection facilities which include a two-position The duct and cabin sensors associated with temperature control embody
mode selector switch annotated AUTO-MAN, a three-position switch thermistors which are sensitive temperature measuring devices whose
(spring-loaded centre off) annotated WARM-COOL for manual inching electrical resistance characteristics decrease rapidly with increase in
control, and a temperature (AUTO) selector potentiometer variable temperature.
between COOL and WARM.
Notes:
Automatic control is by a temperature controller which accepts inputs
from the temperature selector, compartment and duct temperature
sensors and processes them to drive the temperature control valve to the
required position. On shut-down of the air conditioning system an input to
the temperature controller is also provided from a flow pressure switch,
sensing low-pressure in the air conditioning pack.
The temperature control valve is a motorized drum-type valve and acts
effectively as a cold air unit bypass valve, blending inputs of hot air and
cooled air in the correct proportions between 'full cold' and 'full hot' within
the compartment temperature limits of 18 to 27 deg.C (64.4 to 80.6
deg.F). Extremes of ambient temperature may prevent the system
achieving the normal temperature control limits.
With the air conditioning system selected in a full, fresh-conditioned air
mode there is no recirculation of warm cabin air to mix with the
conditioned air in the jet pump. To compensate for the temperature loss
of the warm air a fresh air valve, downstream of the temperature control
valve opens, resulting in an increase in flow of air through the
temperature control valve which opens further in response to signals
from the duct sensor in the jet pump, via the temperature controller.
Indication of supply duct temperature for both sub-systems and cabin air
temperature is given on indicators, DUCT TEMP and CABIN TEMP,
FIGURE 20:COOLING
ATA 21-00
BAe146 AVRO 146RJ
ATA 30-00
Ice and Rain Protection
Description.........................................................................................27
TABLE OF CONTENT Drain mast............................................................................................28
General ..............................................................................................29
Ice and rain protection ..........................................................................3
Description.........................................................................................29
General ................................................................................................3
Ice detection ........................................................................................31
Wing anti-ice and de-ice........................................................................5
General ..............................................................................................31
General ................................................................................................5
Description.........................................................................................31
Description ...........................................................................................5
Tail anti-ice system ...............................................................................9
General ................................................................................................9
Description ...........................................................................................9
Engine intake anti-icing ......................................................................11
General ..............................................................................................11
Description .........................................................................................11
Pitot, static and airflow sensor vanes de-icing .................................12
Introduction ........................................................................................13
Description .........................................................................................13
Static plate heaters..............................................................................14
General ..............................................................................................15
Description .........................................................................................15
Windshield de-ice, demist...................................................................17
General ..........................................................................................17
Description .........................................................................................19
Windshield wipers ...............................................................................21
General ..............................................................................................21
Description .........................................................................................21
Windshield wash system ....................................................................23
General ..............................................................................................23
Description .........................................................................................23
Rain repellent system .........................................................................25
General ..............................................................................................25
Description .........................................................................................25
Water lines ...........................................................................................26
General ..............................................................................................27
ATA 30
Page 2 Ice and Rain Protection,-General
ICE AND RAIN PROTECTION
GENERAL
Ice protection is provided for the wings and horizontal stabilizer and the
engine air intakes by hot air from the H.P compressor on each engine.
The air intake bullet is provided with recirculated engine oil for anti-icing.
Ice detection provides automatic warning for the aircraft in flight at the
commencement of, and throughout, an icing encounter.
The 'A' and 'B' windshields, Pitot heads, front static vent plates. Q-feel
Pitot and water pipes are all heated electrically, for anti-icing purposes.
On aircraft 001-299,301-311
Each 'A' windshield is provided with an independently operated two
speed windshield wiper and manually operated screen wash and rain
repellent facilities.
On aircraft 313-999
Each 'A' windshield is provided with an independently operated two
speed windshield wiper and a manually operated screen wash facility.
Figure 1: Ice and rain protection system
ATA 30
WING ANTI-ICE AND DE-ICE
GENERAL
The piccolo tube used for anti-icing the leading edge runs along the
To prevent the formation of ice on the leading edges of the wings, hot length of the wing. The outer section of the tube passes through bays 1,
bleed air at regulated pressure and temperature (Ref. ATA 36) is ducted 2 and 3 and has three rows of holes, the holes in the centre row
to piccolo tubes situated in the wing leading edge. positioned midway between the centres of the holes in the two outer
The wing anti-ice valves permit hot air to be supplied to their respective rows. The inner section of tube passing through bays A and B has a
outer wings and maintain an anti-iced parting strip along the inner wings. single row of holes to maintain the parting strip, except the sections of
The wings de-ice valves permit hot air to be supplied to de-ice the inner tube at the inner and outer ends of bay A and the inner end of bay B
wings, normally during approach and landing. where there are three rows of holes giving full anti-icing at these points.
The system is inhibited when the aircraft is on the ground and automatic
shutdown of the system, or part of the system, is initiated in the air by the Notes:
overheat fault detection system (Ref. ATA 26).
Visual and aural warnings are initiated in the event of a fault condition
arising.
DESCRIPTION
For anti-icing and de-icing purposes, each wing leading edge is divided
into bays. Inner wing de-icing and anti-icing comprises bay A and bay B
and outer wing anti-icing comprises bays 1, 2 and 3. Each bay is a
separate, sealed compartment and the hot air trapped between the
leading edge anti-icing skin and the nose diaphragm is exhausted via a
double-skin section between the upper wing surface and the anti-icing
skin. The exhaust air is collected in an exhaust bay between the rear of
the nose diaphragm and the forward face of the rear diaphragm and
flows to atmosphere from bays A, B, 1 and 2 via holes situated on the
lower wing surface and from bay 3 over the horn balance at the wing tip.
FIGURE 1:AIRFOIL DEICE
ATA 30
Wing anti-ice and de-ice cont.
The piccolo tubes used to de-ice bays A and B in the inner wing are Notes:
positioned above and below and to the rear of the anti-icing tube. Each
tube has a single row of holes.
The INNER WING DE-ICE and OUTER WING ANT-ICE switches are
double-pole, double-throw rocker switches having two selectable
positions (ON and OFF) and are used to control the inner and outer wing
anti-ice select relays respectively.
The inner and outer wing anti-ice select relays are four-pole, change-over
relays and are used to apply power to the open coils of the inner and
outer anti-icing valves respectively when energized (operated) and to
apply power to the close coils of their respective anti-icing valves when
de-energized. The relays are also used to energize the inner and outer
valve annunciators when the anti-icing valves are moving from a
previously selected position.
The left and right wing override relays are two-pole, change-over relays
and are used to apply power to the close coils of left and right wing anti-
icing valves in the event of a duct fault and to shut down the system
when the aircraft lands.
The left and right wing anti-ice select relays are four-pole, change-over
relays and are used in the air low temperature and air fault indication
circuits
A microswitch, which is operated when the flap is selected to 18 degrees
or more (approach configuration) is in circuit to give warning that the
INNER WING DE-ICE switch is not selected ON in icing conditions
(OUTER WING ANT-ICE switch ON).
FIGURE 2:AIRFOIL DEICE
ATA 30
TAIL ANTI-ICE SYSTEM
GENERAL
To prevent the formation of ice on the leading edge of the horizontal The TAIL ANT-ICE switch is a double-pole, double-throw rocker switch
stabilizer, hot air is tapped from the two bleed air ducts at the rear of the having two selectable positions (ON and OFF) and is used to control the
spine. A valve is installed in each duct which enables bleed air from left and right tail ant ice relays in the ON position and to apply a signal to
either left-hand or right-hand engines to be used for tail ice protection the normal (active) coils of the tail overheat relay and both duct fail relays
and, under normal operating conditions, both valves will be open. when selected to OFF.
The system is inhibited on the ground and automatic shut-down of the The tail ant-ice relays are double-pole, change-over relays and are used
system is initiated in the air by the overheat fault detection system. to apply power to the open and close coils of the tail anti-icing valves and
to energize the TAIL VALVE annunciators.
Visual and aural warnings are initiated in the event of a fault condition
arising. The duct fail relays are four-pole, bi-stable (double-acting) relays with two
coils to give two modes (states) of operation and require alternate pulses
DESCRIPTION to the opposing coils to effect a change of state (contact change-over).
The relays are pulsed to their normal (active) condition when electrical
The air supply to the ant-ice system is controlled by an anti-icing valve
power is applied to the circuit and the TAIL ANT-ICE switch is selected
installed in each duct; downstream of the valves, the ducts merge into a
OFF. They remain in this condition until the second coil is energized by a
single insulated duct installed in the leading edge of the vertical
fault discriminant. The relays are used to control the supply failure relays
stabilizer. At the top of the vertical stabilizer, the duct bifurcates to supply
and the left and right wing override relays. They are also used to route
piccolo tubes installed in the leading edges of the horizontal stabilizer.
supplies to the close coils of the tail anti-icing valves.
The piccolo tubes have three rows of holes and are used to direct the hot
air on to the anti-icing skin of the leading edge. The tail overheat relay is a two-pole, bi-stable relay identical in operation
to the duct fail relays and is used to route a supply to the close coils of
Air is exhausted from the anti-ice area via a stub pipe attached to rib 1 on
the tail anti-icing valves in the event of an overheat fault condition.
each side of the horizontal stabilizer, with a duct interconnecting the two
stub pipes. The exhaust air is then ducted to the fin tip to a discharge
duct and exhausts overboard on both sides of the fin tip above the
horizontal stabilizer.
FIGURE 3:TAIL ANTI ICE SYSTEM
ATA 30
ENGINE INTAKE ANTI-ICING
GENERAL
To prevent the formation of ice on the engine air intakes, hot air is ducted The anti-icing valve is secured to the fitting on the forward face of the
from the engine combustion chamber to a diffuser ring in the intake bulkhead by a clamp and C-seal. A duct assembly is installed forward of
cowling. the anti-icing valve and is also secured to the valve by a clamp and C-
seal. A tapping is taken from the duct to bleed air to the high and low
Aural and visual indications of high and low air pressure are fed to the
pressure switches.
diffuser ring, with the air pressure being regulated by a valve that
incorporates an electrical solenoid to close the valve. A bobbin is installed between the duct assembly and a restrictor mounted
on the intake forward bulkhead, and a similar bobbin is installed forward
The system is electrically interconnected with the engine anti-icing
of the restrictor to connect to the diffuser ring. The diffuser ring is
system (Ref. Chapter 75) as far as selection is concerned. When the
mounted in the hollow forward area of the intake, and supported around
ENG ANT-ICE switches are set to on, both systems will operate.
its periphery by lugs welded to the ring. Pipe joints are male/female
sliding type, with each joint being fitted with a D-ring seal and a pack of
DESCRIPTION three seals to prevent leakage.
Air is exhausted from the engine air intake into the engine intake throat.
The diffuser ring, used to protect the engine intake cowling from the
formation of ice, is supplied with hot air from the engine combustion The “Auto Bleed On” start relays are double-pole, change-over relays
chamber via a pipe system comprising a venturi, feed pipes, an anti-icing and are used to isolate power supplies to the anti-icing valves during
valve and a restrictor; the anti-icing valve incorporates a pressure engine starting.
regulating valve and an electrical solenoid.
The ENG ANT-ICE switches are double-pole, double-throw rocker
The venturi, which secured to a pad at the bottom of the combustion switches having two selectable positions, ON and OFF, and are used to
chamber manifold, is used to limit flow from the combustion chamber in control the anti-icing valves.
the event of a broken pipe downstream. A vertical duct is connected to
The high and low pressure switches are diaphragm operated and are
the venturi, which is held in position by clamps at the top, with a link
used to give indications of pressure downstream of the anti-icing valve.
interconnecting the clamps and a bracket welded to the top of the next
pipe. This pipe projects through the engine firewall and is then joined to a
duct that passes through a housing in the intake flange to mate with a
fitting on the engine intake rear bulkhead.
Figure 2: Intake anti-icing system
ATA 30
PITOT, STATIC AND AIRFLOW
SENSOR VANES DE-ICING
INTRODUCTION
Electrically heated elements are built into the Pitot heads, static plates actuate the master warning system, if the current drawn drops below a
and airflow sensor vanes, to prevent ice formation on the units. predetermined figure.
Three Pitot heads are mounted on the forward fuselage; the Captain's on The electrical supply to the Q-pot Pitot head is routed through a squat
the left-hand side and the First Officer's on the right-hand side, and an relay, which inhibits its operation on the ground, and is linked to the left-
auxiliary Pitot head is fitted on the right-hand side just below the First hand landing lamp circuit. In the event of standby hydraulic generator
Officer's. operation the Q-pot heater circuit is disconnected when the landing lamp
is in use.
A Q-pot Pitot head supplying the control feel system is mounted on the
underside of the forward fuselage. The electrical supply to the static plate heaters is routed through a squat
relay which inhibits its operation on the ground.
Static plates are mounted one each side of the forward fuselage,
immediately below windshield panel B. Airflow sensor vanes are The three Pitot heads and the Q-pot Pitot head are all single probe type.
mounted one each side of the forward fuselage, below the Pitot heads. Heating elements in the probe and around the pipes within each mast,
and in the airflow sensor vanes, prevent the formation of ice externally
Controls and indications for the Pitot head and airflow sensor vane and ice blockage within the units.
heating systems are located on the flight deck overhead panel.
The left-hand (Captain's) and the auxiliary Pitot heads have dual heating
DESCRIPTION elements; the right-hand (First Officer's) Pitot head has a single heating
element.
Electrical supplies to the heating systems are manually controlled by
switches located on the flight deck overhead panel except the Q feel and The Q-pot Pitot head has a triple heating element. Both airflow sensor
static plate heaters which are controlled by squat relays. vanes have dual heating elements.
The supply to the left-hand Pitot head is transformed and stepped down
from the 115V essential AC. busbar to 28VAC.
Undercurrent monitors are connected in series with each Pitot head
heating element and each airflow sensor vane heating element, to
energize failure warnings on the flight deck overhead panel and to
Figure 3: Pitot, static Q-pot and airflow sensor de icing
ATA 30
STATIC PLATE HEATERS
GENERAL
The two static plates (S1, S2, S3), installed to the exterior of the aircraft
in the vicinity of the airflow sensors, have a single heating element that
prevents the formation of ice externally and ice blockage within the
immediate area of the pipes connected to the plates.
DESCRIPTION
The electrical supply to the static plates is controlled by a squat relay,
which connects the AC1 busbar supply to the heating elements in the
left- and right-hand static plates in flight.
The elements are connected in parallel.
Notes:
Figure 4: Static plate heaters
ATA 30
WINDSHIELD DE-ICE, DEMIST

GENERAL
Prevention of the formation of ice and mist on the flight compartment

main windshield panels A and B is accomplished by electrically heating
the panels.
The two windshield panels A are heated at reduced power whilst the
aircraft is on the ground; full power is applied automatically at take off.
Windshield panels B are heated at full power under all normal conditions.
Under electrical power abnormal conditions, the Captain's panel A is
heated at one-third power. The Captain's panel B and the First Officer's
panels A and B are not heated.
Control switches and annunciators are located on the flight deck
overhead panels. L and R SCREEN HEAT switches control circuits to
each associated left-hand panels A and B and right-hand panels A and
B.
L and R SCREEN HI TEMP and SCRN HEAT SEL OFF annunciators
give indication of the state of each associated left-hand and right-hand
panels A and B. The high temperature circuit is also connected to the
master warning system (MWS).
Notes:
Figure 5: Windshield de-ice and demist
ATA 30
DESCRIPTION
The panels are heated by passing an alternating current through a manufacturing spare can be determined by performing resistance
transparent conductive coating applied to the inner face of the outer checks.
facing ply. The coating is divided by isolation gaps into three areas
(phases), X, Y and Z, which can be operated as a delta-connected The thermal controller is a twin-channel unit: normal and overheat. Each
system (full power) or for panels A, under ground conditions, as a star- channel is similar, consisting of a resistance bridge network,
connected system (one-third power). transistorized amplifiers and a relay.
Current flow control gaps, extending between top and bottom busbars of The temperature sensors form part of the bridge network, providing the
each phase area, make certain an even intensity of heating is controller with a temperature related signal by its property of changing
maintained. resistance with a change of temperature. The overheat channel also
incorporates a fault-sensing amplifier and an internal test (BITE) circuit.
A resistor-capacitor bleed circuit is connected between each of the
supply cables and earth to prevent static voltages building up on the
panels. Notes:
The four panels employ separate but similar electrical control circuits.
Each panel is manually controlled through one pole of the double-pole
SCREEN HEAT switch, together with its associated panel A or B, left-
hand or right-hand. Each panel has two relays, one for normal control
and one for overheat control. For panels A a third change-over relay,
interconnected with a squat relay, determines the delta or star heating
configuration; also, the left-hand panel A circuit star/delta change-over
relay is interconnected with the AC1 busbar fail relay.
The electrical supply to each panel is governed by a separate thermal
controller; two sensors, embedded in the vinyl interlayer behind each
phase area, provide temperature related signals for the thermal
controller. In each area, one sensor is designated as a manufacturing
spare and may not be available in service. The remaining sensors
provide normal and overheat temperature signals. Serviceability of the
Figure 6: Windshield heating
ATA 30
WINDSHIELD WIPERS
GENERAL
Windshield panel A wiping is carried out by two independently operated switch to cut-off electrical power to the motor. A solenoid-operated brake
systems employing electrically-driven wipers. Each wiper is a mirror is installed to the motor.
image of the other to facilitate wiper pattern.
Two relays (fast speed and slow speed) in the electrical control circuit
The Captain's (left-hand) wiper parks clockwise and the First Officer's determine the current flow through the windings according to the position
(right-hand) wiper parks counter clockwise. of the control switch.
Controls are located on the flight deck overhead panel. The D.C. electrical supply to the Captain's circuit is from the essential
battery busbar; the D.C. supply for the First Officer's circuit is from the
DESCRIPTION DC 2 busbar.
The wiper assembly consists of a motor/converter unit driving an arm

Notes:
assembly to which a blade is installed. The wiper arm is pivoted at one
end to a serrated hub assembly, which engages the splined drive shaft of
the motor/converter. The blade is a stepped rubber blade installed in a
rigid frame which mounts on a spigot of the wiper arm.
The field coil of the electric motor in the motor/converter unit is wound in
two segments, and the electrical power supply is manually-controlled by
make- before-break type switch annotated SCREEN WIPERS L and
SCREEN WIPERS R.
Depending on the switch position, the windings of the segments are
either in series or parallel, drawing reduced or full power or so
determining the speed of the motor. For the OFF and subsequently park
position the windings are reversed in series to change the wiper pattern
to park which, when reached, allows an internal mechanical
Figure 7: Windshield wipers
ATA 30
WINDSHIELD WASH SYSTEM
GENERAL
The windshield wash system provides the capability of cleaning the supply to the valve is manually controlled by the L.SCREEN WASH and
external surface of windshield panels A while in flight and on the ground. R.SCREEN WASH pushbuttons. A diode prevents the positive supply to
the solenoid dropping below earth potential.
There are no restrictions on the use of windshield wash, but the facility is
normally used in conjunction with the use of the windshield wiper.
Notes:
Controls for operation of the system are located on the flight deck
overhead panel.
DESCRIPTION
The windshield wash system consists of fluid, stored in a reservoir, which

is pumped through shut-off valves to nozzles that direct the fluid at the
appropriate windshield panel.
The reservoir is vented to cabin pressure and contains up to 2 liters (3.52
UK pints, 4.23 US pints) of fluid. Fluidity is maintained in ambient
temperatures down to -30 deg.C (-22 deg.F).
The pump is a 3-phase 400 Hz motor driving a gear pump. Normal output
pressure is 35 p.s.i. (2.38 bars) and an integral relief valve operates at 60
p.s.i. (4.08 bars). The 115V AC. electrical supply to the motor is through
a control relay energized by operation of a pushbutton.
The shut-off valves are solenoid operated and consist of a spring-loaded
plunger and pad valve moving inside a solenoid. When de-energized, the
spring holds the plunger and pad valve on its seat, thus preventing flow
through the valve. When the solenoid is energized, the plunger is
withdrawn to permit passage through the valve. The 28VDC. electrical
Figure 8: Windshield wash system
ATA 30
RAIN REPELLENT SYSTEM

GENERAL
The rain repellent system is used to clear rain from the external surface Each shut-off valve consists of a solenoid-operated, spring-loaded valve;
of each Pilot's forward facing windshield during high speed flight. in the de-energized position, the valve assembly is held closed by the
Windshield wipers alone are used at low aircraft speeds. spring. When the solenoid is energized, the valve is opened against the
spring pressure to allow the passage of fluid through the valve.
A proprietary fluid, stored in pressurized reservoirs, is fed to nozzles that
direct fluid at the left and right windshield panels A. The Captain and First The 28V d.c. electrical supply to the left-hand system is taken from the
Officer each have an independent system, consisting of a pressurized DC ESS/BATT busbar, through control switch L RAIN REP to the left-
canister, control switch, shut-off valve and nozzle. hand solenoid-operated shut-off valve.
Controls for operation of the system are located on the flight deck The 28V d.c. electrical supply to the right-hand system is taken from the
overhead panel. DC 2 busbar, through control switch R RAIN REP to the right-hand
solenoid-operated shut-off valve.
DESCRIPTION Time delays limit the time the solenoids can remain energized, and
diodes are connected across the coils for spike suppression.
The rain repellent system consists of two pressurized canisters supplying
fluid through shut-off valves to nozzles at the windshield. Each
windshield system is independent, the left canister supplying the left Notes:
windshield and the right canister supplying the right windshield.
Each canisters is charged with nitrogen to between 80 to 90 p.s.i. (5.5 to
6.2 bar) and contain 500 cc of fluid. The fluid is piped from the bottom of
the canister, through a visual indicator, which is installed to the canister,
to shut-off valves located adjacent to the nozzles at the windshields. A
float in the canister becomes visible in the visual indicator to give low
level indication.
Figure 9: Rain repellent system
ATA 30
WATER LINES
GENERAL
The water supply lines are heated to prevent icing where they run On aircraft ALL
adjacent to cold surfaces (i.e. main landing gear bay).
Heater elements, enclosed in a silicon dielectric, are moulded to a cover
Waste water is routed overboard from the toilet basins and galley sinks installed over the water valves.
through drain masts; the drain masts are heated to prevent ice formation.
All heater elements have electrical cable pigtails led out to adjacent
On aircraft 313-999 terminal blocks.
Toilet waste ducts are heated to prevent residue fluid freezing inside the
external connector valve.
Notes:
DESCRIPTION
Most water pipes and hoses have a flexible heater element integral to
them. The flexible element is fed into the pipes and hoses at various pipe
connectors and retained by a waterproof sheath.
On aircraft 313-999
The fill/drain and overflow pipes from the water tank have heater
elements contained in moulded silicon jackets. These heaters have
internal thermostats to prevent overheating. The heater elements are
retained around the pipes by Nomex tape.
The toilet waste pipes have heater elements contained in moulded silicon
jackets. These heaters have internal thermostats to prevent overheating.
The heater elements are retained around the pipes by Nomex tape.
Figure 10: Water line heating
ATA 30
DRAIN MAST
GENERAL
Each waste water drain mast outlet has integral heaters with built-in
thermostats to prevent overheating of the outlet in normal ambient
temperatures. Heating is effective within the temperature range of +20 to
-70 deg. C (+68 to -94 deg. F) and speeds of up to 0.85 mach.
DESCRIPTION
Each waste water drain mast outlet has integral heating in the form of
two cartridge heater elements. These are housed in tubes secured to the
drain outlet pipe, and connected to a terminal block via two thermostats.
The first thermostat is set to open at +15.6 ± 3.9 deg. C (+60 ± 7 deg. F),
to prevent overheating in normal ambient temperatures, and closes at
+12.8 ± 2.8 deg. C (+55 ± 5 deg. F). The second thermostat is set to
open at +85 deg. C (+185 deg. F) as protection against failure of the first
thermostat.
Notes:
Figure 11: Drain mast heaters
ATA 30
ICE DETECTION
GENERAL
In flight, if the aircraft encounters icing conditions, detection is available Notes:

at the commencement of ice accretion by automatic means.
The automatic ice detection system utilizes an ice detector mounted on
the underside of the forward fuselage to activate the aircraft master
warning system if ice build-up occurs.
DESCRIPTION
The ice detection system consists of an automatic ice detector unit that
provides an electric pulse output to a signal conditioning unit, the signal
from which is used to activate the aircraft master warning system.
The ice detector is a single-phase AC motor driving a serrated rotor in
close proximity to a stationary knife-edge cutter. The serrated rotor and
knife-edge cutter are external to the fuselage skin where ice can form on
the rotor. The motor housing is connected by a spring-tensioned toggle
bar to a microswitch.
The signal conditioning unit consists of power supply, input, time-delay
and output stages, the components of which are mounted on a printed
circuit board. The input stage provides current limiting and filtering for the
input from the ice detector microswitch, and applies the input to a
programmable timer/counter in the time-delay stage.
When the input pulse rate reaches a predetermined count the time-delay
operates to apply a signal to the output stage which uses a discrete
transistor drive circuit to provide an output to the MWS.
Figure 12: Ice detection system
ATA 30
BAe146 AVRO 146RJ
ATA 26-00
Fire Protection
TABLE OF CONTENT
ATA 26-10 ...............................................................................................3
Engine fire and overheat Detection system.........................................3
Introduction ..........................................................................................3
Equipment bay smoke detection ..........................................................5
Introduction ..........................................................................................5
Wing pylon and spine overheat detection ...........................................7
Introduction ..........................................................................................7
Zoning ..............................................................................................7
Description ...........................................................................................9
Animal bay smoke detector system ...................................................11
Introduction ........................................................................................11
Descript .............................................................................................11
Air conditioning bay overheat Detection system ..............................13
Description .........................................................................................13
APU fire warning system ....................................................................15
Introduction ........................................................................................15
Description .........................................................................................15
Lavatory smoke detection system .....................................................17
Description .........................................................................................17
ATA 26-20 Engine fire extinguishing system ....................................19
introduction, Description.....................................................................19
APU fire extinguishing system ...........................................................20
Description .........................................................................................21
Portable fire extinguishers .................................................................22
Halon extinguisher .............................................................................23
Water-glycol extinguisher ...................................................................23
Toilet fire extinguisher system ...........................................................25
Description .........................................................................................25
ATA 26-00
Page 2 Fire protection
ATA 26-10
ENGINE FIRE AND OVERHEAT
DETECTION SYSTEM
INTRODUCTION
Continuous length pneumatic sensors are installed on the engines, the The four change-over switches are labeled ENGINE FIRE DETECT 1, 2,
forward right-hand doors covering the fan casing bay and on the core 3 and 4 and have two selective positions: LOOP A and LOOP B. This
engine to monitor temperature conditions and to activate visual and aural permits selection of either loop to the warning media leaving the other
warning devices should a fire or overheat condition be sensed. operational but non-effective relative to the fire warning devices. The loop
fault sensing circuits are not switched, however, and are performing their
The four detectors per engine are connected in two parallel pairs monitoring function continually. If a LOOP FAULT annunciator comes on,
(designated loop A and loop B) to printed circuit control logic boards switch selection to the alternative loop will eradicate the problem
situated in a box assembly in the electrical equipment bay.
Notes:
The control logic boards include fault detection circuits which, when
operated, light an associated LOOP FAULT annunciator on the master
warning panel, and relays which, when energized by a fault-signal from
the associated alarm switch, close to activate the following warnings :-
• Red warning lamps (glareshield panel)
• Relevant master warning panel ENG FIRE annunciator
• Audio warning system - fire bell
• Relevant fire handle lamp
• Relevant thrust control lever lamp
The fire warning is also recorded on the flight data recorder.
The duplicated detector loops A and B on each engine are connected via
their associated control logic boards and a related change-over switch to
operate the simplex (one off) warnings listed above.
FIGURE 1:ENGINE FIRE WARNING
ATA 26-00
EQUIPMENT BAY SMOKE

DETECTION
INTRODUCTION
The smoke detection system comprises a smoke detector unit and
elements of the master warning system (MWS). It operates in conjunction
with the avionics equipment forced-air cooling arrangement and the
natural air convection induced by the pressurization control system to
detect the presence of smoke arising from the avionics equipment and
control components located in the electrical equipment bay.
The system is energized from the warning light busbar. If smoke is
detected, light from the detectors LED is reflected on to a silicon sensor
which responds to send an output signal via the detectors PCB circuitry
to the MWS.
The MWS acts on this signal to activate the red (alert) flashers on the
glareshield, light the ELECT SMOKE annunciator on the master warning
panel and input a signal into the AWS, which responds to provide a triple-
chime output.
Normally, the beacon lamp circuit earth is made through the contacts
(normally closed) of the test switch which also applies an earthling short
to the test lamp. When the test switch is pushed the earth is broken and
the two lamps are connected in series across the warning light busbar
supply.
Notes:
FIGURE 2:EQUIPMENT BAY SMOKE DETECTION
ATA 26-00
WING PYLON AND SPINE
OVERHEAT DETECTION
INTRODUCTION
To prevent possible damage to the structure resulting from a significant
leakage of hot air from the bleed air ducting heat shields are installed
wherever primary structures or fuel tanks and pipelines are vulnerable to
direct impingement; overheat detectors are installed to activate visual
and aural warning devices on the flight deck, and to control, where
possible, bleed air supplies. Vent areas are provided and blow-out doors
are also installed to prevent excessive pressure build-up in those areas
accommodating bleed air ducting.
The overheat sensors are of two types: high-speed resetting detectors
(h.s.r.s.) located in the pylons, wing leading edges and spine fairings,
and continuous fire/overheat detection (c.f.d.) elements installed adjacent
to the heat shields installed along the rear spar to protect the fuel tank
walls.
ZONING
For overheat detection purposes the aircraft is divided into two zones,
one either side of the fuselage centre line, designated "left zone" and
"right zone". Each pylon is also divided into two zones by a sealed
diaphragm at the pre-cooler air exit face; upstream of the diaphragm is
designated "Zone 1" and downstream of the diaphragm, "Zone 2". With
the exception of the h.s.r.s. detector in pylon zone 1, the overheat
detectors in the various areas on the left and right sides of the aircraft are
classified "left zone" or "right zone" accordingly.
FIGURE 3:WING PYLON AND SPINE OVERHEAT DETECTION
ATA 26-00
DESCRIPTION
With engine-bleed air and airframe anti-icing systems operating within

their normal parameters, the detectors monitor the system and react to
the general ambient conditions. If an overheat situation develops, a
detector will respond rapidly to input a signal and initiate an alarm.
Excepting that one initiated by a pylon zone 1 h.s.r.s., the alarm signal is
routed to the engine-bleed air system and airframe anti-icing system
control circuits to shut down hot air supplies on the left or right zones of
the aircraft, as dictated by the left or right zone detector groups. The
signals is applied, simultaneously, to one of two duct failure relays
controlling main air supplies and also to one of two air inhibit relays in the
APU control circuit.
The contacts of the duct failure relays are used to control the main air
supply failure relays and the left and right wing anti-icing isolation valves
override relays; they also route supplies to the control windings of the tail
anti-icing isolation valve.
Following corrective action and when ambient temperatures permit, the
detectors will automatically reset to cancel the fault signal. To restore air
supplies, however, the relevant system initiation switches must be set to
OFF to reset the failure relays into their normal (active) mode and
thereby restoring the supply circuits to their "active" state.
FIGURE 4:WING PYLON SPINE OVERHEAT OPERATION
ZONE 1
ATA 26-00
ANIMAL BAY SMOKE DETECTOR

SYSTEM
INTRODUCTION
Smoke within the animal bay is detected by a photo-electric cell,
mounted in a rectangular box in the animal bay roof lining.
When smoke is detected, the master warning system is operated to light
the ANIMAL SMOKE annunciator, situated on the master warning panel.
DESCRIPT
If smoke is detected, the detector LED output is reflected on to a silicon
sensor which transmits a signal via the detector PCB circuitry to the
MWS. The smoke detect relay energizes after a 10 second delay to
cause system shutdown. Both the air inlet and outlet valves close, turning
the animal bay into a class (D) compartment (self-extinguishing due to air
starvation). The system can be reset by cycling the flight deck Animal
Bay Master switch ANIMAL BAY HEAT, off then on.
FIGURE 5:ANIMAL BAY SMOKE DETECTION
ATA 26-00
AIR CONDITIONING BAY OVERHEAT
DETECTION SYSTEM
DESCRIPTION
The overheat detectors are of the high speed resetting type which are
described in Wings, pylon and spine overheat detection
If abnormal temperatures develop within the air conditioning equipment
bay due to the escape of hot air from the engine air bleed ducting, air
conditioning packs or associated ducting, the detectors will respond to
activate the following warnings on the flight deck via the master warning
system.- AIR COND annunciator (master warning panel)
• Amber caution lamps (glareshield panel)
• REAR BAY HI TEMP
Notes:
FIGURE 6:REAR BAY OVERHEAT PROTECTION
ATA 26-00
APU FIRE WARNING SYSTEM
INTRODUCTION
The APU fire detection system employs a continuous length thermal- In the event of fire/overheat condition, the responder alarm switch closes,
pneumatic detector. The detector samples temperature conditions in the providing operating current to energize the PCB alarm relay. The alarm
APU bay and an integral responder assembly translates this into an relay activates the following visual/audible alert warnings:
electrical signal. The responder unit activates visual and audible • APU FIRE red annunciator (master warning panel)
warnings on the flight deck if a fault or abnormal temperature situation
(fire/overheat) develops. • APU FIRE red annunciator
• MWS red warning lamps (glareshield)
DESCRIPTION
• Fire bell
Control of the system is via a printed circuit board which contains an
alarm relay, a power supply, a comparator and an output stage. In addition, the alarm relay supplies an input signal to the flight data
recording system
.In the event of a loop fault, the responder integrity switch opens, the
output stage of the PCB activates the following visual/audible caution In the event of a fire/overheat condition when the aircraft is on the
warnings: ground, the alarm relay also energizes the emergency shut down relay.
This relay shuts down APU operation, sets the APU EMERG SHUT
• LOOP FAULT amber annunciator DOWN annunciator on the maintenance annunciator panel to fault
• APU amber annunciator (master warning panel) (white), and causes the ground crew call horn to sound.
• MWS amber caution lamps (glareshield)
• Single tone chime (MWS)
FIGURE 7:APU FIRE WARNING
ATA 26-00
LAVATORY SMOKE DETECTION
SYSTEM
DESCRIPTION
The smoke detector system comprises a smoke detector, test and reset
circuits and a warning horn in each toilet which monitor, detect, and
initiate an audible warning when smoke is detected.
The smoke detector, mounted on each toilet roof panel, continually
monitors the surrounding ambient air. When smoke is sensed, a warning
signal is generated by the smoke detector to activate the warning horn.
A TEST switch provides an operational test of the smoke detector system
and RESET switch acts to silence the warning horn, and maintain its
silence until the smoke clears, when the system will return to the normal
monitoring condition.
A repeater warning light /amber/, installed to the toilet door frame, flashes
if smoke is detected.
Notes:
FIGURE 8:LAVATORY SMOKE DETECTOR
ATA 26-00
ATA 26-20 ENGINE FIRE
EXTINGUISHING SYSTEM
Two electrically operated BCF fire extinguishers are fitted in the nose The pressure relief connection includes a pressure relief plug that
cowling of each engine. The content of each extinguisher, when consists of a hollow plug capped by a metal bursting disc. The pressure
discharged, is ducted via a common flow valve to a spray nozzle from relief plug is enclosed by a banjo outlet connection that is connected by
where it is sprayed into the engine bay, Zone 1. The extinguishant is only piping to a pressure relief indicator located on the rear of the nose
used in Zone 1 because it is this area that contains flammable cowling.
substances and ignition sources. Each engine fire extinguisher
The pressure relief indicator located on the rear of the nose cowling. The
installation (two bottles) is two shot, allowing a total of 8 lbs (3.86 kg) of
pressure relief indicator consists of a shallow circuit bowl with a mounting
extinguishant to be discharged.
flange around its rim. A sealing plug is located in the bowl orifice and a
Each bottle has an operating head that mounts a cartridge firing unit and press fit green nylon disc fits into the rim of the bowl.
a hollow junction; this junction embodies the main discharge union, and a
If an extinguisher is subjected to excessive temperature, internal
cap nut that embodies an electrical indicator circuit. The operating head
pressure will increase to rupture the pressure relief plus bursting disc and
also carries a pressure relief banjo connection.
relieve into the venting system, blowing out the sealing plug and nylon
The outlet unions of the bottles are connected by titanium piping to a disc to disclose the bright red bowl of the pressure relief indicator.
directional flow valve having two inlet connections and one outlet
connection. The flow valve embodies a freely pivoted flap situated
between the two inlet pipe bores such that it can close off either bore. Notes:
When extinguishant is discharged from one bottle, the flap is moved to
close of the other bore thus preventing flow in the pipeline to the second
bottle or into a discharged bottle.
From the flow valve the piping is taken through the forward fireproof
bulkhead to terminate at a nozzle mounted on the rear face of the
forward fireproof bulkhead.
An operating handle (fire handle) assembly on the flight deck overhead
panel firing of the cartridge units.
FIGURE 9:ENGINE FIRE EXTINGUISHING SYSTEM
ATA 26-00
APU FIRE EXTINGUISHING SYSTEM
DESCRIPTION
The APU fire extinguishing system consists of a single 4 1b BCF fire
extinguisher (bottle) mounted on the APU bay forward bulkhead, a
remote control switch and associated annunciator on the APU control
panel and the necessary extinguishant spray piping in the APU bay.
The fire extinguisher bottle is similar to that used in the engine fire
extinguishing system; the construction and function of the operating head
is identically.-
Bottle discharge is by operation of a two-pole, single-throw, rocker type
switch on the APU panel annotated FIRE EXT DISCH. The switch is
spring biased to 'off' in which position it is retrained by a spring loaded
baulk.
The bottle incorporates an electrical discharge indicator in the operating
head that is connected into an APU EXT USED annunciator circuit via a
printed circuit board (PCB) in the master warning system. A push switch
annotated ENG and APU EXTTNG is provided on the GRND TEST panel
to test the integrity of the bottle discharged indicator circuit.
The extinguishant discharge pipe passes from the bottle head discharge
union and through the forward bulkhead to bifurcated spray nozzle.
FIGURE 10:APU FIRE EXTINGUISHING SYSTEM
ATA 26-00
PORTABLE FIRE EXTINGUISHERS
WATER-GLYCOL EXTINGUISHER
Portable fire extinguishers are carried on the aircraft. The water-glycol extinguisher consists of a cylindrical container carrying
For location refer to emergency equipment description and operation. a discharge head embodying a valve assembly, thumb lever, nozzle, and
/25-60-00/ a carbon dioxide cartridge that is mounted in the handle.
The container is filled with 3.63lb./1.65kg/ of water-glycol mixture.
HALON EXTINGUISHER
The water-glycol extinguisher is armed by turning the handle fully to the
right. This action punctures the carbon dioxide cartridge and pressurizes
The halon extinguisher consists of a seamless cylindrical container the container. The extinguishant is discharged by operating the thumb
carrying a discharge head embodying a valve assembly, a nozzle and a lever.
pressure indicator.
The container is filled with 2.5 lb /1.13 kg/ of Halon 1211 and pressurized Notes:
to 195 PSI /13.444 bar/ with dry nitrogen.
The valve assembly employs a handgrip and a trigger mechanism to
operate the spring-loaded plunger to effect the discharge of the
extinguishant. The handgrip and trigger mechanism is held in the non-
operating position by a locking pin.
The pressure indicator reads from 0 to 400 PSI with three graduation
marks at 0, 195 and 400. The 195 mark resides centrally in a green
sector whilst the 0 and 400 marks reside in red sectors; the 0 sector is
annotated RECHARGE and the 400 sector is annotated
OVERCHARGED.
The fire extinguisher is secured to a mounting bracket by a quick release
strap.
On removal of the safety pin, squeezing the trigger forces the spring-
loaded plunger off its seating, thus allowing the extinguishant to
discharge via the nozzle. On releasing the trigger the spring-loaded
plunger moves back to its seat, cutting off the discharge and preventing
leakage of any of the remaining extinguishant.
FIGURE 11:PORTABLE FIRE EXTINGUISHER
ATA 26-00
TOILET FIRE EXTINGUISHER
SYSTEM
DESCRIPTION
An automatic heat sensing fire extinguisher is fitted in each toilet along with replacement of the fire bottle and the temperature indicator
adjacent to the waste bin container. The content of the extinguisher, strip.
when discharged, is ducted through an outlet arm to a detector/discharge
WARNING: The extinguisher outlet arm is pressurized with BCF at 125
nozzle assembly from where it is sprayed into the waste bin container.
PSI. Continued re-positioning or shaping of the arm can work harden the
The extinguisher contains 0.66 lb /0.3 kg/ of bromochlorodifluoromethane
arm material resulting in cracking or failure of the arm under pressure.
/BCF/.
The fire extinguisher head incorporates a fill valve, pressure gauge and a
Notes:
single outlet arm which terminates in a special detector/discharge spray
nozzle.
The outlet arm is of a copper construction shaped to suit the installation.
The detector/discharge nozzle contains a heat sensitive capsule, which
in its fitted mode, retains the discharge valve in a closed position.
If a temperature of 79 C°/174 F°/ is sensed, the heat sensitive capsule
within the sensing/discharge nozzle melts or become pliable /depending
on the rate of rise of temperature/.
A piston nozzle, under extinguisher pressure penetrates the capsule and
the discharge valve opens permitting extinguishant to be discharged
through the discharge nozzle into the waste bin.
The contents and serviceability of the system is checked by the aircraft
engineers by a visual inspection of the contents gauge which should in
the green (full) sector, or by checking the temperature indicator strip on
the bottle. If an excessive temperature has been sensed by the
temperature indicator strip, one or more of the white dots will turn black.
If any dot has turned black, a fire damage check must be performed,
FIGURE 12:TOILET FIRE EXTINGUISHER
ATA 26-00
BAe146 AVRO 146RJ
ATA 35-00
Communications
TABLE OF CONTENT
Oxygen system ......................................................................................3
General ................................................................................................3
Crew oxygen system .............................................................................5
Description ...........................................................................................5
Passenger oxygen system....................................................................6
Description ...........................................................................................7
Passenger Oxygen system BAe146 .....................................................9
General ................................................................................................9
Description .........................................................................................11
Cabin portable sets .............................................................................13
Portable supplement oxygen..............................................................13
Passenger ......................................................................................13
Cabin Attendants ............................................................................13
ATA 35-00
Page 2 Oxygen
OXYGEN SYSTEM
GENERAL
The aircraft oxygen system comprises of two separate systems. A passengers, whereas two mask drop out units are provided at the cabin
gaseous system is supplied for the flight crew and the supplemental attendants’ stations and toilets and toilet areas.
requirements for the cabin attendants and passengers are supplied by a The portable protective breathing equipment in the form of Superoxide
chemical oxygen generating system. Portable oxygen sets are also smoke hoods are provided for the flight crew and cabin attendants.
available for the immediate use of the cabin attendants for therapeutic Portable oxygen dispensing sets are available for first aid and for the
and smoke protection therapeutic use for cabin attendants and the passengers.
The gaseous system provides the supplemental and protective breathing
equipment supply of oxygen for the flight crew.
Notes:
High pressure gaseous oxygen is stored in a single cylinder in the
forward cargo compartment area which is piped, via control equipment,
to each flight crew station. The flight crew breathing equipment
comprising a quick donning demand mask with a mask mounted
regulator. Goggles are provided for use with the mask in the event of
smoke or fumes.
To enable in-situ replenishment of the oxygen cylinder, an onboard
charging system is provided. Access to the charging equipment is via a
panel inside the forward cargo compartment, by the door.
The controls and the indications for the gaseous oxygen supply to the
flight deck are situated in the first officer’s side console.
A continuous flow type oxygen mask is provided for the passengers and
cabin attendants. The mask will be automatically presented, following a
loss of cabin pressure from drop out units. A chemical oxygen generator
in each of the drop out units will provide the oxygen, upon actuation, for
either the two or four masks in the drop out unit. The four mask drop out
units are installed in the Passenger Service Units (PSU) above the
Figure 1: Oxygen system
ATA 35-00
Page 4 Oxygen
CREW OXYGEN SYSTEM
DESCRIPTION
Gaseous oxygen is supplied from a 1870 liter cylinder on the right hand Each mask stowage comprises:
side of the fuselage between frames 19 and 20. The cylinder is charged
to a maximum pressure of 1850 psi, at a charging panel, on which is • Quick don mask with integral demand regulator.
mounted a charging valve and a pressure indicator, located on the • Controls for 100% oxygen, or air mix, or emergency pressurised
forward frame of the front cargo compartment door, behind an access flow.
panel in the trim. Leakage at the charging valve is prevented by a non-
return valve and charging isolation valve. • Flow indication.
The high pressure system is protected from over pressure by a frangible A third mask and stowage is installed for a third crew member at the rear
disc raptures at 2300-2500 psi and discharges overboard at a vent and right-hand side of the flight deck.
discharge indicator installed in the fuselage skin forward of the front
cargo compartment door. The vent incorporates a white disc which is
ejected and releases red streamers when oxygen is discharged. Notes:
The supply from the cylinders is routed to a manually operated isolation

valve labelled MAIN VLV and pressure regulator in the first officer side
console. System pressure (contents) is shown on an indicator labelled
MAIN SUPPLY adjacent to the isolation valve. Oxygen regulated to 70
psi passes to mask stowage in each console.
Figure 2: Crew oxygen system
ATA 35-00
Page 6 Oxygen
PASSENGER OXYGEN SYSTEM
DESCRIPTION
Passenger oxygen is supplied to oxygen masks by chemical oxygen Deployment of the system is indicated by the illumination of the override
generators. The masks and chemical oxygen generators are housed in push switch lamps, engraved with the legend PAX OXY OUT. The
drop-out stowages in the PSUs, above each seat position, in the toilet electrical circuit to these annunciators is routed via the relays oxygen
compartments, and in the vestibules, above the attendant’s seats. indication relay and oxygen power relay. The PAX OXY OUT annunciator
Oxygen is produced within the generators by the decomposition of the remains illuminated until circuit breaker R FLT PNL ANN is opened and
sodium chlorate. closed.
Four mask drop-out stowages are installed in each PSU, and two mask
drop-out stowages are installed in the toilets end vestibules.
Notes :
Automatic operation of the system is initiated by an aneroid switch which
closes when a cabin altitude of 13,250+/-250 ft is reached. The closing of
this switch operates a monostable timer, which then energises a relay,
OXY PWR RLY, for two seconds. The operation of this relay completes
the circuit to the oxygen mask drop-out actuator solenoids, which operate
to cause the mask stowage covers to open and the masks to deploy to
the half hang position.
Manual operation is available by using either of the DROP OUT OVRD
switches, which are connected in parallel with the aneroid switch, or by
using the cabin attendant’s special key on each drop-out unit.
When a mask is pulled to the fully deployed position, a lanyard
connected between the mask and the chemical oxygen generator causes
a percussion cap within the generator to be fired, initiating the chemical
reaction which produces the oxygen.
Figure 3: Passenger Oxygen System
ATA 35-00
Page 8 Oxygen
PASSENGER OXYGEN SYSTEM

BAE146
GENERAL
High pressure gaseous oxygen is stored at 1850 p.s.i.g. (127.55bar) in
two cylinders each of 3200 litre (113 cu.ft.) normal temperature and
pressure dry capacity to supply oxygen to the crew and passengers
Portable oxygen sets are stowed at various locations on the aircraft
The passenger oxygen system supplies oxygen to self-sealing outlets,
into which plug oxygen drop-out mask stowages. Stowage is installed to
each passenger compartment passenger service unit, and in the
vestibules and in each toilet compartment.
Notes:
Figure 4: Passenger oxygen system BAe 146
ATA 35-00
Page 10 Oxygen
DESCRIPTION
The passenger oxygen supply is tapped from the crew system supply
piping between the system isolation valve, labelled MAIN VLV, and the
crew pressure regulator. The supply passes through an isolation valve,
labelled PAX VLV, to the barometric valve/pressure regulator. Operation
of the barometric valve allows oxygen to pass to the passenger
compartment distribution pipework.
The barometric valve operates automatically when the cabin altitude
rises to between 13 250 and 14 500 ft. but can be operated by an
override push switch, labelled DROP OUT OVRD, on each pilot's side
console. Pressurization of the system is indicated by the illumination of
the override push switch lamps, the switch lamp lens is engraved with the
legend PAX OXY OUT
The supply from the barometric valve is routed via the self-sealing outlets
to the passenger mask stowage which are installed to provide an oxygen
mask at each seat and in each toilet.
.
Figure 5: BAe146 Pax oxygen system
ATA 35-00
Page 12 Oxygen
CABIN PORTABLE SETS
The cabin portable set is an oxygen cylinder containing 120litres capacity Notes:
at 1800 psi, with control knob isolation valve, contents indicator, charging
valve, pressure regulator, mask connector, mask assembly and stowage
bag.
The mask assembly comprises a flexible tube, plug connector, flexible
face piece and reservoir bag. Mask is a continuous flow type, and dual
selector on pressure regulator provides for mask flow of 2 to 4 liters/min.
Three selections can be made by the control knob namely: OFF,
MEDIUM and HIGH as required.
The weight of the set is approximately 1.9 kg.
PORTABLE SUPPLEMENT OXYGEN

PASSENGER
Each portable oxygen set consists of a 120 liters cylinder charged to
nominally 1800 psi and 3 continuous flow outlets of 0.7 liters/min. A
thermal relief frangible disc is provided with an isolation valve, charging
valve and gauge and pressure regulator. A flow indicator is incorporated
in the mask. The isolation valve can be set to OFF or ON to supply the
required flow rate above. Oxygen only flows through the outlets when a
mask is connected and the isolation valve is set to ON. Three mask
assemblies are provided for each of the cylinder assemblies.
CABIN ATTENDANTS
The sets for the cabin attendants are identical to the sets used by the
passenger except there are only 2 outlets of 2 and 4 liters/min flow rate
and only one mask assembly. The masks will be connected to the
cylinder ready for operation.
Figure 6: Portable oxygen bottles
ATA 35-00
Page 14 Oxygen
BAe146 AVRO 146RJ
ATA 38-00
Water Waste
TABLE OF CONTENT
Water/waste system ..............................................................................3
Potable water system ............................................................................5
Description ...........................................................................................5
Water distribution .................................................................................7
Water-waste disposal ............................................................................9
Introduction ..........................................................................................9
Description .........................................................................................11
Water disposal................................................................................11
Description .........................................................................................13
Toilet disposal ................................................................................13
Air supply.............................................................................................15
Water tank pressurization ..................................................................15
Description .........................................................................................15
Toilet flushing system ........................................................................17
Description .........................................................................................17
ATA 38-00
Page 2 Water Waste
WATER/WASTE SYSTEM
The water/waste system comprises:
• A pressurised potable water system
• Water/waste disposal
• Toilet waste disposal.
A pressurized water tank supplies cold water to a water heater and
washbasin in each toilet, and to a control valve in each galley.
Water waste is conveyed overboard from the toilet basins and galley
sinks through the respective front and rear electrically heated drain
masts.
Each toilet has an external servicing point for toilet waste disposal.
Notes:
FIGURE 1: WATER SYSTEM
ATA 38-00
Page 4 Water Waste
POTABLE WATER SYSTEM
DESCRIPTION
A maximum of 20 imperial gallons of fresh water is stored in an insulated The rear drain valve is controlled by a switch on the water servicing
titanium tank strapped to the rear of frame 26 at the forward end of the panel. An indicator lamp comes on whenever the valve is open.
hydraulic equipment bay. The tank incorporates a relief valve, a stack An electrical interlock prevents the fill/drain, overflow or rear drain valves
pipe that is connected to the overflow hose. A filler cap is provided for being open if the water servicing panel door is closed. An annunciator on
emergency filling of the system. the Central Status Panel comes on when the door is open.
The water tank is lagged to prevent it from freezing. The tank is To make certain air pressure in the potable water tank is released before
pressurized by engine air and supplies water to the galley and hand filling starts, an electrical interlock prevents the fill/drain valve being
basins in the toilet. Before reaching the hand basins the pipe divides and opened unless the overflow valve is fully open.
one branch is taken through a water heater. There is no hot water supply
to the galley. Caps on the water servicing panel door seal the fill/drain, and overflow
valve adapters when the door is closed.
Waste water is routed overboard by two heated drain masts. A front one
for the forward toilet hand basin and galley and a rear one for the rear
toilet hand basin. Notes:
The fill/drain, overflow and rear drain valves are electrically operated and
heated. The electrical supply to operate all three valves is from the 28V
DC battery busbar.
The fill/drain, and overflow valves are both installed adjacent to frame 26.
The water level is indicated on the potable water tank contents indicator
/installed on the water servicing panel/ and on the sight glass on the end
of the tank.
The Fill/drain, and overflow valves are connected to adapters on the
water servicing panel. These valves are controlled by switches on this
panel. Indicator lamps on the panel come on when the associated valves
are open.
FIGURE 2:POTABLE WATER SYSTEM
ATA 38-00
Page 6 Water Waste
WATER DISTRIBUTION
Water is distributed forward and aft from the tank through titanium pipes
running under the cabin floor. These pipes, the fill/drain and overflow
valves, as well as the rear water drain valves are electrically heated.
The heating element is controlled by a circuit breaker on the forward
flight attendant‘s panel. A lamp on the panel indicates when the heating
is on. It is powered from the A.C. ground services bus bar.
The pipe running aft reaches a high point over the landing gear bay, and
then runs downwards to a drain point before rising through the cabin floor
to the rear toilet through a manually operated isolation valve.
The forward supply runs to the forward toilet and galley. Both supplies
pass through manually operated isolation valves after passing through
the cabin floor. Between frames 21 and 23 the pipe runs near avionic
equipment and is shrouded to protect the avionics from any water leaks.
Forward of frame 20 the supply pipe is completely enclosed, either in
ducting or shrouding. Any leak forward of frame 20 will become apparent
by seepage at frame 20.
Immediately forward of frame 18 the pipe divides. One branch goes to
the forward toilet, and the other crosses the aircraft through the electrical
equipment bay to the galley
Notes:
FIGURE 3: WATER FILLING AND STORAGE
ATA 38-00
Page 8 Water Waste
WATER-WASTE DISPOSAL
INTRODUCTION
Waste water is conveyed overboard from the toilet basin(s) and galley
sink(s) through heated drain masts.
Toilet waste is collected in the toilet container during flight, and emptied
through a capped drain connector into a ground servicing trolley when on
the ground.
Notes:
FIGURE 4:WASTE DISPOSAL
ATA 38-00
Page 10 Water Waste
DESCRIPTION
WATER DISPOSAL
Waste water from the washbasins is released by a manually operated
drain valve.
The water is conveyed by a pipe to an electrically heated drain mast
located on the lower right fuselage skin between frames 12and 13 the
forward, and 41 and 42 the rear.
The toilet is vented through a duct connected to the washbasin drain
pipe. Installed in this duct are a filter assembly and a muffler assembly.
Drain mast heating is supplied with 115V from AC1 via the DRAIN MAST
HTR-FLT circuit breaker. Heating is thermostatically controlled for
continuous operation.
Notes:
FIGURE 5:WATER DISPOSAL
ATA 38-00
Page 12 Water Waste
DESCRIPTION
TOILET DISPOSAL
A chemical toilet with external servicing facilities is installed in each toilet. Flushing is effected by a pressurized air supply derived from the bleed air
The toilet is a recirculating type, charged before use with an approved duct to the left air conditioning pack, and controlled by a toilet flushing
germicidal, deodorant fluid. valve in each toilet
The unit is made in stainless steel throughout with the exception of nylon The toilet waste is drained through the external toilet servicing point.
and tufnol packers, p.v.c. sleeves, rubber pads, anchor nuts in dry areas, The access panel is opened and the waste outlet cap is opened by lifting
monel rivets, seals and float ball valve. the handle and disengaging the jaw from the roller pin.
Access to the toilet interior is gained by a hinged cover retained by two The toilet trolley hose is locked on to the nipple, and the flapper is
Dzus fasteners. The toilet pan incorporates a concealed flushing ring opened by operating the flapper actuating lever, which allows the waste
which comes into use on normal toilet operation. There is a separate to drain.
internal sluicing ring that is used for servicing operations. The flushing
and sluicing rings are served by their own pipes which are installed to the The sluicing cap is removed by operating the lever to release the ball
back of the container and are complete with connectors. The air inlet to cage; the sluicing hose from the ground servicing trolley is then
the fluid reservoir also protrudes from the rear of the toilet and is supplied connected.
with a threaded connector to receive the aircraft air supply line. When draining and sluicing is complete, the toilet trolley hose is
The toilet is made with a drain outlet pipe in the base fitted with a disconnected and the cap is closed and latched, automatically closing
coupling flange. the flapper and causing the elastomeric plug inside the cap and the
flapper seals to expand and seal.
The tubular reservoir, installed in the base compartment, leaves the
container interior free of plumbing. If the ground servicing trolley has a tank containing pre-mixed fluid, the
toilet is filled with the correct quantity of fluid through the sluicing
The reservoir ball valve is protected by a detachable mesh filter, which connector. The connector is then removed and the sluicing cap installed
spans the width of the container to prevent solids from entering the and retained by pressing down the lever. Alternatively, the toilet can be
reservoir. The valve is of a float type and automatically permits fluid to re- filled directly into the pan, using the pre-mixed fluid, or water and a
enter the reservoir when the reservoir is not pressurized and the rubber germicidal sachet.
ball of the valve drops from its seating.
FIGURE 6:TOILET DISPOSAL
ATA 38-00
Page 14 Water Waste
AIR SUPPLY
WATER TANK PRESSURIZATION
DESCRIPTION
Engine bleed air from the shuttle valve passes through an NRV and past
a charging valve to a pressure regulating valve which reduces the
pressure to 28 psi. It then enters the storage tank through another NRV.
A relief valve will bleed off any excess pressure.
The air supply for water tank pressurization is taken from the shuttle
valve in the wing trough passes along the left wing fillet and down the
service duct at frames 25/26 to the system components located above
the water tank, in the hydraulic equipment bay.
The air supply components comprise:
• line non-return valve
• air charging valve
• pressure regulating valve
• tank non-return valve
• relief valve
• drain valve
FIGURE 7:AIR SUPPLY
ATA 38-00
Page 16 Water Waste
TOILET FLUSHING SYSTEM
DESCRIPTION
The toilet flushing system can be operated by pressurized air tapped
from the following :-
a. left engine bleed air duct.
b. air supplied through the ground charging valve.
c. APU air supply.
The air supply for toilet flushing is taken from the air duct to the left air
conditioning pack in the air conditioning equipment bay. The pressurized
air passes through a restrictor that limits flow to 2 lb./min. (0.9 kg./min.).
The supply passes round the left side of frame 45 through a non-return
valve, and the rear pressure bulkhead to a four-way connector below the
floor between frames 43 and 44.
Connected to the pipeline is a pressure regulating valve installed on the
rear of frame 45, and a ground charging valve installed on the services
panel on the aft edge of the air conditioning bay door aperture.
The supply to each toilet is taken from the four-way connector; unused
outlets are blanked off.
An air reservoir and toilet flushing valve are installed in each toilet. The
reservoir is a cylindrical, stainless steel container with inlet and outlet
adapters and an attachment bracket.
Spring-loaded water drain valves are installed to pipelines at frames 17,
26 and 37.
Notes:
FIGURE 8:TOILET FLUSHING SYSTEM
ATA 38-00
Page 18 Water Waste
BAe146 AVRO 146RJ
ATA 70-00
Standard Practices
TABLE OF CONTENT
ATA 70-00 Powerplant Standard practices ..........................................3
Description, Preservation De-preservation ...........................................3
Intermediate Storage Preservation (Engines On Aircraft And Idle For
Up To 60 Days) ................................................................................3
Long Term Storage Preservation (Engines On Aircraft And Idle For
More Than 60 Days) .........................................................................3
Activating Engine After Intermediate Storage ...................................3
Activating Engine After Long Term Storage ......................................5
Engine oil system .............................................................................7
Description Ferry flight with one inoperative engine .............................9
Locking high pressure rotor ..............................................................9
Locking low pressure rotor .............................................................11
Inhibit fuel and ignition systems ......................................................13
Description Inspection Procedure ......................................................15
Engine Overspeed System .............................................................15
Inspection Procedure - Engine Electronic Control Unit (ECU).........17
ATA 70-00
Page 2 Standard Practices
ATA 70-00 POWERPLANT

STANDARD PRACTICES
DESCRIPTION, PRESERVATION DE-PRESERVATION
INTERMEDIATE STORAGE PRESERVATION (ENGINES ON (8) Disconnect 28V dc power supply from ignition exciters to prevent
accidental start of engine.
AIRCRAFT AND IDLE FOR UP TO 60 DAYS)
(1) Install engine inlet and exhaust covers. If covers are not available, (9) Set power lever at maximum and motor engine to at least 12 per cent
seal intake and exhaust openings with barrier material and secure with N H speed to flush fuel system with lubricating oil. Continue motoring
tape. until approximately 1 U.S. gallon (3.8 liters) of lubricating oil has passed
through system. Move power lever to cutoff.
(2) Cover all openings in engine cowling with suitable covers or barrier (10) Disconnect flushing hoses from inlet and outlet ports and reconnect
material and tape. fuel lines.
(3) Record date of preservation on engine historical record. (11) Remove safety clips and tags and close the following circuit
breakers
LONG TERM STORAGE PRESERVATION (ENGINES ON (12) Reconnect 28V dc power supply to ignition exciters.
(13) If engine is being prepared for storage beyond 180 days, spray all
AIRCRAFT AND IDLE FOR MORE THAN 60 DAYS)
accessible surfaces with a light coat of preservative oil.
(1) Open the engine pod right-hand front cowling door 412AR, 422AR, (14) Install engine inlet and exhaust covers. If covers are not available,
432 AR, 442 AR, as applicable. seal inlet and exhaust openings with barrier material and secure with
(2) Open, safety clip, and tag the following circuit breakers tape.
(3) Check oil level. If necessary, service. (Refer to AMM 12-10-79, page (15) Visually check entire engine. Plug all holes, cap all ports, and make
block 1). sure all external parts are complete and secure.
(4) Disconnect main fuel hose at the fuel control hydro mechanical (16) Record date of preservation on engine historical record.
assembly (HMA) outlet port and attach drain line.
(5) Place end of drain hose in a suitable 2 U.S. gallon (7.6 liter) ACTIVATING ENGINE AFTER INTERMEDIATE STORAGE
container.
(1) Remove covers or barrier material from inlet and exhaust housings
(6) Disconnect line at fuel inlet port on engine fuel boost pump.
and cowling.
(7) Attach hose from container of lubricating oil MIL-L-6081, Grade 1010,
to inlet port on fuel boost pump. (2) Remove any tape residue with dry cleaning solvent.
FIGURE 1: ENGINE PRESERVATION
ATA 70-00
ACTIVATING ENGINE AFTER LONG TERM STORAGE
(1) Remove covers or barrier material from inlet, exhaust, or engine If no pressure is evident, shut down engine and troubleshoot oil-
cowling. indicating system. Check for leaks at ground idle.
(2) Open front cowling doors.
(3) Check exposed openings for foreign material and service oil tank. (9) Shut down engine. (Refer to AMM 71-00-00, page block 501).
(Refer to AMM 12-10-79, page block 1).
(10) Check chip detector. (Refer to AMM 79-20-05, page block 601).
NOTE: At initial engine installation and whenever the engine has been
(11) Check impending bypass buttons on all oil and fuel filters for
tipped "nose-down" in excess of 30 degrees, the accessory gearbox
indication of contamination.
module shall be pre-oiled. (Refer to AMM 72-04-00, page block 401).
(12) If buttons were not actuated (extended), and chip detector was not
(4) Disconnect fuel line at discharge port of fuel control HMA and route a
contaminated, engine is ready for operation.
temporary hose to a container having a capacity of at least 2.0 U.S.
gallons (7.6 liters). (13) If slight contamination is found, drain oil and refill system with new
lubricating oil (MIL-L-23699 or MIL-L-7808). (Refer to AMM 79-00-00,
(5) Open, safety clip, and tag the following circuit breakers,
page block 301 and AMM 12-10-79, page block 1).
(6) To prime and de-preserve fuel system, operate airframe boost pump
(14) Repeat preceding Steps ( para 1.E.(8)) thru ( para 1.E.(12)). If there
and motor engine to maximum cranking speed. (Refer to AMM 71-00-00,
is still evidence of foreign material, a thorough investigation is necessary.
page block 501). Move power lever to maximum position until solid
If there is no further accumulation, engine is ready for operation.
stream of fuel can be seen. Approximately 1 to 2 quarts (0.946 to 1.893
liters) should flow into container. Move power lever to cutoff.
NOTE: The engine lubrication system is also primed when the oil
pressure gage shows a steady positive indication at cranking speed.
(7) After fuel system is primed, reconnect fuel hoses. Remove safety
clips and tags, and close the following circuits
(8) Start engine and accelerate to ground idle. (Refer to AMM 71-00-00,
page block 501). Check for oil pressure, which should be at least 25 psi
(172.4 kN/m 2).
FIGURE 2: FUEL CONNECTION
ATA 70-00
ENGINE OIL SYSTEM
(1) Start and run engine at ground idle, making certain minimum oil
pressure is 25 p.s.i.g. and engine oil system is free from leaks
(2) Shut down engine (Ref. AMM 71-00-00, page block 501).
(3) Remove engine oil filter and check for contamination (Ref. AMM 79-
20-01, page block 401).
(4) If there is no contamination on filter or on chip detector, install oil filter
(Ref. AMM 79-20-01, page block 401).
(5) If contamination is slight, drain oil system and refill with new
lubricating oil (Ref. AMM 79-00-00, page block 301). Repeat operations
(1) to (3). Install oil filter (Ref. AMM 79-20-01, page block 401).
(6) If there is still evidence of foreign material, a thorough investigation is
necessary (Ref. AMM 79-00-00, page block 301).
F. Test
(1) Start, operate and stop engine, making certain of correct operation
(Ref. AMM 71-00-00, page block 501).
(2) Perform fuel gravity feed check (Ref. AMM 28-22-00, page block
501).
(3) Remove jet pipe fairing (Ref. AMM 71-10-23, page block 201).
(4) Open engine rear cowling doors.
(5) Visually make certain power plant installation is free from leaks and
obvious faults.
G. Close up
(1) Install jet pipe fairing (Ref. AMM 71-10-23, page block 201).
(2) Close and secure engine rear cowling doors.
(3) Close and secure engine front cowling doors.
FIGURE 3: DE-PRESERVATION
ATA 70-00
DESCRIPTION FERRY FLIGHT WITH ONE

INOPERATIVE ENGINE
(1) Ferry flight with one inoperative engine in windmill condition is (2) Remove bolts (11) and washers (10) and remove cover and O-ring
permissible if failure condition of engine is such that damage will not seal (8) from accessory gearbox casing. Discard O-ring seal.
occur by allowing it to windmill.
(3) Install new O-ring seal (8) on HP rotor locking tool (9).
(2) With rotors wind milling, or locked, inhibit fuel and ignition systems
(4) Locate locking tool in square drive of idler gear and secure using
(Ref. para 3.E.).
longer bolts MS9556-08 and washers (10). Torque tighten bolts (Ref.
(3) The following failure conditions dictate that high and low pressure AMM 70-00-00, page block 1).
rotors are to be locked prior to ferry flight:
(a) Mechanical rub or any unusual sound when rotors are turned.
(b) Evidence of imbalance such as excessive vibration.
(c) Any unidentified internal mechanical failure.
(d) Oil leakage, or high or low oil pressure.
(e) Any fault that required low-pressure fuel valve to be closed.
(f) Ferry flight into known icing conditions.
(4) Remove pylon panel 451CT, 461CT, 471CT or 481CT, as applicable,
to gain access to relevant start contactor.
(5) Remove, insulate and stow wire, as applicable, to inhibit motor
function of inoperative engine:
LOCKING HIGH PRESSURE ROTOR

CAUTION: BOTH ROTORS MUST BE LOCKED PRIOR TO FERRY
FLIGHT.
(1) On relevant engine, open front cowling doors and gain access to rear
face of accessory gearbox.
FIGURE 4: ENGINE LOCKING HP
ATA 70-00
LOCKING LOW PRESSURE ROTOR

(1) Option 1 (Using fourth LP turbine rotor locking tool (LTCT7494)) (f) Install spinner cap (14) using three bolts (22) and new tab washers
(23) (supplied with tool). Torque tighten bolts (22) to between 70 to 90
(a) Remove jet pipe fairing (Ref. AMM 71-10-23, page block 201). lbf.in. (0.790 to 1.016 mdaN); lock tab washers (23).
(b) Remove tail cone assembly (Ref. AMM 78-10-00, page block 201). (g) Insert locating pin (17) through block (18) and into lower air passage
(c) On engines with trim balance disc installed :- in fan shroud. Minimum insertion depth is 0.375 in. (9.52 mm.) as
measured at rear of pin.
1 Remove plug nut (7) and locking cup (6).
CAUTION: DO NOT FLY WITHOUT THE QUICK-RELEASE PIN (24)
2 Mark disc in relation to turbine shaft prior to removal. FULLY ENGAGED.
3 Remove disc (5) and install locking cup (6) and nut (7). Torque tighten (h) Install screw assembly (20) and nut (19); hand-tighten screw
nut to between 200 to 225 lbf.in. (2.259 to 2.542 mdaN). assembly (20) and secure using nut (19). Fully engage quick-release pin
(d) Install locking tool (1) on rear of LP turbine shaft and secure using (24).
four of existing bolts (2) and nuts (3). Torque tighten nuts to between 70 (i) Torque tighten four bolts (16) to 90 lbf.in. (1.016 mdaN).
to 95 lbf.in. (0.790 to 1.073 mdaN).
(2) Option 2 (Using fan locking tool (LTCT12986-01))
(a) Loosen four bolts (16), making certain housing (18) can slide freely.
(b) Remove locating pin (17), screw assembly (20), and nut (19) from
housing (18).
(c) Match mark spinner cap (14) and bolts (12) to spinner for record of
original installation.
(d) Remove six bolts (12), tab washers (13), and spinner cap (14). O-ring
seal (15) is to remain in fan shaft. Discard tab washers (13).
CAUTION: DO NOT USE JACK SCREW HOLES TO RETAIN RADIAL
ARM (21).
(e) Install radial arm (21) to face of spinner hub and secure using six
bolts (12) and new tab washers (13). Torque tighten bolts (12) to 120
lbf.in. (1.355 mdaN); lock tab washers (13).
FIGURE 5: ENGINE LOCKING LP
ATA 70-00
INHIBIT FUEL AND IGNITION SYSTEMS
WARNING: DO NOT TOUCH IGNITION EXCITERS UNTIL FIVE
MINUTES AFTER THE ENGINE HAS STOPPED. THIS ALLOWS
RESIDUAL HIGH ENERGY ELECTRICAL CHARGES TO DISSIPATE.
(1) Disconnect electrical connector P5 (3) from ignition exciter 'B' (4).
Disconnect electrical connector P4 (2) from ignition exciter 'A' (1) (Ref.
AMM 74-10-01, page block 201).
(2) Install insulated blanks to both electrical connectors and both ignition
exciters.
(3) Secure both electrical connectors to adjacent harness clips using ty-
wraps.
(4) Open, safety and tag the following circuit breakers, as applicable :-
(5) On panel 211-50-25, pull relevant FIRE HANDLE fully out. Do not
twist handle to EXT 1 or EXT 2 position.
(6) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).
(7) On master warning panel, make certain relevant white ENG FIRE
HANDLE caption is on.
(8) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).
Close up
(1) Close and secure front cowling doors.
(2) Install jet pipe fairing (Ref. AMM 71-10-23, page block 201), if
applicable.
(3) Install pylon panel 451CT, 461CT, 471CT, 481CT, as applicable.
(4) Retain all removed items with aircraft for ferry flight.
(5) Make certain work area is clean, and clear of tools and miscellaneous
equipment.
FIGURE 6: INHIBIT FUEL AND IGNITION
ATA 70-00
DESCRIPTION INSPECTION PROCEDURE

ENGINE OVERSPEED SYSTEM
NOTE: No electrical connector plugs are to be disconnected during this NOTE: The test equipment probes should not be connected directly to
check. This is to maintain the integrity of the HIRF and lighting protection any part of the actual bonding joint or connecting hardware.
systems.
(1) Visually inspect the following:
(a) Engine overspeed controller where it is in direct contact to the engine
structure for signs of corrosion between mating surfaces.
(b) Overspeed harnesses for frayed, broken, or corroded wire shielding.
(c) Overspeed harness electrical connections for security or signs of
physical damage.
(d) Engine accessories connected to the overspeed harness for secure
attachment to the engine structure.
(2) Resistance Measurement
(a) Using a low-voltage bonding ohmeter, measure resistance between
overspeed harness wire shielding and aircraft structure. Place one probe
on the harness wire shield at a point at least 18" from the connector end
and the other probe on the engine structure in the vicinity of the
overspeed controller. Note the reading. If the reading is greater than 50
milliohms, further investigation will be required. (Refer to applicable
Engine Manual Inspection/Check sections)
(b) Using a low-voltage bonding ohmeter, measure resistance between
overspeed controller and aircraft structure.
Place one probe on the overspeed controller and the other probe on the
engine structure in the vicinity of the controller-mounting bracket. Note
the reading. If the reading is greater than 50 milliohms, the bond joint
should be disassembled and the contact surfaces should be cleaned with
a fine abrassive (i.e., aluminum wool) and re-assembled using new
hardware.
FIGURE 7: TEST PROBE LOCATIONS
ATA 70-00
INSPECTION PROCEDURE - ENGINE ELECTRONIC CONTROL
UNIT (ECU)
(1) Visually inspect the following:
(a) Bonding straps for signs of corrosion or broken wires.
(b) ECU harness for frayed, broken, or corroded wire shielding.
(c) ECU harness electrical connections for security or signs of physical
damage.
(d) Engine accessories connected to the overspeed harness for secure
attachment to the engine structure.
(2) Resistance Measurement
(a) Using a low-voltage bonding ohmeter, measure resistance between
ECU harness wire shielding and aircraft structure. Place one probe on
the harness wire shielding at a point at least 18" from the connector end
and the other probe on the engine structure in the vicinity of the
Electronic Control Unit. Note the reading. If the reading is greater than 50
milliohms, further investigation will be required. (Refer to applicable
Engine Manual Inspection/Check sections)
(b) Using a low-voltage bonding ohmeter, measure resistance between
ECU and aircraft structure. Place one probe on the ECU and the other
probe on the engine structure in the vicinity of the Electronic Control Unit.
Note the reading. If the reading is greater than 50 milliohms, the bond
joint should be disassembled and the contact surfaces should be cleaned
with a fine abrassive (i.e., aluminum wool) and re-assembled using new
hardware.
FIGURE 8: ECU NINSPECTION
ATA 70-00
BAe146 AVRO 146RJ
ATA 71-00
Power Plant
TABLE OF CONTENT
ATA 71-00 Power plant ..........................................................................3
Introduction/ Description (BAe146........................................................3
Introduction/ Description (RJ) ...............................................................5
ATA 71-10 Cowlings ..............................................................................7
Introduction ..........................................................................................7
ATA 71-20 Mounts .................................................................................9
ATA 71-00
Page 2 Power Plant General
ATA 71-00 POWER PLANT
BAe146 aircraft are powered by four AVCO Lycoming LF502 turbofan Firewalls divide each engine pod into two fire zones, the fan casing zone
engines installed in pods under the wings. The engines are numbered 1, (Zone 1) and the core engine zone (Zone 2), both of which are ventilated
2, 3 and 4 from the left. by fan air. A fire detector system is installed to both Zone 1 and Zone 2 to
give a common warning. A two shot extinguisher system discharges into
The engines and pods are interchangeable except for equipment
Zone 1 only.
dressing differences for aircraft system and front mounting requirements.
Hot air is bled from each engine combustor manifold for aircraft air
INTRODUCTION/ DESCRIPTION (BAE146 conditioning, pressurization, anti-icing and other airframe services. Hot
air is bled from each engine compressor for engine anti-icing.
The engine is constructed in four modules :
Each engine pod comprises a top shoulder cowling, fixed gas generator
- Fan module.
cowling, nose cowl and air intake assembly, bulkhead assembly, drains
- Gas producer module (compressor). tank platform assembly, four cowling doors and a jet pipe fairing. Access
panels in the front cowling doors allow access for routine servicing. The
- Combustor turbine module.
four cowling doors hinge open allowing access for maintenance and
- Accessory gearbox module. engine change.
On wing maintenance includes: Each engine is attached to its pylon attached mounting fittings at three
- Removal/installation of the combustor turbine module and the points, two front and one rear. The top shoulder cowling and four cowling
accessory gearbox module. doors are non-structurally supported to the pylon when the doors are
open and structurally attached to the engine when the doors are closed.
- Hot section inspection and any consequent remedial action such as
diffuser and/or HP turbines renewal.
- Replacing fan blades, fan rotor and stators.
Electrical power is generated by a constant speed integrated drive
generator installed to No.1 and No.4 engines. Hydraulic power is
generated by an engine driven hydraulic pump installed to No.2 and No.3
engines.
An electric starter motor, which is energized from an external power
supply or the APU, is installed to each engine.
FIGURE 1: ALF 502 POWER PLANT
ATA 71-00
RJ series aircraft are powered by four AVCO Lycoming LF507-1F Firewalls divide each engine pod into two fire zones, the fan casing zone
turbofan engines installed in pods under the wings. The engines are (Zone 1) and the core engine zone (Zone 2), both of which are ventilated
numbered 1, 2, 3 and 4 from the left. by fan air. A fire detector system is installed to both Zone 1 and Zone 2 to
give a common warning. A two shot extinguisher system discharges into
The engines and pods are interchangeable except for equipment
Zone 1 only.
dressing differences for aircraft system and front mounting requirements.
Hot air is bled from each engine combustor manifold for aircraft air
INTRODUCTION/ DESCRIPTION (RJ) conditioning, pressurization, anti-icing and other airframe services. Hot
air is bled from each engine compressor for engine anti-icing.
The engine is constructed in four modules :
Each engine pod comprises a top shoulder cowling, fixed gas generator
- Fan module.
cowling, nose cowl and air intake assembly, bulkhead assembly, drains
- Gas producer module (compressor). tank platform assembly, four cowling doors and a jet pipe fairing. Access
- Combustor turbine module. panels in the front cowling doors allow access for routine servicing. The
four cowling doors hinge open allowing access for maintenance and
- Accessory gearbox module. engine change.
On wing maintenance includes: Each engine is attached to its pylon attached mounting fittings at three
- Removal/installation of the combustor turbine module and the points, two front and one rear. The top shoulder cowling and four cowling
accessory gearbox module. doors are non-structurally supported to the pylon when the doors are
open and structurally attached to the engine when the doors are closed.
- Hot section inspection and any consequent remedial action such as
diffuser and/or HP turbines renewal.
- Replacing fan blades, fan rotor and stators.
Electrical power is generated by a constant speed integrated drive
generator installed to No.1 and No.4 engines. Hydraulic power is
generated by an engine driven hydraulic pump installed to No.2 and No.3
engines.
An electric starter motor, which is energized from an external power
supply or the APU, is installed to each engine.
FIGURE 2: ALF 507-1F POWER PLANT
ATA 71-00
ATA 71-10 COWLINGS
INTRODUCTION
The engine pod structure consists of :
• the nose cowl assembly.
• the gas generator fixed cowling assembly.
• the top shoulder cowling.
• two front cowling doors.
• two rear cowling doors.
• the jet pipe fairing.
• the fireproof bulkhead.
The front cowling doors give access to all the accessories located around
the fan casing and on the accessory gearbox except the starter motor.
Access to the starter motor, all accessories around the gas generator
and boroscope ports is given by the rear cowling doors, which are
opened only after the jet pipe fairing is removed.
Doors and panels in the front cowling doors allow access for engine hoist
attachments, ground fire extinguisher entry and oil level checks and
replenishments.
Titanium is used where a panel forms part of a firewall.
A Repair Instruction Leaflet (RIL), is available which provides a step-by-
step approach to the installation and adjustment of the power plant
cowlings. The procedure ensures the correct alignment and concentricity
of the cowlings.
FIGURE 3: POD AND COWLINGS
ATA 71-00
ATA 71-20 MOUNTS
Each engine is suspended on three attachment points. The two front
points are located at the lower end of a pylon mounted yoke and engage
with the mounting bracket assemblies on the left-hand and right-hand
side of the fan casing. The assemblies differ inboard and outboard. The
inboard bracket assembly takes side, vertical and thrust loads. The
outboard bracket assembly takes vertical and thrust loads.
The rear attachment point is an engine mounted lower link assembly
bolted to a pylon mounted upper link assembly. This attachment point
carries vertical loads only and allows for engine axial expansion.
FIGURE 4:FRONT AND REAR MOUNTS
ATA 71-00
BAe146 AVRO 146RJ
ATA 28-00
Fuel System
TABLE OF CONTENT
ATA 28-00/10 Storage............................................................................3
Introduction, description .......................................................................3
Components ........................................................................................3
Main Wing Compartment (Rib 2 to Rib 13) .......................................3
Feed Tanks (Rib 13 to Rib 18)..........................................................5
Surge Tanks (Ribs 18 to 20) .............................................................5
Centre Tank (Rib 2 Left and Rib 2 Right) ..........................................5
Manhole Covers ...............................................................................5
Fuel tank vent ...................................................................................7
Operation .............................................................................................7
28-13 Fuel transfer system ...................................................................9
Introduction ..........................................................................................9
Description ...........................................................................................9
ATA 28-21 Refuel and Defuel system .................................................11
Introduction ........................................................................................11
Description .........................................................................................11
ATA 28-22 Engine fuel feed ................................................................13
Description .........................................................................................13
ATA 28-23 APU fuel feed system........................................................17
Introduction ........................................................................................17
Description .........................................................................................17
Operation ...........................................................................................17
ATA 28-40Fuel system indication.......................................................19
Fuel Contents Indicating – Capacitance .............................................19
Introduction ....................................................................................19
Operation .......................................................................................19
ATA 28-00/10
Page 2 Fuel System General
ATA 28-00/10 STORAGE
Fuel is contained in three integral tanks, one in each wing and one in the froth, and four clack valves (flap valves) at the bottom to allow flow into
fuselage centre section. Sealing each wing between the front and rear the feed tanks.
spares from rib 2 to rib 18 forms the wing tanks. Each wing tank has a Clack valves are installed in ribs 13, 14 and 16 to allow fuel flow towards
nominal fuel capacity of 1015 Imperial gallons (3683 kg, 4615 liters). to electric fuel pumps installed between ribs 14 and 15, and 15 and 16.
Sealing the wing box structure between the front and rear spar from rib 2
left to rib 2 right forms the centre tank. The centre tank has a nominal fuel
capacity of 550 Imperial gallons (1996 kg, 2500 liters).
If installed on the aircraft as customer option, each auxiliary tank/ Pannier
tank/ will contain 468 kg, 586 liters of fuel. There is no cockpit indication
concerning auxiliary tank quantity. Auxiliary tank quantity will be included
in wing tank quantity, which is indicated at the bottom of the PED.
The nominal storage capacity of the combined tanks is 2838 Imperial
gallons (10298 kg 12902 liters).
Each wing tank is divided into two compartments. The main wing
compartment between ribs 2 and 13, and the feed tanks between ribs 13
and 18. A surge tank is located between ribs 18 and 20.
COMPONENTS
MAIN WING COMPARTMENT (RIB 2 TO RIB 13)
An overwing refuelling point is situated between ribs 4 and 5. The wing
bottom skin incorporates manhole covers for access to the tanks. Surge
baulks are fitted at ribs 6 and 10.
Rib 13 is sealed to separate the main compartment and feed tank areas,
except for gaps left in the top to allow for movement of pockets of air or
FIGURE 1: FUEL SYSTEM GENERAL
MAIN TANK A
CENTER TANKB
SURGE TANKC
A B A
C C
ATA 28-00/10
FEED TANKS (RIB 13 TO RIB 18)
Sub-divided into inner (ribs 13 to 15) and outer (ribs 15 to 18) feed
compartments, the feed tanks receive fuel for delivery to the engines,
and are separated by a high level weir at rib 15.
Four clack valves at the bottom of rib 14 allow flow to the inner electric
fuel pump fitted between ribs 14 and 15
Two clack valves at the bottom of rib 16 allow flow from outboard of rib
16 to the outer electric fuel pump fitted between ribs 15 and 16.
SURGE TANKS (RIBS 18 TO 20)

Sealed at rib 18 from the feed tank compartments and used for venting
and overflow conditions.
CENTRE TANK (RIB 2 LEFT AND RIB 2 RIGHT)

An overwing refuelling point similar to the wing points is situated to the
right of rib 0. The tank is completely sealed from the wing tanks at rib 2,
and fuel transfer to both wings is by jet pump energized transfer systems.
MANHOLE COVERS
There are twelve manhole covers in each wing and two on the centre
tank front spar.
The seven inboard wing covers provide access to the main wing
compartment, and two of them in each wing incorporate magnetic fuel
level indicators.
The five outboard wing covers provide access to the feed tanks, and two
of them in each wing incorporate electric fuel pumps.
Access to the surge tank is by removal of the NACA duct.
FIGURE 2: MANHOLE COVERS
ATA 28-00/10
FUEL TANK VENT OPERATION

All fuel tanks are vented through surge tanks located at the outboard end The integral surge tanks are formed by sealing each wing between ribs
of each wing. Stringers attached to the underside of the wing top skin 18 and 20.
provide venting and overflow facilities for the wing tanks. Venting of The NACA duct installed in the bottom skin of the surge tanks between
compartments outboard of rib 13 is through vent holes in the top of rib 13 ribs 18 and 20 is designed to remain ice free and provide a small positive
and a small bore pipe to inboard of the inner feed tank. Each surge tank pressure at normal flying speeds. A stack pipe, attached to the duct and
incorporates a NACA duct with an attached stack pipe to allow venting to terminating just below the top skin, vents the surge tank to atmosphere.
atmosphere.
Excess fuel in the wing tanks whether from overfilling, surge or thermal
The centre tank is vented by a separate pipe to the left wing surge tank. expansion, enters the vent box in the wing tank and flows through the
Wing vent stringers 3, 4, and 5 are used to vent the wing tanks from a stringers to the surge tank.
vent box mounted outboard of rib 2 to the surge tank in the wing tip. The Similarly excess fuel in the centre tank overflows into the upturned ends
stringers terminate at rib 18 where pipes, inserted and sealed to the of the branch pipe, through the pipe, to the left surge tank. Feed tanks
stringer ends, complete the vent line to just above the surge tank bottom between ribs 13 and 18 are vented into the main wing tank through the
skin. A small bore pipe with the end turned up to just below the top skin vent holes in rib 13, and through the small bore pipe when the aircraft is
inboard of rib 18, and terminating at rib 13, vents the wing tank feed in the wing up position.
compartment to the main compartment in conjunction with vent holes at
the top of rib 13. The pannier tanks vent into their respective wing tank. The system is
arranged so that venting only occurs when the level of fuel in the wing
The pannier tanks are vented to their respective wing tanks outboard of tank falls below the end of the vent pipe in the wing tank.
wing rib 2 by vent pipes with their ends turned up to just below the
pannier tank top skin. As fuel in the wing tanks is used, the surge tank is emptied by the slight
suction induced by the negative pressure in the fuel tanks, causing the
The centre tank vent pipe originates from a branch pipe on each side of fuel in the surge tank to flow into the wing tank through the vent system.
rib 0, with the ends turned upwards to just below the top skin. It passes
through the left wing, and terminates in the left surge tank, with the end If the level of fuel in the surge tank rises above the level of the stack pipe,
turned down to just above the bottom skin. excess fuel flows to atmosphere through the NACA duct.
FIGURE 3: FUEL TANK VENT
ATA 28-00/10
28-13 FUEL TRANSFER SYSTEM
INTRODUCTION
Fuel is transferred from the centre tank to the main wing tanks and from “Non return” valves are installed in the jet pump feed pipes, and thermal
the main wing tanks to the feed tanks by a system of jet pumps. relief valves provide protection against over pressurization.
The system comprises sixteen jet pumps installed at the following The following description is of one wing only, the other wing being a
locations: mirror image.
• Two pumps in the centre tank transfer fuel from the centre tank to the
main wing compartment.
DESCRIPTION
The inner electric fuel pump energizes four jet pumps, which transfer fuel
• Three pumps in each wing inner feed tank transfer fuel from the wing from inboard of ribs 3, 7 and 13 and outboard of rib 13 to the inner feed
tank main compartments to the inner feed tank. tank.
• One in each inner feed tank transfers fuel from the inner extremity of A further two jet pumps energized by the outer electric fuel pump transfer
the feed tank to the fuel pump compartment. fuel from inboard of rib 18 and outboard of rib 16 to the outer feed tank. A
feed pipe trapped from its respective fuel pump delivery line energizes
• Two in each wing outer feed tank transfer fuel from the outer each jet pump. A non-return valve in each pipe prevents reverse flow in
extremities of the outer feed tanks to the outer fuel pump the event of a fuel pump failure.
compartment.
• Two small capacity jet pumps to transfer fuel from pannier tanks to
wing tanks.
The flow rate of the system ensures that the pump areas of the feed
tanks are full whenever there is fuel in the wing tank main compartments.
Under normal conditions the electric fuel pumps energize the jet pumps.
A hydraulically driven standby fuel pump installed on each wing rear spar
provides a back up facility to transfer fuel to the inner tanks if the inner
electric pump fails, or if there is a total power failure.
FIGURE 4: JET PUMP SYSTEM
ATA 28-00/10
ATA 28-21 REFUEL AND DEFUEL
SYSTEM
INTRODUCTION
Provision is made for pressure or overwing gravity refueling. For Each section consists of a fuel quantity indicator, a refuel valve control
overwing refueling, filler caps are situated on top of each wing between switch, a refuel VALVE position indicator, and a tank FULL warning light.
ribs 4 and 5 and to the right of rib 0 for the centre tank.
The three tank quantity indicators form part of the fuel contents indicating
A refuel/defuel station is situated on the underside of the right wing system and are repeaters of the three master gauges on the flight deck.
leading edge between ribs 12 and 13, and is enclosed by an access
panel. The station consists of a standard fuel coupling, a fuel control The VALVE position indicators show their respective refuel valve position
panel, and an off-load (defuel) valve. OPEN or SHUT. A crosshatch indication shows when the valve is not in
position selected, or when electrical power is off.
Fuel is fed from the refuel coupling via a gallery to three refuel valves,
then through delivery pipes and diffusers to the tanks. High-level float switches operate the tank FULL warning lights.
The off load valve is fitted in a gallery which links the refuel and fuel feed The MASTER ON/OFF switch energizes the control circuit and takes its
systems. Defuelling is accomplished by opening the off-load valve and supply from the BATT 1 busbar. The switch also controls the two single
feeding the fuel from the wing tanks by use of the INNER electric fuel filament panel floodlights.
pumps. A REFUEL SELECTED annunciator on the flight deck comes on when
The refuel system is energised by an electrical supply direct from the the access panel is open, or when the panel is closed and the MASTER
BATT 1 busbar, and controlled by a MASTER switch on the fuel control switch is ON. Simultaneously a signal is applied to the master warning
panel. system, the FUEL annunciator is energized, accompanied by the amber
master warning flashers and an audible warning single note chime.
DESCRIPTION THE LOAD PRESELECTOR is used for automatic (normal) refueling
Fuel delivery is controlled from the refuel control panel which consists of and, in conjunction with the fuel contents indicating system, energizes
a MASTER switch, a LOAD PRESELECTOR and three tank control the refuel valve actuators to SHUT when each tank has received the
sections labelled LEFT, CENTRE and RIGHT. selected fuel quantity.
FIGURE 5: REFUEL
ATA 28-00/10
ATA 28-22 ENGINE FUEL FEED DESCRIPTION
Fuel is fed to the engines from the feed tanks by four electric fuel pumps, Fuel is fed from the tanks by four three-phase AC fully immersed pumps
one for each engine, housed in canisters within the feed tanks. Fuel from controlled by switches on the flight deck overhead FUEL panel L
each pumps passes through delivery pipe, which incorporates a non- OUTER, L INNER, R INNER, R OUTER. The L OUTER and R INNER
return valve, to its respective engine low-pressure valve. Fire control pumps are powered by the AC 1 busbar and the L INNER and R OUTER
handles on the flight deck overhead panel mechanically operate the by the AC 2 busbar, thereby ensuring the operation of one pump in each
pressure valves. wing in the event of an AC busbar failure.
An electrically operated single-motor common feed valve in each wing The pumps are housed in canisters, which have integral inlet ports and
links the two delivery pipes and enables both engines to be fed by one spring loaded slide valves. The valves seal the ports on pump removal,
pump. obviating the necessity to drain the tank.
An electrically operated single-motor crossfeed valve facilitates cross Spring loaded flap type non-return valves in each pump delivery line
feeding between wings. By selective use of the common feed and ensure correct directional flow in common feed or crossfeed conditions.
crossfeed valves, all four engines can be fed from one pump. The spherical plug type low pressure valves are controlled from their
Thermal relief units, installed upstream of the common feed and low- respective engine fire handles by a system of cables and pulleys which
pressure valves, protect the system against over-pressurization caused run from the handles, through the flight deck and forward passenger
by thermal expansion. cabin roof along the rear spar to the valves. A spherical plug valve
operated by 28v DC single motor actuator controls the common feed link
An air release valve is installed next to the APU fuel valve, being the high
between the inner and outer fuel pumps in each wing. Switches on the
point in the crossfeed pipe.
overhead FUEL panel (COMMON FEED L and R) control the actuators.
A low-level switch in each feed tank supplies indication of low fuel Annunciators on the panel (L FEED VALVE, R FEED VALVE) indicate
contents to annunciators on the flight deck overhead FUEL panel. when a valve is not in position selected. The actuators are powered from
the DC emergency/battery busbar and the annunciators by the essential
DC busbar
FIGURE 6: ENGINE FUEL FEED
ATA 28-00/10
A spherical plug valve operated by a 28v DC double motor actuator Fuel from the pumps passes to the engine low-pressure valve through a
controls the crossfeed line between wings. The actuator is controlled by a delivery pipe and non-return valve. When the flight deck fire handles are
switch on the overhead FUEL panel (X FEED). To enable crossfeeding to fully in, the low-pressure valves are open allowing fuel flow through to the
take place in the event of a partial electrical failure, one motor is powered engine.
by the DC 2 busbar and the other by the emergency/battery busbar. An
If a pump fails, the relevant LO PRESS annunciator will come on.
annunciator on the overhead FUEL panel indicates when the crossfeed
Selection of the appropriate COMMON FEED switch to OPEN will enable
valve is not in position selected (X FEED VALVE) and an annunciator on
the remaining pump to feed both engines.
the master warning panel indicates when the valve is open (FUEL FEED
OPEN). Both annunciators are powered by the essential DC busbar. If both pumps fail in one wing, selection of COMMON FEED switches
and X FEED switch to OPEN will allow the opposite wing pumps to feed
The single and double motor actuators provide an indication of valve
all engines.
position by means of an external see/feel indicator.
If the fuel contents in any feed tank are less than full, the FEED LOW
Magnetic reed float switches installed in the fuel feed tanks and powered
LEVEL annunciator for the affected wing will come on, accompanied by
by the essential DC busbar, energize annunciator on the overhead FUEL
the master warning panel FUEL annunciator indication and a single
panel if the level in a feed tank is low (L FEED LO LEVEL, R FEED LO
stroke chime. Reference to the FEED TANKS gauges will determine
LEVEL).
which feed tank is low.
An amber annunciator (FUEL) on the master warning panel, amber MWS
flashes, and an audible warning single stroke chime are energized under
the following fuel feed conditions:
Overhead FUEL panel annunciator MWS Reaction
L FEED VALVE, R FEED VALVE 10 second delay
X FEED VALVE 10-second delay
L OUTER, L INNER pumps Immediate
R INNER, R OUTER pumps Immediate
L FEED LO LEVEL, R FEED LO LEVEL Immediate
Under normal operating conditions with the fuel pumps switches selected
ON and X FEED and COMMON FEED switches SHUT, the OUTER
pumps feed the outer engines and the INNER pumps feed the inner
engines.
FIGURE 7: CROSS FEED AND COMMENFEED VALVES
ATA 28-00/10
ATA 28-23 APU FUEL FEED SYSTEM
INTRODUCTION OPERATION
Fuel feed to the auxiliary power unit is tapped from the crossfeed pipe Pressure fuel for the APU feed is normally taken from the left wing inner
and is controlled by an actuator operated spherical plug valve. electric fuel pump, but the supply can be taken from any pump by use of
A thermal relief valve is incorporated to prevent over pressurization. the common feed and crossfeed valves.
Selection of the START/STOP switch on the APU panel energizes the
DESCRIPTION single motor actuator to operate the spherical plug valve. An APU FUEL
The APU fuel supply is taken from the crossfeed pipe, within the centre VALVE annunciator on the panel comes on momentarily while the valve
tank, to the spherical plug valve mounted on the rear spar inboard of rib is in motion.
1 right. The pressure switch activating an APU FUEL LOW PRESS annunciator
The low-pressure valve is driven by a single motor actuator through an on the APU panel if the fuel pressure decreases to 6 psi (0.42 bar) gives
adapter, and is controlled by a START/STOP switch on the APU control fuel low-pressure warning. On rising pressure the switch will break the
panel. The valve assembly is identical to the common feed valve circuit at 8 psi (0.55 bar) and de-energize the warning
assembly.
A thermal relief valve is mounted in the pipe downstream of the low-
pressure valve to relieve excess pressure direct to the centre tank.
From the rear spar flexible hose along the spine takes the supply to
frame 44, then through the rear accessory bay to the APU firebox at
frame 50. The flexible hose is encased in a rigid conduit.
The conduit is sealed at frame 30 and in the rear accessory bay to form
dual walled pipe sections between the sealing grommets and the ends of
the flexible hose run.
These dual walled sections incorporate drainpipes in the conduit, leading
out to atmosphere at rib 2 and frame 50.
The centre section of conduit between the sealing grommets merely acts
as a location and installation aid for the flexible hose.
From the fire box wall a rigid pipe incorporating a pressure switch feeds
the supply to a flexible pipe for delivery to the APU.
FIGURE 8: APU FEED
ATA 28-00/10
ATA 28-40FUEL SYSTEM INDICATION
FUEL CONTENTS INDICATING – CAPACITANCE
INTRODUCTION OPERATION
The fuel contents system consists of five independent sub systems An AC voltage (the 900v kHz oscillator output from the processor) is
providing fuel quantity data at the flight deck. The sub systems serve the applied to the tank units. The output signal current from the tank unit
centre tank, left and right wing tanks, and left and right feed tanks system proportional to the fuel quantity is returned to the processor. A
respectively. current to voltage converter at the processor input produces a DC
voltage proportional to the fuel quantity. This signal is routed through
The centre and wing tanks have repeater indicators on the refuel control three separate buffer amplifier stages. Two of these buffer amplifiers
panel. Each wing feed tank system is sub divided into inner and outer provide output currents to the flight deck and repeater indicators. The
feed tank indications. zero and full-scale adjustment of the indicators is adjusted at the
The system also incorporates a fuel quantity PRESELECTOR on the respective processor by the externally accessible potentiometers.
refuel control panel. This unit is used to set the required quantity of fuel The third buffer amplifier provides the same signal to the preselector
prior to refueling, and by control of the refuel valves regulates the amount circuit of the tank system. Preselection ensures refueling to a selected
of fuel delivered to each tank, to achieve a balanced load of the required level, the centre and the entire wing tanks being filled simultaneously.
quantity, and automatic shut-off. The system includes a top level cut off facility to prevent overfilling the
Each of five independent sub systems consists of a processor unit, wings if the selected quantity exceeds the volume of the wing tanks.
mounted on the cabin roof between frames 25 and 26, which energize
their associated tank units by imparting a sinusoidal AC voltage. The
capacitance tank units transmits a rectified DC signal back to the
processor unit where conditioning circuits process the signal to drive the
related indicators and, in the case of the centre and wing tank
processors, control the tank refuel valves in conjunction with the LOAD
PRESELECTOR.
The system is normally energized by the DC busbar. The wing and
centre tank sub systems are energized direct from the BATT 1 busbar via
a changeover relay when the refuel control MASTER switch is selected
ON.
FIGURE 9: FUEL QUANTITY INDICATION
ATA 28-00/10
BAe146 AVRO 146RJ
ATA 49-00
Auxiliary Power Unit, (Sundstrand)
ATA 49-00 APU ......................................................................................3

Introduction ..........................................................................................3
ABBREVIATIONS AND ACRONYMS ...............................................5
Leading particulars Sundstrand ........................................................6
APU system location ........................................................................9
ATA 49-10 APU power plant ...............................................................11
Introduction ........................................................................................11
description .........................................................................................11
ATA 49-30 APU fuel .............................................................................13
Introduction ........................................................................................13
Description .........................................................................................13
ATA 49-40 Ignition and Starting .........................................................15
Introduction ........................................................................................15
ATA 49-50 APU air system ..................................................................17
Introduction ........................................................................................17
ATA 49-60 APU control .......................................................................19
Introduction/ description .....................................................................19
ATA 49-70 APU indicating and monitoring system ...........................21
ATA 49-90 APU oil system ..................................................................23
Introduction ........................................................................................23
Description .........................................................................................23
GEARBOX OIL DISTRIBUTION .....................................................23
ATA 49-00
Page 2 APU General (Sundstrand)
ATA 49-00 APU
INTRODUCTION
The APS 1000 (model T-62T-46C3) Auxiliary Power Unit (APU) is a Auto-shutdown protective features include :
product of Sundstrand Aerospace. • engine over speed
The self contained APU package installed in the rear fuselage is
• engine under speed
suspended in a fireproof bay by a system of struts attached to three
shock mounts on the APU. • EGT over temperature
The APU supplies pneumatic power in the form of clean compressed air • external short
for the aircraft air conditioning system and electrical power in the form of
115/200V three-phase 400 Hz. supplies from a generator. Both supplies • low oil pressure
may be used independently or simultaneously. • r.p.m. signal loss
When selected, the APU supplies the aircraft with bleed air for air • EGT signal loss
conditioning during turn around, taxi, take-off and landing, and with
electrical power for ground services and main engine starting during turn • ESU processor failure
around. The APU may be used in flight to replace electrical power lost by • oil pressure switch shorted
an engine generator failure.
• failed to start
It is recommended that whenever operationally acceptable, only one
ECS pack is used on the ground. This will obtain the benefits of fuel • failed to accelerate
saving and extended APU life. During temperate conditions the cabin • failure to light
temperature will not suffer due to the use of only one ECS pack.
• sensor/data failure
Emergency STOP switches are located on the services panel in the air
conditioning equipment bay, and on the refuel panel situated in the • bleed valve open during start-up.
underside of the right wing leading edge.
APU control switches and indicators are located on the flight deck
overhead panel.
FIGURE 1: APU GENERAL (SUNDSTRAND
ATA 49-00
ABBREVIATIONS AND ACRONYMS
APS Auxiliary Power System F Fahrenheit

KW Kilowatt RPM Revolutions per Minute
APU Auxiliary Power Unit FAA Federal Aviation Administration
LRU Line Replaceable Unit RH Right-Hand
ARINC Aeronautical Radio Inc. FT Feet
MIN Minutes SHP Shaft Horsepower
BATT Battery Hp Horsepower
MAX Maximum STD Standard
BlTE Built In Test Equipment SW Switch
Pcd Pressure Compressor Discharge LBS Pounds
C Celsius V Voltage
PPH Pounds Per Hour LH Left-Hand
Cg Circuit Breaker VAC Voltage Alternating Current
PSI Pounds Per Square Inch Hz Hertz
DC Direct Current VDC Voltage Direct Current
PSIA Pounds Per Square Inch Absolute KG Kilogram
ESU Electronic Sequence Unit ° Degrees
PSID Pounds per Square Inch Differential kpa Kilopascal absolute
EGT Exhaust Gas Temperature % Percent
PSIG Pounds Per Square Inch Gage
LEADING PARTICULARS SUNDSTRAND
Maximum Dry Weight87 kgs
Operating characteristics:
Rated Engine speed. 64,154 rpm (100% rated speed)
OverspeedShutdown 69,286 rpm (108% rated speed)
StandardOperating Range Sea level to 31,000 feet altitude
Starting Range Sea level to 20,000 feet altitude
Output Shaft Horsepower 63 Shaft Horsepower
EGT during steady-state operation 718° C
EGT during starting sequence maximum 1032° C
Fuel Cons. at rated Horsepower. 250 Ibm/ hr at Sea level, 15° C
Bleed airflow 99 Ibm/min (.75 KgS) Sea level, 15° C
Bleed Air Pressure 56.7psig (419 kPa). Sea level, 15°C
Oil Consumption Rate (maximum) 6.5 cc/ hr
Oil Pump Pressure at Rated Speed 30 to 90 psig (207 to 621 kPa)
Sump Capacity 4.75 liters FULL 3.78 liters ADD
Operating Oil Temperature (maximum) 135° C
Operating Oil Pressure 65 ± 25 psig and 270 ± 30 psig for the generator
oil system.
ATA 49-00
Components Reduction gear and accessories
• Compressor, Single-stage, centrifugal-flow APU Rotor Speed 64,154 rpm
• Turbine Single-stage, radial-inflow Generator Pad Speed 12,160 rpm
• Combustor Annular air atomizing type Fuel Pump 4424 rpm
Electrical System StarterPad Speed 32,603 rpm
Cooling Fan Pad Speed 25,174 rpm
ESU: low voltage solid-state device that controls engine operating Lubrication system:
sequence and provides built-in test, fault isolation and automatic
malfunction shutdowns. OilPump Gear Type
Power Source: 10 to 40 V dc (optimum 28 V dc) Low Oil Pressure Switch:
Ignition Exciter Capacitor discharge type APU shut down on decreasing pressure of 210 ± 20 psig
Igniter Plug Filter Bypass Relief Valve: Spring-loaded ball valve, opens at 50 to 55
psig diff.
Thermocouple Shunted-surface gap-type,
Chrome/Alumel, single element Oil Filter: Impregnated cellulose, 20 micron nominal (disposable)
Magnetic Pickup. Generates pulsed voltage signal Pressure Relief Valve: Spring-loaded ball valves: system valve opens at
for speed sensing 4,277 Hz. 55 psig, cold start and generator system valves
open at 270 psig.
Fuel System
High Oil Temperature Switch: Normally open, closes at 132 to138° C
Fuel Filter Replaceable Element (10-micron
nominal, 25mircron absolute) Oil Capacity: 4.75 liters FULL 3.78 liters ADD
Fuel Filter (High-pressure) Wire-cloth, 75-micron
FuelPump Gear Type
FuelControl Flyweight-droop type
ATA 49-00
APU SYSTEM LOCATION
The APU engine is enclosed in the lower tail section of the aircraft.
The ESU and Frequency-to-Analogue Converter are installed forward of
the APU compartment in the ECS bay. The built-in Test Equipment
(BITE) indicators are viewable from the bottom of the ESU.
The decoded SITE information label is attached to the top of the ESU
and also to the interior of the ECS bay doorframe.
APU system compartment
The APU compartment and APU exhaust system are located inside the
lower tail of the aircraft. A fire enclosure surrounds the APU.
APU system access
Access to the APU for removal, installation, servicing and repairs can be
accomplished by lowering the APU compartment door.
Oil servicing may be accomplished through the APU compartment door.
FIGURE 2: APU LOCATION
ATA 49-00
ATA 49-10 APU POWER PLANT
INTRODUCTION
The APU engine is a continuous cycle, centrifugal flow turbine engine, The heated gases expand in the combustor liner and accelerate through
utilizing a centrifugal flow compressor and turbine wheel mounted on a the turbine nozzle to impinge on the blades of the turbine wheel.
common shaft. The gases flowing from the turbine wheel then exit
through the exhaust.
The engine operates at a constant speed for all operational
requirements. At a determined engine speed, the main fuel nozzles are
activated and the starter, start fuel nozzles, and ignition system are de-
activated. The engine then becomes self-sustaining in operation.
DESCRIPTION
For the turbine engine to operate, it is necessary to have an airflow
supply for the combustion process. The compressor mounted on the
rotor assembly shaft provides the airflow.
During the combustion process, not all of the air produced by the
compressor is used. The excess air is available as bleed air to operate
the aircraft pneumatic systems.
The power to run the engine rotor assembly is initiated by the starter. The
starter rotates the gears in the gearbox, which in run drives the rotor
assembly.
Air is drawn into the engine by the rotating compressor. The compressor
delivers the air to the diffuser, which slows the airflow and increases the
pressure. The diffuser also aligns the airflow for delivery to the combustor
liner where fuel is mixed with the air.
The combustion process begins when fuel is injected into the combustor
liner and ignited by the ignition system. The fuel and part of the air are
burned to produce heat.
FIGURE 3: APU AIRFLOW
ATA 49-00
ATA 49-30 APU FUEL
INTRODUCTION
The engine fuel and control system is fully automatic in operation and speed is above 85%, the start fuel solenoid valve is closed and the check
does not require external controls. valve no longer senses fuel pressure.
The check valve opens and allows engine compressor discharge air
DESCRIPTION pressure to purge residual fuel from the manifold and nozzles into the
When the APU start command is initiated the aircraft low pressure fuel combustor liner. Continuous airflow through the system prevents the
valve opens and power is applied to the ESU. When the low-pressure formation of carbon deposits.
fuel valve is fully open, the start enable relay is energized to engage the During engine acceleration, engine discharge air pressure acting on a
starter motor. The gearbox and engine components are rotated. The fuel diaphragm that controls the differential pressure regulator valve controls
control is driven by the gearbox and provides proper fuel flow for engine fuel flow. As the combustor air pressure increases, the regulator valve
operation. moves down and automatically increases fuel flow to the main fuel
At 3% engine speed the exciter and start fuel solenoid valve are nozzles.
energized. Fuel flows through the open start fuel solenoid valve to the When engine speed nears 100%, the regulator valve will be full open and
two start fuel nozzles. The fuel is atomized in the combustor liner and the flyweight governor then controls fuel flow to maintain 100% engine.
ignited by the spark from two ignitors.
At 14% engine speed the main fuel solenoid valve is energized open,
providing engine EGT is also detected by the thermocouple, fuel then
flows to the six main fuel nozzles. The starter is de-energized at 50%
engine speed. At 85% engine speed the exciter is de-energized and the
start fuel solenoid is de-energized closed.
At 95% engine speed plus 3 seconds, the maximum fuel solenoid valve
is energized open. The valve allows increased fuel flow to the main fuel
nozzles when loading the APU. The APU is now ready to Ioad.
The start fuel check valve is plumbed into the start fuel line and located
down stream of the start fuel solenoid valve. The start fuel check valve is
also plumbed to engine compressor discharge air pressure. When engine
FIGURE 4: FUEL SYSTEM OPERATION
ATA 49-00
ATA 49-40 IGNITION AND STARTING
INTRODUCTION
The ignition/starting system is fully automatic and consists essentially of
an electrical starter motor, ignition unit, two igniter plug leads, two igniter
plugs, contactors, relays, electronic sequence unit (ESU) and associated
wiring.
The following electrical power sources are available for starting and
ignition:
– The aircraft battery(s).
– Through TRU1 if an external a.c. supply is used.
– Through TRU1 from either No.1 or No.4 engine's generator.
FIGURE 5: IGNITION AND STARTING
ATA 49-00
ATA 49-50 APU AIR SYSTEM
INTRODUCTION
The APU air system provides cooling air to the APU oil cooler, bleed air
for the aircraft environmental control system (ECS) and APU surge
protection. Air is tapped off the compressor via the combustor housing
bleed scroll.
The APU bleed air system consists of :
– the fan assembly.
– the anti-surge valve.
– the bleed valve.
– the fan intake duct.
– the fan exhaust duct.
– the APU air inlet plenum.
FIGURE 6: APU BLEED
ATA 49-00
ATA 49-60 APU CONTROL
The engine control system is required for control, monitoring, and
protection of the APU during starting, operation, and shutdown.
The engine control system consists of :
• an electronic sequence unit (ESU)
• a low oil pressure switch
• a high oil temperature switch
• an APU START/STOP switch on the flight deck
• an APU EMERG STOP switch on the refuel panel
• an APU STOP switch in the ECS equipment bay.
FIGURE 7: APU CONTROL
ATA 49-00
ATA 49-70 APU INDICATING AND
MONITORING SYSTEM
The APU indicating and monitoring system statuses APU operation and
transmits critical parameters (speed and exhaust gas temperature) to the
flight deck.
Indication of engine performance is by an engine speed (RPM) indicator
and an exhaust gas temperature (EGT) indicator.
Progressive running time is recorded on an hourmeter located on the
APU.
The APU indicating and monitoring system consists of :
• an EGT thermocouple.
• a speed sensor probe.
• a frequency-to-analog converter.
• an electronic sequence unit.
• an hourmeter.
• an event counter.
• an RPM indicator.
• an EGT indicator.
FIGURE 8: APU INDICATING AND RECORDING
ATA 49-00
ATA 49-90 APU OIL SYSTEM DESCRIPTION
INTRODUCTION GEARBOX OIL DISTRIBUTION

The engine oil (lubrication) system provides pressurized and splash At start initiation, the ESU energizes the deprime solenoid valve open.
lubrication for all gears, shafts and bearings within the engine. This prevents the pressure pump from pumping oil into the system. At
50% speed, the ESU de-energizes the valve closed. Oil is drawn from
The oil system consists of : the gearbox sump by the pressure pump located inside the gearbox
– an oil filler cap. assembly.
– two oil filters. Oil flows through the oil cooler, the pressure (tube supply) filter, to the
gearbox gears and bearings, and to splines of the gearbox-mounted
– an oil cooler. accessories. Oil flow is also directed 1o the engine rotor bearings.
– a magnetic drain plug. Oil is supplied to, and scavenged from, the generator by a two-element,
– two oil pumps. single shaft pump. From the scavenge pump element, the oil travels
through the scavenge filter element and then back to the oil sump. The
– an oil level sight glass. remaining oil in the system returns by gravity to the sump.
– a deprime solenoid valve.
– two pressure differential indicators.
– two filter by-pass valves.
– three pressure relief valves.
A high oil temperature switch and a low oil pressure switch are installed
in the oil system.
With the exception of the oil cooler, the oil system is contained in or
installed on the gearbox assembly.
The pressure pump supplies the pressurized oil from the gearbox sump
to the oil cooler. Other oil distribution points throughout the engine are
served by internal passages to provide lubrication at main shaft bearings
and gear meshing points.
FIGURE 9: OIL DISTRIBUTION
ATA 49-00
BAe146 AVRO 146RJ
ATA 49-00
APU General (Garrett)
TABLE OF CONTENT
ATA 49-00 AUXILIARY POWER UNIT ...................................................3
Introduction ..........................................................................................3
ATA 49-00
Page 2 APU Generel (Garrett)
ATA 49-00 AUXILIARY POWER UNIT
INTRODUCTION
Indication
The Auxiliary Power Unit (APU) installed in the AVRO JET LINER is a Indications of Exhaust Gas Temperature and APU speed (RPM) are
Garrett Airesearch GTCP 36-150 (M). provided on the cockpit roof panel, together with various fault indications.
It is a pneumatic and shaft power gas turbine engine, capable of Further fault indications are provided on the MWS panel in the cockpit,
supplying electrical power from an attached AC generator, and bleed air the maintenance panel in the Electrical Equipment Bay, and on the ECU
for air conditioning via a load control valve. Both these services can be are set in the Air Conditioning bay. A more detailed description of
used together when the A/C is on the ground but must be used indications and annunciators is provided later in this section.
separately in flight.
The unit is housed in a fireproof box within the APU bay, situated at the
rear of the fuselage, aft of frame 50. Access is provided by a hinged door Environment
in the bottom surface of the fuselage under the APU bay. The APU is installed to supply the aircraft with bleed air for air
Air inlet and exhaust ducting is situated in the air conditioning bay, as is conditioning during turnaround, taxi, take-off, and landing, with electrical
the APU bleed air ducting. Certain cooling ducts are connected to NACA power for the ground services and main engine starting
intakes mounted on the APU door. The door also carries APU fuel and
water drain outlets. A Systron-Donner fire detection tubing is attached to
the walls of a fireproof APU box, and the APU is protected by a single
BCF fire extinguisher.
To start the APU it is merely necessary to select the APU start switch
(cockpit roof panel) to the start position, with the battery switch ‘ON’.
Starting acceleration and stabilisation at 100% speed is controlled by an
APU electronic control unit (ECU) situated in the air conditioning bay.
FIGURE 1:APU GENERAL
ATA 49-00
Fuel
Fuel for normal operation of the APU is taken from the aircraft left wing inner
feed tank area and routed to the APU through suitable piping along the spine
and into the air conditioning bay to the APU fuel control inlet. An APU low
pressure Fuel Valve is connected into the supply line, situated on the centre
section rear spar. This valve opens when the ÀPU START’ switch is selected to
`START’.
The fuel control delivers fuel to the fuel nozzle in the combustor in the correct
proportions for starting, acceleration, and the maintenance of 100% governed
speed. Fuel flow is governed by a metering valve within the FCU under the
control of an Electric Control Unit in the air conditioning bay.
Shaft Priority
When the APU is being used to provide electrical and air load together on the
ground, the ECU operates a system of shaft priority. When the combined
electrical and air bleed loads cause the APU to reach a predetermined
temperature the ECU will gradually close the load control valve (LCV) in order to
maintain the power to generate electricity.
Lubrication
Oil is stored in the lower part of the accessory gearbox and distributed to various
bearings and gears by a gear type pump housed in the gearbox. Bearings are
lubricated by the pressure oil supply, certain gears being lubricated by oil mist.
replenishing can be achieved either manually or by pressure filling.
The generator adaptor has a separate oil system and a separate filler neck
(manual). Oil circulating in this system is passed through a fan-blown cooler.
FIGURE 2:INTRODUCTION APU SYSTEMS
ATA 49-00
BAe146 AVRO 146RJ
ATA 72-00
Engine
TABLE OF CONTENT
ATA 72-00 Engine ..................................................................................3

Introduction ..........................................................................................3
Experience and Technology .............................................................3
Power Plant- .....................................................................................7
Description ...........................................................................................9
Directional References ...................................................................11
Power Extraction ............................................................................13
Shaft Support and Sealing ..............................................................17
Operation Airflow ...............................................................................19
Locations ........................................................................................23
Engine Performance Rating............................................................35
ATA 72-00
Page 2 Engine General
ATA 72-00 ENGINE
INTRODUCTION
EXPERIENCE AND TECHNOLOGY
Designed as the first in a family of LF500 series turbofans, the LF502
reflects Allied Signal's commitment to become a leading competitor to
power new-generation regional jet transports and wide-body executive
business aircraft.
The ALF502's have years of experience powering regional jets under
some of the toughest commercial shorthaul operational schedules, where
a dozen takeoffs and landings per day are not uncommon.
The module concept allows ease of maintenance, hence minimizing
shop-visits, lowering maintenance costs.
The ALF502 engine meets and largely fulfils all the international
environmental requirements concerning air emissions and noise
abatement regulations. The ALF502 powered aircraft was one of the first
able to operate on the most environmentally restrictive airports,
Californian airfields, Lugano, London City.
The quit and clean operation meets and exceeds the US or ICAO limits
for noise and toxic emissions.
FIGURE 1: ALF 502 GENERAL
ATA 72-00
Designed as the first in a family of LF500 series turbofans, the LF507 Based on the good old ALF502 the LF507 engine meets and largely
reflects Allied Signal's commitment to become a leading competitor to fulfils all the international environmental requirements concerning air
power new-generation regional jet transports and wide-body executive emissions and noise abatement regulations. The ALF507 powered
business aircraft. aircraft was one of the first able to operate on the most environmentally
restrictive airports, Californian airfields, Lugano, London City.
The LF507 is an advanced version of the ALF502 which, with millions of
operational flight cycles, is one of the best in its class in the demanding, The quit and clean operation meets and exceeds the US or ICAO limits
short-haul commuter/regional air transport market. for noise and toxic emissions.
The LF507 benefits from the ALF502's years of experience powering

regional jets under some of the toughest commercial shorthaul
operational schedules, where a dozen takeoffs and landings per day are
not uncommon.
The LF507 has incorporated some of the best features of its ALF502
predecessor and improved upon them. Enhanced hot-day capabilities
contribute to superior take-off performance at restricted and demanding
airfields. These capabilities allow faster climbing and cruising on hot days
and promote high reliability.
To achieve maximum engine performance the LF507 introducing an
advanced Full Authority Digital Electronic Control system which is
compatible for Autothrottle and CATIII operations. This system provide
more effective and reliable engine control, results lower temperatures for
engine starts and monitors engine limits and parameters at every power
settings to minimaze pilot workload.
Maintainability is improved by reducing hot-section inspection

requirements, and operating costs are also lower.
The module concept allows ease of maintenance, hence minimizing

shop-visits, lowering maintenance costs.
FIGURE 2:ALF 507 GENERAL
ATA 72-00
POWER PLANT-
The BAe 146 aircraft is powered by four Turbo-fan engines they are: A Systron - Donner fire detector system is fitted to both zones and gives
a common warning, however a two-shot extinguishing system discharges
• LF502 engines into ZONE 1 only.
The RJ series aircraft is powered by four Turbo-fan engines they are: Hot air is bled from the top of each combustor manifold for air
• LF507 engines conditioning, anti-icing, and other aircraft services. Bleed air is also used
for engine and intake anti-icing purposes.
The engines are numbered 1, 2, 3, 4, starting from the left, when viewed
from the cockpit, and are installed in PODS under the wings. Each engine pod comprises:
The PODS and engines are interchangeable except for accessory • TOP SHOULDER COWLING
gearbox mounted aircraft system components, and front engine mount • NOSE-COWL AND AIR-INTAKE ASSEMBLY
requirements.
The engine consists of four modules:
• FOUR COWLING DOORS
• FAN • FIXED GAS GENERATOR COWLING
• GAS PRODUCER • JET PIPE FAIRING
• COMBUSTOR TURBINE • FAN CASE EXTENSION RING

Access panels in the front cowling doors allow routine servicing.
• ACCESSORY GEARBOX
The four main doors hinge open, allowing access for maintenance.
Electrical power is provided by integrated drive generators, which are
fitted, to N1 and N2 engines. Hydraulic power is provided by engine
driven hydraulic pumps, which are fitted, to N3 and N2 engines.
Each engine is fitted with a 28v DC starter motor.
Firewalls divide each engine pod into two fire-zones:
• The Fan Casing zone-ZONE 1
• The Core Engine zone-ZONE 2
Both zones are ventilated by fan air.
FIGURE 3: GENERAL POWER PLANT
ATA 72-00
DESCRIPTION
The LF502 is a high-bypass turbo fan engine. It consists of a front The fan driven turbine is a two-staged, uncooled axial turbine with the
mounted fan module, gear driven by the core engine. drive extending forward concentrically through the hollow compressor
shaft to the fan reduction gear.
The fan rotor includes a single fan with an additional single stage
The fourth stage turbine nozzle has long chord hollow vanes which
supercharger cantilevered aft from the fan rotor. The fan rotor is mounted
provide the additional function of supporting the fan drive turbine wheels.
on a conical support by means of a thrust bearing, and a single planetary
helical reduction gear transmits power from the core engine to the fan Notes:
rotor, via the low-pressure turbine wheels. 1. Fan blade
The front frame includes main engine airflows. Hollow struts provide 2. Low pressure compressor rotor: single stage on ALF502
ducts for necessary services across the fan and core engine flow
3. Fan shaft
streams.
4. Third stage turbine rotor
Accessory drive and power take-off is from the compressor rotor, is
transmitted through a bevel gear in the front frame to the accessory drive 5. Fourth stage turbine rotor
gearbox. 6. Low pressure turbine shaft
The reminder of the engine includes the accessory gearbox power take- 7. Planetary gears
off, the axial and centrifugal compressors, a folded annular combustor,
and fan drive turbines. 8. Sun gear
The accessory drive gearbox is mounted at the bottom of the engine. The 9. High pressure axial compressor
starter pad and aircraft accessory pads, are located on the gearbox, and 10.Centrifugal compressor
the engine accessories are mounted externally on the accessory drive
gearbox. 11.High pressure turbine shaft
The compressor is a seven-stage axial compressor in tandem with a 12.First stage turbine rotor
single-stage centrifugal compressor. The compressor drive turbine is a 13.Second stage turbine rotor
two-stage air-cooled axial turbine directly coupled to the compressor
shaft. 14.Tower shaft
The combustor is a reverse flow annular atomizing burner with the 15.Bevel gear
turbine parts packaged concentrically within the combustor. 16.Pinion gear
17.Starter shaft
FIGURE 4: ENGINE GENERAL
ATA 72-00
DIRECTIONAL REFERENCES
FRONT End of engine from which air is drawn in.
REAR End of engine from which exhaust gases are

expelled.
RIGH/LEFT Determined by the viewing the engine from the

rear.
BOTTOM Determined by the location of the accessory

gearbox.
TOP Directly opposite, or 180 degrees from the

accessory gearbox.
DIR.OF.ROT. Determined as viewed from the rear of the

engine.
Nh system is rotating counterclockwise.
Nl system is clockwise for the low-pressure turbines and
counterclockwise for the fan and low-pressure compressor. This
directional change for Nl systems takes place because of the single
stage sun-planetary gear reduction arrangement.
O'CLOCK Position expressed as viewed from the rear.
FIGURE 5: DIRECTIONAL REFERENCES
ATA 72-00
POWER EXTRACTION
NL Power Extraction
The power needed to drive the fan is provided by the third and fourth
turbines located in the low-pressure turbine sub module. These two
turbines are on one common shaft passing through the high-pressure
compressor shaft. the end of the low pressure turbine shaft extends into
the fan module and is splined into the sun gear. These parts are attached
together by means of a thru-bolt. The sun gear transmits power to the
ring gear by means of seven planet gears located in the gear carrier. The
ring gear is splined directly into the fan output shaft onto which the fan
and the dual-stage low-pressure compressor are mounted.
COMPONENTS:
• FOURTH TURBINE ROTOR
• THIRD TURBINE ROTOR
• NL SHAFT
• SUN GEAR
• REDUCTION GEAR CARRIER ASSEMBLY
• RING GEAR
• FAN SHAFT
• LOW PRESSURE ROTOR
• FAN ROTOR
FIGURE 6: NL POWER EXTRACTION
ATA 72-00
Nh Power Extraction COMPONENTS:
The high pressure compressor is driven by the two-stage high pressure 1. SECOND STAGE HIGH PRESSURE TURBINE ROTOR
turbine system. A pinion gear assembly installed on the compressor shaft
2. FIRST STAGE HIGH PRESSURE TURBINE ROTOR
mates with a bevel gear in the accessory drive gear assembly. The
accessory drive gearbox is driven by the accessory drive shaft which is 3. HIGH PRESSURE COMPRESSOR
mated to bevel gear and an other bevel gear located in the gearbox. 4. PINION GEAR
Power is transferred to the remaining gears by the spiral drive gear shaft.
The spiral drive gear shaft also drives the integrated drive generator. 5. ACCESSORY DRIVE GEAR
The starter drive is splined into the rear of the spiral drive gear shaft and 6. ACCESSORY DRIVE SHAFT
through drive gears, power from the starter is transmitted to the gearbox 7. BEVEL GEAR
module. The remaining gears drive the centrifugal air-oil separator, oil
pump gear, idler gear, and fuel control assembly, hydraulic pump and 8. SPIRAL DRIVE GEAR
boost pump. 9. STARTER DRIVE SHAFT
10. STARTER GEAR
11. STARTER PINION GEAR
12. AIR-OIL SEPARATOR
13. OIL PUMP GEAR
14. IDLER GEAR
15. FUEL CONTROL GEAR
Notes:
FIGURE 7: NH POWER EXTRACTION
ATA 72-00
SHAFT SUPPORT AND SEALING
The LF502 engine utilizes three shafts ; the compressor shaft, the power The seals are face-type seals, with welded metal bellows for axial loading
turbine shaft and the fan shaft, which is connected to the power turbine and secondary sealing.
shaft by the reduction gearing. For each shaft, support is provided by a The fan shaft is supported at the front by the roller bearing N9.
ball bearing at one end, which serves to axially locate the shaft and Lubrication is provided centrifugally, through holes in the innner race.
support rotor thrust loads, and a roller bearing at the opposite end. The The bearing operates at speeds up to 7 800 rpm.
roller bearing provides the required axial freedom to accommodiate
differential thermal growth between the shaft and housing, and support The aft end of the fan shaft is supported by a ball bearing N8. As with the
for rotor unbalance and maneuver loads. forward bearing, oil is supplied centrifugally, through holes in the inner
race. The bearing supports the fan shaft thrust load.
The compressor shaft is supported in the forward position by a ball
bearing. The bearing operates up to 20 000 rpm, and supports the Notes:
compressor shaft axial thrust load.(N1 bearing)
The aft compressor shaft positon is supported by a roller bearing. The
bearing is lubricated by oil jets. Two identical face seals are used to the
N2 bearing. The seals utilize a carbon piston ring as a secondary seal
and a wave spring for loading. Additional provisions for cooling the seal
internal components are provided to maintain desired component
operating temperatures.
The power turbine shaft is supported in the forward position by a roller
bearing identified as number 3 bearing. It is lubricated by forward and
rear jets to provide uniform operating temperatures. The bearing
operates at speeds up to 17 250 rpm. The N3 bearing seal has a
controlled gap design, which interfaces with both the power and the
compressor shafts.
The power turbine is supported in the rear position by ball bearings N4.
The bearings support the turbine wheels and provide support of the axial
loading for the power shaft. Lubrication and cooling are provided by oil
jets.
FIGURE 8: SHAFT SUPPORT AND SEALS
ATA 72-00
OPERATION AIRFLOW
Enormous quantities of air are required to produce thrust, because of the This airflow is performing the dual function of cooling the liner and
high by-pass ratio of the LF502, thrust is primarily generated by the fan. supporting the combustion process. This process is made possible by
introducing fuel into the combustion chamber through 28 fuel nozzles.
Core engine airflow design use is primarily concerned with sustaining
combustion and supplying engine supportive systems. The atomized fuel mixes with the air and is burned. As the hot gasses
leave the combustion chamber they are once again turned 180 degrees
Fan by-pass and Primary Airflow and directed to station 4 where a two-stage high pressure turbine
Fan Bypass Airflow- Atmospheric air, from station 1.2, enters the fan extracts energy to drive the high pressure compressor. Upon leaving the
module and is drawn through a single stage fan. The accelerated air high-pressure turbines the gas stream is directed to station 4.5.
passes through a single stage fan stator and exits into station 1.3 where The gas stream continues to flow through a two-stage low-pressure
a fan nozzle would be located. Due to the large mass of air that is being turbine, designed to drive the fan and low-pressure compressor.
moved, the fan produces the majority of thrust.
From this point the gas stream is expelled into the atmosphere through
Primary Airflow- The splitter ducts a portion of fan air allowing it to enter a station 5.
single stage low-pressure compressor. Upon exiting the low-pressure
compressor the airmass is then directed to station 2.1, the inlet of the
high-pressure compressor. Air passes through a seven stage axial and a
single stage centrifugal compressor. The axial compressor is made up of
rotating and stationary airfoils, one set per stage, which accelerate and
diffuse the air respectively.
The centrifugal portion of the high-pressure compressor accelerates the
air as it passes radially to the diffuser housing.
This housing contains vanes, which will diffuse the airflow passing
through it and direct the airflow rearward to the combustor, station 3. As
the air floes rearward into the combustion area, it surrounds the
combustion liner and passes into the annular combustion chamber
through slots, louvers and holes in the liner.
Upon entering the combustion chamber, the direction of flow is reversed
while velocity and pressure drop.
AIRFLOW FAMILIARIZATION
ATA 72-00
Internal Cooling
The internal cooling system of the LF502 provides cooling for internal 2.1 and 3 combine and are directed to the inter shaft seal to also assist in
components and ensures extended engine service life. A combination of maintaining an oil tight condition.
internal passages throughout the engine receives air, from the main The air extracted from the forward side of the impeller will be utilized for
airflow, at several points. This air is ducted to cool the components within anti-icing.
the heat generating areas. Also incorporated are the exits, which provide
the means to return this heated air back to the main gas stream.
P3 Air - A portion of station 3 air is extracted from the air diffuser and is
directed to the aft side of the curl assembly, the base of the first turbine
nozzle guide vanes and the first and second turbine blades. These
blades and vanes are hollow and will allow air to flow through them to
maintain acceptable temperatures.
Since station 3 air completely surrounds the combustor liner, this air is
also available around the outside of the second turbine nozzle cylinder.
Through a series of holes and slots, cooling air is directed to the outer
circumference of the first and second turbine nozzle guide vanes and the
first and second turbine nozzle cylinders.
As previously mentioned, station 3 air surrounds the liner thus providing
the cooling requirement necessary to protect the combustion chamber. In
addition station 3 air is utilized for fuel atomization at the discharge
nozzles.
Compressed air from station 2.1 and 3 are utilized for engine bearing
seal pressurization.
A portion of station 2.1 air is extracted from the front and rear tips of the
centrifugal impeller. The air from the rear side is directed to the N2
bearing package seals.
This air will enter the bearing package, aid in oil scavenging and maintain
an oil tight condition. On the aft side of the N2 bearing package station
FIGURE 9: INTERNAL COOLING
ATA 72-00
LOCATIONS
RIGH HAND SIDE VIEW ALF 502
21. BRACKET-FORWARD ENGINE LIFTING
1. THERMOCOUPLE
22. DUAL HEAT EXCHANGER
2. MAIN FUEL FILTER
23. PROCESSOR
3. MAIN ENGINE MOUNTING PAD
24. FAN SPEED COMPENSATING RESISTORS
4. N2 BEARING OILPRESSURE CONNECTOR
5. FUEL MANIFOLD ASSEMBLY
6. OVERSPEED CONTROLLER
7. FUEL SOLENOID VALVE ASSEMBLY
8. COMBUSTION CHAMBER DRAIN VALVE
9. INTERSTAGE AIR-BLEED ACTUATOR ASSSEMBLY
10. HYDROMECHANICAL ASSEMBLY
11. BOROSCOPE PORT
12. NH SPEED PICK-UP
13. FUEL FLOW DIVIDER
14. FUEL BOOST PUMP ASSEMBLY
15. IGNITER PLUG
16. INLINE FUEL FILTER ASSSEMBLY
17. FUEL ECOLOGY DUMP VALVE
18. ANTI-ICING VALVE AND SPLITTER
19. FUEL FLOW TRANSMITTER
20. CUSTOMER AIR BLEED MANIFOLD
FIGURE 10: EXTERNAL COMPONENTS 502 RH
ATA 72-00
LEFT HAND SIDE VIEW ALF 502
1. Ignition exiters 22. Combustor drain valve
2. Fan case 23. Oil tank
3. Igniter harness 24. Oil filler neck
4. Transporting flange 25. Quantity transmitter
5. Fan rear wall
6. Engine mount
7. Anti-ice pressure switch
8. Rear engine mount
9. Bleed port
10. Boroscope port
11. N4 bearing feed line
12. Fuel manifold
13. Rear transporting attachment
14. Tail pipe
15. TGT harness
16. Igniter plug
17. Temperature sensor
18. Oil pressure switch
19. Oil pressure transducer
20. Oil pump
21. Oil filter
FIGURE 11: EXTERNAL COMPONENTS LH ALF 502
ATA 72-00
RIGH HAND SIDE VIEW ALF507
1.THERMOCOUPLE 22. DUAL HEAT EXCHANGER
2. MAIN FUEL FILTER 23. PROCESSOR
3. MAIN ENGINE MOUNTING PAD 24. FAN SPEED COMPENSATING RESISTORS
4. N2 BEARING OILPRESSURE CONNECTOR

5. FUEL MANIFOLD ASSEMBLY
6. OVERSPEED CONTROLLER
7. FUEL SOLENOID VALVE ASSEMBLY
8. COMBUSTION CHAMBER DRAIN VALVE
9. INTERSTAGE AIR-BLEED ACTUATOR ASSSEMBLY
11. BOROSCOPE PORT
12. NH SPEED PICK-UP
14. FUEL BOOST PUMP ASSEMBLY
15. IGNITER PLUG
16. INLINE FUEL FILTER ASSSEMBLY
18. ANTI-ICING VALVE AND SPLITTER
20. CUSTOMER AIR BLEED MANIFOLD
21. BRACKET-FORWARD ENGINE LIFTING
FIGURE 12:RIGHT HAND VIEW ALF507
ATA 72-00
LEFT HAND SIDE VIEW ALF507
1. ANTI-ICING PRESSURE SWITCH
2. IGNITION EXCITERS
3. ELECTRONIC CONTROL UNIT
4. OIL TANK ASSEMBLY
5. SECONDARY ENGINE MOUNT
6. OILFILTER ASSEMBLY
7. COMPRESSOR BLEED BAND
8. OIL DISTRIBUTION BLOCK
9. LUBE AND SCAVANGE PUMP
10. SOFT FAULT INDICATOR
11. T 1.2 SENSOR
12. FULL FLOW CHIP DETECTOR
13. THERMOCOUPLE LEAD ASSSEMBLY
FIGURE 13:LEFT HAND SIDE VIEW ALF 507
ATA 72-00
FRONT VIEW ALF 507
1. DUAL HEAT EXCHANGER
2. SPINNER CAP
3. SUPPORT ASSEMBLY
4. MAIN FUEL FILTER ASSEMBLY
5. MID-SPAN SUPPORT
6. SPINNER
7. OIL TANK ASSEMBLY
8. FAN BLADE
FIGURE 14:FRONT VIEW ALF507
ATA 72-00
REAR VIEW alf 507
1. EGT THERMOCOUPLE HARNESS
2. FAN EXIT STRUT
3. FOURTH TURBINE ROTOR
5. FOURTH TURBINE NOZZLE
6. FOURTH TURBINE ROTOR RETAINING NUT
7. FUEL BOOST PUMP
8. ACCESS PLUG NUT
FIGURE 15: REAR VIEW ALF507
ATA 72-00
ENGINE PERFORMANCE RATING
The engine is rated at a take-off thrust of 6700lbs and a maximum
continuous thrust of 6345lbs under static, standard sea level conditions.
The flat rating limits of 6700lbs and 6345lbs are pilot monitored by means
of fan speed. Maximum continuous rating is monitored by means of fan
speed and the exhaust temperature gauge.
The fan speed is the criteria to establish that the engine is producing
model specification thrust.
The engine's characteristic temperature at this thrust is then used to
maintain the rating by keeping the temperature constant irrespective of
bleed air, power extraction and flight conditions.
FIGURE 16: PERFORMANCE RATING
ATA 72-00
BAe146 AVRO 146RJ
ATA 73-00
Fuel System
TABLE OF CONTENT
ATA 73-00 Fuel system .........................................................................3
Introduction ..........................................................................................3
Locations ..........................................................................................5
ATA 73-00
Page 2 Engine Fuel General
ATA 73-00 FUEL SYSTEM
INTRODUCTION
The fuel system on the LF502 provides fuel to the engine for proper
combustion under all circumstances by utilizing the following major
components:
Fuel Boost Pump
Heat Exchanger
Fuel Filter
FCU
Overspeed Fuel Solenoid Valve
Fuel Flow Divider and Fuel Manifolds
Fuel is delivered from the aircraft tanks to an engine mounted fuel boost
pump. The pump delivers the fuel through a dual heat exchanger and
main fuel filter to the main fuel pump and control unit. During starting, fuel
is directed initially through primary orifices of the combustion fuel spray
nozzles, at power settings above idle and after ignition through the
secondary orifices in the nozzles are used.
Engine fuel flow is displayed on the Fuel Flow Meter.
Fuel tank contents are shown by FUEL QTY gauges.
Amber FUEL LO PRESS captions on the MWP illuminate if the
associated fuel booster pump feed pressure is inadequate.
White FILTER CLOGGED captions on the MWP illuminate if the
associated main fuel filter element is clogged.
FIGURE 1:FUEL SYSTEM GENERAL
ATA 73-00
LOCATIONS
Right Hand Side
1. LINE ASSEMBLY-from heat exchanger to overspeed solenoid
2. FUEL PREHEATER
3. LINE ASSEMBLY-from pre-heater to heat exchanger
4. MAIN FUEL FILTER
5. LINE ASSEMBLY-from flow transmitter to heat exchanger
7. LINE ASSEMBLY-fuel control inlet
8. FUEL CONTROL UNIT
9. LINE ASSEMBLY-from fuel control to ecology valve
10. FUEL ECOLOGY VALVE
11. LINE ASSEMBLY-drain line
12. FUEL BOOST PUMP
13. IN-LINE FUEL FILTER ASSEMBLY
14. LINE ASSEMBLY-from overspeed solenoid to flow divider
15. OVERSPEED FUEL SOLENOID VALVE
16. LINE ASSEMBLY-overspeed trip recirculation
17. FUEL MANIFOLDS
19. TUBE ASSEMBLY-primary
20. TUBE ASSEMBLY-secondary
21. CHECK VALVE
FIGURE 2:FUEL SYSTEM COMPONENTS RIGHT HAND SIDE
ATA 73-00
Left Hand Side
1. FUEL MANIFOLDS
2. TUBE ASSEMBLY-fuel supply
3. TUBE ASSEMBLY-primary
4. TUBE ASSEMBLY-secondary
5. TUBE ASSEMBLY-drain line
7. COMBUSTION CHAMBER DRAIN VALVES
FIGURE 3: FUEL SYSTEM LEFT HAND SIDE
ATA 73-00
BAe146 AVRO 146RJ
ATA 74-00
Ignition
TABLE OF CONTENT
ATA 74-00 Ignition .................................................................................3
Introduction ..........................................................................................3
Description ...........................................................................................3
Normal Start Ignition .........................................................................5
Flight Start Ignition ...........................................................................5
Continuous Ignition...........................................................................5
ATA 74-00
Page 2 Engine Ignition General
ATA 74-00 IGNITION
INTRODUCTION
This system provides electrical ignition capabilities to handle ground and
inflight starting of the engine. The system is also designed for continuous
use during takeoff, landing, and adverse weather conditions.
The ignition system consists of two each of the following items:
• Ignition exciter.
• Igniter lead jumper assembly.
• Igniter lead assembly.
• Igniter plug.
This system is powered from the 28V dc aircraft bus bars
DESCRIPTION
(1) The ignition system uses two on-demand continuous-duty, low-
tension ignition exciters capable of firing one shunted surface-gap ignitor
plug each.
(2) No automatic sequencing of the ignition exciters is provided on the
engine. Selection of one or both exciters is to be accomplished via
airframe sequencing (manual, automatic) dependent upon the mode of
operation desired. For individual system check, the ignition exciter
systems should be alternated for engine starts. A pilot manual override
system is recommended.
FIGURE 1: IGNITION GENERAL
ATA 74-00
There are three modes of ignition switching available¬
• Normal start ignition
• Flight start ignition
• Continuous ignition
Each mode consists of two separate systems A and B, each with
separate electrical supply sources.
The N2 indicators incorporate an ignition cancel switch that operates at
40% N2 RPM.
NORMAL START IGNITION

Each engine is provided with two separately circuited high-energy igniter
units (HEIU). Ignition A units are powered from the Emergency DC and
ignition B units are powered from the Essential DC busbar. Ignition is
provided automatically during the start sequence.
A GRD IGN (A-BOTH-B) switch situated on the overhead miscellaneous
panel, provides for the isolation of either of the igniter systems. This
reduces the demand on the igniter plugs, increasing their useful life, and
allows identification of an unserviceable ignition system.
This switch does not affect the switching of the igniters for continuous
operation or dual ignition during flight start.
FLIGHT START IGNITION

The flight start system provides a relight facility via the engine selector
switch to the A and B igniter units of the selected engine.
CONTINUOUS IGNITION
The continuous ignition system provides a supply to either A or B igniter
units on all four engines for flameout prevention.
FIGURE 2: IGNITION MODES
ATA 74-00
BAe146 AVRO 146RJ
ATA 75-00
Engine Air
TABLE OF CONTENT
ATA 75-00 Engine air.............................................................................3

Introduction ..........................................................................................3
Description ...........................................................................................3
INTERSTAGE AIR-BLEED SYSTEM ...............................................3
CUSTOMER AIR-BLEED SYSTEM..................................................3
Components ........................................................................................5
RIGHT HAND SIDE ALF 502 ...........................................................5
LEFT HAND SIDE ALF502 ...............................................................7
LEFT HAND SIDE ALF 507 ..............................................................9
ATA 75-10 Engine anti-ice.....................................................................1
Introduction ..........................................................................................1
Description ...........................................................................................3
Engine Anti /Ice System ...................................................................3
Intake anti-icing system ....................................................................5
Spinner anti-icing..............................................................................7
Splitter and Supercharger guide vanes anti-icing..............................9
Components ......................................................................................11
Engine anti-icing valve....................................................................11
Intake Anti-icing Valve ....................................................................13
Operation ...........................................................................................15
Engine Anti ice valve ......................................................................15
Intake anti-icing ..............................................................................17
ATA 75-40 anti ice Indication ................................................................1
Operation .............................................................................................1
ATA 75-00
Page 2 Engine air General
ATA 75-00 ENGINE AIR
INTRODUCTION
There are two different Air-Bleed systems on the LF500 Engines. In both by the fuel control unit (HMU). During rapid transients, the bleed system
causes the air is extracted from the Engine, but from different ports. One is automatically opened and maintained open until the selected engine
of these bleed systems is the Engine Interstage-Air-Bleed system, which speed, or power is reached.
is necessary for engine operation, to achieve full range of operation,
scheduled acceleration and deceleration of the engine. The system will CUSTOMER AIR-BLEED SYSTEM
consist of bleeding compressor air from an intermediate stage to the Engine bleed air which is utilised for Aircraft environmental system and
atmosphere. other customer options may be extracted from the engine by means of a
The other air bleed system is the Customer-Air Bleed system that is customer airbleed manifold on the combustor turbine module. This bleed
utilising engine air for the Aircraft environmental systems, as Air air is free of engine generated noxious, toxic, or irritating substances and
Conditioning, Anti-Icing, Pressurisation or for other customer options. contains no objectionable odour.
In this chapter you will receive detailed information about the Engine A portion of high-pressure air from the high-pressure compressor is
Interstage-Air-Bleed system. allowed to escape through metered orifices in the combustor outer wall,
and covering these orifices is an air chamber or manifold in which this air
is collected. The manifold contains two extraction ports, which the
customer may tap into for bleed air.
DESCRIPTION The port at 12 o'clock is utilised for HP airbleed offtake, and the port at 6
o’clock is utilised for intake anti-ice offtake.
INTERSTAGE AIR-BLEED SYSTEM
This is one of the systems that will facilitate full range of engine
operation, without this system the engine can not be operated of different
speeds; engine acceleration and deceleration would be unstable.
With the help of this system it will be possible to control the amount of air
in the compressor, at low power settings the engine needs less air to its
operation, but at high speeds it needs much larger amount of air.
Controlling the Interstage-Air-Bleed system at correct speeds smooth
acceleration and deceleration of the engine can be achieved. This is
accomplished by a pneumatically operated air-bleed actuator controlled
FIGURE 1: BLEED PORTS
ATA 75-00
COMPONENTS
RIGHT HAND SIDE ALF 502
• Customer Bleed Manifold
• Bleed Band Assembly
• Interstage Airbleed Actuator Assembly
• Anti-Icing Valve And Splitter Assembly
• Anti-Icing Pressure Switch
• Hydromechanical assembly
FIGURE 2: COMPONENTS RH SIDE ALF 502/507
ATA 75-00
LEFT HAND SIDE ALF502
1.T1 Temp.
2. Ignitor Exciters
3.Oil Tank
4.OilFilter
5.Main Oil Pump
6.Full Flow Chip Detector
7.Engine Oil Pressure Tap
8.Temperature Bulb
9.Gearbox
10.Front Mounts
11.Interstage Bleed Band
12.Rear Mount
13.Fuel Flow Divider
14.Fuel Manifold
15.Measured Gas Temperature Harness
FIGURE 3: COMPONENTS LH SIDE ALF 502
ATA 75-00
LEFT HAND SIDE ALF 507
1.T1 Temp.
2.ECU
3.Soft fault Indicator
4. Ignitor Exciters
5.Oil Tank
6.OilFilter
7.Main Oil Pump
8.Full Flow Chip Detector
9.Engine Oil Pressure Tap
l0.Temperature Bulb
11.Gearbox
12.Front Mounts
13.Interstage Bleed Band
14.Rear Mount
15.Fuel Flow Divider
16.Fuel Manifold
17.Measured Gas Temperature Harness
18.EGT Probes
FIGURE 4:COMPONENTS LH SIDE ALF 507
ATA 75-00
BAe146 AVRO 146RJ
ATA 76-00
Thrust Control
TABLE OF CONTENT
ATA 76-00 Thrust Control .....................................................................3

Introduction/Description .......................................................................3
ATA 76-10 Power Control......................................................................5
Introduction/Description .......................................................................5
Thrust control system .......................................................................5
Thrust management system (TMS) ..................................................5
ATA 76-12 Thrust Management System...............................................7
ATA 76-30 Overspeed trip system........................................................9
ATA 76-00/10
Page 2 Thrust Control General (BAE146)
ATA 76-00 THRUST CONTROL
INTRODUCTION/DESCRIPTION
Four independent thrust levers in the flight deck centre console control
the thrust of the four engines. Movement of a thrust lever varies engine
speed between ground idle (GI) and take-off (TO) r.p.m. through a
manual control system.
The thrust lever also operates the engine high-pressure (HP) fuel valve
for engine starting and stopping
A thrust management system (TMS) trims engine speed to parameters
set by the pilot.
An emergency engine shutdown system operates automatically if a low
pressure turbine overspeed is sensed.
Engine removal is achieved without the loss of rigging adjustment in the
airframe cable system
FIGURE 1: THRUST CONTROL GENERAL
ATA 76-00/10
ATA 76-10 POWER CONTROL
INTRODUCTION/DESCRIPTION
• thrust control system with a combined HP fuel valve control.
• thrust management system (TMS)
THRUST CONTROL SYSTEM
The thrust of each engine is controlled by a thrust lever in the flight deck
centre console.
The throttle valve and HP fuel valve control are combined in one spindle
on the engine fuel control unit (FCU). The first movement of the thrust
lever from FUEL OFF to ON opens the HP fuel valve and the remaining
movement controls the engine throttle valve.
THRUST MANAGEMENT SYSTEM (TMS)
The TMS provides for a selection of temperature references for either full
or flexible take-off power with a target fan speed (N1). During flight the
TMS trims, with limited authority, settings selected by the pilot based on
parameters of engine spool speeds (N1 and N2), turbine gas
temperature (TGT), air temperature and engine air bleed configurations.
FIGURE 2:POWER CONTROL
ATA 76-00/10
ATA 76-12 THRUST MANAGEMENT
SYSTEM The TMS consists of:
• thrust modulation computer (TMC)
• control display unit (CDU)
The Thrust Modulation System (TMS) is designed to manage engine • Static Pressure Sensor (SPS)
thrust by trimming, with limited authority, the thrust control lever settings
selected by the pilot. Performance of the system is based on parameters
• four engine thrust trim actuators
of engine fan speed (N1), high-pressure turbine speed (N2), Turbine Gas • two TMS disconnect push buttons
Temperature (TGT), altitude, total air temperature and engine bleed
configurations. The system operates in a variety of modes, selection • GA relay
being made by the pilot through the Control Display Unit (CDU), which • take-off relay
interfaces with a micro-processor-based Thrust Modulation Computer
(TMC). The computer drives four actuators - one on each engine - to • switches in the two MACH/ASI indicators
provide limited trim authority about thrust control lever settings.
• an airspeed indicator (ASI) 1 relay
• an airspeed indicator (ASI) 2 relay
• two primary (PRM) relays
• two secondary (CTR) relays)
FIGURE 3: THRUST MODULATION
ATA 76-00/10
ATA 76-30 OVERSPEED TRIP
SYSTEM
The LF 507-1F incorporates a NL overspeed trip system which provides

engine protection against a low pressure turbine overspeed or by a
sudden loss of load. This system is made up of the following items:
• Three independent magnetic speed pickups

• One three channel overspeed controller
• An overspeed solenoid valve
• Electrical harnesses
The magnetic speed pickups located on the No. 4/5 bearing package and
at the 12-o'clock position of the stub frame permits measurement of low-
pressure turbine speed. When the power turbine speed reaches a pre-set
overspeed condition, the controller sends a 28-vdc signal to the fuel shut-
off valve. Upon receiving the 28 v dc signal, the electronic controller will
power the fuel solenoid valve which will completely bypass fuel flow to
the engine causing it to shut down.
FIGURE 4: OVERSPEED TRIP SYSTEM
ATA 76-00/10
BAe146 AVRO 146RJ
ATA 77-00
Engine Indicating
TABLE OF CONTENT
ATA 77-00 Engine indicating ................................................................3

Introduction ..........................................................................................3
Description ...........................................................................................5
Power Monitoring .............................................................................5
Temperature Monitoring ...................................................................5
Fuel Flow Monitoring ........................................................................5
System Monitoring ............................................................................5
Vibration Monitoring .........................................................................5
Condition monitoring ........................................................................5
Engine Display Panel .......................................................................5
ATA 77-00
Page 2 Engine Indicating
ATA 77-00 ENGINE INDICATING
INTRODUCTION
On aircraft 005-299,301-304,306-307
The engine indicating system consists of:
The engine indicating system monitors engine performance. Sensing
elements mounted on each engine continuously transmit data to the • power monitoring
display panel on the flight deck.
• temperature monitoring
The engine indicating system consists of:
• condition monitoring
• fuel contents monitoring (ATA 28)
• vibration monitoring
• fuel flow monitoring (ATA 73)
• fuel contents monitoring
• power monitoring
• fuel flow monitoring
• temperature monitoring
• condition monitoring
• vibration monitoring
• engine display panels
On aircraft 003-004,305,308-999
The engine indicating system monitors engine performance. Sensing
elements mounted on each engine continuously transmit data to
indicators on the flight deck.
FIGURE 1:ENGINE INDICATING GENERAL
ATA 77-00
DESCRIPTION
POWER MONITORING VIBRATION MONITORING
Power monitoring is a function of Fan speed and high-pressure rotor An engine-mounted accelerometer transmits signals via a vibration
speed.N1 and N2 indication is determined by electrical signals from amplifier unit to the engine display on the pilot’s centre panel.
magnetic pickups transmitted to the display panel graduated in
percentage r.p.m. An overspeed indication on the MWP indicates CONDITION MONITORING
operation of the overspeed system A test panel on each engine for the attachment of engine condition
monitoring equipment provides both diagnostic and chip detection
TEMPERATURE MONITORING facilities for use on the ground only.
Thermocouples sense the fourth turbine nozzle gas stream temperature. On aircraft 003-004,301,305,308
The engine display panels read in degrees Celsius.
The engine condition monitoring diagnostic test pack is used with the
On aircraft 005-299,301-304,306-307 engine diagnostic test panel (Ref.77-31-07).
Thermocouples sense the third turbine nozzle gas stream temperature.
The engine display panels read in degrees Celsius (deg. C). ENGINE DISPLAY PANEL
Two engine instrument system primary engine display panels are
FUEL FLOW MONITORING installed at the pilot ` s centre panel. Each panel is a microprocessor-
An engine mounted fuel flow transmitter transmits signal to the engine based instrument that displays the primary engine parameters of actual
display panel where the fuel flow rate is continuously displayed. N1%, N2%, EGT, Vibration, Fuel Flow, Fuel Quantity and Fuel Used.
The fuel flow display is also used to display the fuel used, obtained by The engine displays are interchangeable; therefore only one panel will be
pressing the bezel mounted FUEL USED button. described.
On aircraft 003-004,305,308-999 The engine display primary function is to accept signal inputs from
engine-mounted sensors, independently process each engine parameter
Tank units transmit signals via a processor unit to an indicator graduated and display the parameter value.
in either lbs. or kgs.
SYSTEM MONITORING
Provides the most important information of the fuel and oil systems is
temperature, pressure. Cautions and warnings will be displayed on the
PED, MWP, and on analogue engine instruments.
FIGURE 2: ENGINE INDICATING DESCRIPTION
ATA 77-00
BAe146 AVRO 146RJ
ATA 79-00
Oil System
TABLE OF CONTENT
ATA 79-00 Oil system ............................................................................3
Introduction ..........................................................................................3
Right Hand Side view .......................................................................5
Left Hand Side view .........................................................................7
Lubrication lines and vent .................................................................9
Description .........................................................................................11
Vent System ...................................................................................13
Sump Ventilation ............................................................................13
Seal Pressurization ........................................................................13
ATA 79-00
Page 2 Oil System General
ATA 79-00 OIL SYSTEM
INTRODUCTION
The engine lubrication system serves the engine with the dual function of
lubricating and cooling.
The oil system is completely self-contained; the system includes an oil
tank, a lube and scavenge oil pump, an oil fuel heat exchanger, a filter
and a centrifugal air oil separator. The oil/fuel heat exchanger cools the
hot scavenge oil. The main oil filter has a bypass system with an
impending blockage bypass pop-out indicator.
The oil system components are mainly fitted on the left-hand side of the
engine.
Each engine system incorporates a triple reading indicator showing oil
pressure, temperature and tank quantity.
Minimum oil pressure is 25psi on ground idle, 35psi on flight idle, and oil
system pressure on take-off power should be between 87-107 psi.
FIGURE 1: OIL SYSTEM GENERAL
ATA 79-00
RIGHT HAND SIDE VIEW
• N2 Bearing Oil Connector

• N4 Bearing Feed Line
• Processor
• Oil In
• Oil Out
• Dual Heat Exchanger
FIGURE 2: COMPONENTS RH SIDE
ATA 79-00
LEFT HAND SIDE VIEW
• Cap And Dipstic

• Oil Tank
• Oil Quantity Transmitter
• Distribution Block
• Full Flow Chip Detector
• Oil Pump
• Oil Filter
• Oil Tank Drain Plug
• N4 Bearing Feed Line
FIGURE 3: COMPONENTS LH SIDE
ATA 79-00
LUBRICATION LINES AND VENT
• Five O`Clock Strut

• Six O'clock Hollow Strut
• Seven O'clock Hollow Strut
• Nine O`Clock Strut
• Chip Detector
• Overboard Vent
• Drain Mast
FIGURE 4: LINES AND VENTS
ATA 79-00
DESCRIPTION
Supply oil from an externally mounted oil tank flows through an external Oil pressure flow from the oil distribution block takes two paths:
line to the inlet side of the main oil pump through the pressure element.
The high altitude, positive displacement oil pump contains both pressure • the largest flow is used for the fan module.
and scavenge elements and provides sufficient volume to handle all • the smaller amount flows through a tube housed in the fan frame
lubrication requirements. assembly support (hollow strut 9o'clock) and passes through an
internal passageway in the fan module into the stub frame
Pressure oil passes through a 7 micron absolute disposable oil filter support of the gas producer module.
which is located in the oil pump housing and flows into an external line
leading into an oil distribution block, which contains the temperature At this point the flow is divided into two paths:
transmitter and pressure ports. One flow is internally directed into the front portion of the gas producer
From this point, oil is divided into two flows, with greater flow being used module to feed the N1 bearing and accessory drive gear and also the N3
in the fan module for lubrication of the following items: and the accessory drive bearings.
sun-planetary gear mesh, planetary N6-7 bearings, sun gear spline and The scavenge flow from these areas will gravity drain into the fan frame
the fan shaft bearing. assembly inner sump and mix with the scavenge oil from the fan module.
Oil is also utilized for continuous anti-icing of the fan spinner. The second flow will pass into an external line and be directed to the
position 2 oil pressure fitting, with a portion of this oil going internally to
In the process of anti-icing, oil still under pressure from centrifugal action feed the N2 bearing. Scavenge oil from this area gravity drain out
will lubricate the fan shaft roller bearing and the remaining gear spline. through an external line, which is connected to the fan frame support
The scavenge flow of the proceeding items will take place totally by inner sump. The remaining pressure oil from the position 2 oil pressure
gravity action in which the scavenge oil is collected in the fan frame fitting flows through an external line to feed the N4-5 bearing package
assembly inner sump and, as will be explained later, passes into the located in the low-pressure turbine sub-module.
accessory gearbox module. Scavenge oil from this bearing package is removed by its own scavenge
element in the oil pump through an external line.
FIGURE 5: SYSTEM FLOW
ATA 79-00
The remaining scavenge oil from all other areas that was collected in the
fan frame inner sump will gravity drain into the accessory gearbox SEAL PRESSURIZATION
module through the hollow 6 o'clock strut of the fan frame. This scavenge The main-shaft seals are pressurized by the prevailing pressure in the
oil will lubricate all gears and bearings in the accessory gearbox. At this adjacent air cavities, and do not utilize pressurization air from remote
point all scavenge oil that is in the gearbox will be picked up by the main sources.
scavenge element in the main oil pump through an internal passage.
Both scavenge flows (from the N4-5 bearings and the accessory
gearbox) will exit the main oil pump via common discharge through a full-
flow chip detection monitor provided as an option. The oil then passes
through an external line to the cleanable fuel-oil heat exchanger.
Depending upon the temperature, flow will either go through the
exchanger where heat is removed or bypass it and return through an
external line directly to the oil reservoir.
VENT SYSTEM
Due to the scavenge being of much greater capacity than the pressure
system, a large amount of air is mixed with the oil returning to the tank.
This mixture is de-airated by a swirl chamber separator and the air is
vented through an external line to the accessory gearbox. Located within
the gearbox is a mechanically driven air oil separator and the vaporless
air is ported directly to the aircraft overboard vent system.
SUMP VENTILATION
Air which leaks past compartment seals exits the bearing compartment
with the scavenge oil through the scavenge lines, which are described in
the lubrication system section. No other compartment vents are used.
The air is collected in the accessory gearbox and is vented overboard
through the air-oil separator.
FIGURE 6: SEALS AND VENTILATION
ATA 79-00
BAe146 AVRO 146RJ
ATA 80-00
Engine Starting
TABLE OF CONTENT
ATA 80-00 Engine starting ....................................................................3
Introduction ..........................................................................................3
Description ...........................................................................................5
Components ........................................................................................1
Starter Motor ....................................................................................1
Voltage Monitor/Amplifier .................................................................7
Soft start resistor ..............................................................................7
Operation .............................................................................................1
Cranking Using AC Power ................................................................1
Cranking using external D.C. ............................................................5
Cranking using aircraft batteries .......................................................7
Generator inhibit during engine start.................................................9
ATA 80-00
Page 2 Starting General
ATA 80-00 ENGINE STARTING
INTRODUCTION
Three separate systems are required to ensure that the LF 502 engine
will start satisfactorily.
• Provision is made for the compressor (N2) and its associated
turbines to be rotated up to a speed at which adequate air passes
into the combustion system to mix with fuel from the burners.
• Provision is made for ignition of the air-fuel mixture in the
combustion system.
The engine anti-ice system is operated automatically to off load the
compressor thereby enabling the compressor to spool up more quickly
and to improve the surge characteristics of the engine.
During engine starting all three systems operate simultaneously;
however, provision is made to:
- Motor the engine with the starter without the ignition system being
energized.
The ignition system is only operating to facilitate in-flight starting.
The functioning of the three systems is coordinated during an engine
start cycle and their operation is automatically controlled after initiation by
an electrical circuit.
FIGURE 1: STARTING GENERAL
ATA 80-00
DESCRIPTION
The starter motor is mounted on the rear face of the engine accessory On aircraft 003-004,301,305,308-999
gearbox and consists of a 28V d.c. uni-directional motor coupled to an
The START SELECT switch is a five-pole, eight-wafer rotary switch.
output shaft through an oil lubricated freewheel assembly. Switches,
When selected to an engine position, the coil circuits of the start motor
relays and contactors control operation of the motor.
and start ignition relays are completed through the 40 per cent switches
A nominal 28V d.c. is used for starting and motoring and this may be in the engine N2 speed indicators and to control the operation of the start
obtained from an external d.c. supply or from the aircraft transformer contactor.
rectifiers (TRU). The TRU power supplies may be obtained from an
On aircraft 005-299,302-304,306-307
external a.c. supply) the APU generator or either engine 1 or engine 4
generators. 36V d.c. is obtained by switching within the TRU when the The START SELECT switch is a five-pole, eight-wafer rotary switch.
START PWR switch is set to COLD. When selected to an engine position, the coil circuits of the start motor
and start ignition relays are completed through the 45 per cent switches
The START MASTER switch is a double-pole, double-throw rocker
in the engine N2 speed indicators and to control the operation of the start
switch having two selectable positions (ON-OFF) and is used to control
contactor.
the 28V d.c. power supplies to the START PWR and ENGINE switches
and the start motor and start control relay coil circuits. The start motor relay is a four-pole change over relay used under starting
and motoring conditions to control the start contactor and provide a lock-
If, after the selection of the START MASTER switch to ON, the
on circuit to its own coil. It is also used in the engine overspeed trip and
STARTER OPERATING annunciator comes on there is the possibility
anti-ice circuits.
that the soft start resistor will be damaged due to any one of the engine
start contactors being closed circuit. The start ignition relay is a four-pole change over relay used under
starting conditions to control ignition for ground and air starting and to
The START PWR switch is a double-pole, double-throw rocker switch
provide a lock-on circuit for its own coil
having three selectable positions (EXT DC-NORM-COLD) and is used to
control the operation of the external d.c. select relay and the No.1 and No.1 and No.2 cold start relays are four-pole change over relays and
No.2 cold start relays. A baulk prevents inadvertent operation of the when energized, inhibit the operation of the TRU automatic cutout relays
switch to the COLD position. thus disconnecting the 28V d.c. output from the d.c. busbars, and apply a
signal to operate the TRU tap change relay and make 36V d.c. available
The ENGINE switch is a double pole; double-throw rocker switch having
for starting.
three selectable positions (START-RUN-MOTOR) and is spring-loaded to
the central (RUN) position. It is used to control the operation of the start The start control relay is a four-pole change over relay and when
motor and start ignition relays and to provide a direct supply to the coil of energized completes the circuit through the TRU power on relay contacts
the start contactor. to energize the STARTER (select) CONTRs.
FIGURE 2: CONTACTORS AND RELAYS
ATA 80-00
On aircraft 004-006,301-305,307-309 On aircraft 003
The STARTER (select) CONTRs are single-pole, single-throw contactors The ground d.c. contactor has single-pole, single-throw main and
with main and auxiliary contacts. The main contacts are used to apply the auxiliary contacts. The main contacts are used to apply external d.c.
TRU output to the starter motor, initially via the soft start contactor, soft power to the starter motor through the start contactor and the auxiliary
start resistor and start contactor then, after a 1 second delay, through the contacts are used to control the STARTER (select) CONTRs.
soft start contactor and the start contactor. The auxiliary contacts are
used to control the operation of the ground d.c. contactor via contacts of
the start shutdown relay.
On aircraft 007-299,306,310-999
The main contacts are used to apply the TRU output to the starter motor,
initially via the soft start resistor and start contactor then, after a 1 second
delay, through the soft start contactor and the start contactor. The
auxiliary contacts are used to control the operation of the ground d.c.
contactor.
On aircraft 003
The STARTER (select) CONTRs are single-pole, single-throw contactors
with main and auxiliary contacts. The main contacts are used to apply the
TRU output to the starter motor through the start contactor and the
auxiliary contacts are used to control the operation of the ground d.c.
contactor.
The ground d.c. contactor has single-pole, single-throw main and
auxiliary contacts. The main contacts are used to apply external d.c.
power to the starter motor, initially via the soft start contactor, soft start
resistor and start contactor then, after a 1 second delay, through the soft
start contactor and the start contactor. The auxiliary contacts are used to
control the operation of the STARTER (select) CONTRs via contacts of
the start shutdown relay.
FIGURE 3: CONTACTORS AND RELAYS 1
ATA 80-00
The start shutdown relay is a four-pole change over relay and when On aircraft ALL
energized by the operation of the soft start fault relay, inhibits the
A voltage monitor/amplifier is mounted in each pylon and will illuminate
operation of the STARTER (select) CONTRs and the ground d.c.
the STARTER OPERATING annunciator whenever there is a voltage at
contactor, thus disconnecting the 28V d.c. supply to the starter motor.
the starter terminals, either supplied during starting or by a seized clutch
The soft start fault relay is a two-pole change over relay, operated by a rotating the starter motor causing it to act like a generator.
1.5 second time delay supplied from the voltage developed across the
soft start resistor when in the starter motor supply circuit. When
energized, the relay supplies 28V d.c. to the coil circuit of the start
shutdown relay initiating the start shutdown sequence.
The external d.c. select relay is a two-pole change over relay and is used
to control the operation of the STARTER (select) CONTRs and the
generator inhibit circuit.
The start contactors comprise single-pole, single-throw main and
auxiliary contacts. The main contacts are used to connect the d.c. supply
to the starter motor. The auxiliary contacts are not used.
The START PWR ON annunciator circuit is completed when the
STARTER (select) CONTRs or the ground d.c. contactor is operated.
The ENG 1 and 4 GEN O/R INHIBIT relays are two and four-pole change
over relays respectively and are used to control the output of the engine-
driven generators during a starting sequence.
On aircraft 004-299,301-999
A "soft start" capability is employed, using a resistor, contactor and a one
second time delay relay, to reduce the electrical and mechanical stress
which occurs during the starting cycle. This allows the starter to take up
the backlash in the engine gearbox before cranking the engine.
FIGURE 4: CONTACTORS AND RELAYS 2
ATA 80-00

BAE146AVRO 146 RJ Refresh PDF

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BAE146AVRO 146RJ

Maintenance Training Manual

Course AVRO RJ Level 1

ISSUE SEPTEMBER 2012

Educational Mission Statement

• Our instruction is performance- and goal-oriented , which assures successful learning.

• We act as reliable partners and communicate efficiently and clearly

All maintenance checks, inspections, repairs, replacements and

AMM - SYSTEM DESCRIPTION

30 Second element: Sub-system: Pressurization control

31 Third element: Component: Discharge valve

AMM 24-11-11 401 - INTEGRATED DRIVE GENERATOR (IDG) -

NOTE: The integrated drive generator (IDG) must be removed and

NOTE: The removal/installation procedure is identical for the IDG

At the beginning of each page block an effectivity lead-in statement will

Differences within text will be indicated by lead-in statements at the

AMM 34-46-17 201 - COMPUTER - GROUND PROXIMITY WARNING

FLEET EFFECTIVETY CODE

The Fleet Effectivity Code, which appears as an Effectivity Statement in

WIRING MANUAL (WM) • 02 Center fuselage and cabin

OTHER DOCUMENTATION CONTINUED

NONDESTRUCTIVE TESTING MANUAL (NDT)

SERVICE BULLETIN (SB)

ICE AND RAIN

Designed as the first in a family of LF500 series turbofans, the LF502

The LF507 is an advanced version of the ALF502 which, with millions of

The LF507 benefits from the ALF502's years of experience powering

INTENTIONALLY LEFT BLANK

Pre-Flight Check Each day before first flight

48 Hour Check Accomplish every 48 Calendar Hours - Elapsed Time

Weekly 7 Calendar days - Elapsed Time

Service Check "A" 14 Calendar days - Elapsed Time

Service Check "B" 28 Calendar days - Elapsed Time

300FC Every 300 Flight Cycles (Intermediate Check)

500FCA & 500FCB Every 500 Flight Cycles (Intermediate Check)

1000FCA & 1000FCB Every 1000 Flight Cycles (Intermediate Check)

1500FCA & 1500FCB Every 1500 Flight Cycles (Intermediate Check)

2000FCA & 2000FCB Every 2000 Flight Cycles (Intermediate Check)

2500FCA Every 2500 Flight Cycles (Intermediate Check)

3000FCA Every 3000 Flight Cycles (Intermediate Check)

Intermediate Checks are included in all "C" & "½C" Checks

C01 to C10 Every 4000 Flight Cycles

C01-A to C10-A Every 4000 Flight Cycles

C01-B to C10-B Every 4000 Flight Cycles

UNSCHEDULED MAINTENANCE CHECKS

Unscheduled maintenance checks have to be performed after the

06-00 AIRCRAFT AREAS AND

BAE146 VERSIONS AND DIMENSIONS

100 200 300

RJ SERIES VERSIONS AND DIMENSIONS

AIRRAFT GENERAL DATA RJ SERIES

Seats 73/84 88/100 103/110

Range 3872/82pax. 3650/100pax 3340/100pax

Maximum Fuel Range 3902miles 3772miles 3563miles

Length 26900mm 28550mm 31000mm

Height 8610mm 8610mm 8610mm

Span 26340mm 26340mm 26340mm

Max Take-off Weight 38000kg 42184kg 44225kg

Max Landing Weight 37875kg 38555kg 40142kg

Payload 10205kg 11566kg 12247kg

Operating Empty Weight 23820kg 24600kg 25640kg

Max Zero Fuel Weight 32432kg 35833kg 37421kg

Standard Fuel Capacity 11728kg 11728kg 11728kg