ATR - MTM Fly Safety V1 (1) - Edit

FlightSafety
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ATR 42
MAINTENANCE TRAINING
MANUAL
VOLUME 1
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the ATR 42 are taught at the following FlightSafety learning centers:
Houston Learning Center

William P. Hobby Airport
7525 Fauna at Airport Blvd.
Houston, Texas 77061
Phone: (713) 393-8100
Toll-Free: (800) 927-1521
Fax: (713) 393-8111
Copyright © 2005 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to
be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer
or the FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
iii
CONTENTS
VOLUME 1
ATA
Chapter Title Number
INTRODUCTION
ATA 100
AIRCRAFT GENERAL 4-12
AIR CONDITIONING 21
AUTOFLIGHT 22
COMMUNICATIONS 23
ELECTRICAL POWER 24
EQUIPMENT AND FURNISHINGS 25
FIRE PROTECTION 26
FLIGHT CONTROLS 27
FUEL 28
HYDRAULIC POWER 29
ICE AND RAIN PROTECTION 30
INDICATING AND RECORDING SYSTEMS 31
v
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ATR 42 MAINTENANCE TRAINING MANUAL
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original .................. 0..........August 1999

Revision 1 .............. 1...........March 2003
Revision 2 .............. 2............. June 2005
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page
that has changed in any way (grammatical or typographical revisions, reflow of pages,
and other changes that do not necessarily affect the meaning of the manual).
THIS PUBLICATION CONSITS OF THE FOLLOWING:
*Zero in this column indicates an original page.
Page *Revision Page *Revision

No. No. No. No.
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ATA 100
CONTENTS
Page
INTRODUCTION .................................................................................................................. 2-1
GENERAL .............................................................................................................................. 2-1
DOCUMENTATION.............................................................................................................. 2-2
General ............................................................................................................................ 2-2
Basic Operation Set ......................................................................................................... 2-2
Basic Maintenance Set .................................................................................................... 2-2
Maintenance Supplementary Set ..................................................................................... 2-5
Functional Item Number—Equipment Identification ..................................................... 2-6
Effectivity Codes............................................................................................................. 2-8
Summary ......................................................................................................................... 2-8
FOR TRAINING PURPOSES ONLY 2-i

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ATA 100
2
24
25
26
30 29 28
31
INTRODUCTION
The purpose of this chapter is to describe the arrangement, numbering system, and special
features of the Air Transport Association format for aircraft maintenance manuals. To take
advantage of all the material presented in an ATA 100-format manual, the maintenance techni-
cian must become thoroughly familiar with the outline and contents presented for any given
aircraft.
GENERAL
ATA Specification No. 100 is issued by the Air Each chapter covers a specific area of mainte-
Transport Association of America as the Specifi- nance information, such as Chapter 10, “Parking
cation for Manufacturers’ Technical Data. It and Mooring,” or a specific system, such as
establishes a standard for the presentation of cer- Chapter 32, “Landing Gear.” All data pertaining
tain data produced by aircraft, engine, and to a given system is located within its chapter,
component manufacturers required for the sup- regardless of whether it is mechanical, hydraulic,
port of their respective products. Under this or electrical in nature. The chapters are arranged
format, the maintenance manual is broken down in alphabetical order through chapter 38.
into standard chapters as defined by ATA 100.
FOR TRAINING PURPOSES ONLY 2-1

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●
DOCUMENTATION Scheduled Maintenance Requirement
Document
●
GENERAL Aircraft Schematic Manual (ASM)
● Aircraft Wiring Manual (AWM)
The ATR 42 Aircraft Maintenance Manual
(AMM) is prepared from the manufacturer’s tech-
● Structural Repair Manual (SRM)
nical data in accordance with the Air Transport
Association and conforms to ATA 100 Revision
● Service and Information Bulletin Set
32, with the exception of Fault Isolation, which
has been prepared as Troubleshooting Tables. (SBI/SI)
The AMM provides sufficient information to
● Service News Letter
enable a mechanic who is unfamiliar with the air-
plane to service, troubleshoot, test, adjust, and
● Corrosion Prevention and Control
repair systems and to remove and install any unit
normally requiring such action on the line or in Manual
the maintenance hangar.
● Maintenance Planning Document (MPD)
If the revision is inserted by the factory for a
reprint of the manual, the revision record will ● Job Instruction Card (JIC)
show the revisions already incorporated.
Aircraft Maintenance Manual
BASIC OPERATION SET
The basic operation set that will be available con-
Division of Subject Matter
sists of the following: The introduction to the ATR 42 AMM lists the
chapters from the ATA 100 format which are
● Operations Manual (OM) included in the manual. Each chapter has the fol-
lowing items (as applicable) filed at the front:
● Master Minimum Equipment List
(MMEL) ● Effectivity Code Cross-Reference List
● Dispatch Deviation Procedures Manual ● Highlights page(s) for each normal
(DDPM) revision
● Operation Bulletins (OB) ● List of Effective Pages
● List of Effective Temporary Revisions
BASIC MAINTENANCE SET
● Service Bulletin List
The primary publication for maintenance is the
Aircraft Maintenance Manual (AMM). As an aid ●
to the Aircraft Maintenance Manual, the follow- Table of Contents
ing documentation is usually also published:
Standard Numbering System
● Illustrated Tool and Equipment Manual The numbering system identifies and segregates
●
subject matter by chapter (system), section (sub-
Troubleshooting Manual (TSM) system), and subject (unit). The system is a
●
conventional dash-number breakdown, and each
Non-Destructive Testing Manual (NDI) number is composed of three elements consisting
2-2 FOR TRAINING PURPOSES ONLY

of two digits each. When referred to as a unit, the Subject and Unit
three-element number (chapter/section/subject)
is called the “chapter/section” number. The chap- The third pair of digits designates a component
ter/section number is located in the lower-right or functions of chapters and sections covered by
corner of each page with the page number and the previous elements.
date. Each system, subsystem, and unit is allo-
cated a block number. When the third pair is -00-, it shows that the mat-
ter is dealt with in general. It applies to the
The page numbering system allows rapid loca- section as a whole without treating specifics con-
tion of information for retrieval. All maintenance cerning components or functions. As an example,
information is separated into specific types of 21-20-11 identifies the check valves of the air
information (topics), and blocks of page numbers conditioning distribution subsystem
are assigned to each.
Effectivity
Chapter Numbering System Effectivity differences are reflected within the
The chapter numbering system provides a func- text or figures through references, call-outs, or by
tional breakdown of the entire aircraft. adding specific page blocks.
It uses a three-element number, and the elements When applicable, the effectivities of Service Bul-
are separated by dashes. Each element contains letins are differentiated through the following
two digits, corresponding to chapter and system, indications:
section/subsystem and subject/unit. ● Pre-Mod. S.B—Aircraft covered by the
Service Bulletin effectivity that do not
Chapter and System h ave t h e r e l eva n t m o d i fic a t i o n ( s )
The first pair of digits is assigned by ATA Speci- incorporated
fication 100 and designates the chapter and ●
system. For example, 21-xx-xx identifies the air Post-Mod. S.B.—Aircraft whose opera-
conditioning system. tor has accomplished the S.B. or that
have the relevant modification(s) factory-
incorporated
Section and Subsystem
The second pair of digits designates the section The following page number blocks are used in
and subsystem. Only the first digit is assigned by the ATR 42 manual:
ATA Specification 100.
● Pages 1 through 99—Description and
When the second pair is -00-, it shows that the Operation
matter is treated in general and applies to the
● Pages 101 through 199—Testing and
chapter and system as a whole. The second digit
of the pair is used when it is convenient to break Troubleshooting
down the section and subsystem. The following
● Pages 201 through 299—Maintenance
examples reflect subsystems in the air condition-
ing system: Practices
● 21-20-xx identifies the air conditioning ● Pages 301 through 399—Servicing
distribution
● Pages 401 through 499—Removal and
● 21-27-xx identifies the avionics cooling Installation
subsystem

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● Pages 501 through 599—Adjustment and When text or art in illustrations are revised, a
Test black bar is added to the page outside the margin,
beside the revised, added, or deleted material.
● Pages 601 through 699—Inspection and
Check A bar beside the page number, or the section title
and the printing date, indicates that neither the
● Pages 701 through 799—Cleaning and text nor the illustration have been changed, but
Painting the material has been relocated. The material has
been moved to a different page, or a totally new
● Pages 801 through 899—Approved page has been added.
Repairs
Temporary Revisions
Each new topic of information starts with page
001, 101, 201, 301, etc. It continues within the General
page numbering block as necessary; unused page
number blocks are omitted. Temporary revisions are urgent in nature. These
are printed on yellow paper. They notify opera-
Illustrations and tables use the same numbering tors of changes or provide advance information
system as the page block they appear in. For of equipment or modifications. A temporary revi-
example, Figure 403 is the third figure in the sion is filed in the manual, as instructed in the
Removal and Installation section. If an illustra- Temporary Revision. The changes in the tempo-
tion requires more than one page unit, whether it rary revisions are incorporated in the first
is a foldout or multiple-sheet presentation, each permanent revision following their release.
page unit will be assigned a sheet number.
List of Effective Temporary Revisions
Revisions and Service Bulletins Temporary revisions are recorded on the list of
effective temporary revisions. The page has col-
General umns for documenting the temporary revision
number and issue date.
ATA 100 allows the manufacturer considerable
leeway or freedom in the area of Maintenance
Manual revisions and their dissemination. Virtu- Permanent Revisions
ally every aircraft manufacturer has a system
different from any other manufacturer. Some dif- General
ferences are great, while others are barely Permanent revisions are printed on white paper
noticeable. However, all are intended to get and are issued to qualified holders, as required, to
maintenance information, routine or vital, to the update the ATR 42 AMM. Additions, deletions, or
field in a timely manner. revisions to the text are identified on the text page
with a black bar in the left margin of the page.
Changes, particularly new temporary changes,
may be vital to ground and/or airborne safety.
Therefore, the maintenance technician should be Letter of Transmittal
thoroughly familiar with the methods used by a A letter of transmittal accompanies each perma-
particular manufacturer to incorporate changes nent revision published by the manufacturer. The
into a Maintenance Manual. The manufacturer’s letter gives filing instructions and the reason for
methods are listed in detail in the Maintenance issue. Listed in the filing instructions are the tem-
Manual “Introduction” for a given airplane. porary revisions which are incorporated in the
permanent revision. Those temporary revisions
are removed from the manual.

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List of Effective Pages be immediate. This information is incorporated

in the normal revisions.
A new List of Effective Pages is issued with each
permanent revision. The ATR 42 AMM uses three
codes to identify pages for update: Service Bulletin List
●
The Service Bulletin List has columns which
R—Revised (to be replaced) give the service bulletin number, the revision in
●
which it is incorporated, and the service bulletin
D—Deleted (to be removed) subject.
● N—New (to be added)
Record of Service Bulletins
Effectivity Code Cross-Reference List The Record of Service Bulletins is filed in the
front of the AMM. This record provides columns
The aircraft serial number effectivity for an AMM for listing the service bulletin identification num-
page is listed in the lower-left corner of the page. ber and subject.
It will say “ALL” or give a specific effectivity
code. The code is listed on the effectivity code
cross-reference list, which is printed on green MAINTENANCE
paper. It lists the specific aircraft serial numbers SUPPLEMENTARY SET
affected by that code.
The Maintenance Supplementary Set that will be
Highlights available includes the following:
A highlights page is printed on white paper and is ● Airplane Flight Manual
issued with each permanent revision. This page
lists the changed pages in each chapter and the ● Operating Manual
reasons for change. If a permanent change does
not affect a particular chapter, the highlights page ● Illustrated Parts Catalog
states, “No revised page for this revision.”
● Component Maintenance Manual
Record of Revisions
● Weight and Balance Manual
The Record of Revisions is filed in the front of
the AMM. This record provides a place for the ● Powerplant Build Up Manual
responsible individual to record successive revi-
sion numbers, dates inserted, and his initials ● On-Wing Engine Manual
against the appropriate revision number. If the
revision is inserted by the factory for a reprint of ● Engine Maintenance Manual
the manual, the revision record shows the revi-
sions already incorporated. ● Heavy Maintenance Manual
Service Bulletins ● Engine Illustrated Parts Catalog
● Aircraft Recovery Manual
General
Service bulletins are printed on either white or ● Illustrated Tools and Equipment Manual
blue paper. White paper indicates routine han-
dling with a specified time limit for compliance.
Blue paper indicates special handling with a
specified time limit for compliance, which may

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● Ramp Maintenance Manual ● F—Flight Instrumentation

● Auxiliary Power Unit Build-up Manual ● G—Landing Gear Hydraulic
(TP)
● H—Air Conditioning and Bleed
● Vendors Publication Set
● J—Engine Ignition
FUNCTIONAL ITEM ● K—Engine Control
NUMBER—EQUIPMENT
●
IDENTIFICATION L—Lighting
● M—Interior Arrangement (Toilet,
To facilitate identification of equipment on A/C
and cross referencing between manuals, all com- Galley)
ponents are identified with a functional item
● P—DC Generation and Distribution
number (FIN).
The FIN is made up with a two-letter designator ● Q—Fuel and Oil
prefixed with a component number which can
have 1, 2, 3, or 4 digits (i.e., 8HM, 150WD). ● R—Radio Navigation and
Communication
The first letter will designate the system identifi-
cation while the second letter will designate the ● S—Radar Navigation
circuit identification within the system.
● T—Special Electronics
The numbers in front of those two-letter designa-
tors differentiate the components within the same ● W—Fire Protection and Warning System
system and same circuit (i.e., this is a sequence
numbering of the components). ● X—AC Generation and Distribution
A FIN with a 1- , 2-, or 3-digit number identifies ● V—Fictitious Circuits
a component which has an electrical connection
(it could be a computer or a simple valve).
Identification of Circuits
A FIN with a 4-digit number identifies (with a
few exceptions, like the brush block assembly, As an example, we will list the circuits for the
the oxygen masks and some connectors) a com- flight control system:
ponent without any electrical connection. (It
● CA—Autopilot
could be a mechanical component or hydrome-
chanical component, i.e., brake, spoiler valve,
● CG—Trim
flap actuator, check valve, etc.)
● CN—Flap position indicating
System Identification
● CS—Spoilers control
● C—Flight Control System
● CT—Flight controls, position indicating
● D—Ice and Rain Protection
● CV—Flap control
● E—Engine Monitoring and Controls
● CY—Travel limiting

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The complete list of the circuits identification can while the second letter will identify what type of
be found on the introduction of the ASM, AWM, component it is:
or AWM, starting at page 101.
● VC—Electrical connectors in aircraft
It is, of course, not necessary to remember all wiring
those letter designators, but you will find that
searching for information on the manuals when ● VD—Diode modules
knowing the FIN will just be easier and faster.
● VF—Placards
Examples ● VN—Ground points
1CA is the autopilot computer.
● VP—Feed-through pressure seals
● 1—First component in the autopilot
system ● VR—Resistor modules
● CA—Circuit identification (i.e., ● VS—Splices
autopilot)
● VT—Terminal blocks
Whenever there are identical (similar) compo-
nents in the system (like the AHRU’s, ADC’s, ● VU—Panels
etc.) this FIN will be followed by a similar circuit
number: ● VZ—Spare wires
● 1FP-1 is the No. 1 AHRU. ● VG—Ground modules
● 1FP-2 is the No. 2 AHRU.
NOTE
Electrical connections to components will be
identified by a suffix letter (or two for multiple In-line diodes or resistors will not have
c o n n e c t i o n p a r t s ) f o l l ow i n g t h e c i r c u i t VD or VR as two-letter codes but will
identification: take the two-letter code of the system
they belong to, as they are specific to a
● 1CA-AA is the connector AA of the certain subsystem.
autoilot computer.
To better understand the documentation, it is
● 19HB-A is the connector A of the No. 1 important to remember the two letter designators
pack valve. for those specific items.
● 19HB-B is the connector B of the No. 1 In-Line Connectors
pack valve. ● 101VC—Connector fixed on the airframe
Particular Item Identification ● 101VC1—Backshell of the fixed

connector
There are on the aircraft some components which
are not specifically related to a certain circuit ● 101VCA—Movable side of the
(like a diode module, a terminal block). Those connector
components will be identified by the letter V
● 101VCA1—Backshell of the movable
connector

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Diode Modules be shown with aircraft customer fleet

●
serial numbers.
913VD—Mount diode
●
The cross reference table between MSN, registra-
913VDA—Base tion, customer fleet serial number (i.e., aircraft
●
effectivity table) can be found in the first pages of
913VD1—Plastic cover the JIC or the ASM, AWM, etc.
Pressure Seals Whenever using the ATR documentation, one
● should always refer to this table to identify the
6VP—Pressure seal
effectivity codes and therefore be able to select
● the correct JIC, schematic, wiring, or P/N for the
6VP1—Backshell
IPC.
● 6VP2—Backshell Referring to the next page for an example of this
aircraft effectivity table (extracted from the
Terminal Blocks ASM), we know that for aircraft registered
● 940VT—Terminal block (track) N143DD, its manufacturer serial number (MSN)
is 056 and its customer fleet serial number is 013.
● 940VTS—Module end clamps
We will go through the effectivity codes in detail
● 940VT1—Terminal block 940VT, mod- for each manual in their own dedicated chapters.
ule 1
SUMMARY
Busbars
The introduction to an ATA 100-format Mainte-
Busbars will be identified using: nance Manual provides an explanation of the
●
documentation procedures used for that particu-
A sequence number lar airplane manual. Although the ATA 100 major
●
chapter/section/subject specification does not
A two-letter designator (XP for AC bus- vary a great deal among aircraft manufacturers,
bars; PP for DC busbars) there are usually minor differences among main-
●
tenance manuals. Minor changes which do vary
A phase letter, where applicable between manufacturers occur particularly in the
❍
area of techniques for marking changes and their
12XP-A—AC busbar, phase A dissemination. Therefore, the maintenance tech-
nician should read and understand the
EFFECTIVITY CODES introduction to the manual for any particular air-
plane requiring maintenance. The introduction
The effectivity codes used are different whether provides the key to understanding manufacturer-
the manual is customized or not: peculiar techniques to help the maintenance tech-
nician find the required information in minimal
● For noncustomized documentation such time. Occasional review is recommended.
as the Additional Cross Reference Table
of the IPC, the aircraft effectivity will be
shown with aircraft manufacturer serial
numbers.
● For customized documentation (ASM,
IPC, JIC, etc.), the aircraft effectivity will

INTRODUCTION
CHAPTER 1
INTRODUCTION
This maintenance training manual provides a description of the major airframe and engine
systems installed in the ATR 42. This information is intended as an instructional aid only; it
does not supersede, nor is it meant to substitute for, any of the manufacturer’s maintenance or
operating manuals. This material has been prepared from the basic design data. All subsequent
changes in airplane appearance or system operation will be covered during academic training
and subsequent revisions to this manual.
GENERAL
This manual is in two volumes with the chapters describes the basic format for all ATA 100 Air-
numbered consistently with ATA guidelines. Vol- craft Maintenance Manual chapters and explains
ume 1 contains the Aircraft General chapters and w h e r e va r i a t i o n s m a y ex i s t b e t w e e n
chapters 21 through 31. Volume 2 includes chap- manufacturers.
ters 32 through 80, a Walkaround section, a
Limitations and Specifications section, and three Each chapter following “ATA 100” of this book
appendices. has listed on the divider tab the ATA chapter(s)
included, such as “24 Electrical Power.” In some
The second chapter of this manual, “ATA 100,” is cases it was appropriate, for training purposes, to
an introduction to the Air Transport Association include more than one ATA chapter within one
format for aircraft maintenance manuals. It tabbed section of this book, such as 51 through

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57 in “Structures.” The tab marked “51-57 Struc- NOTES

tures” indicates that applicable ATA 100 Aircraft
Maintenance Manual chapters 51 through 57 are
covered in that chapter.
The goal of this course is to provide the best
training possible for the clients in our mainte-
nance initial program. To prevent uncertainty
about what is expected of the client, the basic
course objectives are presented.
Given the ATR 42 Aircraft Maintenance Manual,
class notes, and this training manual (as specified
by the FlightSafety instructor), the client will be
able to pass a written examination upon comple-
tion of this course to the grading level prescribed
by the FlightSafety Director of Training. After
completing this course, the maintenance techni-
cian will be able to do the following:
● Outline the ATA 100 system of mainte-
nance documentation, including the
major chapter headings and symbology
● Describe the meaning and application of
each piece of manufacturer’s mainte-
nance documentation, and use the
documentation in practical applications
● Locate major components without refer-
ence to documentation and other
components with the aid of
documentation
● Describe the operation of all major sys-
tems in the normal and various abnormal
operating modes
The FlightSafety instructor may modify the

stated overall objective conditions and criteria to
satisfy selected performance requirements, when
appropriate. The performance levels specified
will not vary from those directed by FlightSafety.

CHAPTER 4–12
AIRCRAFT GENERAL
CONTENTS
Chapter Page
AIRCRAFT GENERAL ......................................................................................................... 4-1
DIMENSIONS AND AREAS ................................................................................................ 6-1
LIFTING AND SHORING..................................................................................................... 7-1
LEVELING AND WEIGHING.............................................................................................. 8-1
PARKING AND MOORING ............................................................................................... 10-1
PLACARDS AND MARKINGS.......................................................................................... 11-1
FOR TRAINING PURPOSES ONLY 4-A

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CHAPTER 4–12
AIRCRAFT GENERAL
INTRODUCTION
The Aircraft General chapters describe and discuss the general configuration, attributes, and
ground handling of the ATR 42 airplane. The purpose of these chapters is to acquaint the main-
tenance technician with the general configuration, attributes, and ground handling of the ATR
42 aircraft. This chapter has been written for familiarization and training. An approved aircraft
maintenance manual must be used when performing any servicing or maintenance actions.
GENERAL
These chapters discuss the general aircraft con- ● Leveling and Weighing
figuration and attributes. These include the
following: ● Parking and Mooring
● Aircraft General ● Placards and Markings
● Dimensions and Areas The Aircraft General chapter presents the general
aircraft configuration, alternate passenger and
● Lifting and Shoring cargo loading configurations, aircraft weights,
and aircraft fuel capacities.
FOR TRAINING PURPOSES ONLY 4-C

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The Dimensions and Areas chapter presents the NOTES

aircraft dimensions and interior cabin area.
Included are the alternate cargo hold sizes.
The Lifting and Shoring chapter shows the loca-
tions of aircraft jacking points and markings.
The Leveling and Weighing chapter shows the
aircraft leveling reference points.
The Parking and Mooring chapter discusses the
location and use of the aircraft tool kits.
The Placards and Markings chapter provides the
location and pictorial illustration of the placards,
stencils, and markings on the aircraft.These plac-
ards, stencils, and markings are required by the
regulations in force.
4-D FOR TRAINING PURPOSES ONLY

CHAPTER 4
AIRCRAFT GENERAL
CONTENTS
Page
GENERAL .............................................................................................................................. 4-3

ILLUSTRATIONS
Figure Title Page
4-1 Cabin Configuration ................................................................................................ 4-2

4-2 Composite Materials ............................................................................................... 4-4
4-3 PW 120 Turboprop Engine...................................................................................... 4-6
4-4 Engine Cross-Section ............................................................................................... 4-7
4-5 Aircraft Zone Numbers............................................................................................ 4-8
Revision 2 FOR TRAINING PURPOSES ONLY 4-iii

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CHAPTER 4
AIRCRAFT GENERAL

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Figure 4-1 Cabin Configuration

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GENERAL NOTES
The ATR 42 is a dual turboprop powered aircraft
sized to carry 42 to 46 passengers. It is built in
cooperation by European Aeronautic Defense
and Space Co. (EADS) (France) and Finmecca-
nia/Alenia Aerospazio (Italy).
The fuselage and the tail are built in Naples
(Italy) while the wing is assembled in St. Nazaire
(France). Final assembly and flight tests take
place in Toulouse (France).
● Max TakeOff Weight (MTOW)—16,700
kg. (36,815 lbs.)
● Max Landing Weight (MLW)—16,400
kg. (36,155 lbs.)
● Max Zero Fuel Weight (MZFW)—15,200
kg (33,510 lbs.)
● Operation Empty Weight (OEW)—10,290
kg. (22,685 lbs.)
● Payload (P-L)—4,910 kg. (10,825 lbs.)
● Maximum fuel load—4,500 kg (9,920
lbs.)
Several versions are proposed to combine pas-

senger transportation with freight. The cabin
layout may range from 26 passengers and 16.8
cubic meters of freight to 49 passengers and 3.5
cubic meters of freight (Figure 4-1).
Revision 2 FOR TRAINING PURPOSES ONLY 4-3

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FIBERGLASS SHELL ON ALUMINUM SPAR
HYBRID OF KEVLAR - CARBON / NOMEX SANDWICH
KEVLAR / NOMEX SANDWICH
CARBON FIBERS
GLASS FIBER / NOMEX SANDWICH
Figure 4-2 Composite Materials
4-4 FOR TRAINING PURPOSES ONLY Revision 2

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The aircraft manufacturer makes use of composite NOTES

materials for weight savings. Fiberglass on alu-
minum spar, hybrid of Kevlar ® -Carbon-
Nomex® sandwich, Kevlar®-Nomex® sandwich,
Carbon fibers, Glass fiber-Nomex® sandwich are
the materials used. These materials are used
mostly in non-weight bearing areas, such as,
nacelles, wing and empennage leading edge, con-
trol surfaces, and fairings (Figure 4-2).
The aircraft is equipped with two Pratt and Whitney
PW-121 turboprop engines (Figure 4-3). The en-
gines have the following characteristics (Figure 4-4).
● Thermodynamic power—2,386 SHP
(1,780 kW)
● Takeoff power—1,900 SHP (1,418 kW)
● Reserve TO power—2,100 SHP (1,567
kW)
● Specific fuel consumption—0.54 lb-
SHP-hr (0.33 kg-kW-hr)
Figure 4-5 shows the aircraft zone numbers.

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Figure 4-3 PW 120 Turboprop Engine

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PW 121 ENGINE CHARACTERISTICS
THERMODYNAMIC POWER 2386 SHP 1780 kW
TAKE OFF POWER 1900 SHP 1418 kW
RESERVE TAKEOFF POWER 2100 SHP 1567 kW
SPECIFIC FUEL CONSUMPTION .54 LB/SHP/HR. .33 KG/kW/HR.
Figure 4-4 Engine Cross-Section

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Figure 4-5 Aircraft Zone Numbers

CHAPTER 6
DIMENSIONS AND AREAS
CONTENTS
Page
GENERAL .............................................................................................................................. 6-3

ILLUSTRATIONS
Figure Title Page
6-1 Exterior Dimensions ................................................................................................ 6-2

6-2 Interior Dimensions and Cabin Layout.................................................................... 6-4
6-3 Forward Cargo Compartment Configurations ......................................................... 6-5
FOR TRAINING PURPOSES ONLY 6-iii

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CHAPTER 6
DIMENSIONS AND AREAS

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Figure 6-1 Exterior Dimensions

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GENERAL NOTES
Figure 6-1 shows the exterior dimensions of the
aircraft.
Figure 6-2 shows the interior dimensions and
cabin layout.
Figure 6-3 shows forward cargo compartment
configurations.

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Figure 6-2 Interior Dimensions and Cabin Layout

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Figure 6-3 Forward Cargo Compartment Configurations

CHAPTER 7
LIFTING AND SHORING
CONTENTS
Page
GENERAL .............................................................................................................................. 7-3

ILLUSTRATIONS
Figure Title Page
7-1 Jacking Point Locations and Markings.................................................................... 7-2

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CHAPTER 7
LIFTING AND SHORING

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Figure 7-1 Jacking Point Locations and Markings

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GENERAL NOTES
Figure 7-1 shows the ATR 42 jacking point loca-
tions and markings.

CHAPTER 8
LEVELING AND WEIGHING
CONTENTS
Page
GENERAL .............................................................................................................................. 8-3
Leveling Points................................................................................................................ 8-3

ILLUSTRATIONS
Figure Title Page
8-1 Leveling Reference Points ....................................................................................... 8-2

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CHAPTER 8
LEVELING AND WEIGHING

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Figure 8-1 Leveling Reference Points

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GENERAL NOTES
LEVELING POINTS
F i g u r e 8 - 1 s h ow s t h e a i r c r a f t l ev e l i n g
reference points.

CHAPTER 10
PARKING AND MOORING
CONTENTS
Page
GENERAL ............................................................................................................................ 10-3
Accessory Equipment.................................................................................................... 10-3

ILLUSTRATIONS
Figure Title Page
10-1 Aircraft Tool Kit .................................................................................................... 10-2

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CHAPTER 10
PARKING AND MOORING

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Figure 10-1 Aircraft Tool Kit

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GENERAL NOTES
ACCESSORY EQUIPMENT
Aircraft Tool Kit

The aircraft tool kit (Figure 10-1) comprises:
● A set of landing gear safety pins
● An opening handcrank
● A tool kit
Description and Location

In the flight compartment:
● A set of three landing gear safety pins
stowed in the bottom of the first officer's
seat
In the aft compartment behind the cabin atten-

dant panel and in the aircraft tool kit:
● Two engine nacelle blanking covers
● Two main landing gear nacelle air intake
blanking covers
● Two wing NACA intake blanking covers
● Two static port blanking covers
● Three pitot probe covers
● One temperature probe cover
In front compartment, on the forward cargo com-

partment pax cabin communicating door:
● Emergency door crank handle

CHAPTER 11
PLACARDS AND MARKINGS
CONTENTS
Page
GENERAL ............................................................................................................................ 11-3
EXTERIOR PLACARDS AND MARKINGS ..................................................................... 11-3
Fuselage......................................................................................................................... 11-3
Wings and Main Landing Gear ................................................................................... 11-25
Nacelles, Pylons, and Cowling Doors......................................................................... 11-33
INTERIOR PLACARDS AND MARKINGS .................................................................... 11-34
Flight Compartment .................................................................................................... 11-34
Cabin ........................................................................................................................... 11-37
Revision 2 FOR TRAINING PURPOSES ONLY 11-i

ILLUSTRATIONS
Figure Title Page
11-1 Cargo Door ............................................................................................................ 11-2

11-2 Passenger and Crew Door...................................................................................... 11-4
11-3 Service Door .......................................................................................................... 11-5
11-4 Emergency Exits and Flight Compartment Overhead Hatch ................................ 11-6
11-5 Potable Water Service Panel.................................................................................. 11-7
11-6 Toilet Service Panel............................................................................................... 11-8
11-7 Electrical Ground Connections............................................................................ 11-9
11-8 Cargo Door Control Panel ................................................................................... 11-10
11-9 Zone 310 Access Door......................................................................................... 11-11
11-10 Flight Recorders................................................................................................... 11-12
11-11 Static Ports........................................................................................................... 11-13
11-12 Oxygen System Discharge................................................................................... 11-14
11-13 Hydraulic Pumps and Filters Inspection.............................................................. 11-15
11-14 Hydraulic Reservoir Filling and Return Filters ................................................... 11-16
11-15 Parking Brake and MLG Control Valve Hydraulic System Inspection .............. 11-17
11-16 Emergency Brake................................................................................................. 11-18
11-17 Brake and Antiskid Hydraulic System Inspection
and Hydraulic Ground Connection ...................................................................... 11-19
11-18 Hydraulic Accumulator Nitrogen Charging and Interphone Jack ....................... 11-20
11-19 Air-Conditioning Ground Connection ................................................................. 11-21
11-20 Refuel Control Panel............................................................................................ 11-22
11-21 Refuel Control Panel—Fuel Quantity ................................................................. 11-23
11-22 Fuel Electropump Access.................................................................................... 11-24

11-23 Pressure Refueling .............................................................................................. 11-26

11-24 Gravity Refueling................................................................................................ 11-27

11-25 Magnetic Fuel Level Indicators and Water Drain Valves................................... 11-28
11-26 Flux Valves ......................................................................................................... 11-29
11-27 Wing Walk Limitations....................................................................................... 11-30
11-28 Typical Tire Inflation Pressure............................................................................ 11-31
11-29 Propellers—Feather Position .............................................................................. 11-32
11-30 Oil Level Indicator .............................................................................................. 11-33
11-31 Cabin View—Looking Aft.................................................................................. 11-36
11-32 Cabin View—Looking Forward ......................................................................... 11-37
11-33 Entrance Area...................................................................................................... 11-38
11-34 Lavatory Door ..................................................................................................... 11-39
11-35 Toilet Seat ........................................................................................................... 11-40
11-36 Lavatory .............................................................................................................. 11-41
11-37 Cabin Attendant Seat and Lavatory Partition...................................................... 11-42
11-38 Passengers’ Seats ................................................................................................ 11-43
11-39 Forward Cargo Compartment Partition............................................................... 11-45
11-40 Aft Cargo Compartment..................................................................................... 11-46
11-41 Strut..................................................................................................................... 11-47
11-iv FOR TRAINING PURPOSES ONLY Revision 2

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CHAPTER 11
PLACARDS AND MARKINGS

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Figure 11-1 Cargo Door

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GENERAL EXTERIOR PLACARDS

This document provides location and pictorial
AND MARKINGS
illustration of placards, stencils, and markings on
This topic covers exterior placards and markings
the aircraft, which are required by the regulations
identifying ground servicing points.
in force.
In order to allow for a functional utilization of
t h i s s e c t i o n , e a c h t o p i c i s c l a s s i fie d p e r
ATA chapter. FUSELAGE
Figures 11-1 through 11-20 show the placards
This chapter concerns markings and placards to and markings on the fuselage exterior.
inside the aircraft and functional
marking outside.

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Figure 11-2 Passenger and Crew Door

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Figure 11-3 Service Door

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Figure 11-4 Emergency Exits and Flight Compartment Overhead Hatch

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Figure 11-5 Potable Water Service Panel

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Figure 11-6 Toilet Service Panel

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Figure 11-7 Electrical Ground Connections

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Figure 11-8 Cargo Door Control Panel

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Figure 11-9 Zone 310 Access Door

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Figure 11-10 Flight Recorders

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Figure 11-11 Static Ports

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Figure 11-12 Oxygen System Discharge

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Figure 11-13 Hydraulic Pumps and Filters Inspection

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Figure 11-14 Hydraulic Reservoir Filling and Return Filters

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Figure 11-15 Parking Brake and MLG Control Valve Hydraulic System Inspection

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Figure 11-16 Emergency Brake

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Figure 11-17 Brake and Antiskid Hydraulic System Inspection

and Hydraulic Ground Connection

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Figure 11-18 Hydraulic Accumulator Nitrogen Charging and Interphone Jack

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Figure 11-19 Air-Conditioning Ground Connection

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Figure 11-20 Refuel Control Panel

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Figure 11-21 Refuel Control Panel—Fuel Quantity

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Figure 11-22 Fuel Electropump Access

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WINGS AND MAIN LANDING

GEAR
Figures 11-22 through 11-28 show all the plac-
ards and markings on the wings and main
landing gear.

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Figure 11-23 Pressure Refueling

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Figure 11-24 Gravity Refueling

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Figure 11-25 Magnetic Fuel Level Indicators and Water Drain Valves

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Figure 11-26 Flux Valves

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Figure 11-27 Wing Walk Limitations

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Figure 11-28 Typical Tire Inflation Pressure

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Figure 11-29 Propellers—Feather Position

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NACELLES, PYLONS, AND

COWLING DOORS
Figures 11-29 and 11-30 show the placards and
markings on the propeller spinner and
engine cowling.
Figure 11-30 Oil Level Indicator

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●
INTERIOR PLACARDS Panel No. 101VU
AND MARKINGS ❍ 5007VF—Part No. 11S 11310231
❍ 5015VF—Part No. 11S 11310087
FLIGHT COMPARTMENT
❍ 5115VF—Part No. 11S 11310238
The placards on flight compartment VU panels
correspond to the following parts numbers:
NOTES
● Panel No. 4VU
❍ 5000VF—Part No. 11S 11310236
❍ 5001VF—Part No. 11S 11310237
❍ 5002VF—Part No. 11S 11310235
❍ 5004VF—Part No. 11S 11310233
❍ 5006VF—Part No. 11S 11310231
❍ 5008VF—Part No. 11S 11310234
❍ 5010VF—Part No. 11S 11310061
❍ 5012VF—Part No. 11S 11310257
● Panel No. 21VU
❍ 5201VF—Part No. 11S 11310029
❍ 5202VF—Part No. 11S 11310044
❍ 5203VF—Part No. 11S 11310043
❍ 5204VF—Part No. 11S 11310097
❍ 5205VF—Part No. 11S 11310143
❍ 5206VF—Part No. 11S 11310029
● Panel No. 80VU
❍ 5009VF—Part No. 11S 11310032 B

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● Panel No. 121VU ❍ 5142VF—Part No. 11S 11310184 A

❍ 5100VF—Part No. 11S 11310228 ❍ 5144VF—Part No. 11S 11310179 A
❍ 5102VF—Part No. 11S 11310089 D ❍ 5146VF—Part No. 11S 11310180 A
❍ 5104VF—Part No. 11S 11310129 C ❍ 5212VF—Part No. TBD
❍ 5106VF—Part No. 11S 11310131 C ❍ 5214VF—Part No. TBD
❍ 5108VF—Part No. 11S 11310130 ❍ 5142VF—Part No. 11S 11310178 A
❍ 5110VF—Part No. 11S 11310227 NOTES
● Panel No. 122VU 5112VF—Part No.
11S 11310133
❍ 5114VF—Part No. 11S 11310134
❍ 5116VF—Part No. 11S 11310253 B
❍ 5118VF—Part No. 11S 11310135
❍ 5120VF—Part No. 11S 11310241 B
❍ 5122VF—Part No. 11S 11310096
❍ 5122VF—Part No. 11S 11310229
❍ 5122VF—Part No. 11S 11310245
❍ 5124VF—Part No. 11S 11310226
● Panel No. 123VU
❍ 5136VF—Part No. 11S 11310152
❍ 5138VF—Part No. 11S 11310157
❍ 5140VF—Part No. 11S 11310159
● Panel No. 124VU
❍ 5130VF—Part No. 11S 11310244
❍ 5130VF—Part No. 11S 11310175 A
❍ 5132VF—Part No. 11S 11310181 A
❍ 5134VF—Part No. 11S 11310182 A

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Figure 11-31 Cabin View—Looking Aft

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CABIN
Figures 11-31 through 11-41 show all the plac-
ards and markings within the passenger cabin.
Figure 11-32 Cabin View—Looking Forward

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Figure 11-33 Entrance Area

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Figure 11-34 Lavatory Door

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Figure 11-35 Toilet Seat

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Figure 11-36 Lavatory

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Figure 11-37 Cabin Attendant Seat and Lavatory Partition

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Figure 11-38 Passengers’ Seats (Sheet 1 of 2)

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Figure 11-38 Passengers’ Seats (Sheet 2 of 2)

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Figure 11-39 Forward Cargo Compartment Partition

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Figure 11-40 Aft Cargo Compartment

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Figure 11-41 Strut

NOTES CHAPTER 21
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................ 21-1
GENERAL ............................................................................................................................ 21-1
SYSTEM DESCRIPTION .................................................................................................... 21-5
Compression.................................................................................................................. 21-7
Distribution.................................................................................................................... 21-9
Pressurization Control ................................................................................................. 21-19
Cooling ........................................................................................................................ 21-23
Temperature Control ................................................................................................... 21-27
COMPONENT DESCRIPTION......................................................................................... 21-29
Compression Components........................................................................................... 21-29
Distribution Components ............................................................................................ 21-31
Pressurization Control Components ............................................................................ 21-35
Cooling Components................................................................................................... 21-39
Temperature Control Components .............................................................................. 21-45
CONTROLS AND INDICATIONS ................................................................................... 21-51
Overhead Panel............................................................................................................ 21-51
Center Instrument Panel .............................................................................................. 21-57
SYSTEM OPERATION ..................................................................................................... 21-60
Distribution.................................................................................................................. 21-60
Cooling ........................................................................................................................ 21-61
Compression................................................................................................................ 21-61

Pressurization Control................................................................................................. 21-62

Temperature Control................................................................................................... 21-64
21-ii FOR TRAINING PURPOSES ONLY Revision 2

NOTES ILLUSTRATIONS
Figure Title Page
21-1 Air Conditioning System Schematic ..................................................................... 21-2

21-2 Air Conditioning System with TIC Valve Installation............................................ 21-4
21-3 Air Supply System—Airflow Diagram ................................................................. 21-6
21-4 Air Distribution System Schematic ....................................................................... 21-8
21-5 Air Distribution System Components Locations................................................... 21-9
21-6 Flight Compartment Air Distribution ....................................................................21-10
21-7 Cabin Air Distribution ...........................................................................................21-11
21-8 Electronics Racks and Cabin Air Extraction ....................................................... 21-12
21-9 Batteries Ventilation—General Layout ............................................................... 21-14
21-10 Individual Air Distribution .................................................................................. 21-16
21-11 Lavatory—General Layout.................................................................................. 21-18
21-12 Pressurized Zones—SNs > 109 ........................................................................... 21-19
21-13 Cabin Pressure Control Schematic ...................................................................... 21-20
21-14 Inlet/Outlet for Heat Exchanger Cooling............................................................. 21-22
21-15 Air Cooling System Schematic............................................................................ 21-24
21-16 Cabin Temperature Control System Schematic................................................... 21-26
21-17 Pack Valve and Service Pressure Regulator Location......................................... 21-28
21-18 Recirculation Fan and Inlet Grid ......................................................................... 21-30
21-19 Overboard Ventilation Valve............................................................................... 21-32
21-20 Electropneumatic Outflow Valve ........................................................................ 21-34
21-21 Pneumatic Outflow Valve.................................................................................... 21-36
21-22 Manual Controller................................................................................................ 21-37
21-23 Air-Conditioning Pack......................................................................................... 21-38

21-24 Air Cycle Machine............................................................................................... 21-39

21-25 Water Extractor ................................................................................................... 21-40
21-26 Turbine Inlet Control Valve ................................................................................ 21-42
21-27 Temperature Control Component Locations....................................................... 21-44
21-28 Trim Air Valve.................................................................................................... 21-46
21-29 Hot Bypass Valve................................................................................................ 21-48
21-30 Air-Conditioning System Controls and Indicating ............................................. 21-50
21-31 Avionics Vent Panel............................................................................................ 21-51
21-32 Compartment Temperature Control Panel .......................................................... 21-53
21-33 AIR BLEED Panel .............................................................................................. 21-55
21-34 Crew Alerting Panel............................................................................................ 21-56
21-35 Pressurization Indicator....................................................................................... 21-57
21-36 Digital Pressure Controller.................................................................................. 21-58

21-37 Manual Pressure Controller................................................................................. 21-59
21-38 Pressurization System Electrical (Sheet 1 of 2) ................................................. 21-65
21-39 Pressurization System Electrical (Sheet 2 of 2) ................................................. 21-66
21-40 LH Pack Electrical.............................................................................................. 21-67
21-41 RH Pack Electrical.............................................................................................. 21-68
21-42 Temperature Control Electrical ......................................................................... 21-69
21-43 Temperature Indicating Electrical ..................................................................... 21-70

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CHAPTER 21
AIR CONDITIONING
INTRODUCTION
This chapter describes the ATR 42 air conditioning system. The system, subsystems, and compo-
nents are described, located, and their operation explained. Controls, annunciators, warnings,
cautions, and information related to this system are also discussed. System controls and use are
described.
GENERAL
The ATR 42 air-conditioning system supplies bleed air, process, continuously circulate the air,
temperature, pressure, and humidity controlled, and discharge the excess overboard.
filtered air to the passenger cabin, cockpit, lava-
tory and avionics compartment. This air is Temperature is controlled to ensure passenger
generated by the engine compressor sections and and crew comfort in flight and on the ground.
conditioned by the aircraft air conditioning sys- Pressure and pressure variations are automati-
tem (in flight and on ground). Alternatively, a cally kept within limits compatible with
ground air-conditioning unit may provide condi- passenger comfort and safety.
tioned air while on the ground. Two independent
air conditioning packages (packs) receive engine

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Figure 21-1 Air Conditioning System Schematic
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NOTES

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Figure 21-2 Air Cooling System with TIC Valve Installation
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SYSTEM DESCRIPTION Conditioned air is bled on hot air and cold air
manifolds by air-conditioning packs. This air is
distributed in flight compartment and cabin. After
The air conditioning system consists of several ventilating of flight compartment, the air flows to
subsystems that work together to supply the pres- ventilate electric and electronics components.
surized areas of the aircraft with conditioned air Connected upstream of the electronics racks
(Figure 21-1 and Figure 21-2). cooling fan, there is a cabin underfloor recircula-
tion subsystem. The air is then discharged
The following subsystems perform the process- overboard by the cabin pressure control system.
ing and distribution:
●
The cabin and flight compartment pressurization
Compression system provides pressure compatible with human
●
comfort. Pressurization is achieved by limiting
Distribution conditioning air discharge overboard. Pressure
●
variations are limited by two independent sys-
Pressurization control tems (either one operates). In the event of
●
emergency depressurization, an automatic and a
Cooling manual emergency cabin depressurization system
enables the crew to quickly depressurize the
● Temperature control aircraft.
Compressed air is provided by engine compres- The temperature control system performs the fol-
sors or by a ground connector. Air bled from lowing functions:
engine compressors is controlled in pressure by a
● Regulate and limit air temperature at the
pack valve, before entering the air-conditioning
unit. It is then precooled by an air heat exchanger air conditioning pack outlet
and routed to the air-conditioning pack. When on
the ground, air can be supplied by a ground air- ● Regulate and limit the temperature of the
conditioning unit, which supplies the distribution air ducted into the pressurized
system through a ground connector. The air does compartments
not need to be conditioned by the air-condition-
ing packs. The compartments are divided into two indepen-
dent temperature controlled zones. Conditioned
The air conditioning packs perform the following air is bled to these compartments from the fol-
functions: lowing sources:
● Limit the airflow to the pressurized com- ● A cold source at the outlet of each air
partments, taking into account the refrigeration unit
pressurization system performances
● A hot source (hot air branch upstream of
● Cool the bleed air down to the selected each refrigeration unit, supplying a hot
temperatures air manifold connected to the outlet of
●
the air refrigeration unit)
Remove condensed water to maintain a
humidity compatible with the comfort of The air from the hot source is regulated by a trim
passengers and crew air valve, which is controlled according to the
temperature selected by the crew, and a hot
● The required cooling energy is provided bypass valve, which is controlled pneumatically
by air-to-air heat exchange and expansion by the trim air valve.
of compressed air

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Figure 21-3 Air Supply System—Airflow Diagram

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COMPRESSION NOTES
Pressurized air to operate the air-conditioning
system is bled from either a low or high pressure
bleed port of each engine and ducted to two iden-
tical independent air cooling units (packs) in the
left and right landing gear fairings (Figure 21-3).
Each engine feeds the unit on its respective side
through a variable pressure regulating and shut-
off valve (pack valve) and through a service
pressure regulator, which provides a constant
pressure to the trim air valve. The ducts connect-
ing the engines to the respective air cooling units
are interconnected by a crossfeed valve, closed
during flight operations and opened on the
ground during single engine operation.
When the solenoid is deenergized, the pack valve
is closed. When both the solenoid and the torque
motor are energized, the valve is open and regu-
lates pressure outflow at 1.17 ±0.034 bar (17
±0.5 psi).
As input pressure from the bleed-air duct is
applied to the unit, the service pressure regulator
poppet modulates in response to the interaction
of the output pressure. It acts through the feed-
back orifice and the calibration spring to deliver a
regulated supply pressure of 1.13 bar (16.4 psi)
to the trim air valve.

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Figure 21-4 Air Distribution System Schematic

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DISTRIBUTION Conditioned air from the air-conditioning packs

flows to the mixing chambers where fans recircu-
The conditioned air (Figure 21-4) is bled from late ambient cabin air and add it to the fresh air
either of the following: entering from the packs (Figure 21-5). The mix-
ture of ambient cabin air, cold air, and bleed air
● Air-conditioning packs supplied with enters the cabin through ducts. Then the air exits
bleed air from the engines under the cabin floor where it is either discharged
overboard through outflow valves or recycled.
● A ground air preconditioning unit Recycled air is again mixed with fresh air in the
mixing chambers.
Figure 21-5 Air Distribution System Components Locations

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Figure 21-6 Flight Compartment Air Distribution

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●
Cabin and Flight Compartment Distribution ducts which are routed
Air Distribution a b o v e t h e o v e r h e a d s t ow a g e
compartments
Conditioned air ventilates the cabin and flight ●
compartment (Figure 21-6). This air is evacuated A duct connected to the cabin gasper
and channeled to the outflow valves. It is then vents
discharged overboard or recycled to the cabin
and flight compartment through recirculation The flight compartment distribution system com-
fans. prises the following:
● A mixing chamber which receives air
The cabin distribution system (Figure 21-7) com-
prises the following: from the left pack and relevant recircula-
tion fan
● A mixing chamber which receives air
from the right pack and relevant recircu- ● A main duct which distributes condi-
lation fan tioned air from the mixing chamber to the
flight compartment main duct
● A main duct which distributes condi-
tioned air from the mixing chamber to The two recirculation fans recirculate an amount
two distribution ducts of cabin air and add it to the fresh air coming
from the packs.
Figure 21-7 Cabin Air Distribution

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Figure 21-8 Electronics Racks and Cabin Air Extraction
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Electronic Racks and Cabin Air the aircraft or under the cabin floor. The air is
Extraction then evacuated overboard through the cabin pres-
sure control system. The system comprises the
The electronics rack air extraction system (Fig- following three operations:
ure 21-8) ventilates the electric and electronic ●
equipment by extracting ambient air to limit the Extraction
equipment’s internal operating temperatures. ●
Ventilation is provided for the following Ventilation
equipment: ● Evacuation
● Left and right electronics racks
Extraction
● Instrument panels
In the flight compartment, conditioned air from
● Overhead panel the distribution circuit is ducted behind the
instrument panels across the equipment where it
● is drawn by the air extraction system. The air is
Circuit breaker panels ducted under the right side of the flight compart-
●
ment floor. It passes through an anti-smoke valve
Electrical system rack and mixes with air extracted from the electronics
●
and electrics racks (80VU and 90VU). The anti-
Electrical center pedestal smoke valve isolates the flight compartment in
●
the event of smoke. This valve is actuated by the
Glareshield first officer by a lever on the maintenance panel.
The cabin floor air extraction isolation valve
● Weather radar transceiver allows the cabin to be isolated for better equip-
ment ventilation in the following cases:
● CRT display units (EFIS)
● Overheat or smoke detection in the air
● Crew alerting panel extraction ducts
● Floor ● In flight, overboard vent valve in open or
intermediate position (fan failure)
● AHRS
Ventilation
In normal operation, ventilation air extraction is
ensured by an air extraction fan. The air is then Hot air from the extraction zone and the AHRS
ducted from the ventilated zones towards either rack is drawn by the extract fan under the for-
the overboard vent valve where it is evacuated ward cabin floor. Part of the air is bled at the fan
directly outside of the aircraft or under the cabin outlet to ventilate the batteries at the bottom of
floor through the underfloor vent valve. the electronics rack (80VU). In flight, in the
event of a fan failure, the overboard vent valve in
In flight, in the event of the failure of the extrac- intermediate position ensures the ventilation by
tion fan, ventilation air is evacuated through the cabin/outside air ∆p.
overboard valve in intermediate position (cabin/
outside ∆p).
The avionics racks and cabin extraction system
consists of ducts running from the aircraft nose
section to below the passenger compartment. Air
is drawn by a fan across or near the equipment
and is then evacuated either directly outside of

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Figure 21-9 Batteries Ventilation—General Layout

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Evacuation NOTES
The air is evacuated by one of the following
methods:
● On the ground—Directly outside the air-
craft through the overboard vent valve
(open position)
● In flight—By either of the following:
❍ Under the cabin floor and toward the
forward cargo compartment through
the underfloor vent valve
❍ Outside through the overboard vent
valve (intermediate position) in the
event of fan failure
A check valve, on the extraction duct down-

stream of the underfloor vent valve, prevents
reverse airflow coming from the cabin to the det-
riment of the electronics racks when the
overboard valve is placed in the intermediate
position.
Batteries Ventilation
The ventilation system of the two batteries (Fig-
ure 21-9) ensures evacuation outside the aircraft
of gaseous fumes produced by the batteries. The
system also cools the batteries.
The upper part of the battery is cooled by air bled
at the air extraction fan outlet and exhausted
overboard. The batteries ventilation system is
composed of flexible hoses, which do not ground
the battery. A check valve located on the supply
ducting prevents fumes from entering the air
extraction system. A venturi, at the end of the
exhaust system serves to limit ventilation airflow
in flight and serves to backup the extract fan.
The batteries are located on the floor of the elec-
tronics rack (80VU).

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Figure 21-10 Individual Air Distribution

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Individual Air Distribution NOTES

The individual air distribution system (Figure
21-10) comprises the following:
● A fan in the cargo compartment ceiling
● Two distribution ducts along the fuselage
● Captain and first officer air outlets in the
flight compartment, adjustable for quan-
tity and direction
● An attendant panel
● Electrical supply for fan operation, con-
trolled from the cabin attendant’s panel

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Figure 21-11 Lavatory—General Layout

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Lavatory Ventilation PRESSURIZATION CONTROL

Lavatory ventilation is provided through two air An automatic cabin pressure control system
outlets connected to the cabin distribution system maintains a comfortable cabin pressure by con-
(Figure 21-11). The upper airflow outlet is trolling the amount of air discharged overboard
adjustable for direction. Ventilation air is (Figure 21-12). The system ensures pressure con-
exhausted through the toiler bowl by a venturi, trol and safety in the pressurized compartments.
which controls the pressure loss caused by the
pressure differential between the cabin and out-
side air. A grille near the ceiling pulls air from
the lavatory to a smoke detector.
Figure 21-12 Pressurized Zones—SNs < 116

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Figure 21-13 Cabin Pressure Control Schematic

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Cabin Pressure Control and Limitation of Maximum Negative

Monitoring Differential Pressure
The exterior pressure, being greater than the
Both automatic and an independent manual sys- cabin pressure, acts on the negative pressure dia-
tems are provided, either of which can control phragm, which opens the valve to hold the
cabin pressure. Only one system operates at a negative differential pressure at a value ≤ –0.03
time, the other is in standby mode until needed bar (–0.5 psi).
(Figure 21-13).
When operating, each system evacuates air from Emergency Cabin
pressurized compartments through outflow Depressurization
valves. The system includes the following
components: The emergency cabin depressurization system is
● intended to give the crew a means of depressuriz-
Digital controller ing quickly the cabin either in AUTO-mode or in
●
MAN-mode.
Air jet pump
● Electropneumatic outflow valve AUTO-Mode
When the AUTO-mode is operating, a cabin
● Pneumatic outflow valve depressurization is achieved by pressing DUMP
pushbutton switch. In this way the torque motor
● Air cabin filter of the electropneumatic valve is supplied and its
quadrant blanks off the cabin nozzle, the dia-
● Two check valves phragm chambers of the electropneumatic and
pneumatic valves are connected to vacuum
● Manual controller through the vacuum nozzle and the outflow
valves open in order to quickly depressurize the
In AUTO mode, the pressure is adjusted by the cabin.
digital controller, which operates the electrop-
neumatic outflow valve, which in turn controls MAN-Mode
the pneumatic outflow valve. In MAN mode, the
cabin pressure is adjusted by the manual control- When the MAN-mode operates, a cabin depres-
ler, which operates the pneumatic outflow valve, surization is achieved by rotating fully clockwise
while the electropneumatic outflow valve is MAN controller knob. It this position, the refer-
closed. ence circuit allows, through pneumatic relay, the
opening of the pneumatic outflow valve.
Normal Pressure Control
Normal pressure control is pneumatically
achieved by a pneumatic relay box that receives
reference pressure from the manual controller.
The pneumatic relay drives the outflow valve
opening to control the cabin pressure.
Constant Differential Pressure

A manometric capsule detects the cabin differen-
tial pressure. When this pressure is too high the
capsule opens the valve to maintain a differential
pressure at 0.44 ±0.01 bar (6.35 ±1 psi).

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Figure 21-14 Inlet/Outlet for Heat Exchanger Cooling

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COOLING NOTES
The cooling system provides flow regulation and
cooling air from the pneumatic system by means
of an air conditioning pack in order to supply the
pressurized zones of the aircraft with cool and
conditioned air (Figure 21-14). The air cooling
system consists of two identical air conditioning
packs, each one comprising airflow regulation, a
refrigeration unit and a water separator. Cooling
air for refrigeration unit is provided by ram-air in
flight, and by a cooling fan on ground or in flight
when the aircraft speed is lower than 125 knots.
The temperature of air supplying the pressurized
zones of the aircraft with conditioned air is regu-
lated by the temperature control system

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Figure 21-15 Air Cooling System Schematic
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Air Cooling System The air discharged from the pack valve and flow
limiting venturi enters the primary heat
The air cooling system (Figure 21-15) consists of exchanger, where it is cooled. Then the cooled air
two identical and independent air conditioning enters the ACM compressor, where it is com-
packs. These packs enable airflow temperature pressed. It is then cooled in the secondary heat
and humidity to be controlled. The right engine exchanger, passes through the high pressure
supplies air to the passenger compartment. The water separation system condenser and water
left engine supplies air to the flight compartment extractor, where condensed water is removed and
and for 30% of the passenger compartment. Air sprayed into cooling air inlet duct upstream of
cooling is controlled by the pack temperature the secondary heat exchanger through water
control system. spray nozzle. The air then expands in the turbine.
The air cooling system basically consists of two The hot airflow passing through the heat
air conditioning packs, each one comprising: exchangers is cooled by cold ram air from a cool-
ing air inlet. The cooling air then exhausts
● A system controlling the air flowing into overboard through the cooling air outlet. With
the pressurized compartments, taking aircraft on ground, a ground cooling fan per-
into account the requirements of the pres- forms this action. Before entering the condenser,
surization system. the cold turbine discharge air is mixed with the
turbine bypass air (air mixing controlled by the
● Two air refrigeration units, to cool the air temperature control system). The air then passes
to a level compatible with the selected through the condenser, the check valve, and
cabin temperature, each one incorporat- enters the mixing chamber where it mixes with
ing a water separator assembly to recirculated cabin air and is delivered to the crew
maintain a suitable relative humidity for and passenger compartments.
passenger and crew comfort.
With the throttle lever positioned between 13 and
40 degrees the turbine bypass control valve
Bleed air flows into air conditioning pack causes opening of turbine bypass valve, increas-
through a pack valve. In each pack the air is ing the bleed-air flow to maintain a preset
cooled by: differential pressure between cabin and bleed air-
● An air cycle machine comprising a com- pressure.
pressor and a turbine.
Overheat Protection
● A primary and a secondary heat Overheat protection of ACM is provided by a
exchangers. thermal switch located at compressor discharge.
In fact, if the air temperature downstream of the
● A cooling air generation assembly con- compressor reaches 204 ±6° C (400 ±10° F), the
sisting of: switch closes the pack valve with consequently
no air flow to the pack and simultaneously sends
❍ A cooling inlet (ram air) a caution signal to CCAS. When the temperature
reaches normal values, the pack valve can be
❍ A ground cooling fan circulating the selected open to supply the air conditioning.
air through the heat exchangers.
Additional De-Icing Device
Water separation is achieved by the water separa-
tion assembly and spray nozzle which sprays In order to avoid reduction of cabin air flow due
water from the separator onto the secondary heat to ice formation on the turbine impeller, which
exchanger inlet. can occur in extreme humid condition or at low
altitude, a turbine inlet control valve is installed.
It connects the compressor outlet and water
extractor to the turbine inlet.

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Figure 21-16 Cabin Temperature Control System Schematic
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TEMPERATURE CONTROL means of four sensors that detect the air tempera-
ture in the flight compartment, cabin, and in the
The temperature control system (Figure 21-16) supply ducts. The temperature is monitored by
allows air temperature to be limited and means of a dual temperature indicator in the
controlled: flight compartment.
● At the conditioning pack outlet NOTES
● Inside the pressurized compartments
The conditioning air temperature is obtained by

mixing air from:
● A hot air source upstream of the condi-
tioning pack (air bleed from engines)
● A cold air source at the conditioning pack
outlet
The pressurized compartments of the aircraft are

divided into two zones. Temperature control is
independent for each of them. The various zones
are the following ones:
● The flight compartment
● The passenger compartment (cabin)
There are two independent packs which are

located at each side of landing gear fairing.
Flight Compartment and Cabin

Temperature Control
The temperature control system controls the tem-
perature either manually or automatically, in
flight and passenger compartments. The air from
the cold air manifold and hot air manifold is
mixed to obtain the required conditioning air.
Each compartment is provided with an indepen-
dent manual and automatic temperature control
system. The ambient temperature varies from 15°
C to 32.2° C (60° F to 90° F).
Flight Compartment and Cabin

Temperature Indicating
The temperature control indicating system pro-
vides monitoring and control of temperature of
conditioned air temperature. This is achieved by

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Figure 21-17 Pack Valve and Service Pressure Regulator Location

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COMPONENT NOTES
DESCRIPTION
COMPRESSION COMPONENTS
Pack Valve
The three-position pack valves located in the
landing gear fairings regulates or shut off engine
bleed airflow to the air conditioning package
(Figure 21-17).
This valve is pneumatically actuated, butterfly
type, variable pressure regulator and shutoff
valve with solenoid control. It incorporates a
torque motor to control the level at which the
valve regulates the air flow.
Service Pressure Regulator

The service pressure regulator, located in the
landing gear fairing, provides a regulated air sup-
ply to the trim air valve. It is a pneumatically
activated poppet-type differential pressure
regulator.

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Figure 21-18 Recirculation Fan and Inlet Grid

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DISTRIBUTION COMPONENTS NOTES
Check Valves
Valve 6352HG is a flapper-type valve in the
ground connector. It prevents air from escaping
overboard when the air distribution system is
supplied by the air-conditioning pack. It also
allows air entry when the ground air precondi-
tioning unit supplies the system.
Valve 6454HB is in the duct between the ground
connection and the compartment distribution
ducts. It prevents reverse airflow toward the
ground connection when the aircraft system is
operating.
Valves 6123HB and 6124HB are in the duct
between the pressurized and unpressurized air-
craft zones, downstream of the pack. These
prevent air discharge through the duct in case of
an ECU (pack) or duct failure. These are circular
flap-type valves and are spring-closed.
Recirculation Fans
Two 28VDC, crew-operated recirculation fans
are installed below the cabin floor (Figure
21-18). Each recycles air, from the underfloor
area, mixing it with fresh air coming from the
respective pack. Driven by an electric motor, nor-
mal fan speed is 14,500 rpm. It is equipped with
an underspeed detection electronic system and
overheat thermal switch with an indicating light.
A check valve downstream of the fan prevents
flow crossover when the fan is stopped.
Recirculation Fan Inlet Grid

An inlet grid at the inlet of each recirculation fan
prevents ingestion of objects that can damage the
fan vanes.
Mixing Chamber
Located at the end of each recirculation system,
the mixing chamber comprises a box which
allows fresh air from the ECU (pack) to mix with
recirculated air from the cabin.

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Figure 21-19 Overboard Ventilation Valve

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Air Extraction Fan Underfloor Vent Valve

The air extraction fan functions to extract ventila- The underfloor vent valve is a 28-VDC butterfly
tion air. It is an axial-type brushless fan driven by valve. The open and closed positions are deter-
a 28-VDC two-speed electric motor. Normal mine by two limit switches. In flight, this valve
speed is 10,500 rpm and high speed is 12,300 ensures ventilation air evacuation under the cabin
rpm. High-speed operation is obtained by provid- floor.
ing continuity between electrical connector pins
A and B.
Cabin Floor Air Extraction
The air extraction fan includes the following: Isolation Valve
● A low-speed sensor detecting fan failure The Cabin Floor Air Extraction Isolation
or loss of power supply Valve is a butterfly-type valve and is supplied
with 28VDC. The valve has two positions (open
● An overheat sensor detecting internal or closed) determined by two limit switches.
overheat due to fan failure or operation In normal operation, the valve is in the open po-
with overboard valve and underfloor vent sition and enables air extraction from the cabin
valve in closed position. for better ventilation and temperature control.
The valve is automatically closed in the following
Fan operation is inhibited during engine starting cases:
and for the following 120 seconds. The electric
supply is also cut off automatically, with FAULT ● Smoke or overheat detection in the ducts
EXHAUST MODE caution, when smoke is upstream of the extract fan
detected in the aft cargo compartment or in the
lavatory. ● Overboard vent valve in open or interme-
diate position in flight
Air Extraction Duct Thermal
Switch Distribution Fan
The air extraction duct thermal switch is located The distribution fan provides air to the distribu-
in the air extraction duct upstream of the fan. tion ducts of the individual air outlets. It is
When the extracted air temperature exceeds 52°, controlled by a switch on the cabin attendant
the thermal switch controls the closing of the panel. The fan is equipped with a silencer, ensur-
cabin floor extraction and isolation valve, and, ing a noise level of 70 dB within the audible
when on the ground, commands the fan to the frequency range (20 Hz to 20.000 Hz. Fan effi-
high speed mode. ciency is greater than 0.4 (pneumatic energy
versus electrical energy supplied.
Overboard Ventilation Valve Located in the forward cargo compartment ceil-
The overboard ventilation valve (Figure 21-19) is ing, this fan has the following properties:
a 28-VDC, flap-type, three-position valve with ●
automatic or manual control. The valve is usually Centrifugal-type
open on the ground for overboard air extraction ●
and closed during flight as air extraction is Brushless DC motor
through the underfloor vent valve. In the event of ●
electric motor failure, the valve can be opened to Load: 9A
a fixed intermediate position from outside the
● Voltage: 28 VDC
aircraft.

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Figure 21-20 Electropneumatic Outflow Valve

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● Rotation speed: 11,000 rpm In AUTO mode, the controller processes the fol-
l ow i n g i n f o r m a t i o n t o o p e r a t e t h e
● Shielded electropneumatic outflow valve:
● Aircraft altitude (from ADC)
● Counterclockwise rotation (from air inlet
side) ● Landing elevation, set by ELV SET knob
The fan sucks fresh air from the baggage com- ●
partment and enables air supply to the cabin left Takeoff elevation, by recording the last
and right distribution systems. Air is tapped to landing elevation)
supply the flight compartment.
● Cabin pressure altitude, by pressure
transducer, inside the digital controller
Individual Air Supply Modules
The left and right distribution systems are con- Jet Pump Valve
nected by hoses to individual air supply modules
in the passenger service units, at passenger and The jet pump valve induces a negative pressure,
cabin attendant disposal. Each module comprises which is ducted to the torque motor of the elec-
two swivelling individual air outlets with adjust- tropneumatic outflow valve. This pump, fed by
able airflow. The two air outlets above the left engine bleed air, allows pressurization system
and right windshield panels in the flight compart- operation on the ground and during all flight con-
ment are also connected to the distribution figurations. It allows full valve opening when on
system. the ground.
PRESSURIZATION CONTROL Electropneumatic Outflow Valve

COMPONENTS
The electropneumatic outflow valve (Figure
21-20) is below the cabin floor and performs the
Digital Controller following functions:
Located on the upper center instrument panel, the ● Control cabin air evacuation
digital controller maintains cabin pressure by
operating the electropneumatic outflow valve. ● Limits cabin normal differential pressure
The controller consists of the following three
modules: ● Provide negative pressure safety
● A module constituted of the electrical The valve is directly controlled by the digital
supply, power output, and subsidiary control when the system operates in AUTO
circuits mode. In AUTO mode, this valve also controls
●
the pneumatic outflow valve opening. For SN
A module containing all the input, 109 and above, the valve incorporates an electri-
including the pressure sensor, and the cal ditching device, which, on command, closes
output circuits the valve prior to ditching. SN < 116 outflow
valve is located on the aft pressure bulkhead
● A module containing the central proces- FR42. SN > 116 outflow valve is located under
sor unit floor with the ditching device.

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Figure 21-21 Pneumatic Outflow Valve

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Pneumatic Outflow Valve Check Valve 6201

The pneumatic outflow valve (Figure 21-21) for Check valves 6201 are on the jet pump air ducts.
SN < 116 is located on the aft pressure bulkhead Each check valve is fitted on the pneumatic sys-
FR42. SN > 116 outflow valve is located under tem and ensures that the air flow is limited to one
floor with the ditching device and performs the direction.
following functions:
● Control cabin air evacuation Manual Controller
● Limits cabin normal differential pressure The manual controller (Figure 21-22) is on the
center instrument panel and its control knob
● Provide negative pressure safety selects any cabin rate of change from –1,500 feet
per minute to 2,500 feet per minute.
The valve is controlled by the manual controller The controller function positions are not gradu-
when the system is in MAN-mode. It is con- ated and the pilot, while watching the cabin
trolled by the electropneumatic outflow valve altitude rate of change, must rotate the manual
when the system is in AUTO-mode. For SN 116 controller knob until the desired rate value is
and above, the valve incorporates an electrical obtained. The controller delivers a reference
ditching device, which, on command, closes the pressure through a pneumatic relay box for oper-
valve prior to ditching. ating the pneumatic outflow valve. This reference
pressure is generated by the combination of the
Filter 6205 cabin pressure and vacuum from the jet pump
through a knob. An orange point made on the
Filter 6205 is fixed on electropneumatic outflow manual controller normally covered by the knob
valve and admits cabin air to the diaphragm during AUTO-mode operation, advises the pilot
chamber, removing the nicotine and dust con- that the manual controller is not in normal
tents from the cabin outlet air. position.
Figure 21-22 Manual Controller

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Figure 21-23 Air-Conditioning Pack

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COOLING COMPONENTS compression of the air cycle machine (ACM).

Both are of the normal air-to-air type.
Air Conditioning Pack Air Cycle Machine

Components Located in the landing gear fairing, each air cycle
Figure 21-23 shows the air-conditioning pack. machine consists of a compressor and an expan-
sion turbine Figure 21-24. These are mounted on
the same shaft and form a rotating assembly.
Dual Heat Exchanger They are supported by air bearings.
The dual heat exchangers, located in each land-
ing gear fairing, consists of a primary and a Thermal Switch
secondary heat exchanger. The primary heat
exchanger cools the engine bleed air, while the The thermal switch is installed downstream of
secondary heat exchanger removes the heat of the ACM compressor. It sends a warning signal
to the CCAS if the air leaving the compressor
reaches 204.4 ±5.6° C (400 ±10° F).
Figure 21-24 Air Cycle Machine

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Figure 21-25 Water Extractor

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Condenser NOTES
This single-pass, crossflow, plate-fin condenser
uses refrigerated turbine discharge air to cool
incoming bleed air low enough for moisture con-
densation to occur. If metal temperatures within
the core matrix fall below 0° C (32° F), the ice
particles in the turbine discharge stream stick to
the surface and cause blocking of the flow pas-
sages and affect the heat exchanger performance.
Water Extractor
The water extractor (Figure 21-25) removes the
water from the moisture produced by the con-
denser. The water extractor is an in-line, integral
duct-type device that incorporates four helix
blades, brazed to the central hub and to the duct
inner valve, and a downstream water collector.
The downstream water collector assembly con-
sists of the following:
● A formed perforated collector ring
● An outer muff
● A water sump
● A flow baffle
● Plates
● Water drain port
● Scavenge air port
It is separately welded and brazed into a subas-

sembly and finally welded to the duct-helix
assembly. The water extracted is sprayed by a
spray nozzle in the secondary of the heat
exchanger.
Water Spray Nozzle

It is located at the secondary heat exchanger inlet
and sprays on it water drained from the water
extractor in order to increase the cooling capacity
of the heat exchanger.

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Figure 21-26 Turbine Inlet Control Valve

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Turbine Inlet Control Valve NOTES

The valve is installed near the ACM (Figure 21-26).
The unit is a thermally operated temperature
control valve. The airflow from the water extrac-
tor passes over the temperature sensing element.
The valve controls (regulates) the specific
turbine inlet temperature to a preset value.
Temperature control is performed by a poppet
valve opened by a power element (wax eutectic)
allowing hot air from the ACM compressor outlet
to mix with air from the water extractor.
Turbine Bypass Control Valve

This spring-loaded, normally closed, solenoid
valve is activated by the flight crew. It is installed
on a sensing line and controls the operation of the
turbine bypass valve. As the relevant engine
power lever is set to flight idle, the microswitch
closes, energizing the valve. When the valve is
energized, a pressure signal, from the condi-
tioned air duct downstream of the condenser, is
applied to the turbine bypass valve.
Turbine Bypass Valve

This spring-loaded open, pneumatically-actu-
ated valve is on the air conditioning pack. It
connects the primary heat exchanger outlet to the
condenser and increases bleed flow only during
low power descent with high cabin differential
pressure.
Ground Cooling Fans

The fan is supplied with 28 VDC and consists of
the following main parts:
● A housing
● A grid located at air inlet
● An asynchronous motor
● A converter
● A check valve

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Figure 21-27 Temperature Control Component Locations

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This fan allows the air cooling operation, on ing electrical signal to the temperature controller.
ground or in flight when the aircraft speed is It consists mainly of:
below 125 knots. A check valve located at fan
● A glass probe-type thermistor embedded
exhaust, prevents reverse flow during normal
operation of the air cooling system. Selecting the in an epoxy resin housing.
pack valve opened, when the aircraft is on
ground or in flight when the aircraft speed is ● An electrical connector.
below 125 knots, the respective ground cooling
fan runs. The fans are automatically deenergized The sensing element resistance varies according
by the air-ground system when in the air mode or to temperature in the zone concerned.
in flight by the ADC computers indicating IAS >
125 knots.
Skin Temperature Sensor
Ram-Air Check Valve This sensor, attached to the inside of the aircraft
skin in flight compartment and in the cabin,
The check valve installed in ram air inlet duct, transmits the aircraft skin temperature to temper-
prevents reverse flow during ground cooling fan ature controller. It employs a thin-film nickel
operative condition. It consists of aluminum pet- temperature sensing element deposited on a
als kept in closure position by springs. ceramic substrate. This assembly is then encap-
sulated in a high-thermal-conducting epoxy
block. Its electrical signal is proportional to skin
TEMPERATURE CONTROL temperature.
COMPONENTS
Figure 21-27 shows the temperature control com- Temperature Selector
ponents’ locations.
The selector, installed on COMPT TEMP panel,
enables the crew to adjust the temperature in the
Flight Compartment and Cabin flight and passenger compartments either in
Temperature Sensor AUTO or MAN mode. It is a dual-section wire-
wound potentiometer and is electrically con-
The sensor detects the compartments ambient nected to the temperature controller.
temperature and transmits the corresponding
electrical signal to the temperature controller. It In AUTO-mode the selector allows for a cabin
consists mainly of: temperature selection range from 15.5° C (60° F)
to 32.3° C (90° F) over the full range of rotation.
● A glass probe type thermistor embedded In MAN-mode the selector directly operates the
in an epoxy resin housing. temperature control valve in the opening or clos-
ing direction depending on whether it is in
● An electrical connector. COLD or HOT position.
The sensing element resistance varies according

with temperature in the zone concerned.
Duct Temperature Sensor

The sensor, installed in the flight compartment
and cabin supply duct, detects the air temperature
in the supply duct and transmits the correspond-

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Figure 21-28 Trim Air Valve

Trim Air Valve (Temperature progressively, which reduces pressure to the trim
Control Valve) air valve. This causes the trim air valve to pro-
gressively close, limiting the maximum supply
The trim air valve (Figure 21-28) is installed in air temperature to 99° C (210° F).
the landing gear fairing in the ECU bypass line
between the pack valve and the duct downstream Compartment Temperature
the cooling turbine. The valve controls the
amount of engine bleed air that mixes with the Controller
cold air to produce conditioned air at a tempera-
ture suitable to meet the demands of the It is an electronic control box supplied at 28 VDC
temperature control system. The valve is nor- and is controlled by the temperature control
mally closed, pneumatically-actuated, torque- selector associated with the relevant compart-
motor-controlled, butterfly modulating, and shut- ment (passenger and flight compartments). It
off valve. regulates the temperature control value either in
AUTO and MAN mode in order to keep the rele-
The electrical signal to the torque motor is vant compartment at the selected temperature:
increased through the rotation of the temperature within ±1.6° C (±3° F). It is installed in the elec-
selector or by the automatic temperature control tronic rack in flight deck and its internal circuity
unit. This moves the flapper to increase the sup- consists of:
ply area and reduce the vent area. This movement ●
applies service pressure to the opening chamber. Power supply network
The pressure build-up overcomes the closing ●
spring force. This modulates the valve to the Sensor interface bridge network
open position. Thus, valve position is a direct ●
function of regulated supply pressure and torque Dynamic compensation circuit
motor input current. ● Sensor signal amplifier circuit
Butterfly plate modulation is caused by a duct
● Auto output torque motor drive circuit
temperature limiter that opens or closes with
temperature changes. A visual position indicator
● Manual output torque motor drive circuit
incorporated in the valve indicates valve position.
Duct Overtemperature Switch Temperature Sensor Ventilation

This switch is a glass probe-type thermistor sen-
Fan
sor embedded in an epoxy resin housing. It is This fan is installed in cabin near the temperature
installed in the low pressure duct distribution sys- sensors and is of electrical type. It is provided to
tem in underfloor area. If the air temperature improve the circulation of air across the sensing
exceeds 92 ±4° C (198 ±7° F), the switch closes, elements.
causing illumination of OVHT legend on the
temperature selector switch and sends a caution
to CCAS.
Duct Temperature Limiter

This is a pneumatic unit installed on the duct
downstream of the ECU in the underfloor pres-
surized area, It is interlocked with the trim air
control valve in order to prevent excessive supply
air temperature from pack. If the supply air tem-
perature exceeds 88° C (190° F), the unit opens

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Figure 21-29 Hot Bypass Valve

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Hot Bypass Valve (Heat Valve) NOTES

The hot bypass valve (Figure 21-29) is installed
in the pack hot bypass line connecting the con-
denser cold side exit to the bleed air duct. This
valve regulates hot air flow into the cabin/cockpit
inlet line.
COMPT/DUCT Temperature
Indicator
This is a dual type indicator and enables the crew
to monitor the temperature in the cabin or flight
compartment in addition to the associated supply
duct temperature, depending on the COMPT
SEL switch position. The indicator is installed on
C O M P T T E M P c o n t r o l p a n e l i n fl i g h t
compartment.
Cabin and Flight Compartment

Temperature Sensors
These sensors are installed in cabin and flight
compartment and detect continuously the air
temperature in these compartments. Each sensor
gives a signal to COMPT temperature indicator
which shows the temperature directly in centi-
grade degrees.
Duct Temperature Sensors

These sensors are installed in the air supply ducts
and detect continuously the air temperature in
these ducts. Each sensor gives a signal to DUCT
temperature indicator which shows the tempera-
ture directly in centigrade degrees.

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Figure 21-30 Air-Conditioning System Controls and Indicating

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CONTROLS AND OVERHEAD PANEL

INDICATIONS
AVIONICS VENT Subpanel
Figure 21-30 shows the locations of the air con-
ditioning system controls and indications. Figure 21-31 shows the AVIONICS VENT
subpanel.
Figure 21-31 Avionics Vent Panel (Sheet 1 of 2)

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Figure 21-31 Avionics Vent Panel (Sheet 2 of 2)

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COMP TEMP Subpanel

Figure 21-32 shows the compartment tempera-
ture control subpanel.
Figure 21-32 Compartment Temperature Control Panel (Sheet 1 of 2)

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Figure 21-32 Compartment Temperature Control Panel (Sheet 2 of 2)

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AIR BLEED Subpanel

Figure 21-33 shows the AIR BLEED subpanel.
Figure 21-33 AIR BLEED Panel

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Figure 21-34 Crew Alerting Panel

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CENTER INSTRUMENT PANEL Pressurization Indicator

Figure 21-35 shows the pressurization indicator.
Crew Alerting Panel
Figure 21-34 shows the crew alerting panel.
Figure 21-35 Pressurization Indicator

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Figure 21-36 Digital Pressure Controller

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Digital Pressure Controller Manual Pressure Controls

Figure 21-36 shows the digital pressure Figure 21-37 shows the manual pressure
controller. controls.
Figure 21-37 Manual Pressure Controller

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SYSTEM OPERATION The antismoke valve serves to isolate the flight

compartment in the event of smoke. This valve is
actuated by the first officer through a lever
The following information is for familiarization located on maintenance panel, 702VU. The cabin
only. An approved aircraft maintenance manual floor air extraction isolation valve enables cabin
must be used when performing any servicing or to be isolated for a better equipment ventilation
maintenance actions. in the following cases:
● Overheat or smoke detection in the air
DISTRIBUTION extraction ducts
●
Avionics Ventilation In flight, overboard vent valve in open or
intermediate position (fan failure)
The electronics racks and cabin air extraction
system consists of a series of ducts running from
the aircraft nose section to below the passenger Ventilation
compartment. Air is drawn by a fan across or
near the equipment (instrument panels, electrics, Hot air from the extraction zone and the In flight
and electronics racks, etc.) and at level of cabin AHRS rack is drawn by the fan located under the
floor. The air is then evacuated either directly forward cabin floor. Part of the air is bled at the
outside of the aircraft or both towards the for- fan outlet to provide ventilation of the batteries
ward cargo compartment and under the cabin located at the bottom of the electronics rack.
floor, then overboard through the cabin pressure
control system. In flight, in the event of failure of the fan, the
overboard vent valve in intermediate position
The system is composed of three zones: ensures the ventilation by cabin/outside pressure
differential.
● Extraction
● Ventilation
Evacuation
●
The air is then evacuated by the appropriate
Evacuation following method:
Diaphragms are distributed in the air extraction ● On the ground—Directly outside of the
ducts to provide balance airflow according to the aircraft through the overboard vent valve
requirements of the various components. (open position)
● In flight—By one of the following
Extraction methods:
In the flight compartment, conditioned air from ❍
the distribution circuit is ducted behind the Under the cabin floor and toward the
instrument panels across the equipment where it forward cargo compartment through
is drawn by the air extraction system. The air is the underfloor vent valve
ducted under the right side of the flight compart-
❍ Outside through the overboard vent
ment floor, passes through an antismoke valve
and is mixed with air extracted form the electron- valve (intermediate position) in the
ics and electrics racks. event of failure of the fan

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Batteries Ventilation ground or in flight with flaps extended, this

action is accomplished by a ground cooling fan.
The upper part of the battery is cooled by air bled
at the air extraction fan outlet and then exhausted Before entering the condenser, the cold turbine
overboard. A check valve on the supply ducting discharge air is mixed with the turbine bypass air
prevents fumes from entering the air extraction (air mixing controlled by the temperature control
system. A venturi, at the end of the exhaust sys- system). The air then passes through the con-
tem, serves to limit ventilation airflow in flight. denser and the check valve. Next it enters the
mixing chamber, where it mixes with recircu-
lated cabin air and is delivered to the crew and
Individual Air Distribution passenger compartments.
A fan for the individual air distribution system
sucks fresh air from the baggage compartment Turbine Bypass Valve Operation
and enables air supply to the cabin left and right
distribution systems. Air is tapped to supply the With the throttle lever positioned between 13°
flight compartment. and 40°, the turbine bypass control valve causes
the turbine bypass valve to open, increasing the
bleed-air flow to maintain a preset pressure dif-
Lavatory Distribution ferential between cabin and the bleed-air
pressure.
Lavatory ventilation is ensured through two air
outlets supplied by tappings in the cabin distribu-
tion system. The airflow from the upper outlet is Overheat Protection
adjustable in direction. Ventilation air is evacu-
ated through the toilet bowl where it is exhausted Overheat protection of the ACM is provided by a
through a venturi whose function is to control the thermal switch located at the compressor dis-
pressure loss due to differential pressure between charge. In fact, if the air temperature downstream
cabin and outside. A grille near the ceiling serves of the compressor reaches 204 ±6° C (400 ±10°
to extract air from the toilet to a smoke detector. F), the switch closes the pack valve with conse-
q u e n t l y n o a i r fl ow t o t h e p a c k a n d
simultaneously sends a caution signal to CCAS.
COOLING When the temperature reaches normal values, the
pack value opens to supply the air conditioning.
Normal Operation
Operational of Additional
The air discharged from the pack valve and flow Deicing Device
limiting venturi enters the primary heat
exchanger, where it is cooled. Then the cooled air In order to avoid reduction of cabin air flow due
enters the ACM compressor, where it is com- to ice formation on the turbine impeller, which
pressed. It is then cooled in the secondary heat can occur in extreme humid condition or at low
exchanger and passes through the high pressure altitude, a turbine inlet control valve is installed
water separation system condenser and water to connect the compressor outlet and the water
extractor, where condensed water is removed and extractor to the turbine inlet.
sprayed into cooling air inlet duct upstream of
the secondary heat exchanger through a water
spray nozzle. It next expands in the turbine. COMPRESSION
The hot air flowing through the heat exchangers Pressurized air to operate the air conditioning
is cooled by cold ram air from a cooling air inlet. system is bled from either low and/or high bleed
The cooling air then exhausts overboard through port of each engine and ducted to two identical
the cooling air outlet. With the aircraft on the independent air cooling units (packs) installed

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respectively in the left and right landing gear fair- AUTO-MAN pushbutton switch in AUTO
ings. Each engine feeds the unit on its respective position:
side, through a pressure regulating and shut-off
● Manual controller knob in NORM
valve (pack valve) and through a service pressure
regulator which provides a pressure signal to the position
trim air valve. The ducts connecting the engines
to the respective air cooling units are intercon- ● PACK VALVE pushbutton switch
nected by a crossfeed valve, closed during flight released (pack valves closed)
operations, and opened with right engine work-
ing in hotel mode. ● Landing gear and associated relays in
ground position
The pack valve is closed when the solenoid is
deenergized. With both the solenoid and the Energization of aircraft network supplies with 28
torque rotor energized, the valve is open and air VDC the digital controller. Since the pack valves
at a regulated pressure of 1.17 ±0.034 bar (17 are closed also the outflow valves remain closed.
±0.5 psi) flows from the valve. With only the
torque rotor deenergized, the valve is still open
but the air flowing from the valve is at a regulated Normal Operation
pressure of 2.06 ±0.14 bar (30 ±2 psi).
Normal Mode
When the service pressure regulator receives
input pressure from the bleed-air duct, the poppet With the system in normal mode (auto-mode) the
modulates in response to the interaction of output cabin pressure is controlled by the digital con-
pressure, acting on the diagram through the feed- troller. The landing altitude is selected on the
back orifice and the calibration spring to deliver a pressure cabin controller by the crew members
regulated supply pressure of 1.13 bar (16.4 psi) before takeoff. During the takeoff, the bleed shut-
to the trim air valve. off valves are kept closed by the crew members
to prevent air bleed from engines.
PRESSURIZATION CONTROL In Flight

In flight, between 30 seconds and a minute after
Cabin Pressure Control and takeoff, the bleed shutoff valves are opened, thus
Monitoring supplying the jet pump. The required cabin pres-
sure level is adjusted by the digital controller,
which drives the outflow valves according to the
On the Ground flight profile. The absolute cabin pressure altitude
Aircraft configuration and switches on the cabin is detected by a pressure sensor which sends an
pressure control panel in normal operation electrical signal to the digital controller which
position: compares it with the reference cabin altitude
signal.
● L and R engines stopped
The controller adjusts the cabin altitude in such a
● Electrical supply off way to be or tends towards the reference cabin
altitude. The reference cabin altitude is equal to
● the departure runway elevation as long as the air-
Outflow valves closed craft altitude remains lower than the departure
runway elevation plus 1,050 m (3,500 ft). When
the aircraft altitude is higher than 1,050 m (3,500
feet) the departure runway elevation is cancelled

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and the reference cabin altitude is the highest of 18,800 and –8,800. The test functions are the
this two values: following:
● Theoretical cabin altitude calculated in ● Electropneumatic control valve—The
relation to the aircraft altitude. The air- digital controller checks the torque motor
craft altitude detection is furnished to the of the valve
digital controller by air data computer
(ADC) ● Landing gear relays and pack valve
microswitches—The digital controller
● Landing elevation of the selected destina- checks their function that must be:
tion runway –90 meters (300 feet).
❍ Ground position relays 35 GB
As a result, the digital controller drives the elec- (34GB) in ground position
tropneumatic and pneumatic outflow valves,
which controls the cabin outlet airflow, reducing ❍ Pack valve: OFF position
crew workload.
❍ Barometric correction
Controlled Depressurization at Landing
❍ Digital controller electronic unit
To prevent cabin bump at landing, the AUTO-
mode always controls for landing a cabin altitude
equal to the selected landing elevation minus 90 MAN-Mode Operation
m (300 ft). When the system operates in MAN-mode the
electropneumatic outflow valve is closed and the
Depressurization After Landing position of the control knob determines a refer-
ence pressure which controls the opening of the
As the landing gear shock absorbers are com- pneumatic outflow valve. Once the desired rate
pressed, the automatic depressurization system of change is reached, the control is maintained
initiates damping of the aircraft at a rate of +550 without any further adjustment of the controller
feet/minute up to the full opening of outflow knob, whatever changes there may be in flow or
valves. differential pressure, the normal controller does
not enable preselection of cabin pressure.
Fast Depressurization
A fast depressurization in manual mode is per-
The aircraft may be quickly depressurized by formed by setting the knob of the manual
pressing DUMP pushbutton switch, thus opening controller to the clockwise limit position, thus
simultaneously both outflow valves. opening the pneumatic outflow valve and depres-
surizing the aircraft at 760 meter/minute (2,500
Negative Pressure and Overpressure feet/minute) maximum. Opening the pack valves
Safeties while the engines are running will supply pres-
These two safeties are automatically provided by surized air to the cabin.
relief valves and manometric capsules fitted on To test the operation of the pressurization system
both the electropneumatic outflow valve and the depress the TEST button on the digital pressure
pneumatic outflow valve. controller. If the system is operating correctly,
the LANDING ELEVATION window will alter-
Test nately display the digits 18,800 and –8,800.
It is possible to test the system by pressing the
TEST button on the digital controller. If the sys-
tem operates correctly, the digits displayed on the
front face of digital controller show alternately

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Flight Compartment and Cabin by adjusting the respective compartment temper-

Temperature Control ature control knobs.
The flight compartment and cabin are controlled NOTES

in temperature by the crew members. They select
the temperature demand on the temperature con-
trol selectors. A lower or higher temperature is
selected according to the value read on COMPT
TEMP indicator for flight compartment, with
COMPT SEL switch in FLT COMPT position,
and for cabin, with COMPT SEL switch in
CABIN position. The ambient temperature can
be selected between 15.5° C (60° F) and 32.2° C
(90° F). The temperature in the compartments is
maintained at the selected value by the tempera-
ture controller in a range of ±1.6° C (±3° F). A
duct temperature indicator is provided on
COMPT TEMP panel to monitor constantly the
temperature in the supply ducts, for flight and
passenger compartments according to COMPT
SEL switch position.
Automatic Control
The signal generated by temperature control
selector for flight compartment or cabin, is trans-
mitted to the temperature control which
according to the signal received from the temper-
ature control sensors, generates an output signal
transmitted to trim air valve which opens or
closes. Moreover this valve drives the hot by-
pass valve, pneumatically slaved, which begins
to open at about 50% modulating valve opening.
Manual Control
In the event of automatic control failure, the
required temperature is maintained in the flight
compartment and in the cabin by directly control-
l i n g t h e t e m p e r a t u r e c o n t r o l va l ve a n d
subsequently the hot bypass valve with relevant
TEMP SEL pushbutton switch to MAN and
rotating the corresponding temperature selector
to COLD or HOT as required.
TEMPERATURE CONTROL
The temperature control system may be operated
in either automatic or manual mode. Automatic
mode is normal. The desired temperature is be set

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Figure 21-38 Pressurization System Electrical (Sheet 1 of 2)

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Figure 21-39 Pressurization System Electrical (Sheet 2 of 2)
Figure 21-40 LH Pack Electrical
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Figure 21-41 RH Pack Electrical
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Figure 21-42 Temperature Control Electrical

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Figure 21-43 Temperature Indicating Electrical

CHAPTER 22
AUTOFLIGHT
CONTENTS
Page
INTRODUCTION ................................................................................................................ 22-1
GENERAL ............................................................................................................................ 22-1
AFCS Computer .......................................................................................................... 22-11
AFCS Control Panel.................................................................................................... 22-13
AFCS Advisory Display Unit...................................................................................... 22-13
ADU Power Supply..................................................................................................... 22-15
AP Yaw and Pitch Actuators....................................................................................... 22-15
AP Roll Actuator ......................................................................................................... 22-15
Overhead Panel............................................................................................................ 22-17
Glareshield................................................................................................................... 22-17
Control Yokes.............................................................................................................. 22-25
Center Pedestal ............................................................................................................ 22-25
Side Panel .................................................................................................................... 22-25
Built in test (BIT) ........................................................................................................ 22-26
Input monitoring.......................................................................................................... 22-26
Display system test...................................................................................................... 22-26

ILLUSTRATIONS
Figure Title Page
22-1 AFCS Component Layout ..................................................................................... 22-2

22-2 AFCS Component Locations ................................................................................. 22-4
22-3 AFCS Controls....................................................................................................... 22-6
22-4 Roll and Pitch Actuators ........................................................................................ 22-8
22-5 Yaw Actuator......................................................................................................... 22-9
22-6 AFCS ................................................................................................................... 22-10
22-6 AFCS—Location ................................................................................................. 22-10
22-7 AFCS Control Panel ............................................................................................ 22-12
22-8 AFCS Advisory Display Unit .............................................................................. 22-13
22-9 AFCS—Flight Control Actuators ........................................................................ 22-14
22-10 AFCS Circuit Breakers & Controls Location ...................................................... 22-16
22-11 AFCS Control Panel and EADI Mode Display ................................................... 22-18
22-12 AFCS—Advisory Display Unit........................................................................... 22-20
22-13 AFCS Yoke, Center Pedestal and Side Panel Controls ....................................... 22-24

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CHAPTER 22
AUTOFLIGHT
INTRODUCTION
The Autoflight chapter describes and discusses the ATR 42 airplane automatic flight control
system (AFCS). All auto flight systems and components are described in terms of what they are,
where they are located, and how they are operated and powered. Indications, annunciators, and
other warnings or cautions related to this system are also discussed. The purpose of this chapter
is to acquaint the maintenance technician with the auto flight systems. System controls and use
are described. Information concerning preflight operations and procedures are included.
This chapter has been written for familiarization and training. An approved aircraft maintenance
manual must be used when performing any servicing or maintenance actions.
GENERAL
The ATR 42 is equipped with the Sperry SPZ- performance throughout the aircraft flight enve-
6000 (AFCS) for fail-passive or fail-operational lope. The flight director (FD) system also permits
control of autopilot, yaw damper, pitch trim, and manual control of the aircraft by reference to
flight director functions. The AFCS integrates the computed commands generated by the AFCS.
attitude and heading reference system (AHRS),
air data computer (ADC), and electronic flight
instrument system (EFIS) systems to provide
autoflight capability. It also provides the stabili-
zation and control needed for optimum

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Figure 22-1 AFCS Component Layout

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SYSTEM DESCRIPTION NOTES

The AFCS (Figure 22-1) is made up of the
following:
● A computer
● A control panel
● An interface unit
● Control actuators
● Sensor connections to peripheral systems
The AFCS fulfills the following functions:

● Autopilot (AP)
● Flight director (FD)
● Yaw damper-turn coordination (YD)

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Figure 22-2 AFCS Component Locations

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Figure 22-2 shows the general location of AFCS NOTES

components on the aircraft.
The autopilot operates in two modes, basic and
upper. In the basic mode the autopilot provides
pitch attitude hold function and heading hold
functions. In the upper modes the autopilot pro-
vides control of the aircraft to a higher degree. It
can intercept and hold a selected course based on
information received from ground based radio
navigation aids. It can hold a preset altitude, air-
speed, or rate of climb. The autopilot can fly an
approach based on signals from a ground based
navigation aid.
The FD sends information to the flight instru-
ments. The pilots use this information to fly the
aircraft manually.
The YD ensures yaw damping and turn coordina-
tion. The pilots can engage it separately or with
the autopilot. Pressing the YD pushbutton
engages the YD function only. Pressing the AP
pushbutton engages the AP and YD.
The AFCS computer is located in the electronics
rack. It interfaces peripheral systems and the
AFCS. The computer controls the elevator trim
actuators. This is done through the normal pitch
trim. This reduces loads on the pitch actuator. It
also allows for smoother AP disconnects.
Autotrim deflection is a function of the pitch
actuator current position and flap configuration.

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Figure 22-3 AFCS Controls

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Autopilot controls (Figure 22-3) are located on NOTES

the glareshield. They are centered between the
pilots. The controls include an advisory display
unit (ADU) and a control panel. The ADU pro-
vides messages concerning AFCS operation. The
control panel provides a control interface for the
automatic flight control system.

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Figure 22-4 Roll and Pitch Actuators

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Actuators connect the autopilot to aircraft flight heading and reference information from the atti-
controls. Figure 22-4 depicts the locations of the tude, heading reference system (AHRS). Radio
roll and pitch actuators. Figure 22-5 depicts the navigation equipment, VOR/ILS/MKR radios,
location of the yaw actuator. These are connected provides information to the AFCS through these
in parallel to the manual flight controls. The actu- systems.
ators move both the flight control surfaces and
the controls in the cockpit. The AFCS connects The flight director (FD) can be selected without
to peripheral systems. These systems provide engaging the autopilot. In this mode the pilots are
control inputs to the AFCS. The AFCS receives flying the aircraft.
air data from the air data computers, and attitude,
PEDAL
POSITION
ADJUSTER
RUDDER
DAMPER
RUDDER
POSITION
TRANSMITTER
YAW
ACTUATOR SPRING
TRIM
TAB
DYNAMOMETRIC ROD
PRESSURE
SEAL
RELEASABLE
CENTERING
UNIT
Figure 22-5 Yaw Actuator

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Figure 22-6 AFCS—Location
Figure 22-6 AFCS

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COMPONENT NOTES
DESCRIPTION
AFCS COMPUTER
The AFCS computer is located on shelf in the
electronics rack (Figure 22-6). It provides control
for the AFCS; it also interfaces with the other
systems that provide information to the AFCS. It
receives electric power from 28 VDC bus 1 sec-
tion 2 through circuit breaker 6CA.

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Figure 22-7 AFCS Control Panel

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AFCS CONTROL PANEL AFCS ADVISORY DISPLAY

Figure 22-7 shows the location of the AFCS con-
UNIT
trol panel. It provides for AFCS mode selection Figure 22-8 depicts the location of the AFCS
and indication. advisory display unit. The ADU provides AFCS
status information. DC bus 2 section 2 provides
The control panel receives 28 VDC power from 28 VDC power to the ADU.
bus 1 section 2 through circuit breaker 6CA. It
supplies power to the output stages and pulse ACW bus 1 phase A provides power for control
width modulation (PWM) DC inverter of the panel and ADU pushbutton lighting.
AFCS control panel. Circuit breaker 150CA pro-
vides power for AP OFF warning light activation.
DC bus 2 section 2 provides 28 VDC power for
AFCS control panel dimming. Five VDC power
from the AFCS computer powers the AFCS logic
circuits. Power for the arrows on both sides of the
AP, YD, and CPL pushbuttons comes from the
PWM DC inverter (supplied by 28 VDC).
Figure 22-8 AFCS Advisory Display Unit

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Figure 22-9 AFCS—Flight Control Actuators

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ADU POWER SUPPLY NOTES

The ADU power supply system is divided into
two modules.
● A low voltage power supply module trans-
forms power provided by the 28VDC to sup-
ply the following:
● The logic circuits
● The video amplifier
● The vertical and horizontal deflection
amplifiers
● The high voltage power supply module
● A high voltage power supply module pro-
vides the cathode-ray tube with
acceleration and focusing voltages
Figure 22-9 shows the location of AP flight con-

trol actuators.
AP YAW AND PITCH

ACTUATORS
The aft avionics compartment houses AP yaw
and pitch actuators. They provide an interface
between the autopilot and yaw (rudder) and pitch
(elevator) flight controls. DC bus 1 section 2 pro-
vides 28 VDC power for the actuators.
AP ROLL ACTUATOR
AP roll actuator is located in the wing center box.
The roll actuator receives 28 VDC power from
bus 1 section 2 through circuit breaker 20CA.
The actuators are equipped with instinctive dis-
connects. Power for these disconnects comes
from the 28 VDC bus 1 section 2 through circuit
breaker 20CA.

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Figure 22-10 AFCS Circuit Breakers & Controls Location

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CONTROLS AND NOTES

INDICATIONS
OVERHEAD PANEL
All AFCS circuit breakers (CB) are on line A of
the overhead CB panel (Figure 22-10).
GLARESHIELD
Figure 22-10 shows FD BARS switch and AP
OFF indicator placement.
FD BARS Switch
FD BARS—FD command bars are in view and
provide guidance.
OFF—FD command bars are hidden. Does not
alter autopilot operation.
AP OFF Annunciator
AP OFF (red)—Illuminates when the autopilot is
disengaged by any means. Cancelled by pushing
either AP disconnect or ADU RESET
pushbuttons.

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Figure 22-11 AFCS Control Panel and EADI Mode Display

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AFCS Control Panel NOSE DN—Decreases pitch attitude, and

increases indicated airspeed and vertical speed
Figure 22-11 shows the AFCS control panel. targets.
HDG—Controls selection of heading hold mode. NOSE UP—Increases pitch attitude and
HDG SEL HI (LO) (green) is displayed on the decreases indicated airspeed and vertical speed
ADU and HDG (green) is displayed on the targets.
EADIs.
AP—Engages the autopilot and yaw damper
NAV—Arms the lateral guidance for capture of functions. The arrow lights on each side of the
the course selected on the coupled EHSI. Course AP and YD pushbuttons come on when the auto-
intercept angles up to 90º are permissible. The pilot is engaged. Pushing the AP button again
maximum intercept angle commanded by the disengages the autopilot but leaves the yaw
FGC during capture is 45º. damper engaged and the arrow light on each side
of the AP pushbutton goes out.
APP—Arms automatic approach mode of the
autopilot. This allows the autopilot to capture and When engaged, the EADI displays AP ENG. AP-
fly an ILS approach. Use of approach mode FD messages are displayed on the ADU. As AP
requires that a localizer frequency be tuned. MSG and-or FD FAIL message is displayed on
the EADIs as appropriate.
BC —Arms the guidance for capture of the back
course selected on the coupled EHSI. YD —Engages only the yaw damper. The arrow
lights on each side of the pushbutton come on.
ADU and EADI displays BC and BC* as the Subsequent YD disengagement results in YD
back course mode is armed and enters the capture DISENGAGE on the ADU. AP MSG is dis-
and track phases. played on the EADIs.
BANK—Controls bank angle limit during head- CPL—Allows the captain or first officer EHSI
ing hold mode only. and ADC data to be selected for lateral and verti-
cal guidance to the FGC. The arrow lights on
STBY Pushbutton—Cancels all previous armed each side of the CPL pushbutton indicate the
and active modes. The autopilot reverts to basic coupled side (captain or first officer). A green
modes. arrow on each EADI also points to the coupled
side. During ILS dual couple, both arrow lights
IAS—Allows the AFCS to maintain the selected are turned on.
airspeed.
VS Pushbutton—Pushing the VS pushbutton
allows the AFCS to maintain the vertical speed
selected by the pilots.
ALT Pushbutton—Allows the AFCS to maintain
the altitude selected by the pilots. If the aircraft is
climbing or descending pushing ALT allows the
selected altitude to be captured.
VS hold—The aircraft will climb or descend at
the vertical speed selected.
Pitch Trim Wheel (PTW)

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Figure 22-12 AFCS—Advisory Display Unit

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Advisory Display Unit Steady—Disengaged by normal operation.

RESET pushbutton illuminated. Cleared by
Figure 22-12 shows the advisory display unit. pushing RESET or AP disconnect button.
ADU Controls AP DISENGAGED—Indicates the AP has been

disengaged.
RESET—Messages that must be acknowledged
are indicated by a lighted RESET pushbutton. Flashing—Automatic disengagement by AFCS
Pushing the RESET pushbutton deletes the cur- monitor. RESET pushbutton is illuminated and
rent message so the next message can be must be reset to clear message.
displayed.
Steady—Disengaged by normal operation.
DIM (Later Aircraft)—The DIM control knob RESET pushbutton illuminated. Cleared by
controls ADU display intensity. In early aircraft, pushing RESET or AP disconnect button.
the ANN TEST switch controlled ADU dimming.
YD DISENGAGED—Indicates the YD has been
TEST—On early aircraft, the DIM knob was disengaged.
replaced by a TEST pushbutton. When pushed,
ADU displays a test pattern, which tests the color Flashing—Automatic disengagement by AFCS
and character displays in each ADU field. monitor. RESET pushbutton is illuminated and
must be reset to clear message.
L SEL and R SEL Pushbuttons—The L-R SEL
pushbuttons allow the pilots to override the FGC Steady—Disengaged by normal operation.
NAV receiver selection after a NAV MISMATCH RESET pushbutton illuminated. Cleared by
message appears. pushing RESET or AP disconnect button.
ADU Messages DISENGAGED ANNUN DATA FAULT—Indi-

cates loss of digital communications bus
Field 1 Messages—White (ASCB). AP is disengaged.
TCS ENG—Touch control steering button on CPL DATA INVALID—The affected mode is
either yoke is engaged. automatically lost due to NAV or ADC data loss.
RESET pushbutton illuminates and must be
CAT 1—Indicates that the aircraft, equipment, reset.
and switches are properly configured for the type
of approach indicated. AHRS DATA INVALID—AP is automatically
disengaged due to detected failures except,
Field 2 Messages—White AHRS heading disagreement AP reverts to pitch
hold and wings level mode and GA is not avail-
ALT SEL xxx00 FT—Displays the pre-selected able. DADC disagreement occurs during
altitude. glideslope tracking.
Field 3 Messages—Amber RESET pushbutton illuminates and must be
reset.
AP-YD DISENGAGED—Indicates the AP-YD
has been disengaged. Also illuminates for five seconds if selected
mode source is invalid.
Flashing—Automatic disengagement by AFCS
monitor. RESET pushbutton is illuminated and DADC DATA INVALID—AP is automatically
must be reset to clear message. disengaged due to detected failures except,
AHRS heading disagreement AP reverts to pitch

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hold and wings level mode and GA is not avail- source. Cannot be cancelled as long as condition
able. DADC disagreement occurs during exists.
glideslope tracking.
NO ENGAGEMENT ON GROUND—Illumi-
RESET pushbutton illuminates and must be nates if AP engagement is attempted on the
reset. ground.
Also illuminates for five seconds if selected ENGAGE INHIBIT—AP engagement is inhib-
mode source is invalid. ited due to abnormal aircraft attitude or system
failures. Message is displayed for 5 seconds.
AP INVALID—AP is automatically disengaged
due to detected failures except, AHRS heading Field 4 Messages—White
disagreement AP reverts to pitch hold and wings
level mode and GA is not available. DADC dis- VOR, LOC, or BC—These messages indicate the
agreement occurs during glideslope tracking. armed lateral mode selected. As the respective
course is captured the associated annunciator
RESET pushbutton illuminates and must be light message will illuminate in green in the field
reset. 7 and the message in the field 4 will extinguish.
Also illuminates for five seconds if selected Filed 5 Messages—White
mode source is invalid.
ALT or GS—This field indicates the first selected
AFCS Invalid—Selected mode source is invalid. armed vertical mode.
Illuminates for five seconds.
Field 6 Messages—White
-------------—Loss of digital communications bus
(ASCB). The AP is disengaged. ALT or GS—This field indicates the last selected
armed vertical mode.
PITCH MISTRIM NOSE UP (DOWN)—The
aircraft pitch axis is out of trim for ten seconds or Field 7 Messages—Green
longer. Reestablishing pitch trim clears message.
VOR-VOR*—The VOR is being used for lateral
PITCH TRIM FAIL—Loss of automatic pitch reference. The asterisk indicates the AP is in cap-
trim capability. AP disengagement also cancels ture mode. Asterisk disappears when selected
message. course is acquired.
RETRIM ROLL R (L) WING DN—The ailerons LOC-LOC*—The LOC is being used for lateral
are out of trim for 20 seconds or longer. Aileron reference. The asterisk indicates the AP is in cap-
trim is inhibited to prevent trim movement in the ture mode. Asterisk disappears when selected
wrong direction. The message is cleared when course is acquired.
aileron trim is reestablished.
BC-BC*—The BC is being used for lateral refer-
NAV MISMATCH L SEL (R SEL)—A data mis- ence. The asterisk indicates the AP is in capture
match has occurred between the two NAV mode. Asterisk disappears when selected course
receivers during ILS dual CPL. L SEL is dis- is acquired.
played when FGC selects the left NAV source. R
SEL is displayed when FGC selects the right HDG SEL HI (LO)—Indicates the heading select
NAV source. HI bank limit is 27º and LO bank mode with either high of low bank limits
limit is 15º. selected.
CHECK NAV SOURCE—APP or BC modes are HDG HOLD—Indicates that the heading hold
selected with a VOR frequency in the NAV mode is engaged.

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Field 8 Messages—Green NOTES

ALT-ALT*—Indicates altitude hold function is
providing vertical guidance. The asterisk indi-
cates the AP is in capture mode. Asterisk
disappears when selected altitude is acquired.
GS-GS*—Indicates GS hold function is provid-
ing vertical guidance. The asterisk indicates the
AP is in capture mode. Asterisk disappears when
selected altitude is acquired.
IAS xxx KTS—Indicates selection of the indi-
cated airspeed hold function. Aircraft pitch will
be varied to maintain the IAS indicated. Airspeed
may be changed by depressing either TCS button
and establishing a new IAS.
VS xx00 FPM—Indicates selection of the verti-
cal speed hold function. Aircraft pitch will be
varied to maintain the rate of descent-climb indi-
cated. Rate may be changed by depressing either
TCS button and establishing a new rate of
descent-climb.
IAS --- KTS or VS --- FPM—When a TCS but-
ton is pressed and the selected IAS or VS is being
changed the selected rate shows as dashes.
GA—Go-around mode has been selected. Disen-
gages AP. FD mode only.

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Figure 22-13 AFCS Yoke, Center Pedestal and Side Panel Controls

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CONTROL YOKES NOTES

Quick release control buttons (Figure 22-13) are
located on the captain and first officer control
wheels. The quick release control buttons discon-
nect the autopilot. Pressing the quick release
button has no effect on the FD or YD.
Touch control steering pushbuttons (Figure
22-13) are located on the captain and first officer
control wheels. These controls allow the pilots to
take temporary control of the aircraft. These con-
trols are used to reset a selected airspeed or
vertical speed. They can also be used to fly the
aircraft to a point where intercept of a desired
flight path can be completed more rapidly.
CENTER PEDESTAL
Go around pushbuttons (Figure 22-13) located on
the left and right power levers. These controls
disconnect the autopilot and place the flight
director system in the go around mode.
SIDE PANEL
AFCS/NORM FLT/TEST switch—Located on
the left side panel is used for testing the AFCS
(Figure 22-13).

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SYSTEM OPERATION NOTES

The ADU is programmed to perform various
tests:
BUILT IN TEST (BIT)

The BIT can only be started on the ground. It
begins automatically when the system is first
turned on or when the system is restarted follow-
ing a power interruption longer than 12 ms
(COLD START). The BIT performs the follow-
ing tests:
INPUT MONITORING
ASCB inputs
Discrete inputs—This testing is done by compar-
ing ASCB data with discrete status. It occurs
when transactions on the bus are normal. Failures
are displayed on line two when all other mes-
sages on that line are cleared.
Memories check—This test occurs during power
up. A fault is indicated by an ADVISORY
FAULT message displayed on line two. As this
failure concerns ADU operational utilization, this
message can only be removed be cutting the
power supply to the unit.
Heart beat monitor—Monitors operational pro-
grams. If a failure is detected, the electronic
system processor is re-initialized. This failure
affects the program running and no message can
be guaranteed valid. Therefore, no warning is
provided
DISPLAY SYSTEM TEST

This test may be activated on the ground or in
flight. The ADU TEST pushbutton switch acti-
vates the test. A display of alphanumeric
characters on four lines, and illumination of the
RESET pushbutton switch indicate correct oper-
ation of the display system. The test includes a
memory check.

CHAPTER 23
COMMUNICATIONS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 23-1
GENERAL ............................................................................................................................ 23-1
VHF System .................................................................................................................. 23-3
Selective Calling (SELCAL) System (Optional) .......................................................... 23-5
Passenger Address System ............................................................................................ 23-5
Announcement-Music Tape Reproducer....................................................................... 23-7
Interphone System......................................................................................................... 23-7
Audio Integrating .......................................................................................................... 23-9
Static Discharging System............................................................................................. 23-9
Cockpit Voice Recording System ................................................................................. 23-9
VHF System Components ........................................................................................... 23-11
Selective Calling (SELCAL) System .......................................................................... 23-15
Passenger Address System .......................................................................................... 23-17
Announcement Music Tape Reproducer System ........................................................ 23-19
Ground Crew Call System........................................................................................... 23-21
Cabin And Flight Crew Call System ........................................................................... 23-23
Service Interphone....................................................................................................... 23-25
Audio Integrating ........................................................................................................ 23-27
Remote Control Audio Unit (RCAU) ......................................................................... 23-28

Audio Control Panel (ACP) ........................................................................................ 23-31

Boomset and Headset Jack Panels .............................................................................. 23-33
Hand Microphone Jack Panel ..................................................................................... 23-33
Loudspeaker................................................................................................................ 23-33
INTPH/RAD PTT Switches........................................................................................ 23-34
Hand Microphone ....................................................................................................... 23-34
Boomset ...................................................................................................................... 23-34
Headset........................................................................................................................ 23-35
Quick-Donning Oxygen Mask.................................................................................... 23-35
Static Discharging....................................................................................................... 23-37
Cockpit Voice Recorder.............................................................................................. 23-39
CONTROLS AND INDICATIONS................................................................................... 23-41
CVR Control Unit ....................................................................................................... 23-41
VHF Control Unit ....................................................................................................... 23-41
Audio Control Panel ................................................................................................... 23-43
Announcement-Music Tape Recorder ........................................................................ 23-45
SYSTEM OPERATION..................................................................................................... 23-45
VHF Radio .................................................................................................................. 23-45
FAULT........................................................................................................................ 23-45
SELCAL System Operation........................................................................................ 23-46
Ground Crew Call System Operation ......................................................................... 23-46
Cabin and Flight Crew Call System Operation........................................................... 23-47
Service Interphone Operation ..................................................................................... 23-47
Audio Integrating Operation ....................................................................................... 23-47
Cockpit Voice Recorder.............................................................................................. 23-49
23-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
23-1 VHF System Block Diagram ................................................................................. 23-2

23-2 Decoder Block Diagram ........................................................................................ 23-4
23-3 PA System Diagram .............................................................................................. 23-4
23-4 Cabin and Flight Crew Call System Block Diagram............................................. 23-6
23-5 Audio Integrating System Organization ................................................................ 23-8
23-6 VHF System Component Location in Flight Compartment ................................ 23-10
23-7 VHF Antenna Locations ...................................................................................... 23-12
23-8 SELCAL Decoder................................................................................................ 23-14
23-9 Passenger Address System Controls.................................................................... 23-16
23-10 Location of the Tape Reproducer at Cabin Attendant Station............................. 23-18
23-11 Ground Crew Call System Components.............................................................. 23-20
23-12 Cabin and Flight Crew Call System .................................................................... 23-22
23-13 Service Interphone Jacks Location ...................................................................... 23-24
23-14 Audio Integrating Components Location ............................................................ 23-26
23-15 Audio Control Panel ............................................................................................ 23-30
23-16 Jack Panels........................................................................................................... 23-32
23-17 Static Dischargers Location ................................................................................. 23-36
23-18 Static Dischargers ................................................................................................ 23-37
23-19 Cockpit Voice Recorder Component Location.................................................... 23-38
23-20 CVR Control Unit................................................................................................ 23-40
23-21 VHF Control Unit ................................................................................................ 23-40
23-22 Audio Control Panel ............................................................................................ 23-42
23-23 Tape Recorder Operation..................................................................................... 23-44

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CHAPTER 23
COMMUNICATIONS
;;
;; M A INI U V 2 3 . 4 6 8 7
INTRODUCTION
The Communications chapter describes and discusses the ATR 42 communications systems. All
communications systems and components are described in terms of what they are, where they
are located, and how they are operated and powered. Indications, annunciators, and other warn-
ings or cautions related to this system are also discussed. The purpose of this chapter is to
acquaint the maintenance technician with the communications systems. Systems controls and
use are described. Information concerning preflight operations and procedures are included.
The following information is for familiarization only. An approved aircraft maintenance manual
must be used when performing any servicing or maintenance actions.
GENERAL
The ATR 42 aircraft is equipped with an exten- The cockpit crewmembers are equipped with
sive array of internal and external commun- independent communication systems consisting
ications equipment. o f a u d i o c o n t r o l s , l o u d s p e a ke r s , a n d
microphones.

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Figure 23-1 VHF System Block Diagram

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The aircraft is equipped with an interphone and
audio integrating system enabling communica-
tions between:
● Crew members
● Crew members and cabin attendant
● Crew members and ground mechanics
● Aircraft and ground station and allowing
transmission of announcements to
passengers
The aircraft is equipped with the following com-

munication systems:
● A VHF system
● An audio integrating system including
t h e fl i g h t a n d s e r v i c e i n t e r p h o n e
functions
● A passenger address system
● A cockpit voice recorder
● An announcement-music tape reproducer
system
VHF SYSTEM
The VHF system (Figure 23-1) serves for all
short-range radio communications between dif-
ferent aircraft in flight, between aircraft in flight
or on ground and ground stations. The aircraft is
equipped with two identical VHF systems inde-
pendent of each other. The VHF transceiver
operates in the 118.00 to 135.975 MHz range
with 25 KHz spacings. The VHF system
comprises:
● Two antennas
● Two VHF transceivers
● Two VHF control units

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Figure 23-2 Decoder Block Diagram
Figure 23-3 PA System Diagram

SELECTIVE CALLING (SELCAL) The passenger address is connected to:

SYSTEM (OPTIONAL) ● The digital remote control audio unit
The selective calling (SELCAL) system (Figure (RCAU). This connection enables the
23-2) allows transmission of data (other than captain and the first officer to transmit
those related to air traffic control) between announcements to passengers without
ground station and aircraft. When the ground sta- using any special telephone handset.
tion wishes to call a specific aircraft, it makes a ●
call using the code assigned to the aircraft. The A telephone handset located at the cabin
SELCAL decoder installed on board the aircraft attendant's station
receives and processes applicable call code; all
● The attendant call pushbutton switches
other codes are rejected. Upon reception of cor-
rect call code, the flight crew is alerted through with integral light located on each pas-
operation of an annunciator light and an audio senger service unit (PSU)
signal. This system uses communication radio
● The CALLS/ATTND pushbutton switch
frequencies and allows reduction of flight crew
workload. The SELCAL system is made up of: located in the flight compartment
● A SELCAL decoder (1RW) ● The lighted signs control switches
located in the flight compartment
● A SELCAL/VHF #1 annunciator (3RW)
and a SELCAL/VHF #2 annunciator ● The cockpit voice recorder enabling
(7RW) recording of announcements to passengers
● A SELCAL/RESET pushbutton switch ● Nine loudspeakers distributed throughout
(9RW) the passenger compartment, one being
located in the lavatory, and one being
● A ground station network located in the galley
The passenger address system comprises:

PASSENGER ADDRESS
SYSTEM ● A passenger address amplifier
The passenger address system (Figure 23-3) ● Nine loudspeakers
enables the crewmembers and the cabin attendant
to transmit announcements to the passengers. ● Nine speaker transformers
Connections are made through the passenger
address amplifier (PA). This item of equipment ● A handset
also delivers a chime:
● Whenever passenger signs are switched
on and off
● Further to passenger-to-cabin attendant
call
● Further to crew member-to-cabin atten-
dant call

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Figure 23-4 Cabin and Flight Crew Call System Block Diagram

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ANNOUNCEMENT-MUSIC TAPE system. Therefore, this system is closely linked

REPRODUCER to the passenger address and audio integrating
systems.
The tape reproducer enables automatic broad-
casting of passenger announcements before the Service Interphone
flight. It can also be used to broadcast back-
ground music in the cabin. The tape reproducer is The service interphone system allows telephone
designed for a single track play. It is electrically communications between the crew members and
connected to the passenger address system, the ground personnel. Service interphone jacks
which provides amplification and distribution of 1RJ, 2RJ, and 3RJ located in three parts of the
the messages through all the cabin loudspeakers. aircraft enable connection of boomsets and head-
The inputs of the passenger address system are sets. These jacks are connected directly to the
selected according to a priority order: the fade remote control audio unit (RCAU). The ground
reproducer input is interrupted each time a mes- power receptacle panel service interphone jack
sage is broadcast from flight compartment or 2RJ is connected to the RCAU without interrup-
cabin attendant station. tion. The hydraulic compartment service
interphone jack 1RJ and the aft avionics com-
INTERPHONE SYSTEM partment service interphone jack 3RJ are isolated
in flight configuration through a flight/ground
switch.
Ground Crew Call System
NOTES
This function enables activation by the mainte-
nance personnel of visual and audio signals in the
flight compartment by means of a pushbutton
switch located in the ground power receptacle
housing. Conversely, the crewmembers can acti-
vate a horn by means of a pushbutton switch in
the flight compartment to call the ground
mechanic. The pushbutton switch is located on
the flight compartment overhead panel and the
horn is located in the nose gear well. The ground
crew call system comprises:
● A mechanic call horn
● A COCKPIT CALL pushbutton switch
● A CALLS/RESET pushbutton switch
● A CALLS/MECH pushbutton switch
Cabin and Flight Crew Call

System
The cabin and flight crew call system (Figure
23-4) enables the cabin attendant to communi-
cate with the crew members through the audio
integrating system and transmit announcements
to the passengers through the passenger address

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Figure 23-5 Audio Integrating System Organization

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●
AUDIO INTEGRATING A RAD PTT switch on the steering con-
trol handwheel
The audio integrating system (Figure 23-5) man-
●
ages the audio signals. It allows selection of Two illuminated pushbutton switches for
transmission channels and provides adjustment system fault indicating and direct con-
of reception audio levels. In addition, this system nection, in the event of a fault, of
allows flight and service interphone and broad- captain's side to VHF1 and first officer's
casting of the various aural warnings. The audio side to VHF2.
integrating system comprises the following:
● A observer’s three-position push-to-talk
● Two audio control panels for selecting switch
transmission channels and adjusting the
reception levels by the captain and the
first officer. STATIC DISCHARGING
SYSTEM
NOTE The aircraft is equipped with twenty-four
An optional third control panel can (twenty-five) static dischargers. The static dis-
be installed for the observer station. chargers are used to dissipate the static electricity
accumulated on the aircraft in flight. These static
● A remote control audio unit. All the AF charges are picked up by the aircraft because of
signals are sent to this unit, which adjusts contact with clouds or other particles in the air.
each signal to the level set by each crew- The static charges are conducted through a differ-
member. This unit routes microphone ence of potential from the aircraft to the static
dischargers, which discharge electricity in flight.
signals to the transmitters selected by the The static dischargers are positioned in such a
crewmembers. The unit also includes the way that they prevent interference in the radio
interphone amplifier and the flight com- communication and radio navigation systems.
partment loudspeaker amplifiers.
● Three jack panels for connecting a boom- COCKPIT VOICE RECORDING
set and headset SYSTEM
● Three jack panels for connecting the The cockpit voice recorder has a recording
hand microphones capacity of 30 minutes. A standard installation
has been made in compliance with ARINC 557
● Two flight compartment loudspeakers recommendations. The cockpit voice recorder
enables recording the following:
● Three hand microphones
● Conversations received and transmitted
● Two headsets by radio
● ● Communications between crew members
Three boomsets
● ● Aural warnings in the flight compartment
Two potentiometers for audio level
adjustment of passenger compartment
● Voice or audio signals identifying naviga-
loudspeakers
tion or approach radio aids introduced
● Two INTPH/RAD PTT switches on the into a headset or speaker
captain and first officer control wheels
● Passenger announcements made by
crewmembers

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Figure 23-6 VHF System Component Location in Flight Compartment

COMPONENT released, two beeps can be heard in the audio

system. If two short 800Hz tones are heard, the
DESCRIPTION transceiver has detected on internal fault.
VHF 1 and VHF 2 systems are identical. The
VHF SYSTEM COMPONENTS control unit enables selection of the operating
frequency in the transceiver.
Figure 23-6 shows the location of the VHF sys-
tem components. The two VHF/COMM signals The transceiver:
are sent to the remote control audio unit (RCAU)
● Generates the operating frequency
VHF 1 System ● Transmits the modulated signals to the
VHF 1 transceiver 1RCl is located in electronics VHF antenna
rack, shelf 83VU. ● Receives the signal from the antenna
VHF 1 control unit 3RC1 is located on center ●
pedestal 11VU, captain's side. Directs it to the audio integrating system
VHF 1 antenna 5RCl is located on the upper part The antenna:

of the fuselage along the centerline between
● Transmits the modulated signals from the
frames 12 and 14, zone 220.
transmitter
VHF 1 system is supplied with 28VDC from DC ●
EMERGENCY BUS busbar. Receives the VHF signals
● Transmits them to the receiver
VHF 2 System
The transceiver operates in the 118.00 to 135.975
VHF 2 transceiver 1RC2 is located in electronics MHz frequency range. It enables transmission
rack, shelf 82VU. and reception of voice communications through
acoustic equipment (boomset, headset, hand
VHF 2 control unit 3RC2 is located on center microphone, loudspeaker and oxygen mask).
pedestal 11VU, first officer's side. Transmitter characteristics:
VHF 2 antenna 5RC2 is located on the lower part ● Output power: 16W minimum into a 52-
of the fuselage between frames 32 and 34, zone ohm resistive load (118 to 135.975 MHz)
140.
● Microphone input impedance: 600 ohms
VHF 2 system is supplied with 28 VDC from DC
BUS2/SECTION1 busbar. ● Receiver characteristics
●
Transceiver Sensitivity: 3 µV for 6 dB (S+B)/B
● Selectivity: dB for 8 KHz bandwidth
The transceiver allows transmitting and receiving
voice communications through acoustic equip-
ment (boomset, headset, hand microphone, ● Eighty dB for 17 KHz bandwidth
loudspeaker and oxygen mask). If the transmitter
is still on at the end of 2 minutes, it automatically ● Audio side tone output power: 100 mW/
turns off. If the transmitter gets too hot during a 800 ohms
transmission, it automatically stops. Sidetone
ceases at that instant. When the mic button is

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Figure 23-7 VHF Antenna Locations

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VHF Antenna NOTES

The VHF antenna (Figure 23-7) is a blade
antenna. Its electrical components are potted in
resin, the outer casing being made of fiberglass.
It is connected to the other components by means
of a coaxial cable. The antenna is screwed on to
the fuselage. The VHF antenna which is 11.4 in.
(289.56 mm) long provides quasi-omnidirec-
tional radiation. It allows transmission and
reception of VHF signals in the 115 to 156 MHz
frequency range. Its impedance is 50 ohms and
its standing-wave ratio 2.

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Figure 23-8 SELCAL Decoder

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SELECTIVE CALLING (SELCAL) NOTES

SYSTEM
SELCAL Decoder
The SELCAL (Figure 23-8) decoder face com-
prises two rows of four selector knobs. On
SELCAL decoder face, the selector knobs permit
to encode the decoder so that it corresponds to
the aircraft assigned code (code programming).
This programming sequence corresponds to the
encoded tone sequences from ground stations.
These tone codes consist of various combinations
of audio tones and are designated by letters.
When these sequences correspond exactly to
those programmed, an external signaling device
is triggered, signaling that there is a transmission
for the aircraft. Upon completion of transmis-
sion, the decoder resets.

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Figure 23-9 Passenger Address System Controls

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●
PASSENGER ADDRESS A micro input circuit with associated
SYSTEM priorities
● A chime circuit (494 Hz) with associated
The various components (Figure 23-9) are
located as follows on the aircraft: controls
● Passenger address amplifier in the elec- NOTES
tronics rack, on shelf 81VU.
● Loudspeakers and transformers in pas-
senger compartment and lavatory area.
Location of these items in the passenger
compartment varies according to the air-
line equipment/furnishings.
The components are supplied with 28 VDC from

the DC essential bus section 1.
The passenger address amplifier is an ARINC
404 case. This case does not correspond to
ARINC 560 recommendations but is mechani-
cally interchangeable with an item of this type.
This amplifier enables broadcasting of announce-
ments to passengers. It also enables broadcasting
of recorded announcements. This amplifier deliv-
ers on a 83-ohm impedance standardized line:
● A permanent 15 W minimum power
● A 60 W maximum peak power at ambient
temperature and during 5 mn
It delivers on the side tone output and to the

cockpit voice recorder a 50 mW peak power
under a 600 ohm load for reception control and
recording. The item is equipped with a dual
installation output, which delivers the voltage
required for possible modulation of another pas-
senger address amplifier. The passenger address
system comprises the following:
● A supply system
● A 60 W power amplifier
● A mixer feeding the power amplifier

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Figure 23-10 Location of the Tape Reproducer at Cabin Attendant Station

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ANNOUNCEMENT MUSIC TAPE NOTES

REPRODUCER SYSTEM
Figure 23-10 shows the announcement and music
tape reproducer system location. The front face
comprises the following:
● The cassette loader blanked by a flap
● A keyboard with four (six on some mod-
els) keys for ejection, fast forward, fast
rewind, and track selection (Dolby B or C
selection on models with six keys)
● A mode selection key
● Three green indicator lights indicating
the mode selected
● A volume control knob
The tape reproducer is supplied by 28 VDC util-

ity busbar 1.
The tape reproducer is in compliance with the
RTCA DO 160 for the following:
● DC supply in normal operating condi-
tions (category B)
● Operation in ambient temperature (cate-
gory C1)
● Vibration response (category M + N)
The cassettes required for that tape reproducer

are ferrous oxide or chromium dioxide conven-
tional C60 or C90 cassettes with a 90-mn
maximum play capacity. The sound volume is
adjustable by a knob located on the face of the
tape reproducer.

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Figure 23-11 Ground Crew Call System Components

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GROUND CREW CALL SYSTEM NOTES

This function enables activation by the mainte-
nance personnel of visual and audio signals in the
flight compartment by means of a pushbutton
switch located in the ground power receptacle
housing (Figure 23-11). Conversely, the crew-
members can activate a horn by means of a
pushbutton switch in the flight compartment to
call the ground mechanic. The pushbutton switch
is located on the flight compartment overhead
panel and the horn is located in the nose gear
well. The ground crew call system comprises:
● A mechanic call horn
● A COCKPIT CALL pushbutton switch
● A CALLS/RESET pushbutton switch
● A CALLS/MECH pushbutton switch
The system is activated on the ground through a

contact of nose gear WOW relay 27GB. On the
ground, coil of relay 4WC is connected to
ground. When the relay is in normally open posi-
tion, the system is energized by 3A circuit
breaker 2WC connected to the 28 VDC emer-
gency busbar.

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Figure 23-12 Cabin and Flight Crew Call System

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CABIN AND FLIGHT CREW fitted with a connector enables connection of the
CALL SYSTEM handset to the base.
The cabin and flight crew call system (Figure The handset comprises the following:
23-12) enables the cabin attendant to communi- ● A high level microphone
cate with the crew members through the audio
integrating system and transmit announcements ●
to the passengers through the passenger address A receiver
system. Therefore, this system is closely linked ●
to the passenger address and audio integrating A PTT switch on the handle
systems.
NOTES
Attendant handset 4RM is located on the parti-
tion, at the rear of the passenger compartment
near the cabin attendant seat, zone 256.
CAPT indicator light 6RM is located on atten-
dant call panel 70VU.
CALLS/ATTND pushbutton switch 1RM is
located on overhead panel 23VU.
3A CALLS/ATTND circuit breaker 2RM is
located on overhead circuit breaker panel 21VU.
The cabin and flight crew call system is supplied
from the 28 VDC essential bus section 2.
Crew members-to-cabin attendant calls and cabin
attendant-to-crew members calls are made
through headsets and boomsets, hand micro-
phone, mask microphone, remote control audio
unit (RCAU), audio control panel (ACP) and
attendant handset. Audio signals are broadcast in
the passenger compartment by the passenger
address system. Audio signals broadcast in the
flight compartment are generated by the crew
centralized alerting system (CCAS) and ampli-
fied by the RCAU. The attendant handset
assembly comprises:
● A plastic cast base
● A cast cradle
● A handset
The attendant handset is a plug-in unit centered

and attached by means of four active screws. The
upper part features two illuminated pushbutton
switches. On the lower part, an extensible cord

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Figure 23-13 Service Interphone Jacks Location

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SERVICE INTERPHONE NOTES

The service interphone system (Figure 23-13)
allows telephone communications between crew-
members and ground personnel. Service
interphone jacks 1RJ, 2RJ, and 3RJ located in
three parts of the aircraft enable connection of
boomsets and headsets. These jacks are con-
nected directly to the remote control audio unit
(RCAU). The ground power receptacle panel ser-
vice interphone jack 2RJ is connected to the
RCA without interruption. The hydraulic com-
partment service interphone jack 1RJ and the aft
avionics compartment service interphone jack
3RJ are isolated in flight through a flight/ground
switch. The service interphone function is acti-
vated when the INT pushbutton switch on the
captain or first officer audio control panel (ACP)
is pressed (in). Telephone communication
between the flight compartment, the service
interphone jacks and the cabin attendant station
is possible by placing the INTPH/RAD PTT
switch (on the control wheel horn) in INTPH
position or by placing the INT/RAD switch on
the ACP in INT position.

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Figure 23-14 Audio Integrating Components Location

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●
AUDIO INTEGRATING Two INTPH/RAD PTT switches (or cap-
tain and first officer control wheel)
The audio integrating system (Figure 23-14)
●
enables the following: A RAD PTT switch (on steering control
handwheel)
● Telephone communications between the
various stations in the flight compartment ● Two AUDIO SEL pushbutton switches
(ACP warning)
● Telephone communications between the
flight compartment and the ground ● An interphone/radio switch (on front face
mechanic through the service interphone of electronics rack 80VU, on aisle side)
jack located in the ground power recepta-
cle housing and through two other Audio control panels (ACP) 3RN1, 3RN2 and
service interphone jacks 3RN3 are located on center pedestal 11VU.
● Radio communications between the air- Remote control audio unit (RCAU) 1RN is
craft and ground stations located in electronics rack, on shelf 81VU.
● Communications between the flight com- Jack panels 4RN1, 4RN2 and 4RN3 for connec-
partment and the cabin attendant station tion of a headset and a boomset are in zone 212,
213 and 211.
● Broadcasting of aural warnings generated
by the centralized crew alerting system Jack panels 10RN1, 10RN2 and 10RN3 for con-
(CCAS) and the ground proximity warn- nection of a hand microphone are in zone 211,
ing system (GPWS) if installed 212 and 213.
Loudspeakers 12RN1 and 12RN2 are in zone
The audio integrating system comprises the 211 and 212.
following:
●
Hand microphones 8RN1, 8RN2 and 2RN3 are
Three audio control panels in zone 211 and 212 and connected to items
●
10RN1, 10RN2 and 10RN3.
A remote control audio unit
●
Headsets 7RN1 and 7RN2 are in zone 212 and
Three jack panels for connection of a 213 and connected to items 4RN1 and 4RN2.
boomset and a headset
Boomsets 9RN1, 9RN2 and 9RN3 are in zone
● Three jack panels for connection of a 212, 213 and 211 and connected to items 4RN1,
hand microphone 4RN2 and 4RN3.
● Two loudspeakers Loudspeaker potentiometers 11RN1 and 11RN2
are located on L and R instrument panels 2VU
● Three hand microphones and 6VU.
● Two headsets INTPH/RAD PTT switches 14RN1 and 14RN2
are located on captain and first officer control
● Three boomsets wheels.
● Two loudspeaker potentiometers for RAD PTT switch 13RN is located on the steering
audio level adjustment control handwheel.

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AUDIO SEL pushbutton switches 17RN1 and NOTES

17RN2 are located on L and R instrument panels
2VU and 6VU.
Interphone/radio switch 15RN is located on the
front face of electronics rack 80VU, on aisle side.
The system is supplied with 28 VDC from the
DC EMER BUS, for the digital/ analog process-
ing boards, on captain and first officer sides and
for the loudspeaker amplifier, on captain side. It
is supplied with 28 VDC, bus 2, for the first
officer loudspeaker amplifier. The system is built
around a remote control audio unit (RCAU).
REMOTE CONTROL AUDIO

UNIT (RCAU)
The processing unit fulfills the following
functions:
● Directing and mixing of adjusted recep-
tion signals associated with each remote
control of the ACP.
● Micro selection and level adjustment at
the headsets through the interphone
amplifier.
● Amplification for reception on loud-
speaker with muting during transmission.
Aural warnings are always broadcast by
the loudspeakers. The muting circuit has
no effect on them. The muting circuit is
operative in both loudspeaker amplifiers
a s s o o n a s o n e c r ew m e m b e r i s
transmitting.
● Interphone between the two crew mem-
bers, the observer, the cabin attendant
and the ground mechanic.
● In alternate mode, minimum operation of
the system, through direct connection to
VHF 1 for captain side, VHF 2 for first
officer side.

On the user side, the unit connects to: ● The service interphone jack activation
control
● The three audio control panels (ACP)
● The aircraft 28 V networks
● The three hand microphone jack panels
● The CCAS
● The three boomset and headset jack
panels ● The GPWS
● The three hand microphones ● The digital flight data recorder
● The two headsets ● The interphone/radio switch (located on
the front face of electronics rack 80VU
● The two oxygen masks on aisle side)
● The two loudspeakers in the flight The RCAU is in a 1/2 short ATR ARINC 404
compartment package. It is secured to a standard rack mount
by means of two locking nuts. The face is
● The three boomsets equipped with a doghouse, the lower part of
which forms the handle. It is secured by means of
● The two INTPH/RAD PTT switches on two locking nuts in its lower section. The back is
the outer horn of CAPT and F/O control equipped with a series DPX2 double connector.
wheels The unit comprises three processing boards asso-
ciated with the captain, first officer and observer
● The two loudspeaker potentiometers for audio control panels. Moreover, the unit com-
audio level adjustment in the flight prises an interphone amplifier, two audio
compartment amplifiers connected to the loudspeaker, recep-
tion signal mixing and adjusting circuits, the
● The RAD PTT switch on the steering filter and the direct supply regulation.
control handwheel
● The AUDIO SEL pushbutton switches
for ACP warning and alternate function
control
On the aircraft component side, the unit connects

to the following:
● The radio communication transceivers
● The navigation receivers
● The passenger address amplifiers
● The attendant handset
● The service interphone jacks (ground
mechanic)
● The cockpit voice recorder (CAPT - F/O
listening)

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Figure 23-15 Audio Control Panel

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●
AUDIO CONTROL PANEL (ACP) Fourteen knobs for progressive audio
level adjustment. Each channel is elimi-
The audio control panel (Figure 23-15) enables: nated by turning the corresponding knob
(VHF - PA - INT -VOR/ILS - DME -
● Selection in transmit mode of: ADF - MKR).
❍ Two transmitters VHF1 - VHF2 ● A VOICE ONLY pushbutton switch
enables selection of a 1020 Hz filter.
❍ Two transmitters HF1 - HF2
● Three position INT/RAD switch:
❍ Passenger address interphone
❍ Steady in the upper position:
❍ Interphone interphone
● Audio level adjustment of: ❍ Steady in the intermediate position:
rest position
❍ Two receivers VHF1 - VHF2
❍ Unsteady in the lower position: radio
❍ Passenger address
The back is equipped with a D series subminia-
❍ Interphone ture rectangular connector fitted with 15 pins
with spring attachments for the aircraft connec-
VOR/ILS - DME - ADF - MKR selection of a tor. The unit encloses printed circuits including
VOICE ONLY 1,020 Hz band suppressor filter. electronic components. Direct access to the
printed circuits is possible by removing the
covers.
Interphone/Radio PTT Control
The user can have access to the following con- NOTES
trols located on the audio control panel:
● A keyboard with six transmission keys:
❍ VHF1
❍ VHF2
❍ HF1
❍ HF2
❍ INT
❍ PA
● A locking device prohibits simultaneous
engagement of several keys.

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Figure 23-16 Jack Panels

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BOOMSET AND HEADSET NOTES

JACK PANELS
The boomset and headset jack panel (Figure
23-16) is a small unit with fasteners located on
the face. The face is equipped with a boom recep-
tacle with 5 contacts and a headset jack. The back
is equipped with a D series rectangular subminia-
ture connector fitted with 9 pins with spring
attachments to the aircraft connector.
HAND MICROPHONE JACK

PANEL
The hand microphone jack panel is a small unit
with fasteners located on the face. The face fea-
tures a 4 contact receptacle for connection of
hand microphone. The back is equipped with a D
series rectangular subminiature connector fitted
with 9 pins with spring attachments to the aircraft
connector. The unit includes wiring only.
LOUDSPEAKER
The audio signal amplified in the RCAU is sent
to the loudspeaker. The aural warnings generated
by the CCAS, GPWS and the TCAS are also
broadcast by these loudspeakers. They are con-
nected directly to the amplifiers without passing
through the audio level adjustment knobs. A
muting circuit is provided to eliminate the
acoustic feedback (microphone - loudspeaker)
during transmission. This muting circuit which
is controlled by means of the interphone/radio
PTT switches, attenuates the loudspeaker audio
level during transmission in order to avoid
acoustic feedback. Adjustment of the attenuated
level is also provided on the amplifier circuit. The
output signal of the headset reception amplifier is
taken in parallel from the boomset and sent to a
potentiometer, enabling loudspeaker adjustment
(for the channel only). These potentiometers
are located on panels 2VU and 6VU. This sys-
tem enables adjustment of the loudspeaker audio
level by the user.

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INTPH/RAD PTT SWITCHES NOTES

The three-position RADIO-OFF-INTPH switch
(two positions are unsteady) is located on the
control wheels. The three-position RADIO-OFF-
INTPH switch (two positions are unsteady) is
located on electronics rack, corridor side. On one
position, the switch fulfills the PTT function dur-
ing radio transmission. On the other position, the
switch fulfills the interphone function. The inter-
mediate position is a rest position.
HAND MICROPHONE
The microphone consists of a nylon cylindrical
body. A rubber ring protects it against impacts.
The unit encloses a microphone cell. The micro-
phone is hooked by means of a rubber ring. The
PTT function is activated by means of the switch.
The microphone is equipped with a retractable
cord having an extension capacity of 1.50 m (59
in.) and a connector XLR4 at the end. It weighs
250 g (0.55 lb.). The hand microphone can be
used only in conjunction with the transmission
keys on the ACP.
BOOMSET
The boomset consists of a headset and a high-
impedance microphone attached to a swivel rod.
It is equipped with a 2 m (78.74 in.) long cord. It
weighs 350 g (0.77 lb.). The boomset can be used
for any transmission/reception. The audio level is
adjusted on the ACP.

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HEADSET NOTES
The headset is a high-impedance conventional
headset with a 2-meter (78.74 in.) long cord. The
headset can be used for all the receptions. Audio
level is adjusted by means of the ACP - electro-
dynamic principle:
● Impedance: single 600 Q ±30%
● Efficiency: 110 ±3 dB
● Bandwidth: 25 to 17,000 Hz
● Maximum admissible power: 0.5 W in
continuous operation
● Two-meter long output cord FTM2 with
a 2-contact jack PL55 at the end
● Weight: 380 g (0.84 lb)
QUICK-DONNING OXYGEN
MASK
The quick-donning oxygen mask is an oral-nasal
mask comprising a plastic face piece with a com-
fortable silicone compound-sealing pad covered
with a high-quality elastomer. The mask is
equipped with a ventilation system for utilization
of smoke goggles. It is also equipped with an
oxygen supply hose with microphone connec-
tion. The mask assembly is stowed in a box at a
very precise location near the crewmembers for
direct operation in case of emergency. The utili-
zation procedure is described in the transmission
procedure. After utilization of the oxygen mask,
the boomset microphone is operative again after
the oxygen supply overpressure control has been
activated in order to depressurize hose and there-
fore de-activate the pressure switch.

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Figure 23-17 Static Dischargers Location

●
STATIC DISCHARGING One on the right elevator horn
● One on top of the vertical stabilizer
Figure 23-17 shows the various installation
points on the aircraft:
● Four on the rudder
● Four on the left aileron
● One (two) on the tail cone
● Four on the right aileron
The static dischargers (Figure 23-18) are com-
● One on the left aileron horn posed of:
● ● A prod mounted on a base attached on
One on the right aileron horn
the aircraft by means of screws or rivets
● Three on the left elevator
● At the end of the prod: a device enabling
● Three on the right elevator static charges to be discharged
● One on the left elevator horn
Figure 23-18 Static Dischargers

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Figure 23-19 Cockpit Voice Recorder Component Location

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COCKPIT VOICE RECORDER NOTES

The system (Figure 23-19) is supplied from the
28 VDC busbar. The system comprises three
items of equipment:
● A recorder (protected) located in zone
311 (unpressurized area)
● A control unit on overhead panel 22VU
● A CVR microphone on the overhead
panel, zone 210
RCDR and RESET pushbutton switches 6RK

and 8RK are located on the center pedestal, on
panel 112VU. The cockpit voice recorder is
equipped with an underwater acoustic beacon
located on the face. This beacon is used to locate
the recorder in the event of an accident over the
sea. This beacon is activated as soon as it is
immersed. It operates down to a depth of 20,000-
ft. (6000m) and has a detection range of 2000 to
4000 yards (1820 to 3640 m). It has an operating
life of 30 days. The signals recorded by the CVR
are supplied by the audio integrating system
(remote control audio unit), the passenger
address amplifier, and the microphone located in
the flight compartment.

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Figure 23-20 CVR Control Unit
Figure 23-21 VHF Control Unit

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CONTROLS AND selector knob to retune the VHF trans-

ceiver directly.
INDICATIONS
● STO (store) P/BSW—Allows up to 6
preset frequencies to be selected and
CVR CONTROL UNIT entered into the control memory.
CVR control unit 2RK (Figure 23-20), the con- ● TEST—Pressing test P/BSW initiates the
trols function as follows:
radio self-test routine.
Galvanometer—During the test sequence, ●
pointer moves to green area of graduation. The photoelectric cell automatically con-
trols the display brightness.
Test pushbutton switch—Press test pushbutton
● Power and Mode Switch:
switch to test the system and wait until the four
channels are tested.
● OFF—Control unit and transceiver are
Erase pushbutton switch—Complete erasure of not supplied with power.
the tape is performed on the ground by pressing
this pushbutton switch during 10 seconds. During ● ON—Power supply is applied to control
erasure, a 400 Hz signal can be heard in the head- unit and transceiver.
set connected to the jack.
● SQ OFF—Receiver squelch circuits
Jack—This jack enables connection of a headset. disabled.
During the test, a 600 Hz signal can be heard in
the headset. During tape erasure, a 400 Hz signal ● TX Annunciator—Indicates that the
can be heard. transceiver is in transmit mode.
VHF CONTROL UNIT Preset frequency and diagnostic messages are

displayed in the lower window.
The VHF controls (Figure 23-21) function as
follows: Active frequency and diagnostic messages are
displayed in the upper window.
● XFR/MEM switch—Enables active and
preset frequencies to be exchanged and The ACT annunciator comes on when frequen-
stored frequency to be recalled. All six cies are being changed. It flashes if the actual
stored frequencies can be displayed one radio frequency is not identical to the frequency
at a time in lower window by repeatedly shown in the active frequency display.
placing XFR/MEM switch in MEM
position.
● Outer Concentric Knob—This knob
changes the three digits to the left of the
decimal point in 1-mhz steps.
● Inner Concentric Knob—This knob
changes the two digits to the right of the
decimal point in 50 kHz or 25 kHz steps.
● ACT Pushbutton—Pressing act P/BSW
during 2 seconds enables the frequency

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1 2 3
5
}
VHF1
} VHF2
VOR
ILS
2
INT PA
1 DME 2
5
HF1
1
HF2
ADF 2
VOICE
ONLY
INT
RAD
MLS
MKR
4
LEGEND
1. KEYBOARD WITH SIX TRANSMISSION KEYS
2. 1020 Hz FILTER CONNECTION PUSHBUTTON SWITCH
3. 3-POSITION INT/RAD SWITCH (1 POSITION IS UNSTEADY)
4. AUDIO LEVEL ADJUSTMENT KNOBS FOR HF-MLS OPTIONS
5. AUDIO LEVEL ADJUSTMENT KNOBS
Figure 23-22 Audio Control Panel

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AUDIO CONTROL PANEL NOTES

The audio control panel is shown in Figure
23-22. This panel allows the following:
● Selecting the following while in transmit
mode:
❍ Two transmitters, HF1 and HF2
❍ Two transmitters, VHF1 and VHF2
❍ Interphone
● Audio level adjustment of the following:
❍ Two receivers, HF1 and HF2
❍ Two receivers, VHF1 and VHF2
❍ Interphone
❍ VOR/ILS–DME–ADF–MKR
The user can access the following controls on the

audio control panel:
● A keyboard with six transmission keys
(VHF1, VHF2, INT, PA, HF1, HF2)
● 14 knobs for progressive audio level
adjustment. Each channel is eliminated
by turning the corresponding knob (VHF,
PA, INT, VOR/ILS, DME, ADF, MKR)
● A VOICE ONLY pushbutton, which
allows selecting a 1,020 Hz filter.
● A three-position INT/RAD switch:
❍ Steady in the upper position:
interphone
❍ Steady in the intermediate position:
rest position
❍ Unsteady in the lower position: radio
● Keyboard with six transmission keys

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Figure 23-23 Tape Recorder Operation

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ANNOUNCEMENT-MUSIC TAPE SYSTEM OPERATION

RECORDER
The following information is for familiarization
Figure 23-23 shows the announcement-music only. An approved aircraft maintenance manual
tape recorder, the controls function as follows: must be used when performing any servicing or
maintenance actions.
The cassette can be played when inserted in the
loader (1) and stopped by pressing key (3). The
full reel must be on the right. VHF RADIO
A power supply cut-off causes cassette ejection.
VHF Self-Test
Key (9) released out enables play of track 1,
when pressed in selects track 2. An extensive self-test diagnostic routine can be
initiated in the transceiver by pressing the TEST
Indicator lights 1 or 2 on key (9) come on accord- pushbutton switch on the control unit. The con-
ing to the selection. trol unit modulates the active and preset display
intensity from minimum to maximum to annun-
Playing mode is selected by successive pressures ciate that self-test is in progress. Several audio
on key (7): tones can be heard from the audio system while
the self-test routine is being executed. At the
● L indicator light (4) comes on when track completion of the self-test routine, the control
1 is played. unit usually displays dashes in the active display,
and 00 in the preset display. This indicates nor-
● Center light (5) comes on when tracks 1 mal operation - no trouble found. If any out-of-
and 2 are played with an interruption at limit condition is found, the control unit displays
the end of track 2. DIAG (diagnostic) in the active display and a 2-
digit fault code in the preset display. Record any
● R indicator light (6) comes on when fault codes displayed to help the service techni-
uninterrupted play of tracks 1 and 2 is cian locate the problem. Refer to the following
selected. list for a description of the self-test fault codes
that can be displayed on the control unit. (The
● At the end of modes (4) and (5) the cas- TEST pushbutton switch must be pressed before
sette is automatically ejected. any fault code can be displayed).
● Knob (8) enables volume adjustment. FAULT

● Press key (2) for tape fast forward Code Description:
control.
00—No fault found
● Press key (10) for tape fast rewind
control. 01—5 VDC below limit
02—5 VDC above limit
03—12 VDC below limit
04—12 VDC above limit
05—Synthesizer not locked

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07—Noise squelch open without signal flight crew is provided with the channel on which
the code has been received. After reception of a
08—Noise squelch not open with signal call, the flight crew can reset the circuit by press-
ing RESET pushbutton switch. The, annunciator
12—BCD frequency code invalid light related to received call goes off and audio
alert stops.
13—2/5 frequency code invalid
14—Serial message invalid

GROUND CREW CALL SYSTEM
OPERATION
15—Frequency out of range
16—Forward power below limit

Crew Member-to-Ground
Mechanic Call
17—Transmitter temperature excessive
The aircraft being energized, the mechanic call
21—Tuning voltage out of limit at highest horn is activated during all the time the CALLS/
receive frequency MECH pushbutton switch is pressed and held in
this position.
22—Tuning voltage out of limit at 118 MHz
Ground Mechanic-to-Crew
23—Local oscillator output below limit Member Call
24—No-signal AGC voltage too high The centralized crew alerting system (CCAS)
and remote control audio unit (RCAU) being
25—Inadequate AGC voltage increase with energized, pressing the COCKPIT CALL push-
rf signal button switch located in the ground power
receptacle housing activates relay 6WC self-held
26—Selected rf power above limit in normally open position. This relay is de-acti-
vated by means of CALLS/RESET pushbutton
27—Transmitter timed out switch 3WC. At the same time the CCAS is acti-
vated and generates a door bell signal which
sounds in the flight compartment loudspeakers
SELCAL SYSTEM OPERATION via the audio integrating system where it is
amplified.
The SELCAL decoder is electrically connected
to aircraft transceivers. Code is displayed on A visual indication appears on the green CALLS/
SELCAL decoder face through thumbwheel MECH pushbutton switch. Visual and aural indi-
switches. An aircraft is assigned a code in com- cations can be cancelled by pressing CALLS/
pliance with the ARINC 714 specification so that RESET pushbutton switch 3WC. Relay 6WC
aircraft operating in the same area have different moves to the normally closed position.
codes. Selective calling is carried out by ground
stations fitted with a frequency encoding system.
Calling signal is transmitted on a radio frequency
carrier. Each frequency is represented by a letter
and each aircraft is assigned only one tone code.
The SELCAL decoder responds to this unique
combination when it receives these encoded
tones. Upon reception of correct audio tones, the
SELCAL decoder causes an audio alert to sound
and an annunciator light to come on so that the

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CABIN AND FLIGHT CREW indicator light goes off and the system returns to
CALL SYSTEM OPERATION initial configuration.
Cabin Attendant-to-Crew Member

Crew Member-to-Cabin Call and Communication
Attendant Call and The cabin attendant lifts the handset, which is
Communication then energized. Pressing the INT pushbutton
switch results in the following:
Pressing the CALLS/ATTND pushbutton switch
results in the following: ● A door bell sounds at regular intervals in
the flight compartment loudspeakers via
● Low level single chime sounds in the pas- the RCAU amplifiers and the CCAS
senger compartment loudspeakers
through the passenger address system ● CALLS/ATTND pushbutton switch 1RM
comes on
● Relay 5RM is energized and self-held
after the CALLS/ATTND pushbutton The CALLS/ATTND pushbutton switch and the
switch is released door bell signal are inhibited by means of
CALLS/RESET pushbutton switch 3WC located
● CAPT indicator light 6RM on cabin on panel 23VU. The system is then ready to
attendant panel 70VU comes on communicate.
For captain-to-cabin attendant communication,
the INT transmission key on audio control panel SERVICE INTERPHONE
3RN is engaged and audio level is adjusted. OPERATION
The cabin attendant lifts the telephone handset, The service interphone function is activated
presses the INT pushbutton switch on the control when the INT pushbutton switch on the captain
panel associated with the handset. The CAPT or first officer audio control panel (ACP) is
indicator light goes off through de-activation of pressed (in).
relay 5RM and the reception and audio channels
are electromechanically connected to the RCAU. Telephone communication between the flight
compartment, the service interphone jacks and
The two stations can then communicate. Com- the cabin attendant station is possible by placing
munication from the flight compartment: the INTPH/RAD PTT switch (on the control
wheel horn) in INTPH position or by placing the
● Through headsets, microphones, and INT/RAD switch on the ACP in INT position.
PTT switches
● Through boomset, INTPH/RAD PTT AUDIO INTEGRATING
switch on control wheel, or INT/RAD OPERATION
switch on audio control panel
Reception
Communication from the Cabin
Attendant Station The RCAU comprises three boards, each board
being associated with the captain, the first officer
Through the handset and the PTT switch located and the observer channels.
between the microphone and the receiver. As
soon as the handset is put back on its holder, the

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Each board ensures digital processing, reception, Adjustment of each channel is independent and
remote control operation and monitoring as well thus does not modify the reception signals of
as AF amplifying analog processing. other channels or of the same channel in the other
ACP.
The purpose of the reception part of the digital
remote control is as follows: These reception signals are received through the
headsets, boomsets and loudspeakers. They are
● Reshaping of the signals received on the also sent to the cockpit voice recorder.
remote control line and self-synchroniza-
tion on these signals
Nonadjustable Reception
● Storage of the received series words in Signals
memory
The only audio signals being non-adjustable are
● Reproduction of all the discrete control the aural warning signals and the GPWS signals.
commands selected through the ACP These signals are not heard in the headsets. How-
ever they will be always available at the
● Decoding of mixing and adjustment of loudspeaker and will not be modified by the mut-
the reception signals ing circuit or the loudspeaker audio level
adjustment.
The analog processing part:
There are two aural warning inputs, one for each
● Directs the audio signals loudspeaker amplifier; however only one GPWS
input is connected to the two loudspeaker
● amplifiers.
Amplifies the reception signals to the
headset and to the loudspeaker
●
Transmission Modulation
Performs the 1020 Hz filtering if required
The transmission modulation system centralizes
● Ensures the interphone function and distributes the microphone inputs of the fol-
lowing operating systems:
● Adjusts reception signals
● Boomset microphone
The system enables audio level adjustment of the
● Quick-donning oxygen mask microphone
following component audio outputs:
(in this case the boomset microphone is
● Two VHF transceivers off)
● ● Hand microphone (it will be possible to
Passenger address
use the hand microphone only if a trans-
● Interphone mission key is engaged)
● Two VOR/ILS receivers The system directs the inputs to the following
communication subsystems:
● One DME interrogator
● 2 VHF transceivers
● One ADF receiver
● Passenger address
● One MARKER receiver
● 1 telephone handset

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Transmission Push-To-Talk Circuit COCKPIT VOICE RECORDER

The push-to-talk control circuits have a single The boomset audio outputs from the anti-
cutout connected to ground. crosstalk mixing amplifier are available and sent
to the cockpit voice recorder.
Modulation Using Boomset or Quick-
Donning Oxygen Mask Microphone
1,020 Hz Filtering
Modulation from boomset or quick-donning oxy-
gen mask microphone is selected automatically The 1020 Hz frequency from the beacons can be
by placing and holding the following switches in attenuated by connecting a 1020 Hz filter to the
INT position: reception anti-crosstalk amplifier, the filter being
active on all the reception channels. De-activa-
● INT/RAD on the audio control panel tion is controlled by means of the VOICE ONLY
pushbutton switch on the audio control panel.
● INTPH/RAD PTT switch on captain and
first officer control wheels
Alternate Function
● The oxygen mask stowage box delivers a
ground signal when oxygen is under Any failure detected at the level of the digital and
pressure i.e. used audio processing board is indicated by illumina-
tion of the following amber lights:
The ground signal energizes a switching relay ● FAULT on panel associated with the fail-
thus enabling microphone modulation from the ure (2VU or 6VU)
mask to be used instead of boomset modulation.
● CAUTION flashing on panel 3VU
The third occupant oxygen mask microphone in
parallel with the captain microphone will be acti- ●
vated only when the captain uses his mask. AUDIO on the crew alerting panel
● A chime broadcast in the flight compart-
The INT/RAD controls work in parallel with the
RAD control on the captain steering control ment loudspeakers. After a failure has
handwheel. However priority of radio transmis- been indicated, the AUDIO SEL pushbut-
sion over interphone transmission will always ton switch is selected ALTN (white):
exist.
❍ The faulty channel operates in alter-
Modulation from Hand Microphones nate mode
Modulation circuits from the hand microphones ❍ The boomsets and headsets are con-
are connected directly to the microphone selec- nected directly to the VHF system
tion circuits. In fact, they will be connected to the (VHF1 for the captain and third occu-
selected transmitter only when the hand micro- pant, VHF2 for the first officer).
phone PTT switch is pressed, which activates the
microphone. They will not work in parallel with Captain and first officer loudspeaker potentiome-
a boomset or a headset microphone as these are ters are operational and enable the VHF level to
connected to the selected transmitter only if the be adjusted at headsets. The three microphones
PTT switch is pressed. This connection is remain operational. Fault indicating is the same
achieved through a relay. in the event of RCAU power supply loss. Change
to alternate mode is made automatically by the
The hand microphone PTT switch is used to RCAU. The ALTN legend does not come on; the
transmit in radio, inter-phone or PA mode in con-
junction with the keys in engaged position on the
audio control panel.

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pilot must press the AUDIO SEL pushbutton Boomset and Headset Jack
switch: Panels Operation
● The FAULT legend goes off and the The reception signals from the RCAU are fed to
ALTN legend comes on. the connector pins. These signals are sent directly
●
to the headset or the boomset earphones.
This action has no result at the level of
the RCAU. The reception at the headset The boomset microphone transmission signals
is maintained in the considered channel. are fed through the unit.
Audio Control Panel Operation Hand Microphone Jack Panel

The audio control panel is mainly a remote con- Operation
trol panel. The inner electronic components The data generated in the RCAU are fed through
permanently scrutinize the state of the front face the unit.
controls. The control signals are converted into
logic data, which are then stored in memory.
Hand Microphone Operation
The discrete-type control signals are directly
usable. The progressive level control signals are After one of the six transmission keys on the
coded on 8 bits. Starting from these data, the sys- ACP has been selected, the microphone can be
tem generates series words in order to control the used for any communication through actuation of
RCAU through an ARINC 429 two-wire line. the PTT switch. It has an impedance of 100
The series words are sent on a cyclic basis to: ohms.
● Refresh data permanently and follow
their development Quick-Donning Oxygen Mask
●
Operation
Monitor the interface.
The modulation from the oxygen mask micro-
phone is selected automatically.
INT/RAD Switch Operation
The stowage box of captain and first officer
Transmission from boomset or headset micro- masks delivers a ground signal, in normal opera-
phones is performed by placing the INT/RAD tion; the circuit is open when the mask is being
switch in the position corresponding to the used.
selected function.
The signal from the microphone is transmitted
This switch located on the face of the audio con- through a normally closed contact, by means of
trol panel can work in parallel with the PTT the selection control, to the selected transmitter
switches located on the control wheel and the audio input.
steering control handwheel.
The operating transmitter PTT circuit closes on
However, priority of radio transmission over the common micro of the selection control corre-
interphone transmission will always exist. sponding to the selected transmitter.

Starting and Stopping Erasure

Sequences The ERASE pushbutton switch is used for fully
erasing the recorded tape. It is operational pro-
The system is energized either manually to per- vided the aircraft is on the ground with the
form the checklist or automatically as soon as the parking brake control handle pulled up and
engines are started. locked. The erasing sequence is as follows:
1. Press ERASE pushbutton switch for at least 2
Manual Operation seconds.
The system being energized, pressing the RCDR
pushbutton switch energizes the CVR and the 2. Tape is erased for 5 to 10 seconds.
recording sequence starts.
During erasure, a 400 Hz audio frequency signal
Manual control can be inhibited by pressing the can be heard in a headset connected to the jack
RESET pushbutton switch. As soon as one located on the face.
engine is started, the ON legend goes off (manual
control inhibition) and the recording sequence NOTES
continues.
Automatic Sequence
The CVR starts to operate as soon as one engine
is started. In-flight shutdown of one or both
engines has no effect on the CVR operation.
On the ground, the CVR remains supplied with
power during the 5 mn following engine
shutdown.
The system is energized as soon as the bus bars
are supplied with power. Five minutes after
engine stop perform CVR test with electrical
ground power receptacle connected.
Cockpit Voice Recorder

Monitoring and Erasure
Monitoring
When the cockpit voice recorder is supplied with
power, it can be checked at all times by means of
the TEST pushbutton switch on the control unit.
During the test, the galvanometer pointer moves
to a location between graduations 8 and 10.
A 600 Hz audio frequency signal is available at
the HEADSET jack located on the face of the
control unit. This signal can be heard in the head-
set connected to the jack.

CHAPTER 24
ELECTRICAL POWER
CONTENTS
Page
INTRODUCTION ................................................................................................................ 24-1
GENERAL ............................................................................................................................ 24-1
AC Generation............................................................................................................... 24-3
DC Generation............................................................................................................... 24-7
External Power .............................................................................................................. 24-9
AC Electrical Load Distribution.................................................................................. 24-13
DC Electrical Load Distribution.................................................................................. 24-14
AC Generation Components ....................................................................................... 24-17
DC Generation Components ....................................................................................... 24-27
CONTROLS AND INDICATION ..................................................................................... 24-37
Overhead Panel............................................................................................................ 24-39
Pilot’s Side Panel......................................................................................................... 24-43
Copilot’s Side Panel .................................................................................................... 24-45
System Tests................................................................................................................ 24-55
Operations ................................................................................................................... 24-59
ACW System Protections ............................................................................................ 24-67
DC Systems Protections .............................................................................................. 24-70

BITE System............................................................................................................... 24-74

Starter-Generator Operational Modes......................................................................... 24-75

ILLUSTRATIONS
Figure Title Page
24-1 Constant Frequency AC Generation Block Diagram ............................................ 24-2

24-2 ACW Power Generation Block Diagram .............................................................. 24-4
24-3 DC Generation Block Diagram ............................................................................. 24-6
24-4 AC External Power—Simplified ......................................................................... 24-8
24-5 DC External Power—Simplified ......................................................................... 24-10
24-6 DC Service and Ground Handling....................................................................... 24-12
24-7 Static Inverters..................................................................................................... 24-16
24-8 Receptacles, DC Starter-Generator, and ACW Generators Locations ................ 24-18
24-9 ACW Generator Control Unit.............................................................................. 24-20
24-10 AC Measuring...................................................................................................... 24-22
24-11 ACW Bus Power Control Unit ............................................................................ 24-24
24-12 Main and Emergency Batteries............................................................................ 24-26
24-13 Main and Emergency Battery Protection Units................................................... 24-28
24-14 Starter-Generator ................................................................................................. 24-30
24-15 DC Generator Control Unit ................................................................................. 24-32
24-16 DC Bus Power Control Unit................................................................................ 24-33
24-17 Feeder Overheat Detection Unit .......................................................................... 24-34
24-18 Locations of Electrical Controls and Indications................................................. 24-36
24-19 Main Electrical Power Panel ............................................................................... 24-38
24-20 AC Wild Electrical Power Panel......................................................................... 24-42
24-21 Left Maintenance Panel....................................................................................... 24-42
24-22 Right Maintenance Panel .................................................................................... 24-44
24-23 Crew Alerting Panel/Cargo Door Control Panel ................................................ 24-46

24-24 ACW Generator Control Units Panel.................................................................. 24-46

24-25 ACW Bus Power Control Unit Panel.................................................................. 24-48
24-26 Main and Emergency Battery Protection Units Panel......................................... 24-48
24-27 DC Generator Control Units Panel...................................................................... 24-50
24-28 DC Bus Power Control Unit Panel...................................................................... 24-50
24-29 Attendant’s Panel ................................................................................................ 24-52
24-30 DC and AC External Power Control Panel......................................................... 24-54
24-31 No Power Selected ............................................................................................. 24-76
24-32 Basic Mode ......................................................................................................... 24-77
24-33 Right Engine Start .............................................................................................. 24-78
24-34 DC Generator 2 On Line .................................................................................... 24-79
24-35 Cross Start Power ............................................................................................... 24-80
24-36 Left Engine Cross Start ...................................................................................... 24-81
24-37 Both Generators On Line ................................................................................... 24-82
24-38 DC Generator 2 Failure ...................................................................................... 24-83
24-39 Main Bus 2 Failure ............................................................................................. 24-84
24-40 Main Bus 1 Overload - Phase 1 .......................................................................... 24-85
24-41 Main Bus 1 Overload - Phase 2 .......................................................................... 24-86
24-42 External Power Operation ................................................................................... 24-87
24-43 Service Bus Supply ............................................................................................. 24-88
24-44 Ground Handling Bus on Main Battery .............................................................. 24-89
24-45 DC Ground Handling Bus on External Power .................................................... 24-90
24-46 Control Logic ...................................................................................................... 24-91
24-47 AC Constant Frequency Control ......................................................................... 27-92
24-48 AC Wild Frequency Control ............................................................................... 27-93
24-49 DC Bus Distribution (Sheet 1 of 2) .................................................................... 27-94
24-50 DC Bus Distribution (Sheet 2 of 2) .................................................................... 27-95

24-51 Main Battery Charge Control .............................................................................. 24-96

24-52 Emergency Battery Charge Control .................................................................... 24-97
24-53 DC Generation (Sheet 1 of 2) ............................................................................. 24-98
24-54 DC Generation (Sheet 2 of 2) ............................................................................. 24-99
24-55 Feeder Overheat Protection ............................................................................... 24-100
24-56 DC Measuring ................................................................................................... 24-101
24-57 ACW Service Bus Distribution ......................................................................... 24-102
Revision 2 FOR TRAINING PURPOSES ONLY 24-v

CHAPTER 24
ELECTRICAL POWER
G
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#1 EN
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INTRODUCTION
The Electrical Power chapter describes and discusses the ATR 42 electrical power systems. All
electrical power systems and components are described in terms of what they are, where they
are located, and how they are operated and powered. Indications, annunciators, and other warn-
ings or cautions related to this system are also discussed. The purpose of this chapter is to
acquaint the maintenance technician with the electrical power systems. Systems controls and
use are described. Information concerning preflight operations and procedures are included.
The following information is for familiarization only. An approved aircraft maintenance manual
must be used when performing any servicing or maintenance actions.
GENERAL
Electrical power necessary aboard the aircraft is In addition, two static inverters, supplied by the
given by two engine-driven DC starter-generators DC main buses, give AC constant frequency
and two AC wild frequency (ACW) three-phase (AC) power and two batteries, give power in
generators driven by the reduction gearbox of the flight, to the critical load, when all main DC
engine propeller. sources are lost. Main battery is also used for
engine starting.

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Figure 24-1 Constant Frequency AC Generation Block Diagram

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The aircraft has two external receptacles to allow AC GENERATION

an electrical supply, on ground, using DC and AC
ground power units. The AC generation consists of:
● AC constant frequency generation, given
SYSTEM DESCRIPTION by two single-phase static inverters
● AC wild frequency generation, given by
Electrical power necessary aboard the aircraft is
given by two engine-driven DC starter-generators two three-phase Generators driven by the
and two AC wild frequency (ACW) three-phase reduction gearbox of the engine-propeller
generators driven by the reduction gearbox of
the engine propeller. Main AC Generation—Constant
In addition two static inverters, supplied by the Frequency
DC main buses, give AC constant frequency
(AC) power and two batteries, give power in 400 Hz AC generation is given by two single-
flight, to the critical load, when all main DC phase inverters normally supplied by DC bus 1
sources are lost. Main battery is also used for and 2 (Figure 24-1).
engine starting. The aircraft has two external
receptacles to allow an electrical supply, on Each inverter supplies, with two separate outputs,
ground, using DC and AC ground power units. 115 and 26 VAC 400 Hz single-phase buses. In
The aircraft electrical network comprises: normal condition inverter 1 1XA, which is con-
nected to DC bus 1, supplies:
● 28 VDC from starter-generator ● 115 and 26 VAC bus 1
● 115–200 VACW (341–488 Hz) three- ● 115 and 26 VAC standby bus
phase from ACW generators
● 115 VAC (400 Hz) single-phase from Inverter 2 2XA, which is connected to DC bus 2,
static inverters supplies
● 115 and 26 VAC bus 2.
● 26 VAC (400 Hz) single-phase from
static inverters In the event of a single inverter failure, the oper-
●
ating inverter automatically supplies all AC
24 VDC from batteries buses. The system is composed of:
Each DC starter-generator (S-G) and ACW gen- ● Two single-phase static inverters
erator is associated with a generator control unit
(GCU), connecting it to its related channel and ● Two-inverter control relays (1R)
providing protection and fault detection. Two bus
power control units (BPCU), one connected to ● Two AC bus time delay relays (TDR)
the DC GCUs and the other one connected to the
ACW GCUs control main buses tie, load shed- ● Two-inverter main bus control relays
ding, and external power. (1BR)
● One AC bus-tie relay (BTR)
● One AC standby buses transfer relay
(SBTR)

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Figure 24-2 ACW Power Generation Block Diagram

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Main AC Generation—Wild NOTES

Frequency
ACW generation is given by two three-phase
generators (GEN) driven by the propeller reduc-
tion gearbox (Figure 24-2). In normal condition
ACW generator 1 1XU supplies ACW bus 1 and
ACW service bus while ACW generator 2 1XU
supplies ACW bus 2 alone. The two ACW
generators with their channels operate separately
from each other. Each of them is controlled and
protected by a generator control unit (GCU).
In the event of failure of one ACW generator, or

if it is not connected on line, its network is auto-
matically connected to and supplied by the other
ACW generator. In addition, a bus power control
unit (BPCU) 9XG monitors all ACW buses and
their connections. When the aircraft is on ground,
ACW network can be powered, through AC
external power receptacle 1XG by a ground
power unit (GPU) under control of the BPCU.
The system essentially consists of:
● Two ACW generators
● Four three-phase current transformers
(CT)
● Two generator control units
● One bus power control unit
● Two generator contactors (GC)
● Two bus-tie contactors
● One service bus relay
● One service bus transfer relay

24-6
GC1
STARTER UC1
GENERATOR
28VDC BUS 1 28VDC UTLY BUS 1
1 SC1
ENERGIZED SHED
BY BUS 1 SVC

DC GEN 1 START 1 OFF
42PA
FAULT FAULT DC SVCE/

GENERATOR UTLY BUS
SVTC
OFF CONTROL ON
UNIT 1 28VDC SVCE BUS
BSC
EMER 58PA
BATTERY HOT EMER BAT BUS 28VDC EMER BUS
ENERGIZED BY
HOT EMER BAT BUS
EMER
EMER BAT CHG
BATTERY
FAULT PROTECTION
UNIT EPC
OFF
DC EXT PWR NORMALLY

1PA
RECEPTACLE DE-ENERGIZED
BTC
BTC 28VDC STBY BUS
BUS POWER
NORMALLY
CONTROL UNIT
ENERGIZED
ISOL BY BUS 1
O U
FAULT V N
MAIN R D
OFF BATTERY D V
PROTECTION SHED AVAIL STBY BUS
MAIN BAT CHG UNIT
ON ON ENERGIZED BY
MAIN HOT MAIN BAT BUS
BATTERY
DC GND EXT PWR
SVCE BUS
HOT MAIN BAT BUS 28VDC ESS BUS
3PA
GHTC
28VDC GND HDLG BUS

GHC
GENERATOR 23PA
FAULT CONTROL FAULT ENERGIZED
UNIT 2
ON BY BUS 2 DC SVCE/
OFF
UTLY BUS
DC GEN 2 START 2
SHED
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OFF
SC2
STARTER
GENERATOR 28VDC BUS 2 28VDC UTLY BUS 2
2
GC2 UC2
Figure 24-3 DC Generation Block Diagram
international
Revision 2
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❍
DC GENERATION Inverter 1 which supplies 115 and 26
VAC standby buses only
The DC power generation (Figure 24-3) is nor-
●
mally given by two engine-driven starter- Emergency battery, via hot emergency
generators (or, in hotel mode, by the right one). battery bus, supplies:
In normal condition the S-Gs 1 and 2 supply the
related DC main buses and their associated ❍ DC emergency bus
buses. If one S-G fails to operate, or is not con-
nected on line, its buses are supplied by other ❍ DC standby bus and inverter 1 (115-
one. In the event of both S-Gs’ failure, or if they 26 VAC standby buses) by pressing
are not connected on line, two batteries provide OVRD-UNDV pushbutton switch
DC emergency power supply. When the aircraft 9PO
is on ground, DC electrical network can be sup-
plied through the DC external power receptacle In addition, on ground only, main battery sup-
from a ground power unit. plies DC ground handling bus, too.
Battery capacity is such as to allow 30 minutes of
NOTE safe flight and landing. The battery system is
The DC ground handling bus is never composed of:
supplied by starter generators, but it is ●
supplied only on ground by main bat- Two nickel-cadmium batteries
tery or DC external power.
● Two battery protection units
Batteries—DC Generation ● Two battery charge contactors
DC generation by main and emergency batteries
is normally utilized to provide stored energy to DC Normal Generation
selected DC and AC loads during normal ground
operations and to critical loads in flight in the The DC generation (Figure 24-3) is normally
event of a total loss of the DC primary generation given by two isolated engine driven starter-gener-
system (Figure 24-3). ators (S-G) actuated by the respective engine
accessory gearbox. Starter-generators 1PU sup-
In addition main battery alone provides electrical ply separately the DC bus 1 and 2 and all DC
power for the engine starting during both ground buses connected to them. The two starter-genera-
and in-flight operations. For these applications, tors with their channel operate separately from
two batteries are charged at a constant potential each other. Each of them is controlled and pro-
(28 V) respectively from DC bus 2 (main battery) tected by a generator control unit (GCU). In the
and DC bus 1 (emergency battery). Main and event of failure of one starter-generator, or if it is
emergency battery protection units (MBPU- not connected on line, its network is automati-
EBPU), via an internal protection circuit, control cally connected to and supplied by the other
charge operations of the related battery. Normal starter-generator operating.
supply from batteries (on ground) or in the event
that they are used as emergency sources (in
flight) is as follows:
● Main battery, via hot main battery bus,
supplies:
❍ DC essential bus
❍ DC standby bus

Figure 24-4 AC External Power—Simplified
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In addition, a bus power control unit (BPCU) AC external power system is composed of:
9PG monitors all DC buses and their connec-
● An external receptacle
tions. When the aircraft is on ground, DC
network can be powered, through DC external
power receptacle 1PG by a ground power unit ● A current transformer
(GPU) under control of the BPCU.
● The BPCU
DC normal generation system is essentially com-
posed of: ● An external power contactor
● Two starter-generators ● ACW service bus control
● Four Hall effect current sensors (HECS) The ACW service bus can be supplied as follows:
● Two generator control units ● By ACW bus 1 in normal condition
● A bus power control unit ● By ground power unit (on ground) when
AC external power is available and of
● Two generator contactors acceptable quality
● A bus-tie contactor Whenever a fault is detected on one channel of
the generators, the ACW service bus is shed. The
● Two feeder overheat detection units ACW service bus can be supplied, under ACW
(FODU) BPCU control, through the following relays:
● ACW service bus relay (SVR)
EXTERNAL POWER
● ACW service bus transfer relay (SVTR)
The aircraft is equipped with two external power
receptacles:
● One to supply DC networks
● One to supply ACW network
ACW External Power

All ACW buses can be supplied by a ground
power unit (GPU), connected to AC external
power receptacle, 1XG as soon as BPCU 9XG
detects an acceptable external power quality
(Figure 24-4).
NOTE
When available the external source has
priority over generators.

Figure 24-5 DC External Power—Simplified
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DC External Power NOTES

All DC can be supplied by a ground power unit
connected to the DC external power receptacle
when BPCU 9PG detects an acceptable external
power quality (Figure 24-5).
NOTE
The external source has priority either
on S-Gs or on the batteries.
DC external power system is composed of:

● An external power
● A Hall effect current sensor
● The BPCU
● An external power contactor
● DC service and ground handling XFR
bus bar control
● DC service bus

Figure 24-6 DC Service and Ground Handling
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The DC service bus (Figure 24-6) can be sup- The inverters are supplied respectively by main
plied as follows: DC buses. If one of the inverters does not operate
or is not supplied, its buses are supplied by the
● By DC bus 1 in normal condition remaining inverter thru a bus-tie.
● By ground power unit (on ground) when 115 and 26 VAC stand-by buses are normally
the DC external power is available and of supplied by inverter 1 and in the event of failure
acceptable quality of inverter 1, then they will be supplied, by
inverter 2 via AC standby bus transfer relays
When an overload condition is detected on power (SBTR) 33XA closed by DC emergency bus.
supply channel DC service bus is shed.
When main DC buses do not supply the associ-
ated inverters, main battery (battery) 21PA,
DC Ground Handling Bus supplies only inverter 1 and its stand-by buses.
The DC ground handling bus can be supplied
through the following relays: In emergency condition inverter 1 and its standby
buses also can be supplied by emergency battery
● DC ground handling bus relay (GHR) 72PA, if main battery is not available.
● DC ground handling transfer bus on bat-
tery relay (GHTR)
AC Wild Frequency Distribution
The ACW distribution is given by the following
buses:
AC ELECTRICAL LOAD ● ACW bus 1 and 2: 115–200 VACW—341
DISTRIBUTION to 488 Hz
The AC constant frequency distribution is pro- ●
vided by two static inverters powered by the DC ACW service bus 115–200 VACW (SER-
generation system. VICE)—341 to 488 Hz
The AC wild frequency distribution is provided ACW bus 1 and 2 are normally supplied by their
by the ACW generation system. respective generators. If one of the generators
does not operate, its buses are supplied by the
remaining generator thru a bus-tie. The ACW ser-
AC Constant Frequency vice bus is normally supplied by ACW bus 1
Distribution through ACW service bus transfer relay (SVTR)
2XX opened and ACW service bus relay (SVR)
The AC constant frequency distribution is given 8XX closed by ACW BPCU 9XG.
by the following buses:
When ACW bus 1 is not supplied, ACW service
● 115 and 26 VAC inverter buses 1 and 2 bus is shed. The ACW service bus may be
400 Hz directly supplied, on ground by a ground power
unit (GPU) as soon as the external power (EXT
● 115 and 26 VAC standby buses 400 Hz PWR) is available and of acceptable quality.
Through ACW service bus transfer relay closed
115 and 26 VAC inverter buses 1 and 2 are nor- by ACW BPCU Also ACW bus 1 and 2 may be
mally supplied by their respective inverters supplied by the same GPU but this is possible
(INV) 1XA and 2XA. only through ACW bus tie contactors (BTC)
7XU and 8XU and AC external power contactor
(EPC) 11XG closed by ACW BPCU.
ACW distribution network is protected by circuit
breakers.

DC ELECTRICAL LOAD In addition, when the aircraft is on ground DC

DISTRIBUTION bus 1 and 2 may be supplied by a GPU, as soon
as the external power is available and of accept-
The DC distribution is provided by the following able quality.
buses:
DC bus 1 section 1 and 2 are directly supplied by
● DC bus 1 and 2 28 V DC bus 1 only. DC bus 2 section 1 and 2 are
directly supplied by DC bus 2 only. DC emer-
● DC bus 1 section (sect) 1 and 2 28 V gency bus is normally supplied by DC bus 1, but
if this one is not supplied, emergency battery
● supplies it. In both cases DC emergency bus is
DC bus 2 section 1 and 2 25 V a lwa y s s u p p l i e d t h r o u g h h o t e m e rg e n cy
●
battery bus.
DC emergency (EMER) bus section 1
and 2 24-28 V DC emergency bus section 1 is directly supplied
●
by DC emergency bus only.
DC emergency bus section 1 24-28 V
DC essential bus is normally supplied by DC bus
● DC essential (ESS) bus 24-28 V 2, but if this one is not supplied, main battery
supplies it. In both cases DC essential bus is
● DC essential bus section 1 and 2 24-28 V always supplied through hot main battery bus.
● DC standby bus 24-28 V DC essential bus section 1 and 2 are directly sup-
plied by DC essential bus only.
● DC utility (UTLY) bus 1 and 2 28 V
DC standby bus is supplied by DC bus 1 (via
● DC service bus 28 V standby bus relay 4PD closed) or by DC bus 2
(via standby bus relay 4PD opened). If DC main
● Hot main battery bus 24-28 V buses are not supplied, DC standby bus is sup-
plied by main battery or by emergency battery
● Hot main battery bus section 1 24-28 V (main battery discharged).
● DC utility buses 1 and 2 are normally supplied

Hot emergency battery bus 24-28 V respectively by DC bus 1 and 2 through related
●
u t i l i t y bu s c o n t a c t o r s ( U C ) 2 9 P U a n d
Hot emergency battery bus section 1 24- 30PU closed.
28 V
●
DC service bus is normally supplied by DC bus 1
DC ground handling (GND HDLG) bus through DC service bus contactor (SVC)
24-28 V 10PX closed.
DC buses 1 and 2 are normally supplied by When the aircraft is on ground DC service bus
respective starter-generators. If one of the starter- may be supplied by a GPU, as soon as the exter-
generators does not operate, its buses are sup- nal power is available and of acceptable quality,
plied by the other one thru a bus tie. In the event through DC service bus transfer contactor
of failure of both starter-generators, main battery (SVTC) 8PX closed.
supplies DC essential and standby buses and
inverter 1 which supplies 115 and 26 VAC DC service bus and DC utility bus 1 and 2 are
standby buses only and emergency battery sup- shed if DC bus 1 or 2 are in overload or are not
plies DC emergency bus only. supplied.

Hot main battery bus is normally supplied by DC DC Emergency Distribution

bus 2. In the event of a DC bus 2 failure, the main
battery bus will supply the hot main battery bus. Normal DC Emergency Distribution
Hot main battery bus section 1 is supplied by hot If both normal DC generation sources fail to
main battery bus only. operate, the main battery supplies static inverter
1 (AC emergency distribution), DC essential bus,
Hot emergency battery bus is normally supplied and DC standby bus, whereas the emergency bat-
by DC bus 1, in the event of DC bus 1 failure, the tery supplies DC emergency bus.
emergency battery supplies it.
Special DC Emergency Distribution
DC ground handling bus is supplied by the Hot
Main Battery Bus or by the GPU, if external Further to a main battery undervoltage (<19.5 V)
power is available and of acceptable quality. indicated by UNDV legend illumination on
The ground handling bus is respectively pow- standby bus pushbutton switch, DC standby bus
ered through the DC Ground Handling Transfer and static inverter 1 can be supplied by the emer-
Bus on Battery Contactor (GHTC) 2PX and by g e n c y b a t t e r y b y p r e s s i n g s t a n d b y bu s
the DC Ground Handling Bus Contactor (GHC) pushbutton switch on which OVRD legend
6PX. In addition, the DC distribution network comes on.
includes the starting network which can be pow-
ered as follows:
NOTES
● In flight by main battery (cross-start
inhibit)
● On ground using main battery only
● On ground by external power
● On ground using main battery with gen-
erator assisted cross-start
DC Utility and Service Distribution

In normal operating conditions, DC utility bus 1
and the DC service bus are supplied by DC bus 1,
and DC utility bus 2 is supplied by DC bus 2.
If DC bus 1 (or 2) are in overload, their related

buses are shed and can be reconnected by press-
ing SVCE & UTLY bus pushbutton switch on
MAIN ELEC PWR panel.

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Figure 24-7 Static Inverters

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COMPONENT NOTES
DESCRIPTION
AC GENERATION
COMPONENTS
Static Inverters
The inverters (Figure 24-7) are installed on
shelves 93 and 94 in R/H electronics rack 90VU
and designed to operate with both natural con-
vection and forced-air cooling. Electrical
characteristics:
Power:
● 500 VA continuous operation
● 750 VA for 5 minutes (forced air cooling)
● 500 VA for 30 minutes with convection
cooling only
Nominal output voltage regulation:

● 115 ±4V and 26 ±1V from no load to full
load
Nominal frequency regulation:

● 400 ±5 Hz from no load to full load
DC input supply voltage:

● 18 to 31V from main DC buses

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Figure 24-8 Receptacles, DC Starter-Generator, and ACW Generators Locations

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ACW Generators NOTES

Each ACW generator (Figure 24-8), brushless
air-cooled type, is attached to the related engine
propeller reduction gearbox with mounting
flange adapters and quick-attach-detach coupling
rings. Each ACW generator is rated to supply
continuously 20 KVA within the reduction gear-
box speed range of 10,245 to 14,634 rpm. The
output voltage of each ACW generator is
115–200 VACW with a normal operating fre-
quency range of 341–488 Hz.
Each ACW generator can be overloaded at 30
KVA for 5 minutes and 3 minutes if the fre-
quency is lower than 350 Hz and at 40 KVA for 5
seconds under the same condition of input speed,
l o a d p ow e r fa c t o r, w i t h o u t p e r f o r m a n c e
degradation.

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Figure 24-9 ACW Generator Control Unit

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Generator Control Units

The GCUs 9XU and 10XU are mounted on
shelves 95 and 96 in R/H electronics rack 90VU
(Figure 24-9). They are supplied by DC essen-
tial bus and/or by permanent magnetic generator
(PMG) through a rectifier unit within each GCU.
The power supply by DC essential bus is only
used for control and protection circuits, while the
power supply by PMG is used for generator field
excitation and for control and protection circuit
together. Main functions of each GCU are:
● To control generator field excitation by
voltage regulator
● To control opening and closure of the
related generator contactor
● To supply the bus power control unit
● To give metering signals to the measuring
panel instrumentation
Current Transformers
Four 3-phase current transformers (one on each
ACW generator channel, and one integral to each
ACW generator), give for each channel, in con-
junction with the GCU:
● Overload protection,
● Open phase protection,
● Differential current protection,
● Current measuring.
Two 3-phase current transformers (one integral

to each ACW generator) give GCU with a fault
signal after sensing a minimum differential fault
current value of 25±5A. If the DP is activated,
the GCU immediately opens the related GC and
GFR.

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Figure 24-10 AC Measuring

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Power Supply to BPCU

Each GCU gives a nominal 28-VDC power sup-
ply to control and protection circuits of BPCU.
Load Meter Output

The GCU gives an output to drive the load meter
(Figure 24-10). DC output voltage proportional
to the generation channel current is as follows:
● 87 amps ACW is equivalent to 100-
mVDC output for 150% ACW generator
rated load
● 116 amps ACW is equivalent to 133-
mVDC output for 200% ACW generator
rated load
These current values are considered as average of

the three-phase current values. ACW current
input signal to GCU is given by CT. Each GCU
interfaces with the following control switches:
● ACW GEN 1 15XU and 2 16XU push-
button switches
● ENG 1 7WD and 2 8WD FIRE handles
● BITE test switch

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Figure 24-11 ACW Bus Power Control Unit

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ACW Bus Power Control Unit The BPCU interfaces with the following push-
button switches:
BPCU 9XG is mounted on shelf 96, in R/H elec-
● BTC pushbutton switch 18XU
tronics rack 90VU (Figure 24-11). The BPCU is
supplied by one of the following inputs:
● ACW GND SVCE bus pushbutton
● DC power from DC essential bus switch 4XX
● DC power from GCU 1 ● EXT PWR pushbutton switch 10XG
● DC power from GCU 2 The BPCU protective functions are:
● AC three-phase power from AC external ● BTC’s control and lockout
power
● ACW service bus shedding
The BPCU functions are:
● External power overvoltage protection
● To control the two BTC’s, connecting in
parallel ACW bus 1 and 2 whenever one ● External power undervoltage protection
of ACW generators fails to operate (or is
not connected) ● External power overcurrent protection
● To control ACW service bus power sup- ● External power overfrequency protection
ply and shedding
● External power underfrequency
● To control AC external power quality protection
To give metering signals to the measuring panel ● External power phase sequence
instrumentation. DC output voltage is propor- protection
tional to AC external power current as follows:
● External power open phase protection
● 87 amps ACW is equivalent to
100 mVDC output ● BITE test
● 116 amps ACW is equivalent to
113 mVDC output

AC external power current values. ACW current
input signal to BPCU is given by a CT.
The unit is designed to ensure proper and safe
sequence of contactor operations. A failure in the
BPCU causes the BTC’s opening and-or lockout
but channel operations of each ACW generator
are not interrupted.

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Figure 24-12 Main and Emergency Batteries

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DC GENERATION NOTES
COMPONENTS
Batteries
Nickel-cadmium batteries (Figure 24-12), are
composed of twenty series-mounted elements,
and are housed in two stainless steel epoxy
coated boxes. They are connected to the air con-
ditioning system for ventilation.
Characteristics:
● Nominal voltage of both batteries: 24V
● Nominal capacity of main battery: 43 Ah
(1 hour rate)
● Nominal capacity of emergency battery:
15 Ah (1 hour rate)
Each battery has two thermal devices operating

as follows:
● A thermal sensor continuously monitor-
ing the battery temperature during
charging and giving an accurate indica-
tion to the related protection unit
(changes the thermal runaway value)
● A thermal switch continuously monitor-
ing the battery temperature status for
abnormal overtemperature detection
Main and emergency batteries are mounted on

shelf 86 in left electronics rack 80VU. Each bat-
tery is equipped with a plug to mate with the
aircraft quick disconnecting connector.

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Figure 24-13 Main and Emergency Battery Protection Units

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Main and Emergency Battery Related battery overtemperature (71 ± 2.8° C); in
Protection Units this case related overheat relay (25PA or 53PA) is
closed through the thermal switch integral to
Main battery protection unit (MBPU) 36PA and related battery, it will cause a charging system
emergency battery protection unit (EBPU) 48PA interruption.
are mounted on shelves 95 and 96 in R/H elec-
tronics rack 90VU (Figure 24-13). The opening of related battery charge contactor
is shown by illumination of FAULT legend on
respective CHG pushbutton switch and at the
The main function of each protection unit is to same time the activation of the CCAS occurs.
control relevant battery charge operation and
their protective functions are the following: Main Battery Protection Unit
● Thermal runaway protection Main battery protection unit for main battery
charging, monitors the following parameters:
● High charging current protection ● Main battery charging current at charge-
●
discharge shunt 22PA
Shunt open line protection
● Main battery voltage at the hot main bat-
Each protection unit immediately opens the tery bus side terminal of shunt 22PA
related battery charge contactor if any one of the
following conditions occurs: ● Main battery internal temperature via the
● Related battery incipient thermal thermal sensor
runaway ● DC bus 2 voltage sensing
● High charging current ● BITE test
● Shunt open line
Emergency Battery Protection Unit
● Related battery CHG pushbutton switch ● Emergency battery protection unit, for
in OFF position emergency battery charging, monitors the
●
following parameters:
During engine starting through ENG
START selector switch 13KG in START ● Emergency battery charging current at
or CRANK position and with any one of charge-discharge shunt 39PA
the following conditions:
● Emergency battery voltage at hot emer-
❍ START 1 pushbutton switch 5KG gency battery bus side terminal of shunt
pressed 39PA
❍ START 2 pushbutton switch 6KG ● Emergency battery internal temperature
pressed main battery start contactor via the thermal sensor
3KG closed DC external power con-
tactor 11PG closed ● DC bus 1 voltage sensing
❍ With battery selector switch 7PA in ● BITE test
OVRD position (override signal)
❍ Related DC main bus undervoltage
(<25 VDC)

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Figure 24-14 Starter-Generator

●
Starter-Generators Overspeed: 14,000 rpm
● Maximum speed for regulation: 13,800
The two S-Gs are attached to the related engine
gearbox with mounting flange adapters and quick rpm
attach-detach coupling rings (Figure 24-14).
Each S-G is equipped with an axial built-in fan, ● Minimum speed for regulation:
giving forced air cooling for ground operations.
They are designed to perform the following ❍ 30 V-0 A: 5,100 rpm
tasks:
❍ 30 V-300 A: 6,000 rpm
● Engine cranking (to 45% NH)
❍ 30 V-400 A: 6,200 rpm
● DC power generation from 61.5% to
115% By a field weakening technique provided within
associated GCU, each S-G (in starter mode) is
Starter performances: able to run a motor up to and slightly beyond the
point at which the engine is normally self-
● Maximum input current: 1,700 A sustaining. A magnetic pick-up (speed sensor),
incorporated in each S-G, sends a signal to each
● Positive torque to assist the engine up to GCU to control:
5,400 rpm by means of field weakening
● Cross-start signal 10%
set to 350 A, at 0° C, equalizing winding
temperature
● Starter cutout point (45% NH)
● Rotational speed of the armature at
starter-cutout: 45% NH ● Generator on-line point (62% NH)
Generator performances: The machine rotates counter-clockwise when

viewed from the shaft end. The shear section of
● Rated nominal voltage: 30 V the drive shaft is rated to break at 1,600 in-lbs
(18.4 m–kg). The maximum operation altitude is
● Rated nominal load current: 400 A (con- 35,000 feet.
tinuous operation)
● Rated output power: 12 kW (400 A-30 V
continuous operation)
Hall Effect Current Sensors
●
The four Hall Effect Current Sensors (two for
Overload: each S/G channel: one installed at the neutral
side of the S/G, and the other close to the POR),
❍ 18 kW (600 A-30 V during two give to the related GCU the current level signals
minutes) for:
❍ 30 V during two minutes ● Overload protection;
❍ 24 kW (800 A-30 V during eight ● Differential fault protection;
seconds)
● Current measuring;
● Cross-starting current limiting: 600 A
● Current limiting function.
● Rated speed range: 7,800 to 12,000 rpm

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Figure 24-15 DC Generator Control Unit

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Generator Control Units Bus Power Control Unit

GCU 5PU and 6PU are mounted respectively on BPCU 9PG is mounted on shelf 95 in R/H elec-
shelves 95 and 96 in R/H electronics rack 90VU tronic rack 90VU (Figure 24-16). The BPCU is
(Figure 24-15). The GCUs are supplied by DC supplied by one of the following inputs:
emergency bus (GCU 1) and by DC essential bus
● DC external power
(GCU 2) or either by respective S-G. Point of
regulation (POR) and or by an output from DC
BPCU 9PG or by all at the same time. Main ● DC emergency bus
functions of each GCU are:
● Channel 1 through GCU 1
● To control and give the starter-generator
field excitation ● Channel 2 through GCU 2
● To control opening and closing of the ● The BPCU functions are:
related S-G contactor
● To control the bus tie
● To supply the DC BPCU
● To control the DC external power
● To regulate the output voltage
● To control the DC service bus and DC
● BITE test utility buses power supply
● To control the load shedding
Figure 24-16 DC Bus Power Control Unit

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Figure 24-17 Feeder Overheat Detection Unit

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● To control the DC ground handling bus The BPCU protective functions are:
power supply
● BTC control lockout
● To control engine cranking by main
● Starter-generator load shedding
battery
The bus tie is obtained through DC bus-tie con-
tactor 16PU closure whenever one of the starter-
● External power undervoltage protection
generators fails to operate or if it is not connected
or when DC external power (available and of
acceptable quality) is required on line. ● External power overcurrent (generating
and starting mode) protection
When DC external receptacle 1PG is connected
to the GPU, the BPCU monitors the external ● Reverse polarity
power quality and, if it is acceptable, automati-
cally closes DC external power contactor 11PG ● Unselected crank attempt
connecting all DC network to the DC external
power. ● BITE test
Either by DC normal generation or by DC exter-
nal power, the BPCU controls the power supply Feeder Overheat Detection Unit
to the DC service bus and DC utility buses
through the related contactors. These buses are DC electrical generating power feeder system
shed whenever an overload condition occurs. The consists of two nickel-plated aluminum conduc-
BPCU controls the ground handling contactor tors connected in parallel for each generating
6PX in order to connect DC ground handling bus channel. The purpose of the FODU (Figure
to the DC external power. The BPCU closes the 24-17) is to provide warning signals from two
battery start contactor 3KG, connecting the bat- thermal sensors located on the joints of the two
tery to the start line when a starting sequence is nickel-plated aluminum conductors. Different
initiated. A failure in the BPCU causes the BTC temperature values between the two sensors indi-
opening and battery SC closure with no effect on cate different values of current allowing through
single channel operation and starting operation. the conductors. Whenever the difference between
the two temperature values is higher than 15
The unit is designed to ensure proper and safe ±2.5º C (as a result of one open wire condition)
sequence of contactors operations. The BPCU the FODU will provide a warning signal (M.I.)
interfaces with the following pushbutton and will cause (only when the AC is on ground)
switches: the relevant DC generating channel shutdown.
● BTC pushbutton switch 26PU
● DC SVCE-UTLY bus pushbutton switch
47PU
● DC GND SVCE bus pushbutton switch
15PX
● EXT PWR pushbutton switch 2PG
● BITE test

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Figure 24-18 Locations of Electrical Controls and Indications

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CONTROLS AND NOTES

INDICATION
The electrical systems controls located in the
cockpit are shown in Figure 24-18.

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MAIN ELEC PWR 29VU
AC BUS 1 AC BUS 2
STBY BUS
BUS INV BUS INV
6 OFF FAUL T OFF FAUL T 6
O U
INV 1 V N INV 2
R D
D V BAT
5
OVRD
EMER BUS ESS BUS

ON
7
OFF
4
EMER BAT MAIN BAT
CHG CHG
BAT AMP
FAUL T FAUL T
3 OFF 0 OFF 3
1 1
2 DC 2
8
AMP
DC BUS 1 3 3 DC BUS 2
DCH CH
4x100
DC BUS DC BUS
2 OFF BAT SEL OFF 2
BTC
EMER MAIN
DC SVCE/UTLY BUS
ISOL 10
SHED
DC GEN 1 OFF EXT PWR DC GEN 2
FAUL T AVAIL FAUL T

X START
OFF FAIL ON OFF
1 1
13 12 11
Figure 24-19 Main Electrical Power Panel (Sheet 1 of 2)

●
OVERHEAD PANEL Pushbutton switch pressed (in)
❍ OFF legend is off.
Main Electrical Power Panel
❍ The main battery (emergency battery)
Figure 24-19 shows the controls and indicators B.P.U. is automatically controlling its
located on the main electrical power panel. associated B.C.C.
1. DC GEN 1 and DC GEN 2 Pushbutton FAULT legend illuminates when there is an
Switches main battery (emergency battery) incipient
●
thermal runaway or a main battery (emer-
Pushbutton switch released (out) gency battery) charge circuit failure.
❍ OFF legend illuminates. 4. EMER BUS/ESS BUS Emergency Power
❍
Indicators
DC S-G 1 (S-G 2) is not operating
and is not connected to its channel. Arrow legends illuminate when DC ESS
●
bus is supplied by main battery (right arrow)
Pushbutton switch pressed (in) and DC emergency bus is supplied by emer-
❍
gency battery (left arrow).
OFF legend is off.
❍
5. STBY Bus OVRD—Pushbutton Switch
DC S-G 1 (S-G 2) is connected to its
channel. ● Pushbutton switch released (out)
❍ FAULT legend illuminates when the ❍ UNDV legend illuminates when DC
DC S-G 1 (S-G 2) and its channel do standby bus is in undervoltage (<
not operate or when related generator 19.5V).
contactor is open.
● Pushbutton switch pressed (in)
2. DC BUS 1 OFF and DC BUS 2 OFF Caution
Lights ❍ UNDV legend extinguishes when DC
●
standby bus is supplied by emergency
DC BUS OFF legend illuminates when battery.
DC bus 1 or DC bus 2 is not powered.
❍ OVRD legend illuminates when DC
3. MAIN BAT CHG and EMER BAT CHG standby bus is supplied only by emer-
Pushbutton Switches gency battery or main battery.
● Pushbutton switch released (out) 6. AC BUS 1/BUS OFF/INV FAULT and AC
❍
BUS 2/BUS OFF/INV FAULT Caution
OFF legend illuminates. Lights
❍ The main battery (emergency battery) ● BUS OFF legend illuminates when there
B.P.U. is not operating and its associ- is loss of AC bus 1 (AC bus 2) 115 VAC
ated B.C.C. is open. power supply.
● INV fault legend comes on when there is
an inverter 1 (inverter 2) failure. (115
VAC is less than 102 or greater than 123
VAC.)

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MAIN ELEC PWR 29VU
AC BUS 1 AC BUS 2
STBY BUS
BUS INV BUS INV
6 OFF FAUL T OFF FAUL T 6
O U
INV 1 V N INV 2
R D
D V BAT
5
OVRD
EMER BUS ESS BUS

ON
7
OFF
4
EMER BAT MAIN BAT
CHG CHG
BAT AMP
FAUL T FAUL T
3 OFF 0 OFF 3
1 1
2 DC 2
8
AMP
DC BUS 1 3 3 DC BUS 2
DCH CH
4x100
DC BUS DC BUS
2 OFF BAT SEL OFF 2
BTC
EMER MAIN
DC SVCE/UTLY BUS
ISOL 10
SHED
FAUL T AVAIL FAUL T

X START
OFF FAIL ON OFF
1 1
13 12 11
Figure 24-19 Main Electrical Power Panel (Sheet 1 of 2)

7. Battery Selector Switch 11. EXT PWR Pushbutton Switch

● Place to OVRD position it allows DC ● Pushbutton switch pressed (in) “AVAIL”
emergency bus to be directly supplied by light illuminated
emergency battery and DC essential and
standby buses by main battery. Basic ❍ ON legend illuminates.
mode is ensured.
❍ All DC network and static inverters
● Place to ON position the emergency bat- are supplied by external source.
tery is connected to the emergency bus,
the main battery is connected to essential ● Pushbutton switch released (out)
and standby buses.
❍ ON legend is off.
● Place to OFF position only the hot bat-
tery buses are powered. ❍ All DC network and static inverters
are not supplied by external source.
8. BAT AMP Meter
AVAIL legend comes on as soon as DC exter-
It shows battery charge and discharge current nal power is available and of acceptable
in true amperes. quality.
9. EMER-MAIN BAT Selector Switch 12. X START FAIL Caution Light

Selects which battery is displayed on the This caution light comes on when there is a
BAT AMP meter. failure in the cross start sequence.
10. BTC Pushbutton Switch 13. DC SVCE–UTLY BUS Pushbutton Switch

● Pushbutton switch pressed (in) ● Pushbutton switch released (out)
❍ Flow bar illuminates when BTC is ❍ OFF legend illuminates.
closed
❍ DC service and utility buses are not
❍ ISOL legend is extinguished. supplied.
❍ Two main DC buses are isolated from ● Pushbutton switch pressed (in)
each other.
❍ BPCU controls the BTC, BTC is
open. ❍ DC service and utility bus are
supplied.
● Pushbutton switch released (out)
SHED legend comes on when DC utility bus 1
❍ ISOL legend is illuminated. and/or 2 are shed.
❍ BTC is open (BPCU cannot close it).

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Figure 24-20
24-2 AC Wild Electrical Power Panel
Figure 24-21 Left Maintenance Panel (Sheet 1 of 2)

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❍
AC Wild Electrical Power Panel Automatic BTCs are commanded open.
Figure 24-20 shows the controls and indicators 4. EXT PWR Pushbutton Switch
located on the AC wild electrical power panel.
Pushbutton switch pressed (in), “AVAIL” light
1. ACW GEN 1 and ACW GEN 2 Pushbutton illuminated,
Switches
❍ ON legend illuminates.
❍ All ACW network is supplied by
❍ OFF legend illuminates. external source.
❍ ACW GEN 1 (ACW GEN 2) is not ● Pushbutton switch released (out)
operating and is not connected to its
channel. ❍ ON legend is extinguished.
● Pushbutton switch pressed (in) ❍ All ACW network is not supplied by
external source.
AVAIL legend comes on as soon as AC exter-
❍ ACW GEN 1 (ACW GEN 2) is con- nal power is available and of acceptable
nected to its channel. quality.
FAULT legend comes on when the ACW
generator 1 (ACW generator 2) and its chan- PILOT’S SIDE PANEL
nel do not operate or when related generator
contactor is opened.
Left Maintenance Panel
2. ACW BUS 1 OFF and ACW BUS 2 OFF Figure 24-21 shows the controls and indicators
Caution Lights located on the left maintenance panel.
ACW BUS OFF legend comes on when there 1. ACW BTC OPNG Switch
is loss in ACW bus 1 (ACW bus 2) power
supply source. Allows selected BTC opening for mainte-
nance operational checks.
3. BTC Pushbutton Switch
2. DC Voltmeter
Flow bar legend comes on when the bus-tie is
closed. Shows the operating voltage of the selected
●
DC electrical system source
Pushbutton switch pressed (in)
❍
3. DC Ammeter
ISOL legend extinguishes.
❍
Shows the operating current of the selected
Two ACW buses are isolated from DC generator
each other.
❍
4. AC LOAD meter
BTC’s operate automatically (con-
trolled by BPCU) Shows the operating load of the selected AC
●
electrical system source
Pushbutton switch released (out)
❍ ISOL legend illuminated.
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Figure 24-21 Left Maintenance Panel (Sheet 2of 2)
Figure 24-22 Right Maintenance Panel

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5. Frequency Meter NOTES

Shows the operating frequency of the
selected AC electrical system source
6. AC Voltmeter
Shows the operating voltage of the selected

AC electrical system source
7. ELEC IND Selector Switch
Selects system/component to be displayed on

the meters.
8. DC STBY BUS CNTOR Magnetic Indicator
This magnetic indicator is energized when

the DC BPCU detects a disagree between the
standby bus contactor position and the com-
manded one.
9. DC SVCE-UTLY BUS CNTOR Magnetic

Indicator

the DC BPCU detects a disagree between the
utility bus contactor position and the com-
manded one.
COPILOT’S SIDE PANEL
Right Maintenance Panel

Figure 24-22 shows the controls and indicators
located on right maintenance panel.
1. DC feeders OVHT-PTT Switch
This switch enables FODU to be checked.
2. DC feeders OVHT-DC GEN 1 and 2 Mag-

netic Indicator
Each magnetic indicator is energized when

the related FODU detects a differential tem-
perature between the two conductors of the
generator feeder system.

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Figure 24-23 Crew Alerting Panel/Cargo Door Control Panel
Figure 24-24 ACW Generator Control Units Panel

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CENTER INSTRUMENT PANEL 5. GCU Fault Magnetic Indicator

Crew Alerting Panel/Cargo Door there is a fault condition in the GCU.
Control Panel 6. Confidence Check Switch
Figure 24-23 shows the indicators located on the
crew alerting panel. This switch allows the confidence check of
the system to be performed.
1. GND HDL ON BAT Warning Light
NOTES
This warning light comes on always and only
on the ground when the hot battery bus sup-
plies the ground handling bus.
2. ELEC Caution Light
ELEC legend comes on every time it is sup-

plied by centralized crew alerting system
(CCAS) that acquires and processes failure
signals from electrical power system.
ACW Generator Control Units

Panel
located on the ACW GCU.
1. Confidence Check Indicator Light
This indicator light shows the GCU test in

progress.
2. Reset Switch
This switch resets the GCU magnetic indica-

tors after a system fault condition.
3. Differential protection Fault Magnetic

Indicator
This magnetic indicator is energized when-

ever differential protection is activated.
4. Generator Fault Magnetic Indicator

there is a fault condition in the starter
generator.

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Figure 24-25 ACW Bus Power Control Unit Panel
Figure 24-26 Main and Emergency Battery Protection Units Panel

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ACW Bus Power Control Unit NOTES

Panel
located on the ACW BPCU.
This indicator light shows the BPCU test in

progress.
2. Reset Switch
This switch resets the BPCU magnetic indi-

cators after a system fault condition.
3. BPCU Fault Magnetic Indicator

there is a fault condition in the BPCU.
4. EXT PWR Fault Magnetic Indicator
This magnetic indicator is energized when-

ever AC external power is connected and
power is not ready.
5. Confidence Check Switch
This switch allows the confidence check of

Main and Emergency Battery

Protection Units Panel
located on the main and emergency battery pro-
tection units.
1. TEST Pushbutton Switch
This P-BSW enables related protection unit

to be checked.
2. Test Light
This light comes on whenever the TEST

P-BSW is pressed (in).

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Figure 24-27 DC Generator Control Units Panel
Figure 24-28 DC Bus Power Control Unit Panel

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DC Generator Control Units 2. BPCU/Contactor Control Fault Magnetic

Panel Indicator
Figure 24-27 shows the controls and indicators This magnetic indicator is energized when-
located on the DC GCU. ever the BPCU fails to command correctly
the following contactors: SVC, SVTC, GHC,
1. Confidence Check Indicator Light BTC, UCS, EPC, and GC through the GCU.
This indicator light shows the GCU test in 3. ENG 2 START Channel Fault Magnetic
progress. Indicator
2. Reset Switch This magnetic indicator is energized when-

ever the BPCU detects a related start channel
This switch resets the GCU magnetic indica- fault.
tors after a system fault condition.
4. ENG 1 START Channel Fault Magnetic
3. Differential Protection Indicator
This magnetic indicator is energized when- This magnetic indicator is energized when-
ever differential protection is activated. ever the BPCU detects a related start channel
fault.
4. Generator Fault Magnetic Indicator
5. BPCU Fault Magnetic Indicator
there is a fault condition in the generator. This magnetic indicator is energized when-
ever there is a fault condition in the BPCU.
5. GCU Fault Magnetic Indicator
6. APU Start Channel Fault Magnetic Indicator
there is a fault condition in the GCU. This magnetic indicator is energized when-
ever the BPCU detects a related start channel
6. Confidence Check Switch fault.
This switch allows the confidence check of 7. Reset Switch

This switch resets the BPCU magnetic indi-
cators after a system fault condition.
DC Bus Power Control Unit
Panel 8. Confidence Check Switch
Figure 24-28 shows the controls and indicators This switch allows the confidence check of
located on the ACW BPCU. the system to be performed.
This indicator light shows the BPCU test in

progress.

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Figure 24-29 Attendant’s Panel

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Attendant’s Panel SHED legend comes on whenever the service

bus is not powered under the following
Figure 24-29 shows the controls and indicators conditions:
located on the attendants panel.
● On ground, when external power is avail-
1. DC GND SVCE BUS Pushbutton Switch able and acceptable quality
● Pushbutton switch pressed (in) ● In flight, when ACW service bus is shed
❍ ON legend illuminates.
NOTES
❍ DC service bus is supplied by external
power or engine driven generators.
❍ DC service bus is not supplied.
SHED legend comes on whenever the service

bus is not powered under the following
conditions:
● On ground, when external power is avail-
able and of acceptable quality
● In flight, when DC service bus is shed
2. ACW GND SVCE Bus Pushbutton Switch

● Pushbutton switch pressed (in)
❍ ON legend illuminates either on
ground or in flight.
❍ ACW service bus is supplied by
external power.
❍ ACW service bus is not supplied.

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Figure 24-30 DC and AC External Power Control Panel

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DC and AC External Power If a failure is detected, the CC indicator light

Control Panel stays on for 60 seconds.
Figure 24-30 shows the controls and indicators Shutdown Fault Annunciation
located on the DC and AC external power control The BITE system is also provided with magnetic
panel. indicators to display a STARTER GENERA-
1. DC CNCTD Indicator Light T O R / G C U VO LTAG E R E G U L AT O R /
D I F F E R E N T I A L P ROT E C T I O N FAU LT
This indicator light comes on when DC installed on the front panel of each GCU. When-
ever a channel protection is operated by opening
external power is available and of acceptable the SGFR, the related GCU finds the cause and
quality. shows the failed line replaceable unit (FLRU)
responsible on its front panel as follows:
2. DC PWR NOT USED Indicator Light
GENERATOR FAULT magnetic indicator is
This indicator light comes on when DC energized when:
external power although it is available and of
acceptable quality is not used. ● Generator tachometer failure is activated
or
3. AC CNCTD Indicator Light
● Undervoltage protection is activated, and
This indicator light comes on when AC exter-
nal power is available and of acceptable ❍ Field current is at its maximum value,
quality. and
4. AC PWR NOT USED Indicator Light ❍ Underspeed condition is not detected
This indicator light comes on when AC exter- GCU FAULT magnetic indicator is energized
nal power although it is available and of when:
acceptable quality is not used.
● Overvoltage protection is activated or
SYSTEM OPERATION ● Undervoltage protection is activated, and

❍ Field current is not at its maximum
SYSTEM TESTS value
DIFFERENTIAL PROTECTION FAULT mag-

Generator Control Unit netic indicator is energized whenever a DP
circuit is activated.
GCU Confidence Check
A reset is possible by pressing the RESET switch
The confidence check can be performed only on on the same front panel If the fault persists, the
ground and with main buses not powered. Press- indication will be shown again.
ing the confidence check switch, located on the
unit, a confidence check indicator light comes on
to show test in progress.
After 10 ±1 seconds (testing time) if the GCU
operates correctly the CC indicator light goes off.

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DC Bus Power Control Unit ACW Generator Control Unit

The BPCU provides built-in test (BITE) controls GCU Confidence Check
and fault annunciation on the front panel of the
unit. The confidence check can be performed on the
ground and with related generator not operating.
The BITE has two separate functions: Pressing the confidence check switch, located on
the front panel of the unit, a confidence check
● Confidence check indicator light comes on to show test in progress.
● Shutdown fault annunciation After 7 ±1 seconds (testing time) CC indicator
light is off, if related GCU operates correctly. If a
BPCU Confidence Check failure is detected, the CC indicator light stays on
as long as the CC switch is pressed.
The confidence check can be performed on the
ground only and with EPC opened. Pressing the GCU Shutdown Fault Annunciation
confidence check TEST switch, installed on the
front panel of the unit, a confidence check indica- The BITE system is also provided with magnetic
tor light comes on to show test in progress. After indicators to display a GENERATOR/GCU
10 seconds (testing time), the CC indicator light VOLTAGE REGULATOR/DIFFERENTIAL
goes off, if the related GCU operates correctly. PROTECTION FAULT installed on the front
panel of each GCU. Whenever a channel protec-
If a failure is detected, the CC indicator light tion is operated by opening the GFR, the related
stays on as long as the TEST switch is pressed. GCU finds the cause and shows the failed line
replaceable unit (FLRU) responsible on its front
BPCU Shutdown Fault Annunciation face as follows:
The BITE system is also provided with magnetic GENERATOR FAULT magnetic indicator is
indicators to display a BPCU/EXTERNAL energized when:
POWER FAULT installed on the front panel of
the GCU. Whenever there is a fault condition the ● Generator diode failure protection is acti-
BPCU finds the cause and shows the failed line vated or
replaceable unit (FLRU) responsible on its front
face as follows: ● Undervoltage protection is activated, and
BPCU FAULT magnetic indicator is energized ❍ Field current is at its maximum value,
whenever: and
Overload signal from GCUs is present and ❍ Underfrequency condition is not
BTC’s lockout signal is not present detected
EXT PWR FAULT magnetic indicator is ener-
gized whenever AC external power is connected
and power is not ready (AVAIL legend, on EXT
PWR pushbutton switch 10XG, is off)
A reset is possible by pressing the RESET switch
on the same panel of the unit. If the fault persists,
the indications will be shown again

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GCU FAULT magnetic indicator is energized DC output voltage is proportional to AC external

when: power current as follows:
● Overvoltage protection is activated, or ● 87 amps ACW is equivalent to 100 mvdc
output
● Undervoltage protection is activated, and
● 116 amps ACW is equivalent to 113
❍ Field current is not at its maximum mvdc output
value, and
❍ Underfrequency condition is not AC external power current values. ACW current
detected input signal to BPCU is given by a CT.
DIFFERENTIAL PROTECTION FAULT mag- The unit is designed to ensure proper and safe
netic indicator is energized whenever DP circuit sequencing of contactor operations. A failure in
is activated. the BPCU causes the BTC's opening and/or
Lockout but channel operations of each ACW
A reset is possible by pressing the RESET switch generator are not interrupted.
on the same panel on the unit. of the fault per-
sists, the indications will be shown again. The BPCU interfaces with the following push-
button switches:
ACW BPCU ● BTC pushbutton switch 18XU ;
The BPCU is supplied by one of the following ● ACW GND SVCE BUS pushbutton
inputs: switch 4XX
● DC power from DC essential bus ● EXT PWR pushbutton switch 1OXG
● DC power from GCU 1 The BPCU protective functions are:
● DC power from GCU 2 ● BTC's control and lockout
● AC three-phase power from AC external ● ACW service bus shedding
power
The BPCU functions are:
● External power undervoltage protection
● To control the two BTC's, connecting in
parallel ACW bus 1 and 2 whenever one ● External power overcurrent protection
of ACW generators fails to operate (or is
not connected) or when external power is ● External power overfrequency protection
in use
● External power underfrequency
● To control ACW service bus power sup- protection
ply and shedding
● External power phase sequence
● To monitor AC external power quality protection
● To give metering signals to the measuring ● External power open phase protection
panel instrumentation.

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BTC's Control and Lockout the three individual phase voltages. The BPCU,
when an overvoltage is detected, opens and/or
The BPCU gives automatic control of BTC's locks out the EPC, SVTR and SVR.
7XU and 8XU, connecting or disconnecting
ACW bus 1 and 2 (bus tie).
External Power Undervoltage
When BTC pushbutton switch 18XU (AC WILD Protection
ELEC PWR panel) is released the bus tie system When AC external power is available and of
is in isolate mode of operation. acceptable quality the BPCU senses the three
individual phase voltages.
When both ACW bus 1 and 2 are normally sup-
plied by the corresponding ACW generator, the If the voltage is reduced to, and stays at or below,
BTC's are opened. If one ACW generator fails to 103.5 +2 VAC after 6 +1 seconds, the protection
operate (or is not connected), or when ground circuit operates to open and lock out EPC,
power unit is connected to AC external power SVTW and SVR.
receptacle 1XG (acceptable quality), the BPCU
closes the BTC's (bus-tie).
External Power Overfrequency
The unit prevents the BTC's closure by a lockout Protection
signal if one of the following conditions is The overfrequency protection circuit operates
detected: whenever AC external power is available and of
● acceptable quality. This circuit, when operated,
Overload on a generating chan- opens and locks out EPC, SVTR and SVR.
nel—When an overload condition occurs
on a generating channel and a differentiat
fault condition is not concurrently External Power Underfrequency
detected, the related GCU gives a logic Protection
level signal to the BPCU to cause open- The underfrequency protection circuit, when
ing and/or lockout of the BTC’s. opoerated opens and locks out EPC, SVTR and
SVR.
● GC failure-to-open—In the event that the
GC fails to open after the activation of External Power Overcurrent
any CGU protective function, the BPCU
detects the failed GC contacts position Protection
and prevent closure of the related BTC. Whenever AC external power is available and of
acceptable quality, the BPCU gives protection
ACW Service Bus Shedding against OC in conjunction with a three-phase CT.
In the event of OC condition the BPCU opens
In normal condition, when two ACW generators and locks out EPC, SVTR and SVR.
and their channels operate, the BPCU supplies
the coil of ACW service bus relay and ACW ser- External Power Phase Sequence
vice bus is supplied by ACW bus 1.
Protection
Whenever only one ACW generator is operating Phase sequence protection circuits prevent clo-
(supplying both channels) the BPCU removes the sure of the EPC, SVTR and SVR if AC external
power from the coil of ACW service bus relay power source does not have correct phase
shedding ACW service bus. sequence.
External Power Overvoltage

Protection
The BPCU gives protection against overvoltage,
when AC external power is available by sensing

External Power Open Phase NAL POWER FAULT installed on the

Protection front panel of the GCU. Whenever there
is a fault condition the BPCU finds the
Whenever AC external power is available and of cause and shows the failed line replace-
acceptable quality, the open phase protection cir- able Unit (FLRU) responsible on its front
cuit continuously senses if the voltage and the face as follows:
current levels in each phase are the same and
operates as follows: ❍ BPCU FAULT magnetic indicator is
● With EPC and SVTR opened and AC energized whenever overload signal
external power connected: if one of the from GCU's is present and BTC's
three phases is not present, the BPCU lockout signal is not present.
prevents the closure of EPC, SVTR and ❍
SVR. EXT PWR FAULT magnetic indica-
t o r i s e n e rg i z e d w h e n ev e r AC
● With EPC opened, AC external power external power is connected and
connected, and SVTR closed: the BPCU power is not ready (AVAIL legend,
not supplies and locks out the SVTR on EXT PWR pushbutton switch
whenever voltage on each phases is 10XG is off).
below 10 VAC and simultaneously its
current is lower than 26 A. A reset is possible by pressing the RESET switch
on the same panel of the unit. If the fault persists,
● the indications will be shown again.
With AC external power connected and
EPC closed: the BPCU opens and locks
out the EPC whenever voltage in each OPERATIONS
phase drops 10 VAC or more and simulta-
neously its current is lower than 26 A.
Main AC Generation—Wild
● The BPCU provides built-in test (BITE) Frequency
controls and display accessible from the
front panel of the unit. The two ACW generators are connected to their
channels by pressing related ACW GEN 1 15XU
The BITE has two separate functions: confidence and 2 16XU pushbutton switches installed on AC
check and shutdown fault annunciation. WILD ELEC PWR panel. In this condition GCU
circuitries are activated and, if all required
● Confidence check—The confidence parameters are within limits, GCs 5XU and 6XU
check can be performed on ground only are closed, connecting each ACW generator to
and with EPC opened. Pressing the confi- the proper channel.
dence check TEST switch, installed on
the front panel of the unit, a confidence In normal condition ACW generator 1 lXU sup-
check indicator Light comes on to show plies (through GC 5XU closed) ACW bus 1 and
test in progress. After 10 secs (testing ACW generator 2 2XU supplies (through GC
time) the CC indicator Light goes off, if 6XU closed) ACW bus 2. The ACW service bus
the related GCU operates correctly. If a can be supplied by ACW bus 1 pressing the ACW
failure is detected, the CC indicator light GND SVCE bus pushbutton switch 4XX in ON
stays on as Long as the TEST switch is position.
pressed.
●
NOTE
Shutdown fault annunciation—The BITE
system is also provided with magnetic With BTC pushbutton switch 18XU
indicators to display a BPCU/EXTER- (on AC WILD ELEC PWR panel)

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depressed, the BPCU is in standby to Normal Supply from Main

close BTC’s 7XU and 8XU and con- Battery (Ground Operation)
nect ACW bus 1 and 2 together if one
generator fails to operate. Main battery 21PA operates only when there are
no other DC sources operating and supplies hot
If a fault is detected on one channel, main battery bus as soon as the aircraft quick dis-
the associated GCU opens the related connecting connector is coupled to the main
GC. This condition is shown by illumi- battery plug. In this way and only on ground hot
n a t i o n o f FAU LT l e g e n d o n main battery bus directly supplies DC ground
corresponding ACW GEN pushbutton handling bus (through DC ground handling trans-
switch and CCAS activation occurs. fer bus on battery contactor 2PX closed), while
BPCU 9XG, if no BTC’s lockout con- with Battery selector switch 7PA set to on, it sup-
dition exists, closes two BTC’s 7XU plies, besides DC ground handling bus, the
and 8XU connecting ACW bus 1 or 2 following buses:
to operating ACW generator. The bus
tie is shown by illumination of flow ● DC essential bus (through DC hot main
bar legend on BTC pushbutton switch battery bus transfer contactor 3PA
18XU. closed)
Whenever an automatic BTCs lockout occurs, ● DC standby bus (through DC standby bus
and in spite BTC pushbutton switch depressed, relay 4PO closed)
the bus tie is not possible. Under this condition,
flow bar legend is off while ACW BUS OFF cau-
tion light (on AC WILD ELEC PWR panel), of Inverter 1 (through DC bus 1 hot main battery
the related failed channel, comes on. bus transfer contactor 2PA closed and through
starter inverter override transfer contactor 13PD
The reset of BTCs is obtained by releasing and opened) and via it only 115 and 26 VAC standby
then pressing the BTC pushbutton switch. A buses (via inverter 1 and through AC standby
BTCs lockout condition is reset by releasing and buses transfer relay 33XA opened)
then pressing BTC pushbutton switch.
In addition, main battery provides power supply
ACW service bus, under this condition, is shed for engine starting. As soon as the engine start
by BPCU. The load shedding is shown by illumi- sequence is initiated (battery selector switch 7PA
nation of SHED legend on the ACW GND SVCE set to ON position and ENG START selector
bus pushbutton switch 4CSX. It is possible to switch 1SKG in START-CRANK position) DC
connect again ACW bus to its channel by press- BPCU closes main battery start contactor 3KG
ing related ACW GEN pushbutton switch. connecting the starting line to main battery. At
the same time DC GCU 1 or 2 closes engine 1 or
When the channel in failure is reset, the ACW 2 start contactor 1 or 2 KG, connecting the start-
service bus is again connected to ACW bus 1 and ing line to the S-G 1PU
SHED legend, on the ACW GND SVCE bus
pushbutton switch, is off. The system, then, Main battery, alone, starts the first engine; then,
returns to the normal condition. aided by the operating generator (from 10 to 45%
NH), starts the second engine (cross start).
On ground each GC is opened when the AC
external power is available and of acceptable
quality and the EXT PWR pushbutton switch Normal Supply from Emergency
10XG is pressed. If AC external power is selected Battery (Ground Operation)
while the AC generators are still operating, the
GCs are automatically opened by GCUs that Emergency battery 72PA supplies hot emergency
receive a logic level signal from BPCU. battery bus as soon as the aircraft quick discon-
nect connector is coupled to the emergency
battery plug.

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In normal condition hot emergency battery bus as not fault conditions close the related charge con-
well as hot main battery bus, operates on ground tactor thus allowing the charging of the related
only when there are not other DC sources battery.
operating.
When the engines reach 61.5% NH, GCUs cir-
In this way hot emergency battery bus only sup- cuitries controlling generation mode are
plies DC emergency bus with battery selector activated. If all required parameters are within
switch 7PA set to ON and through DC hot emer- the limits, GCs 11PU and 12PU close, thus con-
gency battery bus transfer contactor 58PA closed. necting each S-G to the proper channel. If one of
S-G fails to operate (or if it is not connected) the
Either power supply from main battery or from related GCU sends a signal to the BPCU which
emergency battery are shown by illumination of closes BTC 16PU connecting all DC buses to the
arrow legends on battery TIE caution light 6PA operating S-G.
(MAIN ELEC PWR panel).
Normal Generating Mode
Emergency Supply (Flight In normal condition the S-G 1 1PU supplies DC
Operation) bus through GC 1 and via the following buses:
If both DC main buses are in undervoltage condi- ● DC bus 1 through GC 1
tion (< 25 V) or both starter generators are in
failure an electrical condition occurs. In this con- ● DC utility bus 1 through utility bus 1
dition both main and emergency battery charge contactor 29PU
contactors 23PA and 42PA open. With battery
selector switch 7PA set to on position main and ● DC service bus through service bus con-
emergency batteries operate in the same way as tactor 10PX
when they provide power supply in normal con-
dition during ground operation. Hot emergency battery bus through emergency
battery charge contactor 42PA (emergency bat-
Battery Override Supply tery charging) and via this one:
● DC emergency bus through DC main bus
With battery selector switch 7PA set to OVRD
position main and emergency charge contactors transfer contactor 1PA and DC hot emer-
23PA and 42PA open and main and emergency gency battery bus transfer contactor
batteries operate in the same way as when they 58PA
provide power supply in normal condition during
● Inverter 1 1XA through DC bus 1 hot
ground operation.
main battery bus transfer contactor 2PA
and static inverter override transfer con-
Battery Charging tactor 13PD
Main and emergency batteries, connected to the
related hot battery buses through the related
charge-discharge shunts 22PA and 39PA, are
charged respectively by DC bus 2 and DC bus 1
through the related charge contactors 23PA and
42PA closed.
MAIN battery CHG and emergency battery CHG
pushbutton switches 35PA and 45PA, set to ON
position, give an input signal respectively to
MBPU 36PA and EBPU 48PA that if there are

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The S-G 2 2PU supplies DC bus 2 through GC 2 Overload on Channel 1 (Load

and via one the following buses: Shedding)
● DC utility bus 2 through utility bus 2 With both S-Gs normally operating, should chan-
contactor 30PU nel 1 be overloaded, GCU 5PU sends load
●
information to the BPCU which initiates the load
Hot main battery bus through main bat- shedding sequence.
tery bus charge contactor 23PA (main
battery charging) and via this one: The BPCU immediately opens DC service bus
contactor 10PX, shedding DC service bus; this
❍ DC essential bus via DC hot main condition is shown by illumination of SHED leg-
battery bus transfer contactor 3PA end on DC, GND SVCE bus pushbutton switch
15PX (attendant panel).
❍ DC standby bus through contactor
3PA and DC standby bus relay 4PD If the overload disappears the load shedding
sequence is interrupted and the DC service bus
❍ Inverter 2 can be reconnected to DC bus 1 by pressing DC
GND SVCE bus pushbutton switch. After 0.3
seconds the BPCU, if the overload persists,
Failure of S-G 1 or 2 (Short opens DC utility bus 1 contactor 29PU, shedding
Circuit) DC utility bus 1. This condition is shown by illu-
mination of SHED legend on DC SVCE-UTLY
When a GCU detects a S-G or related channel bus pushbutton switch 47PU, and, at the same
failure it provides the opening of the related GC. time, the activation of the CCAS occurs.
This fault is shown by illumination of FAULT After this condition, if the overload disappears,
legend on related DC GEN pushbutton switch the load shedding sequence is interrupted and DC
and at the same time the activation of the CCAS utility bus 1 can be reconnected to DC bus 1 by
occurs. If the fault is caused by a short circuit and resetting DC SVCE-UTLY bus pushbutton
the overcurrent protection circuit is activated, the switch.
related GCU opens the associated GC and sends
a signal to the BPCU which inhibits and locks If the overload still persists, after 3 seconds the
out the BTC closure. The DC bus OFF caution, BPCU locks out the BTC, in opened position, in
light relevant to DC main bus not supplied comes order to prevent the contactor closure signal.
on. Under this condition the operating S-G only
supplies its buses. After 3 seconds the BPCU sends a load-shedding
end signal to the GCU 1 which, if the overload
If no lockout signals an present BPCU closes continues, opens GC l 11PU (isolating DC bus 1)
BTC 16PU and all DC network is supplied by the and illuminates FAULT legend on DC GEN 1
operating S-G. pushbutton switch 23PU. DC bus 1 OFF caution
light 9PN is on. The CCAS is activated. In this
The bus-tie is shown by illumination of flow bar condition DC essential, emergency and standby
legend on the BTC pushbutton switch 26PU. buses are supplied by DC bus 2 through DC main
bus transfer contactor 1PA and through DC main
buses-hot emergency battery bus transfer contac-
NOTE tor 58PA opened. In this same way, the inverter 1
is no longer supplied (INV FAULT legend of
BTC pushbutton switch must be always caution light 7XN comes on), but its related AC
depressed (in) to have the bus tie. buses are transferred to inverter 2 through AC
standby buses transfer relay 33SXA and AC gen-
eration bus tie relay 9XA closed.

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❍
Overload on Channel 2 (Load After three seconds: DC utility bus 1
Shedding) shed
❍ After three seconds: BTC opened and
With both S-Gs normally operating, should chan-
nel 2 be overloaded, GCU 6PU sends load locked out
information to the BPCU which initiates a load
● S-G 2 operating:
shedding sequence. The BPCU immediately
opens the DC utility bus 2 contactor 30PU, shed-
❍ Immediately: DC service bus shed
ding the DC utility bus 2; this condition is shown
by illumination of SHED legend on DC SVCE-
❍ After three seconds: DC utility bus 1
UTLY bus pushbutton switch 47PU and the
CCAS is activated. shed
In this condition, if the overload disappears, the ❍ After three seconds: DC utility bus 2
load shedding sequence is interrupted and DC shed
utility bus 2 can be reconnected to DC bus 2 by
resetting DC SVCE-UTLY bus pushbutton ❍ After three seconds: BTC opened and
switch. locked out
If the overload persists, after 3 seconds the The shed buses can be supplied again by reset-
BPCU locks out the BTC, in opened position, in ting BTC and DC SVCE-UTLY bus pushbutton
order to prevent the contactor closure. After 3 switches.
seconds the BPCU sends a load-shedding-end
signal to the GCU2 which, if the overload contin-
ues, opens the GC2 12PU (isolating the DC bus DC Bus 1 in Undervoltage
2) and illuminates FAULT legend on DC GEN2
pushbutton switch 24PU. Whenever DC bus 1 is in undervoltage condition
(< 25 V) emergency battery bus charge contactor
DC bus 2 OFF caution light 10PN is on. The 42PA opens disconnecting hot emergency battery
CCAS is activated. In this condition DC essen- bus from DC bus 1. In this condition DC emer-
tial, emergency and standby buses are supplied gency bus and DC standby bus are supplied by
by DC bus 1 through DC main bus transfer con- DC bus 2 through DC main bus transfer contac-
tactor 1PA closed and through DC hot main tor 1PA and DC hot emergency battery bus
battery bus transfer contactor 3PA opened. In transfer contactor 58PA opened and through DC
same way, inverter 2 is no longer supplied but its standby bus relay 4PD closed. AC buses of
related AC buses are transferred to inverter 1. inverter 1 are transferred to inverter 2.
This condition is shown by illumination of the
Overload with Only One S-G following indications:
Operating (Load Shedding)
● DC bus 1 OFF caution light 9PN
If a single S-G is supplying both channels and an
overload occurs on a channel, the load shedding ● FAULT legend on DC GEN 1 pushbutton
sequence operates as follows: switch 23PU
● S-G 1 operating: ● INV1 FAULT legend of caution light
7XN
❍ Immediately: DC service bus shed
At the same time activation of the CCAS occurs.
❍ After three seconds: DC utility bus 2
shed After about nine seconds, if the undervoltage
condition persist, its protection circuit (internally

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GCU 1) opens GC 1 and sends a signal to BPCU Both DC Buses 1 and 2 in

which closes BTC connecting the DC bus 1 to Undervoltage
DC bus 2 (flow bar legend on BTC pushbutton
switch 26PU comes on) so that all DC network is If both DC main buses are in undervoltage, the
supplied by S-G 2. electrical power alternative sources are the bat-
teries. In this condition main battery supplies hot
In this way inverter 1 is normally supplied by DC main battery bus and via this one DC essential
bus 1, and inverter 1 FAULT legend of caution bus, DC standby bus and inverter 1, which sup-
light 7XN and DC bus 1 OFF caution light 9PN plies 115 and 26 VAC standby buses only, while
are off. emergency battery supplies hot emergency bat-
tery bus and via this one DC emergency bus.
If the undervoltage condition is due to an over-
load on DC bus 1, BPCU locks out BTC so the This operation is shown by illumination of the
bus tie does not operate resulting in the loss of following indications:
DC bus 1, DC service bus, DC utility bus, and
inverter 1. ● FAULT legends on DC GEN 1 and 2
pushbutton switches 23PU and 2GPU
DC Bus 2 in Undervoltage ● DC bus 1 and 2 OFF caution lights 9PN
Whenever DC bus 2 is in undervoltage condition and 10PN
main battery bus charge contactor 23PA opens
● Arrow legends on battery discharge indi-
disconnecting Hot main battery bus. In this con-
dition DC essential bus is supplied by DC bus 1 cator lights 6PA
via DC hot main battery bus transfer contactor
3PA opened, while all AC buses of inverter 2 are If during this operation, DC standby bus goes in
transferred to inverter 1. This condition is shown undervoltage condition, by pressing OVRD-
by illumination of the following indications: UNDV pushbutton switch 9PD, the emergency
battery alone supplies the following buses:
● DC bus 2 OFF caution light 10PN
● DC emergency and standby buses
● FAULT legend on DC GEN 2 pushbutton
switch 24PU ● Inverter 1 (115 and 26 VAC standby
buses)
● INV 2 FAULT legend of caution light
8XN This operation is shown by illumination of the
OVRD legend on pushbutton switch 9PD.
At the same time activation of CCAS occurs.
After about nine seconds, if the undervoltage S-Gs Paralleling Condition
condition persists, its protection circuit (inter- (Load Sharing)
nally GCU 2) opens GC 2 and sends a signal to
BPCU which closes BTC connecting DC bus 2 to The S-Gs paralleling operation is an exceptional
DC bus 1 (flow bar legend on BTC pushbutton configuration for DC electrical system and
switch 26PU comes on) so that all DC network is occurs when the BTC contacts are welded. This
supplied by S-G 1. In this way inverter 2 is nor- situation is detected by the BPCU that informs
mally supplied by DC bus 2 and inverter 2 GCUs which activate the equalizer circuit to keep
FAULT legend of caution light 8XN and DC bus the average load current equal on each generator.
2 OFF caution light 10PN are off. If the under-
voltage condition is due to an overload on DC
bus 2, BPCU locks out so the bus tie does not
operate resulting in the loss of DC bus 2, DC
Utility bus 2 and inverter 2.

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AC External Power respective BTC only when power is available

from external power. The command for opening
When a GPU is connected to the AC external of both BTCs, transmitted to BPCU by moving
receptacle the BPCU controls external power BTC pushbutton switch to the ISOL position, has
quality (correct voltage, frequency, and phases priority over any control signal from switch
sequence) and, if acceptable, illuminates: 21XU.
● AC CNCTD indicator light 14XG on AC
EXT PWR CTL PNL External DC
● AC PWR NOT USED indicator light When a GPU is connected to DC external recep-
tacle BPCU controls external power quality
12XG on AC EXT PWR CTL PNL (correct polarity and voltage) and if acceptable,
❍
illuminates:
Through EPC 11XG opened and
ACW GND SVCE bus pushbutton ● DC CNCTD indicator light 12PG on DC
switch (attendant panel) released EXT PWR CTL PNL
AVAIL legend on EXT PWR pushbutton switch ● DC PWR NOT USED indicator light
10XG (AC WILD ELEC PWR panel). In this 14PG on DC EXT PWR CTL PNL
way, with battery selector switch 7PA in ON through EPC 11PG and DC service bus
position, by depressing the EXT PWR pushbut- transfer contactor 8PX both opened
ton switch to the ON position the BPCU closes
EPC and BTC’s (via the BTC pushbutton switch ● AVAIL legend on EXT PWR pushbutton
depressed) connecting ACW buses 1 and 2 to the
ground power unit. This operation is shown by switch 2PG (MAIN ELEC PWR panel)
the illumination of:
In this way, with battery selector switch 7PA in
● ON legend on EXT PWR pushbutton ON position, by pressing EXT PWR pushbutton
switch switch in the on position, the BPCU closes EPC
connecting DC bus 1 and the start line to the
● Flow bar legend on BTC pushbutton ground power unit.
switch This operation is shown by the illumination of
ON legend on EXT PWR pushbutton switch. DC
The BPCU, which controls the AC external PWR NOT USED indicator light is also extin-
power system, is supplied by DC essential bus guished. In such way DC bus 1 can supply all its
via battery selector switch 7PA in ON position buses and, through the bus tie contactor closed,
and or directly by ACW three-phase power from (BTC pushbutton switch in depressed position)
AC external power. In addition it is possible to DC bus 2.
supply ACW service bus by ground power unit
pressing ACW GND SVCE bus pushbutton In addition, when the GPU is connected to the
switch 4XX in ON position. external receptacle, the BPCU automatically
closes ground handling contactor 6PX connect-
In addition the BPCU allows, only on ground, ing ground handling bus to the GPU.
separate opening control of two BTCs for main-
tenance purpose. This control operates in
conjunction with ELEC-ACW BTC OPNG
switch 21XU installed on L maintenance panel
101VU.
On ground, with BTC pushbutton switch
depressed, the selection of switch 21XU of either
BTC position allows the BPCU to open the

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DC Service and Ground DC PWR NOT USED indicator light 14PG (on
Handling XFR Bus Bar Control DC EXT PWR CTL PNL) extinguishes.
DC service bus is directly supplied by GPU when
DC Service Bus EXT PWR pushbutton switch 2PG is released
and external power contactor 11PG is in the open
Power Supply from Starter-Generators position. As soon as EXT PWR pushbutton
switch is pressed, the BPCU closes the EPC con-
When the two starter-generators operate cor- necting the DC bus 1 to the GPU. The BPCU, in
rectly suppling the associated DC main buses, such a way, closes the SVTC (8PX) and opens
depressing the DC SVCE-UTLY bus pushbutton the SVC (10PX), thus connecting the DC service
switch 47PU, the BPCU closes the DC service bus to DC bus 1.
bus contactor 10PX, connecting DC service bus
to DC bus 1. Power Supply from External Power on
DC service bus can be also supplied, with the SNs 001-027
BTC pushbutton switch in the depressed posi- When the DC external power is available and of
tion, by S-G 2, when the S-G 1 fails to operate or acceptable quality, BPCU automatically closes
is not connected to its channel, through the bus- DC ground handling bus contactor 6PX connect-
tie contactor in closed position. Each DC GCU, if ing directly DC ground handling bus to the GPU.
detecting an overload condition, opens the
related GC and sends a fault signal to BPCU, Power Supply from External Power on
which opens SVC, and DC service bus shedding SNs 028-050
(load shedding) occurs.
When the DC external power is available and of
This condition is shown by illumination of acceptable quality, BPCU automatically closes
SHED legend on DC SVCE-UTLY bus pushbut- DC ground handling bus relay 6PX connecting
ton switch while the OFF light remains directly DC ground handling bus to DC service
extinguished. bus (DC GND SVCE bus pushbutton switch
15PX pressed).
When DC service bus is not supplied DC service
bus off relay 19PX is opened allowing through it Power Supply from Main Battery
the illumination of SHED legend on DC GND
SVCE bus pushbutton switch 15PX (attendant When the DC external power is not available, DC
panel). ground handling bus is supplied by hot main bat-
tery bus through DC ground handling transfer
When DC generation system goes back to normal bus on battery contactor 2PX closed. The closure
position, it is possible to reconnect DC service of GHTRB is possible through the GHC in
bus to DC bus 1 by pressing DC SVCE-UTLY opened position, with WOW 1 flight position
bus pushbutton switch. relay 27GB in GND position and if there is one
of the following condition:
Power Supply from External Power ● Refueling panel power supply
When the DC external power is available and of microswitch 20QU not activated
acceptable quality, pressing DC GND SVCE bus
pushbutton switch 15PX to the ON position, the ● Entrance light-ground handling transfer
BPCU closes the DC service bus transfer contac- bus control relay 28WS closed
tor 8PX, connecting DC service bus to the GPU.
Immediately DC service bus off relay is closed
and SHED legend on DC GND SVCE bus push-
button switch goes off. The ON legend on the
same pushbutton switch illuminates while the

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● Door control panel cover position cation to CCAS. FAULT legend on related ACW
microswitch 21MP not activated GEN pushbutton switch illuminates.
● AUX HYD PWR momentary switch 5GF
pressed Differential Fault (DP)
Protection
Every time DC ground handling bus is supplied
by hot main battery bus, GND HDLG on battery GCU differential fault protection isolates any
warning light 18PX comes on. short circuit fault in a zone extended from ACW
generator to the power side of the associated GC.
ACW SYSTEM PROTECTIONS Two three-phase current transformers (one inte-

gral to each ACW generator) give GCU with a
fault signal after sensing a minimum differential
Overvoltage (OV) Protection fault current value of 25 ±5 A. If the DP is acti-
vated, the GCU immediately opens the related
Each GCU gives protection against overvoltage GC and GFR.
by sensing the three individual phase voltages at
POR. The protection operates with an inverse Whenever a differential fault is detected a signal
time delay, at a voltage of 126.5 VACW (neutral will be given to the protection logic circuit which
phase). When actuated, the overvoltage protec- will isolate the failed channel and will give indi-
tion opens the related GC and the GFR. cation to CCAS. FAULT legend on the related
Whenever an overvoltage is detected a signal will ACW GEN pushbutton switch illuminatess. The
be given to protection logic circuit. This circuit DP protection will also prevent GC and GFR clo-
controls internal relays and gives outputs to other sure until manual reset by pressing related ACW
system components in order to isolate the failed GEN pushbutton switch.
channel and gives indication to CCAS. FAULT
legend on the related ACW GEN pushbutton
switch illuminates. The overvoltage protection Overcurrent (OC) Protection
will also prevent GC and GFR closure until man-
ual reset by pressing the related ACW GEN In case of overcurrent condition the GCU opens
pushbutton switch. the related GC and GFR with an inverse time
delay. Whenever an OC is detected, a signal will
be given to the protection logic circuit which will
Undervoltage (UV) Protection isolate the failed channel and will give indication
to CCAS. FAULT legend on the related ACW
Each GCU gives protection against undervoltage GEN pushbutton switch illuminates. The OC
by sensing the three individual phase voltages at protection will also prevent GC and GFR closure
POR. When actuated, the undervoltage protec- until manual reset by cycling the related ACW
tion opens the related GC and the GFR. It will GEN pushbutton switch and will provide BTCs
also prevent GC and GFR closure until manual closure, through BPCU, until manual reset by
reset by pressing the related ACW GEN pushbut- pressing BTC pushbutton switch.
ton switch.
OC protection also provides a signal to lock out
The protection operates at a voltage of 103.5 the undervoltage protection.
±2.0 VAC, RMS, with time delay of 6 ±1 sec. UV
protection is inoperative when the underfre-
quency and or overcurrent protection is operated.
Whenever an undervoltage is detected, a signal
will be given to the protection logic circuit which
will isolate the failed channel and will give indi-

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Open Phase (OP) Protection Underfrequency (UF) Protection

The open phase protection isolates ACW bus When activated the underfrequency protection
from abnormal connection of ACW power remove the power from the coil of the related GC
phases. The protection circuit continuously com- until UF condition exists. The reset is not neces-
pares the voltage and the current levels in each sary. GFR will not be opened.
phase and operates as follows:
The UF protection operates with a frequency of
● With GC opened and ACW generator 320 ±5 Hz with a time delay of 6 ±1 seconds. In
supplied (GFR closed), if one of the three addition, the UF protection causes the immediate
phases is not present at POR the GCU opening of GC when the frequency value drops
prevents the closure of GC and opens and to 255 ±5 Hz. Whenever a UF condition is
locks-out the GFR detected, a signal will be given to the protection
logic circuit which will isolate the failed channel
● With GC closed and ACW generator sup- and will give indication CCAS. FAULT legend
plied (GFR closed): the GCU opens and on related ACW GEN pushbutton switch illumi-
locks out the related GC and the GFR nates. The underfrequency protection also gives a
whenever voltage on each phase drops signal to lock out the undervoltage protection.
below 10VAC and simultaneously its cur-
rent is lower than 26A Generator Diode Failure (GDF)
● Whenever an OP condition is detected a Protection
signal will be given to the protection The GCU includes circuitry to detect a shorted
logic circuit which will isolate the failed generator diode by sensing modulation of the
channel and will give indication to CCAS field current.
● FAULT legend on related ACW GEN The GDF protection opens the related GC and
pushbutton switch illuminates. GFR after a shorted generator diode is sensed. It
will also prevent GC and GFR closure until man-
● The reset will be possible only by press- ual reset by pressing related ACW GEN
ing the related ACW GEN pushbutton pushbutton switch.
switch.
Each GCU is designed to prevent repeated clo-
sure of the related GFR, GC (and BTCs) in the
Overfrequency (OF) Protection event of manual closure under a system fault
detection or abnormal pushbutton switches.
When the frequency is greater than 540 ±5 Hz,
the GCU causes the immediate opening of the An intercommunication data link is given
related GC and GFR. In the range between 510 between BPCU and each GCU. If this intercom-
and 540 Hz, the opening is done after a time munication is lost, the BPCU locks out the BTCs
delay of 5 sec. Whenever an OF condition is and each GCU controls its proper channel.
detected, a signal will be given to the protection
logic circuit which will isolate the failed channel Each GCU provides built-in test (BITE) controls
and will give indication to CCAS. FAULT legend and display accessible from the front panel of
on related ACW GEN pushbutton switch illumi- the unit.
nates. The reset will be possible only by pressing
related ACW GEN pushbutton switch. The BITE has two separate functions:
● Confidence check
● Shutdown fault annunciation

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BTC’s Control and Lockout External Power Overvoltage

The BPCU gives automatic control to BTCs 7XU
Protection
and 8XU, connecting or disconnecting ACW bus The BPCU gives protection against overvoltage,
1 and 2 (bus tie). when AC external power is available and of
acceptable quality, by sensing the three individ-
When BTC pushbutton switch 18XU (AC WILD ual phase voltages. The BPCU, whenever an
ELEC PWR panel) is released the bus-tie system overvoltage is detected, opens and/or locks out
is in standby operation. the EPC, SVTR, and SVR with an inverse time
delay.
When both ACW bus 1 and 2 are normally sup-
plied by the corresponding ACW generator, the
BTCs are opened. If one ACW generator fails to External Power Undervoltage
operate (or is not connected), or when ground Protection
power unit is connected to AC external power
receptacle 1XG (acceptable quality), the BPCU When AC external power is available and of
closes the BTCs (bus tie). acceptable quality the BPCU senses the three
individual phase voltages. If the voltage is
The unit prevents the BTCs closure by a lockout reduced to, and stays at or below, 103.5 ±2 VAC,
signal if one of the following conditions is after 6 ±1 seconds, the protection circuit open
detected: and locks out EPC, SVTR, and SVR.
● Overload on a generating chan-
nel—When an overload condition occurs External Power Overfrequency
on a generating channel and a differential Protection
fault condition is not concurrently
detected, the related GCU gives a logic The overfrequency protection circuit operates
level signal to the BPCU to cause open- whenever AC external power is available and of
ing and or lockout of the BTCs. acceptable quality. This circuit, when operated,
opens and locks out EPC, SVTR and SVR.
● GC failure-to-open—In the event that the
GC fails to open after the activation of
any GCU protective function, the BPCU External Power Underfrequency
detects the failed GC contacts position Protection
and prevent closure of the related BTC.
The underfrequency protection circuit, when
operated, opens and locks out EPC, SVTR,
ACW Service Bus Shedding and SVR.
In normal condition, when two ACW generators
and their channels operate, the BPCU supply the External Power Overcurrent
coil of ACW service bus relay and ACW service Protection
bus is supplied by ACW bus 1.
Whenever AC external power is available and of
Whenever only one ACW generator is operating acceptable quality, the BPCU gives protection
(supplying both channels), the BPCU removes against OC in conjunction with a three-phase CT.
the power from the coil of ACW service bus relay In the event of OC condition, the BPCU opens
shedding ACW service bus. and locks out EPC, SVTR, and SVR.

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External Power Phase Either for thermal runaway or high charging cur-
Sequence Protection rent, it is possible to reset of respective circuit by
pressing the related CHG pushbutton switch.
Phase sequence protection circuits prevent clo-
sure of the EPC, SVTR, and SVR if AC external When a disagreement occurs between the power
power source does not have correct phase contact’s position of one of the two charge con-
sequence. tactors and the related command given by the
contactor coil control circuit (contacts mechani-
cally locked in open or closed position), related
External Power Open Phase protection unit detects a disagree signal provid-
Protection ing illumination of FAULT legend on related
CHG pushbutton switch and, at the same time,
Whenever AC external power is available and of activate the CCAS. In this case the reset is not
acceptable quality, the open phase protection cir- operative.
cuit continuously senses if the voltage and the
current levels in each phase are the same and Either MBPU or EBPU have a built in test func-
operates as follows: tion which can be operated, on ground, when
relevant CHG pushbutton switches are released
● With EPC and SVTR opened and AC (OFF legends are on). Pressing and holding
external power connected, if one of the TEST pushbutton switch, installed on the front
three phases is not present, the BPCU panel of each box, a confidence check is done
prevents the closure of EPC, SVTR and and internal circuitry and shunt continuity are
tested. If each protection unit and its interconnec-
SVR tions operate correctly, FAIL indicator light,
●
installed on front panel of each box and FAULT
With EPC opened, AC external power legend on respective battery CHG pushbutton
connected, and SVTR closed, the BPCU switch comes on and will disappear after 7 ±1
opens and locks out the SVTR whenever seconds (testing time).
voltage on each phase is below 10VAC
and simultaneously its current is lower If a failure is detected, during the confidence
than 26A. check, TEST indicator light and FAULT legend
on respective battery CHG pushbutton switch
● With AC external power connected and remain on as long as the TEST pushbutton switch
EPC closed, the BPCU opens and locks is held pressed.
out the EPC whenever voltage one each
phases is below 10VAC and simulta- Thermal Runaway Protection
neously its current is lower than 26A.
Either MBPU or EBPU prevent the relative bat-
tery from thermal runaway under all operating
DC SYSTEMS PROTECTIONS conditions and monitors the charging current
value (in a range of 10–150 amps) by means of
one-minute sampling periods.
Battery Protection
Each protection circuit operates if the following
Shunt MBPU-EBPU Open Line increasing rates of charging current are detected
Protection for 3 successive sampling periods:
In the event of an open line condition between ● With battery temperature equal to or
each protection unit and related charge-discharge greater than 0°C and charging current
shunt, either MBPU or EBPU causes opening between 10 and 150A: 0.4 ±0.2A per
and lockout of related charge contactor, interrupt- minute
ing the respective battery charging.

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● With battery temperature less than 0ºC Speed Signal 45% Failure
and charging current between 10 and
150A: 1.2 ±0.4A per minute Each GCU detects a failure at the 45% S-G speed
trip point. If this does not occur in spite of the
● Upon detection of an incipient thermal 66% S-G speed trip point is operated, a speed
runaway each protection unit causes signal fault condition will exist within the GCU.
At the same time, activation of the CCAS occurs
opening and lockout of related charge and the FAULT legend on the related START
contactor, interrupting the charging. pushbutton switch illuminates.
High Charging Current Protection When this fault condition occurs, the BPCU
gives a signal to the GCU to inhibit the start con-
If the charging current stays higher than 150A for tactor opening until the start sequence is
90 seconds, either MBPU or EBPU cause imme- manually terminated by crew action (setting the
diate opening and lockout of related charge ENG START selector switch to the OFF posi-
contactor, interrupting the charging. tion). After this action, the GCUs close the
related GCs.
DC Starter-Generator
Protections Differential Fault Protection
The differential fault protection isolates any short
Overspeed (OS) Protection circuit fault in a zone extended from the neutral
side of generator winding to the associated GC.
The overspeed protection is used mainly during
the starting phase. If there is a sudden removal of If this protection is activated, the GCU automati-
the S-G load due to drive shaft breakage, the cally removes the power from the S-G (SGFR
resulting overspeed could damage the machine opened) and disconnects it from its bus by related
by centrifugal degradation. GC opening. The protection operates on ground
also during engine starting and if it is activated
To prevent this, the overspeed protection circuit during start sequence the GCU automatically
gives a protection signal to voltage regulator that opens the related SC.
keeps the field current to the maximum value and
limits the speed to a safe level excluding any Whenever a differential fault is detected, its pro-
mechanical degradation. tection circuit gives outputs to other system
components in order to isolate the failed channel
Whenever an overspeed is detected the OS pro- and gives indication to CCAS. The FAULT leg-
tection circuit gives outputs to other system end illuminates on either the related START
components in order to isolate the failed channel pushbutton switch or the related DC GEN push-
and gives indication to CCAS. The FAULT leg- button switch.
end on related START pushbutton switch
illuminates.
Underspeed (US) Protection
Speed Sensor Failure The S-G speed is continuously monitored by
related GCU in order to give protection against
A speed sensor, located in each S-G, detects the input underspeed.
generator input speed and provides a propor-
tional output signal to the related GCU for over- Whenever the S-G speed drops below 6,480 ±60
under speed protection and starting cycle control. rpm for a time between 0.100 and 0.200 seconds,
In the event of failure of a speed sensor the asso- an underspeed condition will be detected. Each
ciated GCU gives a signal to the BPCU that GCU, under this condition, opens the related GC
allows the illumination of FAULT legend on until the condition exist.
related START pushbutton switch. At the same
time the activation of the CCAS occurs.

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Whenever an underspeed is detected, its protec- and gives indication to CCAS. The FAULT leg-
tion circuit gives outputs to other system end on related DC GEN pushbutton switch
components in order to isolate the failed channel illuminates.
and gives indication to CCAS. The FAULT leg-
end on the related DC GEN pushbutton switch Overexcitation (OE) Protection
illuminates. This protection does not require any
reset action. Each GCU provides overexcitation protection by
monitoring the voltage of the S-G field coil. An
Undervoltage (UV) Protection overexcitation condition is detected if the voltage
exceeds 39 VDC. The GC and SGFR then open,
Each GCU gives an undervoltage protection dur- and closure is inhibited until the system is reset
ing the normal generation in the speed range of by pressing the DC GEN pushbutton switch.
7,600 to 12,000 rpm. The UV protection circuit
is operated whenever the voltage at POR fails Whenever an overexcitation is detected, its pro-
under 24.5 ±0.75V and no cross-start condition tection circuit gives outputs to other system
exists. components in order to isolate the failed channel
and gives indication to CCAS. The FAULT leg-
Under this condition and after a time delay end on the related DC GEN pushbutton switch
between 8 and 10 seconds there will be the GC illuminates.
and SGFR opening and closure inhibition of
these ones until manual reset by pressing DC Overcurrent Protection—Load
GEN pushbutton switch. Shedding
In addition, an undervoltage condition is detected Each GCU monitors the output load level of the
if the field weakening function during start mode related S-G after an inverse time delay and gives
does not disengage at 45% full speed. In this case load shedding signal to the BPCU. At the end of
there is illumination of related FAULT legend on load shedding sequence, the BPCU gives a logic
START pushbutton switch and the activation of level signal to the GCU. If an overcurrent condi-
the CCAS occurs. tion continues to be detected, the GCU provides
a signal to the protection circuit to open the GC
The UV protection is inhibited whenever there is and SGFR. If the BPCU fails to give the load
either underspeed condition and or overcurrent shed end signal, the GCU opens the GC and
condition. SGFR and commands a BTC lockout, through
the BPCU.
Whenever an undervoltage is detected, its protec-
tion circuit gives outputs to other system The OC protection also inhibits GC and SGFR
components in order to isolate the failed channel closure until manually reset by pressing the DC
and gives indication to CCAS. FAULT legend on Gen pushbutton switch. Inhibition of the BTC
the related DC GEN pushbutton switch comes closure, through the BPCU, remains until manu-
on. ally reset by pressing the BTC pushbutton
switch.
Overvoltage (OV) Protection
Whenever an overcurrent is detected, its protec-
Each GCU controls the voltage at the POR and tion circuit gives outputs to other system
protects the system from an overvoltage condi- components in order to isolate the failed channel
tion. When an overvoltage condition is detected, and gives indication to CCAS. The FAULT leg-
the GC and SGFR open and closure is inhibited end on the related DC GEN pushbutton switch
until the system is manually reset by pressing the illuminates.
DC GEN pushbutton switch.
Whenever an overvoltage is detected, its protec-
tion circuit gives outputs to other system
components in order to isolate the failed channel

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Reverse Current Protection Load Shedding

Each GCU monitors the equalizer winding volt- The BPCU controls and performs automatic load
age drop polarity and gives a reverse current shedding by overload information from the DC
protection on the associated channel. GCUs and by monitoring DC external power
overload current. In the event of the S-G 1 over-
When a reverse current of 40 ±4 A is detected, load, DC service bus contactor 10PX and DC
the GC opens in 0.015 seconds. This protection utility bus 1 contactor 29PU are opened in
does not require any reset action. sequence after time delays to bring the system
load within the continuous rating of the operating
In addition, the S-G paralleling operation is an power sources. In the event of the S-G 2 over-
exceptional configuration for DC electrical sys- load, DC utility bus 2 contactor 30PU opens in
tem and occurs only if BTC contacts are welded. the same way.
This situation is detected by the BPCU. It
informs the two GCUs, which activate the equal- Under this condition, there will be the illumina-
izer circuit, to keep the average load current tion of the SHED legends respectively on DC
equal on each S-G of the paralleling system. GND SVCE bus pushbutton switch 15PX and on
DC SVCE-UTLY bus pushbutton switch 47PU.
In order to improve engine starting perfor- At the same time the activation of the CCAS
mances, a field weakening system is used to keep occurs.
positive torque, in particular at higher starting
speeds, at the S-G output drive shaft. BTC Control and Lockout
In starting mode, each S-G reaches the speed The BPCU gives automatic control to the BTC,
necessary for engine starting by the field weaken- connecting or disconnecting the DC buses 1 and
ing technique, which progressively reduces the 2 (bus tie).
current in the shunt field winding in order to keep
a constant starting current. This is achieved When BTC pushbutton switch 26PU (MAIN
within the related GCU by modulating the field ELEC PWR panel) is released the bus-tie system
current regulator. is standby operating.
Each GCU is designed to prevent repeated clo- When both DC buses 1 and 2 are normally sup-
sure of SGFR, GC (and BTC) in the event of plied by the corresponding S-Gs, the bus-tie
manual closure under a system fault detection or contactor is kept in opened position. If one S-G
abnormal pushbutton switches actuation. fails to operate (or if it is not connected), or when
ground power unit is connected to the DC exter-
An intercommunication data link is given nal receptacle 1PG (acceptable quality), the
between BPCU and each GCU. If this intercom- BPCU closes the BTC. The BPCU prevents the
munication is lost, the BPCU locks out the BTC, closure of BTC by a lockout signal if a short cir-
closes the battery SC, and each GCU controls its cuit is detected on the DC bus 1 or 2, isolating
proper channel. the failed bus.
The GCU provides built-in test (BITE) controls
and display accessible from the front panel of the
unit. The BITE has two separate functions:
● Shutdown fault annunciation

FlightSafety
international
External Power Protections Reverse Polarity

Whenever DC external power is connected to air-
External Power Overvoltage craft receptacle P6, the BPCU gives protection
Protection against reverse polarity. When a reverse polarity
is detected the BPCU inhibits EPC, GHC, SVTR
The BPCU gives protection against overvoltage, closure.
when DC external power is available and of
acceptable quality. Whenever an overvoltage is
detected (voltage greater than 33.5V), the BPCU Unselected Crank Attempt
opens and locks out:
The BPCU monitor contactor status in order to
● DC external power contactor 11P6 DC avoid any unselected start attempt on ground.
service bus transfer relay 8PX and Lockout signals are inhibited in flight by remov-
ing the disagree condition.
● DC ground handling bus contactor 6PX
The EPC is manually reset by pressing EXT BITE SYSTEM

PWR pushbutton switch 2P6.
The BPCU provides built-in test (BITE) controls
and display accessible from the front panel of the
External Power Undervoltage unit. The BITE has two separate functions:
Protection
Whenever the DC external power is available and
of acceptable quality, the BPCU gives protection ●
against undervoltage. Whenever an undervoltage Shutdown fault annunciation.
is detected (voltage under 24.5 ±0.75 V and no
starting condition is operating), the BPCU opens Confidence Check
and locks out the EPC, SVTR, and GHC. Open-
ing and lockout of the contactors and relays The confidence check can be operated only on
occurs at 9 ±1 second after the undervoltage is the ground. Pressing the confidence check
detected. The EPC is manually reset by pressing switch, on the front panel of the unit, causes a CC
EXT PWR pushbutton switch. indicator light to illuminate, indicating that the
test in progress.
External Power Overcurrent
Protection After 10 ±1 seconds (testing time) the CC indica-
tor light extinguishes if the BPCU operates
Whenever DC external power is available and of correctly. If a failure is detected, the CC indicator
acceptable quality, the BPCU gives protection light stays on for 60 seconds.
against overcurrent in conjunction with Hall
effect current sensors. Whenever an overcurrent
is detected, the BPCU opens and locks out the Shutdown Fault Annunciation
EPC, SVTR and GHC. The EPC is manually
reset by pressing EXT PWR pushbutton switch. The BITE system is also provided with magnetic
indicators to display a START CHANNEL-APU-
During engine starting, as soon as the maximum BPCU-CONTACTOR CONTROL FAULT. The
starting peak current value is over 1,450 ±100 A, magnetic indicators are installed on the front
the BPCU sends a signal to the GCUs which panel of the BPCU.
open the related starting contactors.

FlightSafety
international
If a fault condition occurs the BPCU finds the keep to a minimum mechanical end elec-
cause and shows the responsible failed line trical inrush loads).
replaceable unit (FLRU) on its front panel as
follows: ● From 10% to 45% NH, main battery is
●
aided by the other operating S-G.
START CHANNEL (ENG 1, ENG 2)
FAULT magnetic indicator is energized
whenever the BPCU detects a related NOTE
start channel fault.
The ground power unit has priority
● BPCU FAULT magnetic indicator is either on the S-G or on the main bat-
energized whenever BPCU circuitry tery, providing (alone) engine starting.
detects a microprocessor failure. The cross-start is inhibited.
● BPCU-CONTACTOR FAULT magnetic Flight Starting Mode

indicator is energized whenever the
BPCU fail to command correctly the fol- In flight, the cross-start is not operating and the
lowing contactors: SVC, SVTC, GHC, engine starting can be done only by the main
BTC, UCs, EPC, and GC through the battery.
GCU
Reset of the magnetic indicators is possible by Generating Mode

pressing the RESET switch on the same panel. If
the fault persists, the indication is shown again. When an engine reaches 61.5% NH, the respec-
tive S-G is operating as generator.
The BPCU has circuitry to shut down the exter-
nal power channel, to isolate the main engine
generating channels, and to close the battery SG Hotel Mode
in the event of microprocessor failures of either
the software or hardware. In hotel mode, operating only on ground, the
right engine runs with the propeller brake
engaged, as an electrical power source. In this
STARTER-GENERATOR mode, all DC and AC constant frequency buses
are supplied by S-G 2 while ACW buses are not
OPERATIONAL MODES supplied. In hotel mode, the left engine is not
used.
Ground Starting Mode
In starting mode, each S-G rotates the respective
engine to its self-sustaining point. Either main
battery or the ground power unit can be used to
start the first engine, either left or right. The sec-
ond engine, if the DC external power is not
available, is started by main battery and the run-
ning S-G (cross-start) in the following way:
● Between 0% and 10% NH, main battery,
alone gives electrical power (in order to

24-76
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
GC1 11PU BSC 3KG GC2 12PU
UBC1 BTC UBC2

UTIL BUS UTIL BUS
DC MAIN BUS 2

DC MAIN BUS 1
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR
CHG 23PA MAIN ELEC PWR 29VU
CTR SHUNT MAIN AC BUS 1 AC BUS 2

SHUNT
BUS 1/2 MAIN STBY BUS
HOT EMER BAT BUS HOT MAIN BAT BUS BUS INV BUS INV
XFR BAT
OFF FAULT OFF FAULT
EMER CTR
7XA 64PA 11PA 4XA O U
BAT 1PA INV 1 V
R
N
D
INV 2
DC GND/HDL BUS ESS D V BAT
EMER
OVRD
BUS BUS
58PA EMER BUS ESS BUS
INV 1 XFR 6PX 2PX 3PA XFR ON
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
HOT DC BUS 1 3 3 DC BUS 2
DCH CH
EMER 4x100
ASTR 33XA DC BUS DC BUS
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
CFC 1 ACBTR CFC 2 DC SVCE/UTLY BUS
STAT INV STAT INV
AC MAIN BUS 1 AC MAIN BUS 2 ISOL
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT
FlightSafety
X START
OFF FAIL ON OFF
international
Figure 24-31 No Power Selected
Revision 2
Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
DC MAIN BUS 1 DC MAIN BUS 2
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
9PA

3XA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
XFR BAT OFF FAULT OFF FAULT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-32 Basic Mode
24-77
24-78
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU

EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR

BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF ON OFF
FlightSafety
FAIL
international
Figure 24-33 Right Engine Start
Revision 2
Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR


SHUNT

EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-34 DC Generator 2 On Line
24-79
FlightSafety
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1000
MAIN BATTERY
600
AMPS
OPPOSITE
GENERATOR
0% 10% 45%
NH
Figure 24-35 Cross Start Power

Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
MAIN BAT

3XA EMER 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-36 Left Engine Cross Start
24-81
24-82
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS

1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT
FlightSafety
X START
OFF FAIL ON OFF
international
Figure 24-37 Both Generators On Line
Revision 2
Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2

16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR
MAIN ELEC PWR 29VU
CHG 23PA
SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF ON OFF
FlightSafety
FAIL
international
Figure 24-38 DC Generator 2 Failure
24-83
24-84
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS

1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT
FlightSafety
X START
OFF FAIL ON OFF
international
Figure 24-39 Main Bus 2 Failure
Revision 2
Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA

BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-40 Main Bus 1 Overload - Phase 1
24-85
24-86
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU

EMER MAIN BAT
3XA 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
7XA 64PA O U
BAT 11PA 4XA INV 1 V N INV 2

1PA R D
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Revision 2
Figure 24-41 Main Bus 1 Overload - Phase 2

Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
3XA 9PA 8PA 10XA

BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-42 External Power Operation
24-87
24-88
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
MAIN BAT

3XA EMER 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT V N
INV 1 INV 2
1PA R D
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-43 Service Bus Supply
Revision 2
Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT

3XA 9PA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V
R
N
D
INV 2
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-44 Ground Handling Bus on Main Battery
24-89
24-90
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2

UTIL BUS UTIL BUS
1 29PU 36PU 30PU 2
16PU
EMER MAIN BAT
9PA

3XA 8PA 10XA
BAT 42PA CHG CTR

SHUNT
EMER CTR
BAT 1PA INV 1 V N INV 2
R D
EMER
OVRD
BUS BUS
XFR CTR CTR
CTR 11PD 3PD OFF
DC EMER BUS
2PA
DC ESS BUS
EMER BAT MAIN BAT
CHG CHG
STBY
BAT AMP
XFR 4PD FAULT FAULT
CTR OFF 0 OFF

1 1
2 DC 2
DC STBY BUS AMP
DCH CH
EMER 4x100
BAT OFF BAT SEL OFF
13PD
BUS AC STBY BUS
BTC
XFR EMER MAIN
CTR
STAT INV STAT INV
1 9XA 20XA 2 SHED
19XA
FAULT AVAIL FAULT

X START
OFF FAIL ON OFF
FlightSafety
international
Figure 24-45 DC Ground Handling Bus on External Power
Revision 2
Revision 2
S/G 1, 1PU S/G 2, 2PU

EXT PWR
DC SVCE BUS
EPC 11PG
SSR STR
SC1 10PX 8PX SC2
1KG 2KG
UBC1 BTC UBC2
UTIL BUS UTIL BUS
1 29PU 36PU 16PU 30PU 2

3XA 9PA 8PA 10XA
42PA 23PA
SHUNT MAIN
SHUNT
BUS 1/2 MAIN
HOT EMER BAT BUS HOT MAIN BAT BUS
XFR BAT
EMER CTR
1PA
7XA 64PA 11PA 4XA
BAT
DC GND/HDL BUS ESS
EMER
INV 1 BUS BUS
58PA 6PX 2PX XFR
XFR XFR 3PA HARD WIRE LOGIC
CTR CTR
CTR DC EMER BUS 11PD 3PD
2PA DC ESS BUS
STBY BPCU
XFR 4PD
CTR
HOT
DC STBY BUS
EMER
GCU 1 or 2
BAT ASTR 33XA
13PD AC STBY BUS
BUS
XFR
CTR CFC 1 ACBTR CFC 2 MBPU or EBPU
STAT INV STAT INV
AC MAIN BUS 1 AC MAIN BUS 2
1 9XA 20XA
19XA 2
FlightSafety
international
Figure 24-46 Control Logic
24-91
Figure 24-47 AC Constant Frequency Control
FlightSafety
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Figure 24-48 AC Wild Frequency Control
Figure 24-49 DC Bus Distribution (Sheet 1 of 2)
FlightSafety
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Figure 24-50 DC Bus Distribution (Sheet 2 of 2)
FlightSafety
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Figure 24-51 Main Battery Charge Control
Figure 24-52 Emergency Battery Charge Control
FlightSafety
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Figure 24-53 DC Generation (Sheet 1 of 2)
Figure 24-54 DC Generation (Sheet 2 of 2)
FlightSafety
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Figure 24-55 Feeder Overheat Protection
FlightSafety
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Figure 24-56 DC Measuring

FlightSafety
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Figure 24-57 ACW Service Bus Distribution
CHAPTER 25
EQUIPMENT AND FURNISHINGS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 25-1
GENERAL ............................................................................................................................ 25-1
Flight Compartment Arrangement ................................................................................ 25-3
Cabin ............................................................................................................................. 25-9
Galleys......................................................................................................................... 25-11
Lavatory....................................................................................................................... 25-11
Cargo Compartments................................................................................................... 25-15
Flight Compartment Components ............................................................................... 25-17
Cabin Components ...................................................................................................... 25-23
Galley Components ..................................................................................................... 25-29
Lavatory Components ................................................................................................. 25-29
Emergency Equipment ................................................................................................ 25-31
Accessory Equipment.................................................................................................. 25-35

ILLUSTRATIONS
Figure Title Page
25-1 Equipment and Furnishings Overview .................................................................. 25-2

25-2 Flight Compartment General Arrangement ........................................................... 25-3
25-3 Flight Compartment View and Workstation Access ............................................. 25-4
25-4 Emergency Evacuation .......................................................................................... 25-5
25-5 Equipment Racks ................................................................................................... 25-6
25-6 Cabin Layout ......................................................................................................... 25-8
25-7 Cabin Linings and Furnishings .............................................................................. 25-9
25-8 Galley and Lavatory Modules ............................................................................. 25-10
25-9 Forward Partitioning............................................................................................ 25-12
25-10 Zone 250 Partitioning .......................................................................................... 25-14
25-11 Captain’s and First Officer’s Seats ...................................................................... 25-16
25-12 Observer’s Seat.................................................................................................... 25-18
25-13 Electronics and Electrics Racks........................................................................... 25-20
25-14 Passenger’s Seats ................................................................................................. 25-22
25-15 Cabin Attendant’s Seat ........................................................................................ 25-24
25-16 Overhead Stowage Compartments ...................................................................... 25-26
25-17 Passenger Service Units....................................................................................... 25-28
25-18 Flight Compartment Emergency Equipment ....................................................... 25-30
25-19 Passenger Compartment Emergency Equipment................................................. 25-31
25-20 Floatation and Survival Equipment ..................................................................... 25-32
25-21 Emergency Locator Equipment ........................................................................... 25-34

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CHAPTER 25
EQUIPMENT AND FURNISHINGS
INTRODUCTION
The Equipment and Furnishings chapter describes and discusses the ATR 42 equipment-
furnishings. All equipment, furnishings, and components are described in terms of what they
are, where they are located, and how they are operated and powered. The purpose of this chapter
is to acquaint the maintenance technician with the aircraft equipment and furnishings. Systems
controls and use are described. Information concerning preflight operations and procedures are
included. This chapter has been written for familiarization and training. An approved aircraft
GENERAL
The equipment/furnishings chapter covers the ● A flight compartment designed for two
equipment and furnishings for crew and passen- crewmembers. An optional observer seat
ger comfort. In cargo compartments, luggage or can be installed.
payload is held by means of easily removable
nets. The walls are resistant to blows. The lining ● A variable volume cargo compartment
panels are easily removable. Equipment and fur- which is loaded through a left forward
nishings include: door

Figure 25-1 Equipment and Furnishings Overview
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● A passenger compartment separated from

the cargo compartment by a partition; a
SYSTEM DESCRIPTION
folding cabin attendant seat can be
installed on this partition. Access to the Figure 25-1 shows an overview of the ATR 42
equipment and furnishings.
passenger compartment is gained through
a passenger/crew door located on the air-
craft aft section on the fuselage left side; FLIGHT COMPARTMENT
t h e d o o r o p e n s d ow n wa r d s a n d i s ARRANGEMENT
equipped with integral stairs
●
The ATR flight compartment is designed for two-
An aft area in which the following mis- man crew operation (Figure 25-2). It is equipped
cellaneous items of equipment can be with:
installed according to the version:
● A captain seat and a first officer seat
❍ A lavatory compartment adjustable on the three axes and bolted
onto the floor structure. Installation of
❍ A folding cabin attendant seat armrests is optional.
❍ One or two galleys ● One optional observer folding seat
hinged onto the electronics rack. This
❍ An aft service door on the right side, seat is elevated for good visibility of
opening forward instruments.
❍ One or two coat rooms For safety reasons, the observer seat can be dis-
placed around a horizontal axis located in its
❍ An aft cargo compartment lower part for access to the flight compartment.
Figure 25-2 Flight Compartment General Arrangement

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Figure 25-3 Flight Compartment View and Workstation Access

According to the version, the following items of ● 1 briefcase on electronics rack front face
equipment are installed in the flight compartment
(Figure 25-3): ● 1 stowage box for flight manuals in the
aft section of the F/O console.
● 1 briefcase stowage box in each side con-
sole and 1 observer briefcase Access to work stations is gained via the passen-
ger/crew door located aft of the aircraft, through
● 2 stowage boxes on either side of the cen- t h e p a s s e n g e r c o m p a r t m e n t a n d c a rg o
ter pedestal for normal and emergency compartment.
checklists
Emergency evacuation of the crew is made via an
● 1 or 2 crew coat hanger emergency hatch located in the flight compart-
ment ceiling (Figure 25-4). The hatch dimensions
● 2 boomset holders are 508 mm x 508 mm (20" x 20"). Steps integral
with the electrics rack enable access to the emer-
● 2 or 4 microphone holders gency hatch.
● 2 side chart holders An evacuation rope housed in the upper part of
the electrics rack is provided for emergency evac-
● 2 lighted chart holders on control uation. Evacuation may also be made by
columns removing the flight compartment access door and
the observer seat from their hinges.
Figure 25-4 Emergency Evacuation

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Figure 25-5 Equipment Racks

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Equipment Layout NOTES

To facilitate indicator reading flight compartment
instrument panels are inclined as follows with
respect to the vertical datum:
● 15º for the main instrument panels
● 18º for the glareshield
With respect to the horizontal datum:

● 23º for the overhead panel
● 9º for the main circuit breaker panel
Equipment Racks
Figure 25-5 shows the location of the equipment
racks.
The electrics rack is located aft of the first officer
seat. The electronics rack is located aft of the
captain seat.
Linings and Furnishings

The furnishings are made:
● Either of pressed sheet metal
● Or of synthetic material:
❍ Molded plastic
● Sandwich structure
● Honeycomb structure

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Figure 25-6 Cabin Layout

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CABIN vibrations and therefore the audio level in the

cabin.
The cabin furnishing is so designed as to enable
the volume of the forward cargo compartment to The passenger service units are located under the
vary (Figure 25-6). Thus, according to the air- overhead stowage compartments above the pas-
craft versions, the cabin seat number may range sengers. The size of the module is such that it fits
from 50 seats to 18 seats by varying seat pitch, into the overhead stowage compartment on
location of forward mobile partition and furnish- which it is mounted.
ing present in cabin aft area (galley, coatroom, or
partition).
Cabin Linings and Furnishings
Furnishing panels are secured by means of elastic
hangers the function of which is to reduce the Figure 25-7 shows the cabin linings and
furnishings.
Figure 25-7 Cabin Linings and Furnishings

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Figure 25-8 Galley and Lavatory Modules

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Heat and Sound Insulation LAVATORY

The insulation blankets are made of glass wool The lavatory (Figure 25-8) is installed in the air-
flakes. They are attached to the inner side of fuse- craft aft section, on the left side aft of the
lage lining panels between frames and they are passenger/crew door.
easily removable.
They can be entered, fully equipped into the air-
craft through the forward cargo compartment
Overhead Stowage door.
Compartments
A 50-mm clearance is provided between the lava-
Several modules are installed in the passenger tory walls and the floor to facilitate cleaning and
compartment ceiling. avoid corrosion problems.
The surrounding floor panels and structures are
Floor Covering protected against corrosion by means of:
The passenger compartment floor is covered with ● A polycarbonate coating; the lavatory
a carpet cut out into several pieces reinforced by inner edge is leakproof
edge doublers and Secured to the floor by dou-
ble-sided tape. In the entrance and galley area, ● A non-slip leakproof carpet
the floor is covered with a non-slip leakproof car-
pet. This carpet is secured to the floor as follows: The lavatory can be locked from inside. An
●
OCCUPIED or VACANT sign is displayed on
Secured under door thresholds the outside.
● Bonded at level of cargo compartment The lavatory is secured to the aircraft structure by
entrance area means of:
● Attached by means of double sided tape ● Four attachment fittings, on primary
at the other points structure at the lower part
● Three rods secured to the structure at the
GALLEYS upper part
Figure 25-8 shows the location of the galley
module(s). According to the version, there is:
● One main galley located in section (A);
in the passenger compartment aft section,
on the right side, forward of the service
door
● One secondary galley, located:
❍ Either in section (B); in the passenger
compartment aft section, on the left
side
❍ Or in section (C) or (D); in the aft
cargo compartment

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Figure 25-9 Forward Partitioning

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Curtains and Partitions The partitioning may include:

● On the passenger compartment side, a
Curtains magazine rack on the left side and pas-
One or several curtains, according to the version, senger instructions on the right side
are installed in the entrance area. When extended
● On the door, pressure equalization flap
they serve:
between the cabin and cargo compart-
● To isolate the cabin attendants working in ment in the event of depressurization.
the galley area The door can be locked in closed position
and removed (removable from its hinges)
● To isolate the ground personnel from the from the cargo compartment if the lock is
passengers during aft cargo compart- jammed in closed position
ment loading or unloading service
operations (or the class C aft cargo com- ● A foldaway cabin attendant seat.
partment) or the galley
The attendant seat box can have blowout doors
● To isolate the cabin attendants from the opening towards the inside of the box.
cold air coming through the passenger
door The blowout doors are held in closed position by:
● Shear pin
Partitions
● Rollers
Forward Partitioning
The forward partitioning (Figure 25-9) separates Passenger Compartment—Entrance
the forward cargo compartment from the passenger Area Partitioning
compartment and can be a bullet-proof partition.
According to the version, the entrance area is
It consists of four sections: separated from the passenger compartment by:
● Galleys
● A left section
● Partitions secured to the floor, side, and
● A right section
upper rails of the equipment and
● A door furnishings
● A transom The left aft partition separates the passenger

compartment from the lavatory area.
This partitioning is movable to raise number of
passengers, according to the version. It is According to the versions, a cutout is provided at
attached to the floor rails and the side and upper the lower part for the oxygen bottle housing
extrusions of the lining panels. which is closed by means of an access door. A
coatroom closed by a door or a curtain may be
attached to it.

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Figure 25-10 Zone 250 Partitioning

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Aft Partitioning Aft Cargo Compartment

This consists of (Figure 25-10):
Cargo compartment loading is made through the
● The lavatory forward partition right aft service door. This door opens forwards.
● Depending on the version, luggage is held by

The cabin attendant seat partition means of:
● The frame ● Cross-nets located at the front and rear of
the cargo compartment
The aft cargo compartment is isolated either by a
curtain or by a folding door featuring a pressure- ● Walls made of lining panels either, held
compensating flap. The flap will open either tight between retaining strips and the
towards the inside of the cargo compartment or sub-structure, or secured by screws
the inside of the passenger cabin. It is held in
closed position by a roller. There may also be a clothes rail attached to the
According to the version, the following items of ceiling crossbeam or stowage compartments.
equipment are installed:
●
NOTES
A cabin attendant headset and call system
● A cabin attendant panel
● A cassette player
This partition is located between the aft cargo

compartment and the passenger compartment.
This partition is secured to the floor on support
fitting of cargo compartment post and to the ceil-
ing by a rod connected to the aircraft structure.
CARGO COMPARTMENTS
Forward Cargo Compartment

This cargo compartment is divided in two zones
separated by a passageway and is located
between the flight and passenger compartments.
Loading is made through the cargo compartment
door located at the aircraft forward section, on
the left side. Payload and luggage is held by
means of:
● Nets secured to posts, structure, and floor
● Walls made of lining panels held tight
between retaining strip and sub-structure

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Figure 25-11 Captain’s and First Officer’s Seats

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COMPONENT NOTES
DESCRIPTION
FLIGHT COMPARTMENT
COMPONENTS
Captain and First Officer's

Seats
The captain and first officer seats (Figure 25-11),
equipped with armrests are column mounted.
They are designed to enable easy accessibility to
the workstation and maintainability.
They are equipped with a safety harness.

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Figure 25-12 Observer’s Seat

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Observer’s Seat NOTES

The observer seat (Figure 25-12) is elevated to
enable monitoring of the overhead panel and all
the instruments on main instrument panel. It is
equipped with a safety harness.
In the event of crash without any structure distor-
tion, this seat can pivot about a horizontal axis at
the seat lower part so as to have the possibility to
assist the observer or other flight crew members.
Footrests are provided aft of the center pedestal
to make up for the seat height.

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Figure 25-13 Electronics and Electrics Racks

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L/H Electronics Rack (80VU) NOTES

Different items of equipment (Figure 25-13) are
located on the electronics shelves according to
the version. Equipment is replaced from the for-
ward or lateral panels.
R/H Electrics Rack (90VU)

The electrics racks is equipped on the front:
● The DC electrical power center
● The AC electrical power center
● The primary and secondary circuit
breaker panels
On the back:
● Shelves on which are installed the vari-
ous regulators and computers connected
to the electrical distribution
All the NO GO system controllers installed can

be replaced from the flight compartment
passageway.

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Figure 25-14 Passenger’s Seats

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CABIN COMPONENTS Attachment of the seat to the rail is performed as

follows:
Cabin Seats ● On the front side, by means of a quick

attach/detach fastener
Figure 25-14 shows a typical passenger seat.
● On the back side, by means of a bridge
Several types of double seat units exist:
●
Installation of seats on seat rails does not require
A standard right seat unit provided with any special tool.
floating cushions
● A left symmetrical seat unit NOTES
● A right emergency exit seat unit provided
with floating cushions which differs from
the standard seat units as the armrest is
shorter on wall side
● A left symmetrical aft facing seat unit
● A right aft facing seat unit provided with
floating cushions
● A left symmetrical aft facing seat unit
The double seat unit consists of (following

version):
● A forward folding backrest assembly
● An ashtray on center or exterior armrest
● A baggage retainer
● A seat pouch for reviews and passenger
instructions
● A bumper strip on aisle side
● A life vest stowage
● A seat belt
● A folding table attached to seat back
The main structure of the seat is metal.

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Figure 25-15 Cabin Attendant’s Seat

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Cabin Attendant Seats NOTES

The passenger compartment is provided with one
or two cabin attendant seats (Figure 25-15), one
in the front, one in the back or in the back if only
one attendant seat is installed.
Heat and Sound Insulation

The insulation blankets are made of glass wool
flakes. They are attached to the inner side of fuse-
lage lining panels between frames and they are
easily removable.

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Figure 25-16 Overhead Stowage Compartments

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Overhead Stowage Side Wall Panels

Compartments There are two kinds of sidewall panels, according
to their function:
Several modules are installed in the passenger
compartment ceiling (Figure 25-16). ● Sidewall panels which are of different
shapes depending on their location and
Each module is closed by a door automatically which may have windows that can be
latched by means of a latch. The door is held equipped with curtains. These panels are
open by means of a gas actuator. attached to an extrusion by means of
spring clips at the upper edge and to
Each module has four attachment points.
baseboards by means of screws at the
Two attachment points at the upper part; attach- lower edge.
ment is ensured by means of pip pins, pinned to a ●
bracket secured to the upper hand-rail Emergency exit panels which are
attached to the aircraft structure by
Two attachment points at the lower part; attach- means of screws.
ment is ensured by means of pins fixed on
brackets secured to the lower hand-rail Baseboards
The quick attach detach pip pins at the upper part The baseboards are secured to a back structure
enable tilting of the module so as to gain access attached to the main structure by flexible
to the systems located behind the overhead stow- fasteners.
age compartments.
NOTES
Ceiling Panels
There are two kinds of ceiling panels:
● Passenger compartment ceiling panels
● Entrance area ceiling panels
The passenger compartment ceiling panels are

secured by screws and they can be removed after
tilting the overhead stowage compartments.
Light and Ventilation Outlet Covers

They are located along the passenger compart-
ment above the sidewall panels. Each cover is
hinged at one edge. The opposite edge is pro-
vided with quick attach/detach fasteners, which
enables access to fluorescent lights. These covers
have a metallic structure.

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Figure 25-17 Passenger Service Units

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●
Passenger Service Units A folding table
● A dustbin
The passenger service units (Figure 25-17) are
located under the overhead stowage compart-
ments above the passengers. ● Containers for water, ice, food, etc.
Each basic PSU includes (according to the loca- The galleys are secured as follows:
tion in aircraft):
● Sections A, B, and D:
● Two attendant call pushbuttons
❍ At the upper part by means of adjust-
● A loudspeaker able rods or fittings
● A loudspeaker module mounted in every ❍ At the lower part, by means of fit-
other PSU tings, to the floor rails
● Passenger lighted signs ● Section C:
● Two or four reading lights ❍ To existing partitions by means of
screws
● Two or four air outlets
❍ To floor rails by means of fittings
It is possible to invert these modules to provide
for an arrangement adapted to seat pitch and
number of passengers. LAVATORY COMPONENTS
Each module is attached on one side by means of Lavatory equipment (according to the versions):
removable hinges enabling module tilting; quick
● An ashtray
attach-detach fasteners are provided on the other
side. Access to these fasteners is gained from the
● A mirror
overhead stowage compartments. It is possible to
unlatch the PSU and to maintain it half-open by
● A towel and paper dispenser
means of a rope to ease maintenance.
● A folding coat hanger
GALLEY COMPONENTS
● An assist handle
The galleys, generally supplied with electricity
are composed of several compartments, with ●
locking systems, which accommodate, according A wash basin
to options retained, the following items of ●
equipment: A waste container to which access is
gained via a door
● A trolley (folding or not folding)
The container is located in a compartment
● One or several hot jugs designed to contain any fires originating from
this compartment and, according to the versions,
● A sink with water supplied from a con- a fire extinguisher bottle.
tainer or supplied directly from the
potable water tank
● A coat room

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Figure 25-18 Flight Compartment Emergency Equipment

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❍
EMERGENCY EQUIPMENT Two flashlights
❍ One fire extinguisher
Figure 25-18 shows the location of flight com-
partment emergency equipment. Figure 25-19
s h ow s t h e l o c a t i o n o f c a b i n e m e rg e n cy ❍ Asbestos gloves
equipment.
● In passenger compartment:
The basic version includes the following emer-
gency equipment: ❍ Two flashlights
● In flight compartment: ❍ One first aid kit
❍ One rope ❍ Two fire extinguishers
❍ One axe
Figure 25-19 Passenger Compartment Emergency Equipment

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Figure 25-20 Floatation and Survival Equipment

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First Aid Equipment NOTES

The first aid equipment consists of a first aid kit
installed in the right aft section of the passenger
compartment, in line with the overhead stowage
compartments.
The first aid kit contains all the elements neces-
sary to provide first medical assistance.
Floatation And Survival

Equipment
Figure 25-20 shows the location of floatation
equipment. The captain, first officer and observer
life vests are located under their seat. The cabin
attendant life vest is located under the cabin
attendant seat. The passenger life vests (accord-
ing to the version) are located under passenger
seats.

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Figure 25-21 Emergency Locator Equipment

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ACCESSORY EQUIPMENT NOTES
Emergency Locator
The system (Figure 25-21)is comprised of:
● A transmitter
● An antenna
● A remote control
The transmitter is located in pressurized area and

is attached to the ceiling, on fuselage longitudi-
nal centerline, between FR38 and FR39. Power
supply is ensured by a 28V alkaline battery
incorporated in the transmitter.
When the transmitter is activated either automati-
cally after a 5 g minute impact along the
longitudinal axis or manually by means of the
remote control or the switch on the transmitter
casing. The transmitter operates in a frequency of
121.500 and 243.000 MHz for 48 hours.
Antenna
This low-profile, low-drag antenna is attached on
the fuselage ceiling between FR38 and FR39 and
is canted 30º to the rear. Electrical bonding of the
antenna is ensured by the four rivet shanks pass-
ing through attachment holes.
Remote Control
Remote control is ensured by one two-position
MAN-AUTO switch located on EMER LOC
TRANSM overhead panel 28VU.

CHAPTER 26
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 26-1
GENERAL ............................................................................................................................ 26-1
Fire Detection ................................................................................................................ 26-5
Fire Extinguishing ......................................................................................................... 26-5
COMPONENT DESCRIPTION........................................................................................... 26-9
Fire Detection Components........................................................................................... 26-9
Fire Extinguishing Components .................................................................................. 26-15
Engine Fire Control Panel ........................................................................................... 26-21
AFT COMPT/LAV SMK DET Panel ......................................................................... 26-21
Main Instrument Panel and Left Maintenance Panel .................................................. 26-23
Center Pedestal ............................................................................................................ 26-25
Flight Attendant’s Panel.............................................................................................. 26-25
Engine Fire Extinguisher Bottles ................................................................................ 26-26
Portable Fire Extinguishers ......................................................................................... 26-26
Aft Cargo Compartment Extinguishing System.......................................................... 26-26
System Tests................................................................................................................ 26-26

ILLUSTRATIONS
Figure Title Page
26-1 Smoke Detector Locations..................................................................................... 26-2

26-2 Engine Fire Detection and Extinguishing Systems ............................................... 26-4
26-3 Portable Fire Extinguishers.................................................................................... 26-6
26-4 Aft Cargo Compartment Fire Extinguishing System............................................. 26-7
26-5 Nacelle Sensing Element ....................................................................................... 26-8
26-6 Fire Control Unit.................................................................................................... 26-9
26-7 Aft Cargo Compartment and Lavatory Smoke Detectors.................................... 26-10
26-8 Ionization Smoke Detector Location ................................................................... 26-11
26-9 Nacelle Overheat Sensor...................................................................................... 26-12
26-10 Fire Extinguishing Bottles ................................................................................... 26-14
26-11 Fire Extinguishing Lines and Associated Components ....................................... 26-16
26-12 Portable Fire Extinguisher in Flight Compartment ............................................. 26-17
26-13 Diffusers in Aft Cargo Compartment .................................................................. 26-18
26-14 Lavatory Dustbin Extinguishing.......................................................................... 26-19
26-15 Typical Overhead Panel Fire Controls and Indications ....................................... 26-20
26-16 Typical Fire Protection Controls and Indications ................................................ 26-22
26-17 Typical Engine Condition Levers ........................................................................ 26-24
26-18 Typical Flight Attendant’s Panel ......................................................................... 26-25

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CHAPTER 26
FIRE PROTECTION
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INTRODUCTION
This chapter describes and discusses the airplane fire protection systems. The fire protection
systems and components are described in terms of what they are, where they are located, and
how they are operated and powered. Indications, annunciators, and information related to this
system are also discussed. The purpose of this chapter is to acquaint the maintenance technician
with the ATR-42 fire protection systems. System controls and use are described.
GENERAL
The fire protection systems are designed to The various protection systems detect smoke
reduce the effects of a fire on board the aircraft and/or extinguish fire in the following:
by detecting fire or smoke at its beginning. Early
● Each engine nacelle
warning enables the crew to locate and extin-
guish the fire as soon as possible. Automatic,
● Cargo compartments
manual, and panel-controlled fire extinguishing
provide means of extinguishing a fire if one
● Areas that are occupied in flight
should occur.
● Lavatory dustbin

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Figure 26-1 Smoke Detector Locations

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Fire protection is achieved by multiple fire detec-
tion and extinguishing subsystems. These include
the following:
● Heat sensing loops in the engine nacelles
● Right nacelle overheat detection
● Smoke detectors in the cargo compart-
ments, electronics rack, and lavatory
● Two fire extinguishing bottles for the
engine nacelles
● A fixed lavatory dustbin extinguishing
bottle
● Portable fire extinguishers for the crew
and passenger areas
Power for the fire control and indicating system

is 28 VDC from the emergency bus. Figure 26-1
shows the locations of the smoke detectors. Fig-
ure 26-2 shows the engine heat detection and
extinguishing systems.

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Figure 26-2 Engine Fire Detection and Extinguishing Systems

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FIRE DETECTION FIRE EXTINGUISHING

Multiple sensing methods allow fire detection in Extinguishing methods vary according to fire
the various airplane areas. Engine fire detection location. For each method, either fixed or porta-
is achieved by thermosensing loops in the engine ble fire extinguishers are used.
nacelles. The right engine has a nacelle overheat
warning circuit. Cargo compartments and the A fire extinguishing system in each engine uses
electronics rack have ambient air smoke detec- the extinguishing agent monobromotrifluo-
tors. The lavatory has automatic extinguishing in romethane (CF3Br), stored in sealed bottles. The
case of a dustbin fire. bottles, installed on either side of the fuselage,
connect to the engines with lines routed from the
The engine fire detection system (Figure 26-2) fillet to the engine along the aft wing spar. These
uses identical Graviner Triple FD (fault free distribute the extinguishing agent directly into
detection) type detectors for each engine. The the fire zone through the extinguishing lines.Fig-
Graviner system comprises two continuous ther- ure 26-2 shows the fire extinguishing system.
mosensing loops in the engine nacelles. Each
loop includes four sensing elements connected The lavatory is equipped with an automatic fire
in series. Self-monitoring circuits illuminate extinguishing system, which uses a Halon fire
warning lights in the flight compartment if a mal- extinguisher installed above the bin. The fire
function occurs. Each loop may be tested using extinguisher is activated automatically when the
the corresponding test switch. area of the bin reaches a temperature of 170 °F
(77 °C).
The detection loops connect to an electronic con-
trol unit in the flight compartment. The control NOTES
units use logic circuits to prevent false fire warn-
ings. If a fire occurs and the sensing element
warning threshold is reached, the corresponding
electronic control unit activates the warning
annunciators. Controls and indications are on the
flight compartment panels.
When operating in hotel mode, with the right
propeller brake locked, limited airflow through
the nacelle could allow temperatures to rise high
enough to cause nacelle damage. An overheat
thermal switch in the right nacelle provides
detection if overheat should occur.
The aircraft smoke detection system comprises
four smoke detectors, one each in the forward
and aft cargo compartments, one in the elec-
tronics rack air extraction system, and one in the
lavatory. The forward and aft cargo compart-
ments use photoelectric cell smoke detectors.
The electronics rack and lavatory smoke detec-
tors use ionization type detectors. When the
warning threshold is reached, the smoke detec-
tor activates the respective warning lights. Each
detection loop may be tested individually using
a test selector switch.

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Figure 26-3 Portable Fire Extinguishers

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Three portable fire extinguishers provide protec- The aft cargo compartment has a ceiling located
tion against fires in the crew and passenger areas. fire extinguishing system. This system allows
These include a Halon extinguisher in the flight extinguishing agent to be distributed throughout
compartment and under the flight attendant's seat the compartment when connected with a portable
and a water extinguisher in the forward baggage fire extinguisher (Figure 26-4).
compartment (Figure 26-3).
Figure 26-4 Aft Cargo Compartment Fire Extinguishing System

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Figure 26-5 Nacelle Sensing Element

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COMPONENT Fire Detection Control Unit

DESCRIPTION The fire detection control unit is housed in a rect-
angular aluminum container with a removable
lid. It is mounted in the electronics rack behind
FIRE DETECTION the first officer (Figure 26-6). The unit processes
COMPONENTS the signals from the sensing element and triggers
the corresponding indications in the flight com-
partment. On the unit’s front panel, there is a
Sensing Element three-position test switch and a set of fault lights.
These controls and annunciators are independent
The fire sensing element (Figure 26-5) is a flexi-
of the normal fire circuitry.
ble coaxial cable that changes resistance and
capacitance with changes in temperature. The Two similar circuits are employed for loop A and
cable has an outer stainless steel sheath contain- B sensing elements. The stabilizer, inverter, thick
ing a temperature sensitive glass base material film circuit, and its associated discrete compo-
and a center wire. At each end of the sensing ele- nents are housed on one board for each loop. A
ment is a sealed fireproof connector brazed to the third board houses relays and associated compo-
element, which connects to the aircraft’s electri- nents for both loops. The regulating transistors,
cal harness. This connector has a grooved device BITE switch, and BITE lamps are mounted on
that prevents cross connection between the loops. the container’s lid.
Figure 26-6 Fire Control Unit

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Figure 26-7 Aft Cargo Compartment and Lavatory Smoke Detectors

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Photoelectric Smoke Detector Detected smoke triggers an aural warning, cau-

tion lights and the master WARNING light.
The photoelectric smoke detectors on the ceiling
panels of the cargo compartments include a pho-
toelectric cell, light source, and testing lamp. The Ionization Smoke Detector
aft cargo detector receives ambient air from two
The ionization smoke detectors in the electronics
extraction fans in the duct aft of the detectors.
rack and for the lavatory (Figure 26-8) have two
The detector’s photoelectric cell analyzes the
ionization chambers. One chamber has a perfo-
amount of light passing through the air from the
rated housing that allows air to enter the cell, and
light source. If the cell detects a light threshold
the other is a sealed reference chamber. When
below 95% due to smoke, an output signal is pro-
smoke enters the perforated chamber, the change
duced (Figure 26-7).
in air particle movement triggers the warnings on
The detector is powered through the essential bus the central crew alerting system (CCAS) and
section 1 from circuit breaker 186WA and crew alerting panel (CAP).
through the essential bus section 2 from circuit
The detectors are powered by 28 VDC through
breaker 152WA.
the essential bus section 1 from circuit breaker
The fans are powered from two power sources 2WA. The CCAS selector switch enables cir-
and controlled by a flip-flop relay. Circuit breaker cuitry testing. Detected smoke triggers an aural
166WA supplies 115-VAC standby bus power to warning, caution lights, and the master WARN-
the fan control unit. Circuit breaker 168WA sup- ING light.
plies 28 VDC to control alternate fan operation.
Figure 26-8 Ionization Smoke Detector Location

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Figure 26-9 Nacelle Overheat Sensor

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Nacelle Overheat Sensor NOTES

An overheat thermal sensor (Figure 26-9) is
located in the right nacelle below the exhaust
nozzle and before the exhaust duct lips. During
hotel mode (right propeller brake operating), if
the nacelle temperature reaches 170° C, the
NAC OVHT annunciator illuminates. This sensor
is powered through the 28-VDC bus 2 section 1
from circuit breaker 6WH.
For hotel mode, there is a 15-knot tailwind com-
ponent restriction.

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Figure 26-10 Fire Extinguishing Bottles

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FIRE EXTINGUISHING NOTES

COMPONENTS
Engine Fire Bottles

The spherical, quick-discharge fire bottles (Fig-
ure 26-10) are mounted in the wing-to-fuselage
fillet on either side of the fuselage. Each bottle
has a volume of 3,670 cubic centimeters (224
cubic inches) and contains 2.95 kilograms (6.5
pounds) of CF3Br. The bottles are pressurized
with nitrogen at 41 bars (600 psi) at 21° C.
Two discharge heads on each bottle permit the
agent to be directed toward either engine. Percus-
sion of a pyrotechnic cartridge (squib) breaks a
diaphragm on the discharge head when the
appropriate pushbutton on the fire control panel
is pressed. Each bottle also has a pressure relief
valve on the lower side of the bottle. This pres-
sure relief valve breaks if the pressure inside the
bottle reaches 95.6–123 bars (1,400–1,800 psig).
The pressure relief valve also serves as the
filling port.
The squib is powered with 28 VDC through the
hot main bus and the emergency bus from circuit
breakers 1WE, 2WE, 3WE, and 4WE. A pressure
switch illuminates the DISCH warning light if
t h e b o t t l e p r e s s u r e d r o p s b e l ow 1 5 b a r s
(225 psig).

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Figure 26-11 Fire Extinguishing Lines and Associated Components

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Fire Extinguisher Lines have an aluminum valve that is spring-loaded

open. Pressure from the discharge of extinguish-
The fire extinguishing lines (Figure 26-11) are ing agent closes the water drain.
rigid light alloy lines routed along the aft wing
spar from the fillets to the engine nacelles. In the
nacelle area adjacent to the engine’s fire zone, Portable Fire Extinguishers
these lines are stainless steel and distribute the
The three portable fire extinguishers allow extin-
fire extinguishing agent directly into the fire
guishing fires in the flight compartment,
zone. Two crossfeed lines are routed inside the
passenger cabin, and forward and aft cargo com-
wing-to-fuselage junction fillet, above the fuse-
partments. The flight compartment holds one
lage. These allow extinguishing agent to be
portable halon fire extinguisher (Figure 26-12). A
directed toward the appropriate engine via two-
water extinguisher is located in the forward bag-
way valves. The two-way valves also prevent
gage compartment. A second halon extinguisher
released agent from the second bottle from going
is located aft, under the flight attendant’s seat.
into the first bottle.
Each extinguisher has a placard that gives
At the lines’ lowest points, four water drains are instructions for use, manufacturing date, expira-
installed, two on the two-way valves and two on tion date, and weight of the bottle.
the crossfeed lines lowest points. These drains
Figure 26-12 Portable Fire Extinguisher in Flight Compartment

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Figure 26-13 Diffusers in Aft Cargo Compartment

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Diffusers Lavatory Fire Bottle

Two diffusers on the ceiling of the aft cargo com- In case of a fire in the lavatory dustbin, a Halon
partment allow compartment fire extinguishing fire extinguisher bottle is installed above the bin.
when used with a portable extinguisher (Figure The extinguishing agent is discharged into the
26-13). A diffuser system opening above the dustbin by two tubes equipped with a valve at the
flight attendant’s seat connects to the portable end. It activates automatically if a heat source of
extinguisher discharge orifice. After connection, 170° F (77° C) is detected. Figure 26-14 shows
the portable extinguisher discharges into the aft the lavatory dustbin.
cargo compartment.
Figure 26-14 Lavatory Dustbin Extinguishing

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Figure 26-15 Typical Overhead Panel Fire Controls and Indications

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CONTROLS AND DISCH annunciator—Illumination indicates that

the respective fire extinguisher bottle has already
INDICATIONS discharged or its contents are depressurized.
Figure 26-15 shows the engine fire control sub-

panel and the aft cargo compartment and lavatory LOOP A and B Pushbuttons
smoke detector panel on the overhead panel.
The LOOP A and B pushbuttons each have two
annunciators. Pressing the pushbutton arms the
ENGINE FIRE CONTROL PANEL system to be able to detect faults in the respective
fire extinguishing loop.
SQUIB TEST Pushbutton FAULT annunciator—Illumination indicates that

the pushbutton is depressed and a fault has been
SQUIB TEST Pushbutton—When pressed the detected in the respective loop. A CCAS level 2
squib-firing circuit continuity test is initiated. A alert sounds and the amber LOOP light illumi-
successful test illuminates both white SQUIB nates on the CAP.
lights.
NOTE
ENG 1 and 2 Fire Handles
The fire detection system will not
The engine 1 or 2 fire handle glows red if the operate.
respective fire detector circuit signals a fire in the
associated nacelle. Pulling the handle causes the OFF annunciator—Illumination indicates that the
following to occur: respective switch is released. Alerts are inhibited
for that loop. Fire detection continues from the
● The AGENT 1 and 2 pushbuttons arm. remaining loop only.
● The respective SQUIB light illuminates.
TEST FIRE FAULT Toggle Switch
● The low pressure fuel valves close.
FIRE—Setting the switch to this position tests
● The engine bleed air and high pressure the fire detection circuits and associated lights.
valves close.
FAULT—Setting the switch to this position tests
● The deice and isolation valves close. the fault detection circuits and associated lights.
● The propeller feathers. AFT COMPT/LAV SMK DET

● The DC and ACW generators deactivate. PANEL
Some, but not all models, of the ATR 42 identify
AGENT 1 and 2 Pushbuttons this panel as the SMK DET panel.
The AGENT 1 and 2 pushbuttons have two

annunciators. Pressing either pushbutton dis- FANS Pushbutton
charges the fire extinguishing agent into the Pressing the fans pushbutton turns on the fans so
respective engine when the system is armed. that they operate in cycle. This pushbutton has
two annunciator lights.
SQUIB annunciator—Illumination indicates that
the respective fire extinguisher bottle is armed.

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Figure 26-16 Typical Fire Protection Controls and Indications

FAULT annunciator—Illuminates amber if fans alerts and illumination of the corresponding fire
are turned on and one fan has failed. handle.
ALTN annunciator—Illuminates white if the NAC OVHT annunciator—This annunciator illu-
pushbutton is released. The alternate fan operates minates when an overheat condition is detected
and the malfunctioning fan turns off. in the right nacelle during hotel mode operation
(or during any ground operations on aircraft with
mod 244). It is accompanied by CCAS level 3
MAIN INSTRUMENT PANEL alerting.
AND LEFT MAINTENANCE
PANEL ELEC SMK annunciator—This annunciator illu-
minates when smoke is detected in the avionics
Figure 26-16 shows the test control knob on the ventilation system. The light may also illuminate
left maintenance panel and the master warning in cases of smoke originating in the forward
and caution annunciators on the main instrument cargo compartment due to the circulation of air
panel. This figure also shows the crew alerting through the vent ducts. CCAS level 3 alerting is
subpanel with fire protection system annuncia- activated.
tors on the main instrument panel.
FWD SMK annunciator—This annunciator illu-
minates on the CAP when smoke is detected in
CCAS Test Selector the forward cargo compartment. CCAS level 3
alerting is activated.
SMK—Setting the CCAS test selector to the
smoke position tests the three smoke annuncia- AFT SMK annunciator—This annunciator illu-
tors on the crew alerting panel. minates on the CAP when smoke is detected in
the aft cargo compartment or lavatory. CCAS
The other positions on this knob do not pertain to level 3 alerting is activated.
the fire protection system.
Amber Caution Annunciators
Master Warning Annunciator LOOP annunciator—This annunciator illumi-
The master warning light illuminates simulta- nates on the CAP when a fault in the fire
neously with illumination of any of the red fire detection loop occurs. CCAS level 2 alerting is
warning annunciators. activated.
AIR annunciator—This annunciator illuminates
Master Caution Annunciator on the CAP when one of the smoke detector fans
in the aft compartment or lavatory has failed. It is
The master warning light illuminates simulta- accompanied by illumination of the amber
neously with illumination of any of the amber FAULT light in the AFT COMPT/LAV FANS
fire caution annunciators. pushbutton. CCAS level 2 alerting is activated.
Crew Alerting Panel NOTE

The AIR light also illuminates for mal-
Red Warning Annunciators f u n c t i o n s u n r e l a t e d t o t h e fir e
ENG 1 and 2 FIRE annunciators—This annunci- protection system.
ator illuminates when the fire detector loops
sense fire conditions in the respective engine.
Indication is accompanied by CCAS level 3

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Figure 26-17 Typical Engine Condition Levers

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CENTER PEDESTAL CARGO annunciator—This red annunciator illu-

minates if smoke is detected in the cargo
compartment. Illumination occurs simulta-
FUEL or FUEL SO Lights neously with the AFT SMK light on the CAP. It
remains illuminated as long as smoke is detected.
The engine 1 and 2 condition levers each have a
light in the lever handle. Figure 26-17 shows the LAV annunciator—This red annunciator indi-
engine condition levers on the center pedestal. cates that smoke has been detected in the
lavatory. Illumination occurs simultaneously
FUEL or FUEL SO light—Illumination indicates with the AFT SMK light on the pilot’s CAP. It
a fire in the respective engine. This identifies remains illuminated as long as smoke is detected.
which engine to shut down.
FLIGHT ATTENDANT’S PANEL

Figure 26-18 shows the fire protection smoke
annunciators on the flight attendant’s panel.
Figure 26-18 Typical Flight Attendant’s Panel

SYSTEM OPERATION AFT CARGO COMPARTMENT

EXTINGUISHING SYSTEM
ENGINE FIRE EXTINGUISHER The aft cargo compartment fire extinguishing
BOTTLES procedure consists of connecting the portable fire
extinguisher’s discharge nozzle to the system’s
If an engine fire occurs, pressing the AGENT 1 orifice. This opening is located above the flight
(or 2) pushbutton discharges the bottle. Dis- attendant’s seat. After connecting, the portable
charge is indicated by illumination of the amber fire extinguisher is then discharged into the
DISCH legend. opening.
NOTE SYSTEM TESTS

The ATR 42 Aircraft Maintenance
Manual (AMM) gives the step-by-step Loop Tests
procedures for extinguishing any air-
craft fires. Each detection loop may be tested individually
using a test selector switch. A faulty loop may be
When checking the fire extinguisher bottle pres- disconnected by selecting OFF on the LOOP
sure and weight, the pressure gage pointer must pushbutton switch. In this configuration, the
be in the green range. During fire extinguisher LOOP caution light on the CAP remains on,
bottle removal, check that its weight corresponds alerting the flight crew that one loop is deacti-
to the weight noted on the placard. va t e d . F i r e d e t e c t i o n i s p r ov i d e d b y t h e
remaining loop.
NOTE NOTE
The fire extinguisher gage is not visi- Fire detection system will not operate
ble unless the access panel is removed. with an illuminated LOOP FAULT
light.
PORTABLE FIRE Loop Fault Test

EXTINGUISHERS With the LOOP A and B pushbuttons pressed in,
The portable fire extinguisher is operated by placing the TEST switch to FAULT triggers the
removing the safety pin and squeezing the handle LOOP A and B fault signals. This causes the fol-
to discharge the extinguishing agent. The dis- lowing to occur:
charge can be stopped and started by releasing ●
and squeezing the handle. For the Halon extin- The amber FAULT legend on the LOOP
guishers, the pressure gage indicates the quantity A and B pushbuttons illuminates.
of agent left into the bottle. If the pointer is in the ●
red range, the bottle must be replaced. The LOOP caution light on the CAP
comes on.
● The master CAUTION light illuminates.
NOTE
When an extinguisher has been used, ● A single chime sounds.
appropriate personnel should be
informed, so an inspection of the ● Indication of a normal system that will be
extinguisher can be accomplished. displayed when all associated lights are
extinguished.

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Loop Fire Test NOTES

Placing the TEST switch to the FIRE position
triggers the LOOP A and B FIRE signals. This
causes the following to occur:
● The ENG 1 and 2 FIRE PULL light in the
fire handle comes on.
● The ENG 1 (or 2) FIRE warning light on
the CAP illuminates.
● The master WARNING light illuminates
on the captain’s main instrument panel.
● The repetitive chime sounds.
● The FUEL SOV warning light on the
condition lever illuminates, if the condi-
tion lever is above fuel shut off (FSO).
Squib Test
Pressing the SQUIB test button on the engine fire
control panel tests the percussion cartridges. If
the test is good, the SQUIB legend illuminates on
the AGENT 1 and AGENT 2 pushbuttons.

CHAPTER 27
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 27-1
GENERAL ............................................................................................................................ 27-1
Ailerons and Tabs.......................................................................................................... 27-5
Spoilers.......................................................................................................................... 27-5
Elevators and Tabs ........................................................................................................ 27-7
Rudder and Tabs............................................................................................................ 27-7
Flaps .............................................................................................................................. 27-9
Stall Warning............................................................................................................... 27-11
Gust Lock .................................................................................................................... 27-11
COMPONENT DESCRIPTION ......................................................................................... 27-13
Ailerons ....................................................................................................................... 27-13
Spoilers ....................................................................................................................... 27-17
Elevator ....................................................................................................................... 27-19
Rudder ......................................................................................................................... 27-25
Releasable Centering Unit .......................................................................................... 27-25
Flaps ............................................................................................................................ 27-29
Stall Warning Components ......................................................................................... 27-33
Gust Lock .................................................................................................................... 27-37
Rudder Damper ........................................................................................................... 27-37

Overhead Panel ........................................................................................................... 27-39

Glareshield Panel ........................................................................................................ 27-39
Instrument Panel ......................................................................................................... 27-39
Control Yoke............................................................................................................... 27-41
Center Pedestal ........................................................................................................... 27-43
Right Maintenance Panel ............................................................................................ 27-45
Maintenance Tests ...................................................................................................... 27-46
Maintenance Adjustments........................................................................................... 27-47
Maintenance Operations ............................................................................................. 27-47

ILLUSTRATIONS
Figure Title Page
27-1 Flight Controls ....................................................................................................... 27-2

27-2 Aileron Schematic ................................................................................................. 27-4
27-3 Spoiler Hydraulic Control Schematic .................................................................... 27-5
27-4 Elevators and Tabs Schematic (Typical) ............................................................... 27-6
27-5 Rudder and Tabs Diagram ..................................................................................... 27-7
27-6 Flaps Schematic ..................................................................................................... 27-8
27-7 Stall Warning System Schematic......................................................................... 27-10
27-8 Aileron ................................................................................................................. 27-12
27-9 Aileron Trim Actuator ......................................................................................... 27-14
27-10 Spoilers ................................................................................................................ 27-16
27-11 Elevator Mechanical Controls ............................................................................. 27-18
27-12 Pitch Uncoupling Mechanism.............................................................................. 27-19
27-13 Elevator Trim Actuators ...................................................................................... 27-20
27-14 Eleveator Trim Electrical Schematic ................................................................... 27-22
27-15 Rudder.................................................................................................................. 27-24
27-16 Spring Tab Control Schematic............................................................................. 27-26
27-17 Flaps..................................................................................................................... 27-28
27-18 Hydraulic Flap Actuator ...................................................................................... 27-30
27-19 Flap Valve Block ................................................................................................. 27-31
27-20 Alpha Probe ......................................................................................................... 27-32
27-21 Stick Shaker ......................................................................................................... 27-34
27-22 Stick Pusher ......................................................................................................... 27-35
27-23 Flight Control Gust Lock Lever .......................................................................... 27-36

27-24 Rudder Damper ................................................................................................... 27-37

27-25 Controls and Indications ..................................................................................... 27-38
27-26 Pitch Trim Rocker Switches................................................................................ 27-41
27-27 Center Pedestal Controls and Indications............................................................ 27-42
27-28 Maintenance Panel Controls and Indications ...................................................... 27-44
27-29 Aileron Trim Control .......................................................................................... 27-48
27-30 Rudder Trim Control .......................................................................................... 27-49
27-31 Flap Control ....................................................................................................... 27-50
27-32 Spoiler Indicating ............................................................................................... 27-51

CHAPTER 27
FLIGHT CONTROLS
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INTRODUCTION
The Flight Control chapter describes and discusses the ATR 42 flight control systems. All flight
control systems and components are described in terms of what they are, where they are located,
and how they are operated and powered. Indications, annunciators, and other warnings or
cautions related to this system are also discussed. The purpose of this chapter is to acquaint the
maintenance technician with the flight control systems. Systems controls and use are described.
Information concerning preflight operations and procedures are included. This chapter has been
written for familiarization and training. An approved aircraft maintenance manual must be used
when performing any servicing or maintenance actions.
GENERAL
The aircraft is equipped with primary flight con- landing while providing a lower stall speed.
trols (aileron, elevators, and rudder) and Slower speeds at takeoff and landing allow
secondary flight controls (wing flaps and roll shorter takeoff and landing rolls. Roll spoilers act
spoilers). Primary flight controls provide a means simultaneously with the ailerons to aid roll
of controlling each axis of the aircraft. Ailerons control.
control roll. Elevators control pitch. Rudders
control yaw. Wing flaps allow the aircraft to fly
safely at slow speeds for takeoff, approach, and

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Figure 27-1 Flight Controls

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The aircraft is also equipped with a stall warning NOTES

system, which comprises two stick shakers and a
stick pusher. The stall warning system is con-
trolled by the centralized crew alerting system
(CCAS) by reference to the aircraft angle of
attack and flap settings.
SYSTEM DESCRIPTION
The flight control system (Figure 27-1) consists
of surface controls, gauges, and alerting systems.
Control of the aircraft is achieved using these
movable surfaces:
● Ailerons and tabs
● Spoilers
● Elevators and tabs
● Rudder and tabs
● Flaps
The flight control system also provides for stall

warning and wind gust protection. Ailerons,
spoilers, elevators, and rudder connect to the
autopilot. A digital flight data recorder (DFDR)
records flight control position.

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AILERON UP
L R
0 0 5
10 10
14
NOSE
RUDDER 0
L R TRIM 110VU
3 3 5 L WING DN R WING DN
0 DN
AIL AIL
SPOILER
INDICATION
LIGHT
S S
CONTROL WHEEL
CABLE
DFDR TENSION REGULATOR
F.D.A.U.
POSITION
TRANSMITTER
AP ROLL ACTUATOR
TRIM ACTUATOR
SPOILER
SPOILER ACTUATOR
VALVE
BLOCK
AILERON
AILERON LEFT RIGHT
SPOILER SPOILER
TAB TAB
SPOILER
POSITION INDICATING
SWITCH
Figure 27-2 Aileron Schematic

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AILERONS AND TABS ailerons. Hydraulic actuators, supplied by the

blue hydraulic system, operate the spoilers (Fig-
Two ailerons and two spoilers provide aircraft ure 27-3). After the junction bellcranks, the
roll control (Figure 27-2). Each of the ailerons is system components include the following:
equipped with a balance tab. The left aileron tab
also acts as an electric trim tab. ● A connecting rod
● A spoiler valve block
SPOILERS
● A hydraulic actuator
T he aileron control linkage transmits spoiler
commands. These commands are passed to the
● A spoiler feedback linkage
spoiler junction bellcranks located next to the
Figure 27-3 Spoiler Hydraulic Control Schematic

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Figure 27-4 Elevators and Tabs Schematic (Typical)

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ELEVATORS AND TABS RUDDER AND TABS

Two elevators, each equipped with a tab, provide A rudder provides yaw control (Figure 27-5).
pitch control (Figure 27-4). The elevators are The rudder has a spring tab, which provides for
mechanically controlled. Both tabs perform a aerodynamic balance and electric trim. A releas-
balance and pitch trim function. They are able centering unit on the rudder input shaft
mechanically controlled in the balance function stabilizes the Dutch roll tendency of the aircraft
and electrically controlled in the pitch trim when the rudder pedals are free.
function.
The centralized crew alerting system (CCAS)
provides a warning if the elevator is decoupled.
Figure 27-5 Rudder and Tabs Diagram

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Figure 27-6 Flaps Schematic

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FLAPS The flaps are interfaced with a ground proximity

warning system (GPWS) to provide terrain clear-
Four trailing edge flaps provide added lift for ance warnings. The CCAS provides warnings
take off, approach, and landing (Figure 27-6). and cautions with regards to flap system status.
The flaps rotate on hinges located below the
wing. They can be commanded in four stable The flap control system is also connected to the
positions: TCAS system to assign a priority “descend”
command to the flight crew.
● Position 1—Flaps at 0º (cruise)
● Position 2—Flaps at 15º NOTES
(takeoff/approach)
● Position 3—Flaps at 30˚ (landing)
● Position 4—Flaps at 45˚ (emergency)
Asymmetry Detection System

The purpose of the asymmetry detection system
is to stop flap movement when an asymmetry of
8º to 10º is detected. The left wing flaps are com-
p a r e d t o t h e r i g h t w i n g fl a p s b y a n
interconnection torque shaft. If a difference is
noted flap movement is stopped.
The torque shaft connects the inboard flap of
each wing. There is a torque detection mecha-
nism on this shaft. This mechanism is made up of
a concentric shaft with one end linked to the
interconnection shaft and the other end free. A
microswitch closes if a difference in torsion
between the two shafts greater than 8º to 10º of
flap asymmetry occurs. This closure removes
power from the flap control switch unit. The
extension or retraction solenoid valve is no
longer energized and the flaps remain in the posi-
tion reached before the power supply cut off.
Movement of the flap control lever has no effect
on the system.
Flap Untimely Retraction

Detection
The flap untimely retraction detection warning
device warns the pilot if flap movement is
detected without any action on the flap lever. The
untimely flap retraction monitoring circuit is acti-
vated when flaps are at about 12º or more.

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Figure 27-7 Stall Warning System Schematic
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STALL WARNING NOTES

Primary stall warning (cricket aural alert and
stick shaker) is provided by the CCAS. Stall
warning is a function of aircraft configuration
and signals from the left and right alpha probes
(Figure 27-7).
A stick shaker and stick pusher system provides
stall warning and protection. The CCAS activates
an aural alert (cricket) and an electric motor. The
motor connects to an unbalanced flywheel and
the control stick. The stick shaker motor starts at
the same time as the aural alert.
The stick pusher actually forces the commanded
pitch angle to a lower value. The angle is based
on the maximum AOA permitting aircraft recov-
ery. Exceeding this maximum AOA results in an
immediate and strong nose down order.
GUST LOCK
Gust locks protect the flight controls against
wind damage while on the ground. The system
includes aileron and elevator locking devices and
a rudder damper.

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Figure 27-8 Aileron
NOTES NOTES
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COMPONENT NOTES
DESCRIPTION
AILERONS
The ailerons (Figure 27-8) are located on the out-
board section, trailing edge of the wing. They are
linked to the control column by two cable runs in
the fuselage and control rods in the wings. Each
run comprises a primary loop connecting the
control column drum to a quadrant connected to
a cable tension regulator. Cable tension in the
first loop is not regulated. A second loop with
regulated cable tension connects the cable ten-
sion regulator mounted on the forward quadrant
to the aft quadrant. The tension regulators main-
tain between 20 and 25 daN (44.96 to 56.2 lbs) in
the absence of a command. This value is true for
all temperatures encountered on the ground or in
flight. The two aft quadrants are linked to the
ailerons by two bellcranks and a rod.
Aileron Tab Control

The aileron tabs are attached to a bellcrank. The
end of the bellcrank is held by a rod articulated to
a fixed section of the wing. Aileron deflection
results in an automatic and opposite deflection of
the tab. The left tab’s bellcrank is controlled by
the trim actuator. As the actuator moves it varies
the neutral position of the tab.
All tab control linkages are failsafe. A tab can be
controlled normally even though failure of a sin-
gle component occurs.
The aileron controls have two interfaces. One is
to the autopilot roll actuator by means of a cable.
The other is to the digital flight data recorder
(DFDR) through the flight data acquisition unit
(FDAU), by a position transmitter synchro sig-
nal. The transmitter is linked by a rod to the
aileron control left quadrant at the fuselage to
wing junction. An approximate adjustment to
zero is obtained by alignment of marks on the
body of the transmitter and its shaft. Precise
adjustment to zero is performed using a
voltmeter.

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Figure 27-9 Aileron Trim Actuator

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Aileron Trim NOTES

Figure 27-9 shows the location of the aileron trim
actuator.
Aileron trim tab control is electrical. Only the
constant speed winding is used in the aileron
control system. The system features the
following:
● An aileron TRIM control switch installed
on the center pedestal
● A DC motor-driven electrical trim
actuator
● 28 VDC EMER busbar power supply
The ailerons are trimmed by varying the neutral

position of the left aileron tab. The value of the
trim function deflection is displayed in the cock-
pit. The aileron trim actuator is identical to those
used for rudder and elevator trim.
The trim motor is a permanent magnet type. Two
switches provide a dual path design which
reduces the likelihood of a trim runaway. It has
two separate windings. One winding causes the
motor to rotate at a constant speed specific to that
winding, the other causes the motor to rotate at a
different speed. Deflection of the trim tab is lim-
ited electrically by end of travel switches. The
screw-type output shafts ensure that trim motor
movement will not reverse.
When the autopilot (AP) is engaged trimming
opposite the AP is prevented.

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Figure 27-10 Spoilers

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SPOILERS NOTES
The aileron control linkage transmits spoiler
commands (Figure 27-10). These commands are
passed to the spoiler junction bellcranks located
next to the ailerons. Hydraulic actuators, sup-
plied by the blue hydraulic system, operate the
spoilers. After the junction bellcranks, the system
components include the following:
● A connecting rod
● A spoiler valve block
● A hydraulic actuator
● A spoiler feedback linkage
Spoiler Valve Block

The two spoiler valve blocks are identical and
interchangeable. Each is composed of an input
shaft and a spoiler feedback shaft. An input
detent lever on the spoiler valve block allows the
ailerons to be actuated even in the event of a
valve block failure through the use of a
spring-loaded overide mechanism.
Hydraulic Actuator
Hydraulic actuators, supplied by the blue hydrau-
lic system, operate the spoilers. The actuators are
attached to the wing rear spar at the spoiler
position.
The actuators are rigged so that the spoilers are
fully retracted with ailerons neutral. The only
possible movement is spoiler extension. In the
event of a blue hydraulic system failure, the
spoilers “float”, causing both of the spoiler lights
on the cockpit overhead panel to illuminate.

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Figure 27-11 Elevator Mechanical Controls
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ELEVATOR Pitch Uncoupling Mechanism

The control columns provide elevator control The pitch uncoupling mechanism is installed
(Figure 27-11). The captain’s column controls between the last elevator control bellcranks (Fig-
the left side elevator. The first officer’s column ure 27-12). It connects the captain's and first
controls the right side elevator. A pitch uncou- officer's linkage. A forked cam is attached to the
pling mechanism connects the linkages. left bellcrank shaft. A roller on the right
bellcrank shaft is held engaged on the cam with a
The captain's and first officer's control columns leaf spring. If rotation of either shaft is opposed
operate the elevator by means of the following: by the other shaft outside defined limits, the
roller is forced out of the cam groove. The spring
● One rod under the flight compartment momentarily compresses and the two shafts
●
uncouple. The pitch uncoupling mechanism can
One cable tension regulator under the only be reconnected on the ground. A
flight compartment microswitch, attached to the mechanism, closes
● One cable run in the fuselage when a pitch disconnect occurs. The signal from
this switch is sent to the crew alerting computer,
● Rods in the Vertical Stabilizer which generates a level 3 alert and illuminates a
PITCH DISCONNECT light on the CAP.
Figure 27-12 Pitch Uncoupling Mechanism

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Figure 27-13 Elevator Trim Actuators

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Elevator Trim NOTES

Elevator trim (Figure 27-13) is obtained by
changing the neutral setting of the tabs with
respect to the elevators. The electrical pitch trim
control features the following:
● Two normal pitch trim control switches,
one on each control wheel. Each switch
incorporates two switches, which provide
a dual-path design to reduce the likeli-
hood of a trim runaway.
● A standby pitch trim control switch
installed on the center pedestal.
● Two identical electrically operated trim
actuators connected by a flexible shaft.
● 28 VDC emergency bus bar power supply
for normal operation.
● 28 VDC emergency bus and 28 VDC bus
2 bar power supply for standby operation.
Electrical tab deflection augments automatic tab

deflection. The position of the right tab is dis-
played in the cockpit.

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Figure 27-14 Eleveator Trim Electrical Schematic
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The autopilot transmits trim commands to the NOTES

actuators through the normal control circuit sup-
plied from 28VDC EMER BUS 2 bar (Figure
27-14). The autopilot will be disengaged when
the following occurs:
● There is action on both normal pitch trim
control switches.
● There is action on the STBY PITCH
pushbutton.
● The warning computer detects tabs
offset.
● There is action on one or both PITCH
TRIM TEST pushbuttons on the mainte-
nance panel.

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Figure 27-15 Rudder

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RUDDER NOTES
Rudder pedals through a linkage composed of
rods and a cable (Figure 27-15) control the rud-
der. A handle under the instrument panels allows
adjustment of each pedal assembly. The pedals
operate the spring tab by means of a rod and the
rudder by means of a 4-leaf spring. Rods under
the flight compartment connect the captain’s and
first officer’s pedals. A cable loop links the for-
ward and aft quadrants. Tension of this loop is
not regulated.
RELEASABLE CENTERING UNIT

A releasable centering unit is installed in the aft
section. When the pedals are free, the load
threshold of the device keeps the control linkage
centered to offset the aircraft’s natural Dutch roll.
This device is automatically centered on the link-
age position every time a trim command is
applied. It is inhibited (released) when the yaw
damper is active or a yaw trim command is
present.

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Figure 27-16 Spring Tab Control Schematic

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Rudder Spring Tab NOTES

Spring tab input linkage is duplicated from the
trim actuator mounting points to the spring tab
input bellcrank. Linkage is also duplicated from
the releasable centering unit input to the tab input
bellcrank. For this reason, no single failure can
cause a loss of tab control and control from the
pedals and centering function.
The spring tab operates automatically. Its deflec-
tion rate with respect to the rudder varies in
proportion to aerodynamic resistance to rudder
deflection (Figure 27-16).
Rudder Trim
Rudder trim is provided by varying the neutral
setting of the spring tab. The electrical rudder
trim tab features the following:
● A rudder trim control switch installed on
the center pedestal
● An electrical trim actuator
● 28 VDC EMER busbar power supply
When the autopilot is engaged, the releasable

centering unit clutch is deactivated. This avoids
conflict with the yaw damper.

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Figure 27-17 Flaps
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FLAPS Asymmetry Detection System

The flap system (Figure 27-17) comprises the The asymmetry detection system stops flap
following: movement when an asymmetry of 8–10º is
detected.
● Hydraulic actuators
A torque shaft connects the inboard flap of each
● One flap valve block wing. A detection mechanism, made up of a con-
centric shaft with one end linked to the shaft and
● Restrictor units the other free, provides asymmetry protection. If
a difference in torsion between the two shafts
● A position transmitter greater than 8–10º of flap asymmetry occurs, a
microswitch closes. Power is removed from the
● A flap control switch unit flap control switch unit.
● Flap asymmetry detector and associated

circuit
● Flap untimely retraction detection circuit
Flap Control Lever

The flap control lever is installed on the cen-
ter pedestal. It moves through a four notch gate.
The lever is composed of:
● A handle
● A pin attached to the handle
● A spring on the lever which maintains
the pin in a normal position in a notch
in the gate.
Before changing notches, the pilot must raise
the handle to compress the spring, thereby dis-
engaging the pin from the notch.

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Figure 27-18 Hydraulic Flap Actuator

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Hydraulic Actuators Two relief valves are located downstream of the

blocking valves. Their purpose is to maintain
A hydraulic actuator (Figure 27-18) operates pressure within acceptable limits. A filter is
each flap. These actuators are of the sliding rod installed in the valve block at the pressure inlet.
type. They connect to the wing structure and the
flap with spherical bearings. In case of rod fail-
ure, differences in flaps position are minimized Restrictor Units
by a pin attached to the outboard flap.
A block of two restrictor units is located at flap
The two inboard flaps are connected by means of valve block output. They are on the line supply-
a torque shaft. The rigidity of this torque shaft ing the bigger actuator chambers. The function of
maintains differences in flap positions within these restrictors is to limit the flap extension
acceptable limits. speed.
Each restrictor unit supplies a pair of actuators.
Flap Valve Block This allows symmetrical loads during flap
extension.
A flap valve block (Figure 27-19) distributes
pressure between the four actuator chambers. A single restrictor unit is installed at flap valve
The blue hydraulic system provides pressure. block output on the line supplying the smaller
actuator chamber. It limits the flap operating
The flap valve block includes two solenoid speed during retraction.
valves operating a selector valve. The selector
valve links the pressure and return circuits to the
user circuits according to the command
sequence.
Figure 27-19 Flap Valve Block

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Figure 27-20 Alpha Probe

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Flap Control Switch Unit The flap untimely retraction detection warning
device warns the pilot if flap movement is
The flap control switch unit, located in the center detected without any action on the flap lever. The
pedestal, allows the pilots to select flap position. untimely flap retraction monitoring circuit is acti-
The flap control switch unit also signals the vated when flaps are at about 12º or more.
GPWS, TCAS computer, AP computer, and the
DFDR. From these signals the following occur: A flap PTT pushbutton located on the right hand
maintenance panel allows testing of the untimely
● The GPWS computes ground proximity retraction warning system.
warnings.
● The TCAS computer detects the flaps in STALL WARNING
an extended postion to deliver a resolu- COMPONENTS
tion advisory “descend” message and
cancel any resolution advisory “climb” Alpha Probes
message.
Alpha probes (Figure 27-20) form part of the
● The AP computer calculates pitch control CCAS. The probes measure aircraft
laws. angle-of-attack. The crew alerting computer
compares the two alpha probe signals. A failure
● The DFDR detects and records any flap signal is transmitted if a difference between the
asymmetry. probes exceeds 4º during a 5-second period.
Flap Position Feedback Unit

The flap position feedback unit compares
selected flap position to actual position. It is
attached to the center wing rear spar and the flap
interconnection torque shaft. Decisions are made
and an appropriate signal is directed to the flap
valve block. This unit monitors the flaps position
for flap failures.
Position Transmitter
A position transmitter linked to the flap intercon-
nection torque shaft, signals an indicator located
in the cockpit. This provides the pilots with flap
position.
The same transmitter also sends signals to the
centralized crew alerting system (CCAS). The
purpose of these signals is to allow TO CONFIG
(takeoff configuration) Asymmetry Detection
System.

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Figure 27-21 Stick Shaker

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Stick Shaker The stick pusher uses the same alpha probes as
the stick shaker and comprises the following:
The stick shaker (Figure 27-21) is a 28-VDC
electric motor that rotates an eccentric flywheel. ● A 28VDC electric motor
It uses signals from the alpha probes to determine
an approach to stall condition. The motor is ● A reduction gear
attached to the base of the control column. The
unbalance induced by the flywheel causes a ● A spring rod
vibration of the motor assembly. This vibration is
transmitted to the control column signaling an ● An output shaft
approach to stall condition.
Stick Pusher AOA MAINT TEST AOA THRESHOLD

Cricket/Shaker
12.5° 18.1°
The stick pusher (Figure 27-22) provides second- In Normal Flight
ary stall warning system. It is controlled by the Cricket/Shaker
7.5° 12.5°
CCAS. The CCAS activates the stick pusher En Route Icing
when signals from the left and right alpha probes Cricket/Shaker
8.5° 11.0°
Takeoff Icing
indicate an AOA in excess of 15º. The stick Stick Pusher
pusher is inhibited when aircraft is on ground and 15°
(10 sec delay after)
10 seconds after takeoff.
Figure 27-22 Stick Pusher

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Figure 27-23 Flight Control Gust Lock Lever

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GUST LOCK when the aircraft is parked on the ground. The

damper consists of:
The gust lock (Figure 27-23) protects the ailerons
and elevators from wind damage while the air- ● A body linked to the structure by a spher-
craft is on the ground. A spring disengages the ical bearing end fitting
lock when the gust lock lever is off. The lever
actuates a locking pin via a second spring. If the ● A piston rod/tail rod assembly connected
locking pin is not aligned with its housing, the to the control surface by a spherical bear-
spring is compressed. When rotation of the aile- ing in an adjustable end fitting
ron quadrant or the corresponding elevator lever
aligns the housing in front of the locking pin, the ● Anti-rotation bosses on damper body end
spring engages the locking pin. fitting
● A visual indicator for checking the
RUDDER DAMPER damper hydraulic fluid fill level
A damper (Figure 27-24) is installed on the rud-
der. The damper has two functions. One is rudder The damper has an adjustable rod end fitting so
damping when the pilots actuate this surface dur- that damper travel can be centered on rudder
ing taxi. The other is to protect the rudder from travel.
wind gusts by absorbing shocks against its stops
Figure 27-24 Rudder Damper

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Figure 27-25 Controls and Indications (Sheet 1 of 2)

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CONTROLS AND Master Caution Annunciator

INDICATIONS The master caution annunciator illuminates
simultaneously with any of the amber caution
Figure 27-25 shows the locations of these con- annunciators.
trols and indications.
Crew Alerting Panel
OVERHEAD PANEL Red Warning Annunciators
FLAP UNLK—Illumination indicates untimely
Spoiler Position Indicator flap retraction of more than 3º when flaps are
SPLR—Illumination of the blue light indicates extended.
deployment of the corresponding spoiler.
PITCH DISCONNECT—Illumination indicates
the pitch uncoupling mechanism has
GLARESHIELD disconnected.
Advisory Display Unit Amber Caution Annunciators

Messages PITCH TRIM ASYM—Illumination indicates
that the pitch trim tabs asymmetry exceeds 2.5º.
AIL MISTRIM—Indicates that a large aileron The autopilot automatically disconnects and can-
mistrim is present with the autopilot engaged. not be reengaged.
PITCH MISTRIM—Indicates that a large pitch

mistrim is present with the autopilot engaged. Stick Pusher-Shaker
Switchlight
PITCH TRIM FAIL—Indicates that the pitch
autotrim is lost. FAULT—Indicates a stick pusher or stick shaker
failure or the system has been turned off.
AFCS INVALID—Indicates that the autopilot is
automatically disengaged due to detected logic OFF—This switch enables pilots to turn off the
failures. stick pusher-shaker system. Stall warning aural
alert is also lost.
RETRIM ROLL R-L WING DN—Indicates that
the ailerons are out of trim for 20 seconds or
longer.
INSTRUMENT PANEL
Stick Pusher Indicator
STICK PUSHER— A green light illuminates to
indicate that the stick pusher is activated.
Master Warning Annunciator

The master warning light illuminates simulta-
neously with illumination of any of the red
warning annunciators.

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Figure 27-25 Controls and Indications (Sheet 2 of 2)

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Flap Position Indicator Deflection values are obtained from the trim
actuators on the left aileron, right elevator, and
The flap position indicator presents flap position rudder trim motor.
information.
RUDDER trim position—This indicates units of
EXT—Blue illumination indicates that the flap trim motor displacement.
valve is hydraulically commanding flap exten-
sion. If EXT appears when flaps are extended, AILERON trim position—This indicates the left
there is a leak in the flap system. aileron trim controlled tab travel.
PITCH trim position—This indicates the right
NOTE trim controlled tab travel. A green sector (1.5º
DN to 5.5º UP) identifies the takeoff range.
The aircraft is also equipped with an
external flap position indicator visible
from the cockpit. CONTROL YOKE
Elevator Trim Actuators
Trim Position Indicators
The elevator trim rocker (Figure 27-26) switches
A triplex trim position indicator is provided to consist of two switches that must be pushed
present trim position information for all three together in the same direction to operate the pitch
axes. Trim position is indicated for the following: trim. If trim is used while the autopilot is in use,
the autopilot will disengage.
Aileron—7º left to 7º right
UP (switches down)—Controls nose up trim
Elevator—8º nose up to 5º nose down
DOWN (switches up)—Controls nose down trim
Rudder—20º left and right
Figure 27-26 Pitch Trim Rocker Switches

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Figure 27-27 Center Pedestal Controls and Indications

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Pitch Trim Asymmetry

Flap Control Lever
The Crew Alerting Computer compares the The flap control lever is installed on the center
position signals sent by the position transmitters pedestal. It moves through a four notch gate.
of the left and right actuators. When the tab off- Before changing notches the pilot must raise the
set value exceeds 2.5°, the warning computer handle to compress the spring thereby disengag-
leads to autopilot disengagement, cuts normal ing the pin from the notch.
and standby controls' power supply, and generates
the following warnings: RET 0º—Flaps are commanded to fully retracted
● illumination of both CAUTION lights position.
(Panels 3VU and 5VU). TO-APP 15º—Flaps are commanded to 15º.
● activation of single chime.
LDG 30º—Flaps are commanded to 30º.
● illumination of FLT CTL light (Crew
Alerting Panel). EMER 45º—Flaps are commanded to 45º.
● illumination of Pitch Trim Fail light
(Panel 4VU). Trim Switch Panel
This offset can be simulated on the ground by The TRIM switch panel has a standby pitch trim
means of the PITCH TRIM TEST COMP push- and two primary trim switches.
button switch located on Maintenance Panel
702VU. The same actions and warnings as those
mentioned above must appear. AIL Trim Control Switches
Both aileron trim control switches must be
CENTER PEDESTAL pushed simultaneously.
Figure 27-27 shows the locations of controls on LEFT—Left wing trims down.
the center pedestal.
RIGHT—Right wing trims down.
Gust Lock
RUD Trim Control Switches
The gust lock lever is a sliding lever located on
the throttle quadrant. NOSE L—Nose trims to the left.
GUST LOCK OFF—Gust lock is disengaged. NOSE R—Nose trims to the right.
ON—Roll and pitch axis are locked. PL travel is STBY Pitch Trim Control Switch
limited at slightly above flight idle.
NOSE UP—The up (switch aft) position controls
nose up trim.
NOSE DN—The down (switch forward) position
controls nose down trim.

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Figure 27-28 Maintenance Panel Controls and Indications

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RIGHT MAINTENANCE PANEL NOTES

Figure 27-28 shows the locations of the follow-
ing controls.
Elevator Trim Controls

LACTR Pushbutton
Pressing the LACTR pushbutton cuts off power to
right trim actuator.
RACTR Pushbutton
Pressing the RACTR pushbutton cuts off power
to left trim actuator
COMP PTT
Pressing the COMP PTT pushbutton simulates a
pitch trim assymetry and allows testing of the
fault detection system.
FLAP PTT Pushbutton

Pressing the FLAP PTT pushbutton simulates an
uncommanded flap retraction. The following
annunciators illuminate:
● Red FLAP UNLK
● Red master WARNING
● Blue EXT flag in flap position indicator
● Level 3 CCAS
● Flap position indication
Marks indicating the flap position are painted

directly on the flap outer support beams. These
marks are visible from the cockpit.

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SYSTEM OPERATION Aural alert does not sound. Stick shakers are not
activated. CHAN 1, CHAN 2 and STICK
PUSHER indicator lights (11FU, 12FU) remain
The following information is for familiarization off. Stick pusher actuator does not operate.
only. An approved aircraft maintenance manual FAULT legend of Stick pusher-shaker pushbutton
must be used when performing any servicing or switch comes on, single chime sounds and mas-
maintenance actions. ter CAUTION and FLT CTL lights come on.
MAINTENANCE TESTS Flap Untimely Retraction

Detection Warning Test
Stall Warning Test
A periodic test circuit for stall warning is pro- Pressing the FLAP PTT guarded pushbutton
vided on CCAS section of left maintenance panel located on the right maintenance panel initiates
101VU. This forms part of the centralized crew this test.
alerting system.
This simulates an untimely retraction. The master
WARNING light comes on. The red FLAP
Procedures UNLK light on the CAP comes on. The blue
EXT flag is visible in the flap position indicator.
Test YES
Rotating the selector switch to YES position sim- Flap Asymmetry Detection
ulates a critical AOA signal on both circuits. The
aural alert sounds. Stick shakers activate. After System Test
10 seconds CHAN 1, CHAN 2 and both STICK
PUSHER indicator lights come on. The stick A periodic test can be performed to ensure that
pusher actuator moves to its stop. system operates properly. Without the need for
any removal, a torque wrench-is used to apply a
Test NO torque to the end of the torque detection shaft, on
flap asymmetry detector side. This simulates an
Rotating the selector switch to NO position simu- asymmetry condition resulting in cutoff of flap
lates a non-critical AOA signal is on both circuits electrical control. When the control cutoff is
in normal flight conditions. This signal is critical reached the tool operating torque must be
during in-flight icing conditions. (RUD & L between 1 m.daN and 1.6 m.daN. The index must
E L E V o r A I L & R E L E V, a n d H O R N S be inside the range delimited by the two marks
ANTI-ICING pushbutton switches in ON on flap asymmetry detector vernier.
position).
Anti-icing not selected. Aural alert stops. Stick Elevator Trim Test
shakers are deactivated. CHAN 1, CHAN 2 and
STICK PUSHER indicator lights go off. Stick Pushing the LA and RA pushbutton switches
pusher actuator frees the control linkage. (maintenance panel 702VU) tests the condition
of actuator motor coils. Pushing the RA switch
Anti-icing selected. Aural alert remains on. Stick also checks the condition of flexible shaft (driv-
shakers remain activated. CHAN 1, CHAN 2 and ing of left actuator) and AP disengagement.
STICK PUSHER indicator lights go off. Stick
Pusher actuator frees the control linkage. This check allows suppression of a NO GO con-
dition produced through failure of warning
Test FAULT computer program section.
Rotating the selector switch to FAULT position
simulates a critical AOA signal on one circuit.

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Pitch Trim Assymetry Detection Spoiler Adjustments

Test The rod connecting the aileron control linkage to
the spoiler valve block is adjustable enabling cor-
With the weight-on-wheels system in the flight rect setting to the spoiler deflection definition.
mode and AFCS operating, pressing the COMP The length of the control rod attached to the
PTT allows testing of a pitch trim assymetry con- spoiler position feedback shaft is adjustable. Rig-
dition. The master CAUTION and FLT CTL ging pins are inserted at two points, one in each
lights come on. AFCS disconnects and a calvary detent-input lever on the spoiler valve blocks.
charge audio alert is generated. Neither normal
nor standby pitch trim operates as long as the test
switch is depressed. Releasing the test switch MAINTENANCE OPERATIONS
allows the pitch trim system to return to normal
operation. Aileron Maintenance
The following maintenance operations are per-
MAINTENANCE ADJUSTMENTS formed as necessary:
Aileron Adjustments ● Lubricating the actuator

Rigging pins allow adjustment to the aileron ● Replacing the trim motor carbon brushes
cables. These pins are installed at the following
locations: ● Replacing the desiccant cartridge—The
●
desiccant cartridge absorbs moisture in
One in each cable quadrant in the for- the actuator. An actuator window permits
ward fuselage visual inspection of the desiccant. When
●
dry the desiccant is blue. It turns pink
One in each cable quadrant in the center when it absorbs excessive moisture, and
fuselage section requires replacement.
● One in each control wheel
Spoiler Maintenance
Flap Actuators Adjustments The spherical bearings must be lubricated at reg-
ular intervals.
The length of the actuator rods is adjustable. This
permits adjustment of the flaps to a degree. The
rod linking the flap interconnection torque shaft Rudder Damper Maintenance
to the right inner flap is adjustable. This rod
allows alignment of the right flaps to the left The end fitting bearings must be lubricated and
flaps. The flap position feedback unit control rod the damper fill level checked every 1,000-flight
is adjustable. This permits adjustment of flap hour.
position microswitch closing. The length of the
control unit input rod is adjustable.
Overall flap extension time on ground, 0º to 45º
is approximately 13 seconds. Retraction time on
the ground, 45º to 0º is approximately 23
seconds.

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Figure 27-29 Aileron Trim Control
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Figure 27-30 Rudder Trim Control

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Figure 27-31 Flap Control

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Figure 27-32 Spoiler Indicating

CHAPTER 28
FUEL
CONTENTS
Page
INTRODUCTION ................................................................................................................ 28-1
GENERAL ............................................................................................................................ 28-1
Fuel Storage System...................................................................................................... 28-3
Fuel Distribution System............................................................................................... 28-9
Fuel Indicating System................................................................................................ 28-15
Fuel Storage System Components............................................................................... 28-17
Distribution System Components................................................................................ 28-21
Fuel Indicating System Components........................................................................... 28-31
Overhead Panel............................................................................................................ 28-35
Refueling Panel ........................................................................................................... 28-37
Right Hand Maintenance Panel ................................................................................... 28-39
Fuel Distribution System............................................................................................. 28-39
Fuel Quantity Indicating System ................................................................................. 28-39

ILLUSTRATIONS
Figure Title Page
28-1 Fuel System Electrical Schematic ......................................................................... 28-2

28-2 Fuel Tank Locations .............................................................................................. 28-4
28-3 Fuel Tank Venting System .................................................................................... 28-6
28-4 Wing Box Venting................................................................................................. 28-7
28-5 Fuel Distribution Schematic .................................................................................. 28-8
28-6 Engine Feed System .............................................................................................. 28-9
28-7 Electric Pump Operation...................................................................................... 28-10
28-8 Refuel-Defuel System.......................................................................................... 28-12
28-9 Fuel Indicating System ........................................................................................ 28-14
28-10 Fuel System Components .................................................................................... 28-16
28-11 NACA Air Intake Vent and Float Valve ............................................................. 28-17
28-12 Water Drains........................................................................................................ 28-18
28-13 Strontium Chromate Tablet Support.................................................................... 28-19
28-14 Engine Feed Jet Pump ......................................................................................... 28-20
28-15 Feeder Tank Jet Pump ......................................................................................... 28-22
28-16 Fuel Low-Pressure Valve .................................................................................... 28-24
28-17 Crossfeed Valve................................................................................................... 28-25
28-18 Refuel/Defuel Component Locations .................................................................. 28-26
28-19 Refuel/Defuel Valve ............................................................................................ 28-27
28-20 High-Level Sensors ............................................................................................. 28-28
28-21 Gravity Refueling Caps ....................................................................................... 28-29
28-22 Fuel Probes .......................................................................................................... 28-30
28-23 Manual Magnetic Indicators ................................................................................ 28-32

28-24 Fuel System Controls and Indications................................................................. 28-34

28-25 Feeder Tank Magnetic Indicator ......................................................................... 28-38
28-26 Crossfeed Valve Control ..................................................................................... 28-40
28-27 LP Valve Control ................................................................................................. 28-41
28-28 Refuel/Defuel Control ......................................................................................... 28-42

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CHAPTER 28
FUEL
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MAIN
FUEL
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INTRODUCTION
The Fuel system chapter presents a description and discussion of the ATR 42 fuel system. The
fuel system components are described in terms of what they are, where they are located, and
how they are operated. Controls, indications, annunciators, and testing related to this system are
also discussed. The purpose of this chapter is to acquaint the maintenance person with the fuel
system. System controls and indications are described. The information in this chapter is for
familiarization only. An approved maintenance manual must be used when performing any
servicing or maintenance actions.
GENERAL
The aircraft fuel system is designed to deliver that may occur during operation. This allows for
fuel to the engines for all aircraft operating con- appropriate safety measures to be taken.
ditions and to control refueling and defueling.
The system controls and indications show fuel Fuel is normally pumped from each wing tank to
system normal function and any malfunctions the engine on the same side. However, crossfeed-
ing is available if needed.

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Figure 28-1 Fuel System Electrical Schematic
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The major fuel subsystems include the following:
● Fuel storage system
● Distribution system
● Indicating system
The fuel system is powered from the No. 1 and 2

essential buses. Figure 28-1 shows the fuel sys-
tem electrical schematic.
FUEL STORAGE SYSTEM

The fuel storage system consists of the following
subsystems:
● Integral wing fuel tanks system
● Tanks venting system
● Wing center box venting system

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Figure 28-2 Fuel Tank Locations

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Fuel Tank System NOTES

Fuel is stored in two integral wing fuel tanks
(Figure 28-2) that are formed by the wing spar
box (except for the center section located above
the fuselage). Each tank has it’s own venting sys-
tem which connects to a surge tank located
outboard the main tank. Located at rib 13 inside
the tank the wing break constitutes an anti-surge
baffle. Each tank has a physical capacity of 2,866
liters (756.6 gallons). Actual capacity is 2,250
kilograms (4,950 pounds) which allows a 2%
thermal expansion space.
The upper surface wing panels can be removed

for inspection and internal repair. Two access
doors on the upper surface at either end of each
tank permit access to essential equipment with-
out removing the upper surface panels.
The wing’s lower surface is designed to collect

water in the lowest parts of the tanks where there
are four self-closing water drains in each tank.
To avoid deposits in the tanks from microbiologi-

cal growth, the main and feeder tank have
supports for holding strontium chromate tablets.

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Figure 28-3 Fuel Tank Venting System

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Tank Venting System An external barrier made from a plate is attached

at right angles to the wing’s lower surface
The tank venting system ensures the fuel tanks between the intake and the nacelle. This barrier
are vented during all flight and ground opera- prevents fuel overflow from reaching the engine.
tions. Each tank is vented through a vent line and
a float valve. The outlet of the vent line and the
float valve connect to the vent surge tank, which Wing Center Box Venting
is outboard of the fuel tank (Figure 28-3). The System
vent surge tank recovers fuel entering the vent
line. The fuel is then recovered by siphoning. The The wing center box is ventilated and drained
vent surge tank has a capacity of about 100 liters (Figure 28-4) to evacuate fuel and fuel vapor. The
(26.4 US gallons). engine fuel crossfeed and the left tank refueling
lines cross through the wing center box above the
The surge tank vents to the atmosphere through a fuselage. The vent system helps to avoid high
NACA intake vent on the lower surface of the concentrations of fuel and vapors if a leak should
wing. This tank has a water drain at its lowest develop at a line union.
point to prevent water accumulation. In icing
conditions, water accumulation could freeze up
to the level of the siphon and prevent tank
venting.
Figure 28-4 Wing Box Venting

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Figure 28-5 Fuel Distribution Schematic
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FUEL DISTRIBUTION SYSTEM Engine Feed System

The fuel distribution system (Figure 28-5) is Fuel is fed to each engine from the corresponding
comprised of the following subsystems: tank by a feed system installed in the feeder tank
(Figure 28-6). The feed system is designed to
● Engine feed system deliver fuel at a pressure and flow rate necessary
for engine operation during all ground and flight
● Crossfeed system operations.
● Low pressure fuel fire shutoff system
● Refuel/defuel system
Figure 28-6 Engine Feed System

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Figure 28-7 Electric Pump Operation

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In each feeder tank an electric boost pump deliv- NOTES

ers fuel during engine start (Figure 28-7). An
engine feed jet pump delivers fuel after starting
and during flight.
The engine feed jet pump automatically takes

over from the electric pump when the engine is
running. A feeder jet pump keeps the feeder tank
full. The feeder tank holds 200 liters (52.8 gal-
lons) of fuel and is located inboard of the main
tank. This capacity allows the feeder tank to sup-
ply fuel to the engines for 10 seconds after a
negative G condition. System controls and indi-
cators are on the fuel subpanel.
A magnetic indicator informs the crew of failure

to maintain a full level of fuel in the feeder tank.
Crossfeed System
The left and right fuel feed systems are intercon-
nected by a crossfeed line through the wing box
center section. This system allows either engine
to use fuel from the opposite tank or for both
engines to receive fuel from one tank. The sys-
tem operates with a single-motor electric valve. It
is accessed through a door on the wing center
box upper surface. Crossfeed valve control and
indications are on the fuel panel in the flight
compartment.
Low Pressure Fuel Fire Shutoff

Control System
The low-pressure (LP) fuel fire shutoff control
system can be isolated by means of a dual motor
spherical-plug type valve. These are located
between each tank outlet and its corresponding
engine. Each LP valve is controlled by the
respective engine fire handle on the overhead
panel in the flight compartment. Valve position is
indicated on the fuel panel.

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Figure 28-8 Refuel-Defuel System

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Refuel/Defuel System NOTES

The ATR uses either of two methods for refuel-
ing. The pressurized refuel/defuel system (Figure
28-8) enables refueling using pressure and defu-
eling using suction. Alternatively, the airplane
can be gravity refueled.
The refueling assembly, on the right wing lead-

ing edge, is connected to two lines inside the
tanks. The right tank refuel branch line is in the
right tank and the left tank refuel line is routed
through the wing center box. Total refueling rate
for both tanks is 24 m3/hr (84.7 ft3/hr) at an inlet
pressure of 3.5 bars (50 psi).
Fuel enters the tanks lowest point through a dif-

fuser to limit the formation of foam and fuel
vapor. Each tank has two float-type high level
sensors that close the refuel/defuel valves when
98% of the maximum fuel level is reached. The
controls and indicators are on the refueling panel
on the right landing gear fairing. 28 VDC power
is from the GND/HDLG XFR bus or the HOT
BAT bus if no other power source is available.
Gravity refueling is accomplished through two

refueling caps. Overwing refueling caps are on
the outboard upper surface of each wing.

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Figure 28-9 Fuel Indicating System

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FUEL INDICATING SYSTEM NOTES

The fuel quantity indicating system (Figure 28-9)
is comprised of the following subsystems:
● An electrical fuel quantity indicating sys-
tem comprising five probes per tank and
a dual digital indicator
● Two manual magnetic indicators per tank
● A high level detection system
● A fuel temperature indicator
The electrical fuel quantity indicating system

provides the flight crew with the mass of the fuel
available in the fuel tanks. This information is
displayed in digital form on a dual indicator on
the center instrument panel.
Manual magnetic indicators on the wing lower

surface can be used during ground refueling
operations. They indicate loaded fuel quantity in
case of failure of the electrical system.
The high-level detection system uses sensors

mounted in the top of each wing to automatically
close the refueling valves when maximum fuel
level in the tank is reached. High level indicator
lights are on the refueling panel.
The fuel temperature in the left feeder tank sends

temperature data to an indicator on the center
instrument panel.
Magnetic indicators, installed on panel 702VU

are associated with the feeder jet pumps. They
indicate failure to maintain full level in the feeder
tanks. The time delay of these magnetic indicators
is 10 mn.

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Figure 28-10 Fuel System Components
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COMPONENT NACA air intake creates a slight overpressure in

the tank of approximately 20 mb (0.3 psi). It also
DESCRIPTION limits overpressure in the tank during refueling.
Figure 28-10 shows the fuel system component
locations. Float Valve
A float valve (Figure 28-11) attached to the vent
FUEL STORAGE SYSTEM line, is located in the outboard section of each
COMPONENTS wing. The valve’s outlet connects to a vent surge
tank. When refueling to maximum fuel level, the
float valve closes and allows refueling up to the
NACA Air Intake high level sensor. In case of accidental overfill-
ing, the excess fuel overflows through the vent
A NACA air intake vent (Figure 28-11) is line. The float valve also closes when the aircraft
installed in the surge tank of each wing. The is turning, preventing the fuel from flowing into
NACA intake vents the surge tanks to the atmo- the vent tank.
sphere through wing lower surface. Inflight the
Figure 28-11 NACA Air Intake Vent and Float Valve

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Figure 28-12 Water Drains

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Water Drains Strontium Chromate Supports

Four self-closing water drains (Figure 28-12) are Supports in each main and feeder tank hold
at the lowest point of each wing, flush with the strontium chromate tablets (Figure 28-13). These
surface. Water can be drained from the tanks at tablets prevent microbial growth in the fuel
an aircraft attitude of ±3°. which would cause deposits to build up in
the tanks.
Figure 28-13 Strontium Chromate Tablet Support

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Figure 28-14 Engine Feed Jet Pump

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DISTRIBUTION SYSTEM hydromechanical unit. Pressure at the pump out-

COMPONENTS let should be greater than or equal to 840 mb (12
psi) to ensure correct engine fuel supply. The jet
pump outlet is equipped with a check valve.
Electric Pump
During normal operations, each engine feed jet
A 28 VDC electric pump (Figure 28-14) is pump supplies fuel to its respective engine
installed in each feeder tank and supplies fuel to throughout the aircraft flight envelope. If one
the engines during the following: engine jet pump fails, the feed system of the
opposite engine can provide adequate fuel supply
● Engine start for both engines except during take off. For other
●
operating phases, a single engine feed jet pump
During engine feed jet pump failure supplies fuel at the following rates:
● Emergency airstart ● Both engines up to 860 kg/hr
(1,896 lb/hr)
The electric pump is deenergized after engine
starting by a pressure switch when the output ● One engine at takeoff, between 430 kg/hr
pressure of the jet pump reaches 500 mb (7 psi). (946 lb/hr) and 550 kg/hr (1,210 lb/hr)
This pressure switch also starts the electric pump
if the engine feed jet pump fails and ensures fuel
supply to the engine. The electric fuel pump is NOTES
also energized when the fuel quantity indicator
detects a fuel low level condition and when
FUEL X FEED is selected.
The flow rate delivered to the engine for starting

is 450 liters/hour (119 gallons/hour) at a pressure
of 380 mb (5.5 psig). The electric pump delivers
the necessary flow rate for engine operation and
flow to the jet pump nozzle. The pump outlet is
equipped with a check valve and connected to a
collector tank. A vapor relief valve is located at
the high point directly above the electric pump
and allows any air in the line to be expelled. This
valve is airtight when the line is pressurized. A
thermal relief valve installed in the line allows
fuel to escape directly into the tank and prevent
overpressure. The electric pump is installed in a
canister equipped with a self-sealing system on
the wing lower surface. The pump may be
removed without emptying the fuel tank.
Engine Feed Jet Pump

An engine feed jet pump (Figure 28-14) is
installed in each feeder tank. These pumps
deliver fuel to the engine after starting. Driving
flow is supplied through a return line from the

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Figure 28-15 Feeder Tank Jet Pump

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Feeder Jet Pump NOTES

Each tank has a feeder tank jet pump between the
main and feeder portions of the tank (Figure
28-15). The feeder jet pump operates by fuel
pressure from the engine feed system. It keeps
the feeder tank full throughout the flight by draw-
ing fuel from outboard of rib 5.
The feeder tank also connects to the tank through

flapper valves at the bottom of rib 5. If the jet
pump fails, these valves allow fuel to flow from
the main tanks to the feeder tank.
A magnetic indicator informs the crew of any

failure to maintain the full level in the feeder tank.
The magnetic indicator has a 10-minute time
delay.
Motive Flow Valve

The solenoid-controlled, pressure-actuated
motive flow valve (Figure 28-15) controls fuel
supply to the engine feed jet pump. The motive
flow valve is installed on the forward wing spar
near the low pressure valve on the engine feed
high pressure return line. It is controlled with the
PUMP pushbutton switch located on the fuel
control subpanel. When the solenoid is ener-
gized, fuel flow to the engine feed jet pump is
stopped. When closed, a thermal relief valve
allows fuel trapped between the motive flow
valve and the engine to run into the fuel tank.

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Figure 28-16 Fuel Low-Pressure Valve

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Low-Pressure Fuel Fire Shutoff Crossfeed Valve

Valve The crossfeed valve (Figure 28-17) is a 28-VDC
A 28-VDC dual motor, spherical-plug, LP valve motor-operated valve in the wing box center sec-
(Figure 28-16) is mounted at engine level on the tion. The crossfeed valve control and indicator is
front wing spar between the tank outlet and located on the fuel subpanel. Opening the valve
engine. The engine 1 (and 2) fire handles on the allows either engine to be supplied from the
overhead panel in the flight compartment control opposite tank or both engines to be supplied from
the LP valve. This LP valve shuts off the engine one tank. Access to the valve is gained through a
feed system in case of an engine fire. Having dual door on the center wing box upper surface.
motors allows the second motor to operate the
valve if the first motor fails.
Figure 28-17 Crossfeed Valve

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Figure 28-18 Refuel/Defuel Component Locations

Refueling Assembly valves. The refueling assembly is in a dry bay on

the right wing leading edge. It connects the refu-
Refueling and defueling component locations are eling vehicle to the aircraft’s refueling system.
shown in Figure 28-18. The refueling valves are operated from the refu-
e l i n g p a n e l . 2 8 - V D C p ow e r i s f r o m t h e
The refueling assembly (Figure 28-19) comprises GND/HDLG XFR bus.
the refuel/defuel coupling and two refuel/defuel
Figure 28-19 Refuel/Defuel Valve

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Figure 28-20 High-Level Sensors

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High-Level Sensor Gravity Refueling Caps

Two float-type high-level sensors (Figure 28-20) Two overwing gravity refueling caps (Figure
are installed in each tank. When fuel reached the 28-21) are on the wing upper surface. Each cap
sensor, the refuel/defuel valves close and the includes a support attached to the structure and a
high-level fuel indicator illuminates. filter. Each cap is also equipped with a flush
mounted lock. A grounding connection near each
cap allows for electrical connection between the
refueling cap and the aircraft structure.
Figure 28-21 Gravity Refueling Caps

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Figure 28-22 Fuel Probes

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FUEL INDICATING SYSTEM NOTES

COMPONENTS
Dual Indicator
The fuel quantity indicator on the center instru-
ment panel, indicates the mass of the fuel in each
tank using a digital display. It is calibrated in
kilograms or pounds depending on aircraft ver-
sion. Circuitry within the dual indicator makes
up the low level detection system. The low fuel
detection threshold is set at 160 kilograms (352.8
pounds) for each tank. When a low fuel level
condition is detected, the system triggers the
following:
● Illumination of an amber caution light
(one per tank) on the face of the indicator
● An output signal processed by the crew
alerting computer
● Automatic activation of the tank’s elec-
tric fuel pump
NOTE
The indicator segments are also tested
by the annunciator light test system.
Fuel Probes
Five capacitance probes (Figure 28-22) in the top
of each tank measure fuel mass. Fuel level
changes cause probe capacitance changes. The
fuel quantity measuring system detects these
changes. Fuel quantity for each tank displays on
the fuel quantity indicator on the center instru-
ment panel. Measurement accuracy varies accor--
ding to the volume of fuel in the tank as follows:
● Towards empty: ±1% of full tank value,
±50 kg (110 lbs)
● Towards full: ±3% of full tank value,
±150 kg (330 lbs)

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Figure 28-23 Manual Magnetic Indicators

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Manual Magnetic Indicators NOTES

Each tank is equipped with two manual magnetic
indicators (Figure 28-23) on the lower wing sur-
face. The magnetic indicator is used to compute
the amount of fuel in the tank if power is not
available or if the fuel indicator is not function-
ing. This indicator uses a graduated rod marked
in centimeters. The fuel level is read from this
rod and charts are used to convert centimeters to
weight.

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Figure 28-24 Fuel System Controls and Indications (Sheet 1 of 2)

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CONTROLS AND Engine 1 (and 2) Pump

INDICATIONS Pushbutton Switches/Indicator
Pressing the PUMP pushbutton controls the oper-
OVERHEAD PANEL ation of its respective electric fuel pumps and
motive valve. Pressing the pushbutton the first
Figure 28-24 shows the fuel system controls and time arms the electric boost pump and motive
indications. flow valve.
RUN—Indicates the electric fuel pump has acti-

Engine 1 (and 2) LP Valve vated and is operating.
Flowbar Indicator
OFF—Indicates the boost pump is deactivated.
The LP VALVE 1 and 2 flowbar indicators have
green bars that indicate LP valve position. The
valves are controlled by the ENG 1 (and 2) fire CENTER INSTRUMENT PANEL
handles. The valve indications are as follows:
● A vertical flowbar indicates the LP valve
Fuel Temperature Indicator
is open. The fuel temperature indicator displays the fuel
●
tank temperature in degrees centigrade.
A horizontal flowbar indicates the LP
valve is closed.
Fuel Quantity Indicator
Engine 1 (and 2) Fuel Low The fuel quantity indicator is comprised of the
Pressure Annunciators following:
The amber FEED LO PR annunciator indicate ● Two digital displays
low pressure beyond the LP valve.
● Two low fuel indicators
Crossfeed Valve Pushbutton ● Press to test pushbutton
Switch/Indicator
The X FEED pushbutton switch alternately Left and Right Tank Display
opens and closes the crossfeed valve. It has the
following two green flowbar indicators: The four digit digital indicators L TK and R TK
display fuel quantity in kilograms or pounds.
● A vertical flowbar indicates the X FEED
valve is closed.
Left (and Right) Low Fuel
● A horizontal flowbar indicates the X Indicator Lights
FEED valve is open.
The LO LVL indicator illuminates when the low
fuel circuitry detects a low fuel condition in the
respective tank.

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Figure 28-24 Fuel System Controls and Indications (Sheet 2 of 2)

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Fuel Quantity Indicator Test REFUEL-OFF-DEFUEL Switch

Pushbutton REFUEL—With the refuel valve switches in the
Pressing the FQI TEST pushbutton simulates a NORM position, selecting REFUEL opens the
fuel load greater than 4,500 kilograms (9,900 refuel/defuel valves for refueling.
pounds), causing the refuel/defuel valves to
close. OFF—This position closes the refuel valves.
Pressing the T-button checks the measurement DEFUEL—With the refuel valve switches in the
channels and causes the the following: OPEN position, selecting DEFUEL opens the
refuel/defuel valves for defueling.
● Quantity display shows 8s
● LO LVL lights illuminate
Refuel Valve Switches
●
SHUT—Setting the switch to this position closes
FUEL annunciator on crew alerting panel the refuel valves.
illuminates/CCAS Level 2 Alert
●
NORM—This position allows the refuel valves
Refuel/Defuel valves close to be opened by the refuel–off–defuel switch.
Memo Panel OPEN— Setting the switch to this position opens

the refuel valves.
The memo panel is located on the lower right
side of the center instrument panel.
Fuel Quantity Preselector
Crossfeed Advisory Light Two thumbwheel selectors, representing the
thousands and hundreds position of the fuel load,
The blue FUEL X FEED advisory annunciator are used to preselect the desired fuel load.
illuminates when the crossfeed valve is open.
Fuel Quantity Repeater
REFUELING PANEL Indicator
Displays the total fuel quantity in the tanks in
High Level Tank 1 (and 2) kilograms or pounds.
Indicators
The HIGH LEVEL TANK 1 (and 2) indicator
lights come on during refueling if fuel reaches
the high level sensor float and the indicating sys-
tem has not closed the refuel/defuel valves.
Refuel–Defuel Valve Indicators

When illuminated the LH (and RH) VALVE
OPEN indicator lights indicate the respective
refuel valve is open.

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Figure 28-25 Feeder Tank Magnetic Indicator

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RIGHT HAND MAINTENANCE FUEL QUANTITY INDICATING

PANEL SYSTEM
Fuel Feeder Tank Indicator Manual Magnetic Indicators

Lights The rod is unlocked and it comes down under its
The left and right fuel feeder tanks magnetic own weight. It magnetically links to the float.
indicators (Figure 28-25) change to amber when The fuel level is read in centimeters on the part of
the respective feeder tank is not being maintained the rod that is extended from the tube. A chart is
full. used to convert centimeters into liters and units
of weight. The charts can also compensate for
aircraft roll and fuel density. Aircraft roll is
SYSTEM OPERATION checked on a clinometer on the main landing
gear bay.
Fuel Storage System Dual Indicator

Strontium tablets are periodically placed into
support in the tanks to protect against microbial When the test pushbutton on the face of the indi-
contamination. cator is depressed, the indicator displays all 8's.
FUEL DISTRIBUTION SYSTEM NOTE

The indicator segments are also tested
Electric Boost Pump Operation by the annunciator light test system.
Operation of the electric fuel pumps is according

to the position of the FUEL ENG 1 (or 2) push-
button switches. When the pushbutton is
depressed, pump operation is armed. Selecting
the crossfeed valve to open causes the electric
pumps to run.
Engine Fire Handles

Pulling the engine fire handle actuates both
motors on the actuator causing valve closure and
engine shut down. If one motors fail, the other
operates the valve. The resulting pressure drop
causes the motive flow valve on the engine feed
return line to close. The two systems are isolated.

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Figure 28-26 Crossfeed Valve Control

Figure 28-27 LP Valve Control
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Figure 28-28 Refuel/Defuel Control
CHAPTER 29
HYDRAULIC POWER
CONTENTS
Page
INTRODUCTION ................................................................................................................ 29-1
GENERAL ............................................................................................................................ 29-1
Main Hydraulic Systems ............................................................................................... 29-5
Auxiliary Hydraulic System .......................................................................................... 29-7
COMPONENT DESCRIPTION........................................................................................... 29-9
Reservoir ....................................................................................................................... 29-9
Hydraulic Pump........................................................................................................... 29-11
Accumulators............................................................................................................... 29-13
Relief Valves ............................................................................................................... 29-13
Check Valves............................................................................................................... 29-13
Hydraulic Power Crossfeed Control Valves ............................................................... 29-13
Pressure Module .......................................................................................................... 29-15
Return Module............................................................................................................. 29-15
Filters........................................................................................................................... 29-17
Ground Service Panel .................................................................................................. 29-19
Auxiliary Pump ........................................................................................................... 29-19
CONTROLS AND INDICATION ..................................................................................... 29-21
Hydraulic Power Panel ................................................................................................ 29-21
Triple Indicator............................................................................................................ 29-23
AUX HYD PUMP Pedestal Switch ............................................................................ 29-23


Pump Operation .......................................................................................................... 29-23
Crossfeed Valve Operation ......................................................................................... 29-29
Hydraulic Reservoir Filling ........................................................................................ 29-31

ILLUSTRATIONS
Figure Title Page
29-1 Hydraulic System Block Diagram ......................................................................... 29-2

29-2 Hydraulic System Components ............................................................................. 29-3
29-3 Blue and Green Hydraulic Subsystems (Sheet 1 of 2) ....................................... 29-4
29-3 Blue and Green Hydraulic Subsystems (Sheet 2 of 2) ....................................... 29-6
29-4 Hydraulic Fluid Reservoir ..................................................................................... 29-8
29-5 Hydraulic Pump ................................................................................................... 29-10
29-6 Accumulator ........................................................................................................ 29-12
29-7 Crossfeed Valve................................................................................................... 29-13
29-8 Pressure Module .................................................................................................. 29-14
29-9 Return Module ..................................................................................................... 29-15
29-10 Filter..................................................................................................................... 29-16
29-11 Ground Service Panel .......................................................................................... 29-18
29-12 Auxiliary Electric Pump ...................................................................................... 29-19
29-13 Typical Hydraulic Controls and Indications........................................................ 29-20
29-14 Triple Indicator and Auxiliary Hydraulic Pump Switch...................................... 29-22
29-15 Main Pump Switches ........................................................................................... 29-22
29-16 Electric Motor Pump—Green Hydraulic System Power and Control................. 29-24
29-17 Electric Motor Pump—Blue Hydraulic System Power and Control ................... 29-26
29-18 Electric Motor Pump—Blue Hydraulic System Power and Control ................... 29-28
29-19 Hydraulic Reservoir Servicing ............................................................................ 29-30

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CHAPTER 29
HYDRAULIC POWER
INTRODUCTION
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This chapter discusses the airplane hydraulic power systems. All hydraulic power systems and
components are described in terms of what they are, where they are located, and how they are
operated and powered. Indications, annunciators, and other warnings or cautions related to this
system are also discussed. The purpose of this chapter is to acquaint the maintenance technician
with the hydraulic power systems. System controls and use are described. An approved aircraft
GENERAL
Hydraulics are used to power high demand sys- The aircraft is provided with two independent
tems, including the following: systems. The systems are called green and blue.
Hydraulic fluids used are phosphate ester based,
● Flight controls type IV.
● Landing gear
● Right propeller brake

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Figure 29-1 Hydraulic System Block Diagram

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●
SYSTEM DESCRIPTION A section of the common pressure
module
A block diagram of the aircraft hydraulic system ● A return module
is shown in Figure 29-1. The hydraulic power
system consists of two subsystems, green and ● Two quick disconnect fittings for connec-
blue, which share a common reservoir (Figure tion of an external hydraulic power
29-2). The only differences between the two sys- supply
tems are the systems served. Both systems
include the following components, which are all A cross-feed valve in the system allows one main
in the rear area of the left main gear wheel: system to operate all hydraulic subsystems. In
● A section of the common hydraulic fluid case of low fluid in one of the systems, crossfeed
reservoir operation is inhibited. This prevents total loss of
fluid from the system.
● An electric pump The aircraft is equipped with two main hydraulic
●
pumps and an auxiliary hydraulic pump. The
An accumulator auxiliary hydraulic pump can be used to power
the blue system under certain conditions.
Figure 29-2 Hydraulic System Components

29-4
SIGHT
FILLER
GLASS
SLOSH CAP STRAINER
BAFFLE FILTER

FILLER PORT PROVISION
DRAIN DRAIN
PORT PORT
ACOUSTIC
FILTER
BLUE PRESSURE
MODULE
M
S CROSS-FEED
VALVE
GREEN SYSTEM PRESSURE
BLUE SYSTEM PRESSURE

M
GREEN SYSTEM RETURN
BLUE SYSTEM AND RIGHT ACOUSTIC

PROPELLER BRAKE RETURN FILTER
GREEN PRESSURE
SUCTION
GND MODULE
SVCE
CASE DRAIN PANEL
AUXILIARY PUMP SYSTEM PRESSURE
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Revision 2
Figure 29-3 Blue and Green Hydraulic Subsystems (Sheet 1 of 2)

Revision 2
PROPELLER BRAKE
CONTROL VALVE
L SPOILER CONTROL
VALVE
L SPOILER
ACTR PROPELLER BRAKE
RIGHT
R SPOILER CONTROL VALVE
R SPOILER

ACTR
BRAKING LOW
RESERVOIR PRESSURE
RELIEF
VALVE
STEERING DIFFERENTIAL
CONTROL VALVE
STEERING
ACTR STEERING SWIVEL
VALVE
MASTER MASTER
CYLINDERS CYLINDERS
L/G SELECTOR VALVE

FLAP VALVE BLOCK
STEERING FLAP ACTR FLAP ACTR
SOLENOID NLG ACTR ASSY METERING
VALVE NLG UPLK BOX NLG DWN UNLK ACTR VALVE
ANTISKID SYS
CONTROL UNIT
L MLG UPLK BOX L MLG ACTR ASSY L MLG DWN UNLK ACTR F F F F
PRKG ACCU
AND EMER BRK
R MLG UPLK BOX R MLG ACTR ASSY R MLG DWN UNLK ACTR
F F
FLAP ACTR PRKG/EMRE-BREAKING

METERING VALVE
GREEN SYSTEM PRESSURE
BLUE SYSTEM PRESSURE
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BLUE SYSTEM AND RIGHT

PROPELLER BRAKE RETURN
Figure 29-3 Blue and Green Hydraulic Subsystems (Sheet 2 of 2)
international
29-5
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MAIN HYDRAULIC SYSTEMS NOTES

The main hydraulic systems, blue and green, are
supplied by a common reservoir, semi-divided
into two equal sections (Figure 29-3). Two main
hydraulic pumps and an auxiliary hydraulic
pump feed the hydraulic systems. These two
variable displacement pumps pressurize the sys-
tems (one per system) and operate continuously
under normal conditions. System pressure is
3,000 +50 –0 psi.
The green system pump receives three phase
115/200 volt alternating current wild frequency
(ACW) power from ACW bus 2. The blue system
pump receives three phase 115/200 VACW
power from ACW BUS 1. The pumps provide
pressure to systems that use hydraulic power. The
blue system pump is wired to avoid both main
pumps being powered up at the same time.
The blue system powers the flaps, propeller
brake, spoilers, nosewheel steering, and emer-
gency and parking brakes. The green system
powers the landing gear system and normal
brakes.

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In case of failure of either pump, the other pump ● An overheat sensor

can power all systems by means of a cross-feed
valve (Figure 29-3). If a leak occurs in one sys- ● A check valve
tem, the cross-feed valve is inhibited to prevent
total fluid loss. If the blue pump fails, an auxil- Either the green or the blue system can operate as
iary pump provides power to the blue system. an auxiliary system. If no low-level condition
The auxiliary pump also automatically supplies occurs, the operative system, on pilot command,
power to the blue system when the aircraft is in provides pressure by opening the cross-feed
any of the following conditions: valve. The blue system can also be pressurized
by means of an auxiliary pump.
● Taxi
● Take off NOTES
● Approach
● Landing
NOTE
The DC pump is a low flow pump.
Using the DC pump as the sole source
of power for the green system during
cross feeding is not recommended.
AUXILIARY HYDRAULIC
SYSTEM
The auxiliary hydraulic system, its components
and controls are supplied by 28 VDC when the
aircraft is in any of the following conditions:
● Taxi
● Take off
● Approach
● Landing
The auxiliary pump can also be operated for

maintenance purposes. A switch on the pedestal
allows power to be routed to the auxiliary pump
while on the ground. The system consists of the
following:
● A low flow auxiliary electric pump
● A pressure switch

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Figure 29-4 Hydraulic Fluid Reservoir

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COMPONENT NOTES
DESCRIPTION
RESERVOIR
The unpressurized reservoir (Figure 29-4) sup-
plies both the green and blue systems. These
systems are equal. The system design allows both
to be refilled at the same time. The reservoir is
also equipped with the following:
● A filler port provided with a cap vented
to the atmosphere and a strainer filter
● Two low-level switches installed near the
filler port, one for each section
● A sight glass
● A return module for each system
● Slosh baffles to prevent fluid sloshing
during sideslips and minimize fluid
foaming during high return fluid flow

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Figure 29-5 Hydraulic Pump

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HYDRAULIC PUMP NOTES

The ACW motor drives a conventional axial pis-
ton-type pump (Figure 29-5) made up of a
cylinder barrel with nine pistons. It has an air-
cooled case drain. It is provided with an internal
boost impeller in the suction line. This impeller,
required because the reservoir is unpressurized,
accelerates hydraulic fluid to the speed of the cyl-
inder barrel bores. A bypass valve is installed to
avoid a high frequency condition of the electric
motor at starting or peak demand conditions. The
valve closes when the electric motor reaches
5,000 rpm.
The case drain pump is also provided with an
external drain line. The line consists of a clear
looped hose, which collects oil leaks and indi-
cates leakage amount.
The pump’s flow rate is 2.1 US gallons per
minute at 2,850 psi. Nominal pressure is 3,000
psi at zero fluid flow. The electric motor speed is
6,700 rpm to 9,700 rpm.

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Figure 29-6 Accumulator

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ACCUMULATORS HYDRAULIC POWER

The accumulators (Figure 29-6) are welded-steel
CROSSFEED CONTROL
cylinders, consisting of a fluid side and a com- VALVES
pressed nitrogen side separated by a piston. They
The crossfeed control valve is a spring-loaded
act as a shock absorber against system pressure
closed, electrically actuated, electrovalve con-
surges and are precharged to 1,500 psi at 20° C
trolled valve. It is installed between the green and
(68° F). A pressure gauge is installed near the
blue pressure modules. The crossfeed valve con-
accumulator.
trols the crossfeed line between the two systems.
It is also provided with a return line connected to
RELIEF VALVES blue system returns. The location of the crossfeed
control valve is shown in Figure 29-7.
Relief valves provide overpressure protection for
the two systems. They open at 3,553 psi and
close at 3,133 psi.
CHECK VALVES
Check valves are fitted where needed to protect
or isolate certain items.
Figure 29-7 Crossfeed Valve

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Figure 29-8 Pressure Module

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PRESSURE MODULE RETURN MODULE

The pressure module (Figure 29-8) consists of Two return modules (Figure 29-9) are bolted to
two modules (green and blue). Both are equipped the rear side of the reservoir. They receive return
with the following: fluid from the green and blue systems. Which is
returned to the appropriate section through a
● A check valve return filter. Both systems are provided with a
low pressure filter and a pressure restrictor. The
● A pressure filter restrictor absorbs pressure in return lines when
actuating systems
● A relief valve
The green module also has a check valve. This
The internal case drain lines are provided with a valve prevents cavitation of landing gear actua-
bypass filter, and a check valve tors during a freefall extension.
The module casing includes threaded ports for The blue module has a filler port provision. The
the following: filler port is used when a ground pressure supply
cart does not include a filter. Refilling is through
● A low pressure switch the low-pressure filter of the blue return module.
● A pressure transmitter
● An overheat sensor
Figure 29-9 Return Module

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Figure 29-10 Filter

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FILTERS NOTES
All filters (Figure 29-10) are disposable. Each fil-
ter has the following:
● A shut-off valve diaphragm to prevent
fluid loss and limit air entry during ele-
ment replacement
● A clogging indicator with a red button
that comes out at a preset differential
pressure
● A thermal lockout ring that prevents
clogging indicator operation at low
temperatures
● A check valve
Pressure Filters
A 15-micron non-bypassing filter is installed in
the pressure line on the pressure module. The
clogging indicator pops out at a differential pres-
sure of 100 psi.
Return Filters
A 5-micron bypassing filter is installed in the
return modules. Its clogging indicator comes out
at a differential pressure of 24 psi. The bypass
valve opens at 49.3 psi.
Case Drain Filter

A 15-micron bypassing filter is installed on the
pressure module in the pump case drain line. It
allows monitoring of pump wear. Its clogging
indicator comes out at a differential pressure of
36.3 psi. The bypass valve opens at 50.8 psi.
The hydraulic system is also provided with an
acoustic filter, downstream of the pump to reduce
noise.

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Figure 29-11 Ground Service Panel

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GROUND SERVICE PANEL with nine pistons. The suction line is connected
to the suction pipe of the ground service panel on
Ground power connections are provided on a the blue section. The pressure line is routed to the
ground service panel (Figure 29-11). The panel is HP module, through the pressure pipe of the
used to connect a hydraulic ground power cart to ground service panel on the blue section. The
either system for system servicing. pump drain line is routed to the reservoir on the
blue section, and connects upstream of the blue
filter. The pump has a flow rate of 0.7 US gallons
AUXILIARY PUMP per minute at 2,850 psi. It provides a pressure of
3,000 psi at zero fluid flow. The electric motor
The auxiliary electric pump (Figure 29-12) is an operates at 10,300 rpm.
axial piston type. A DC motor drives a barrel
Figure 29-12 Auxiliary Electric Pump

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Figure 29-13 Typical Hydraulic Controls and Indications

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CONTROLS AND OVHT lights (amber)—The hydraulic fluid

OVHT lights illuminate if the fluid temperature
INDICATION in the respective pump case drain lines is exces-
sive. Indication is accompanied by illumination
Figure 29-13 shows locations of the hydraulic of the amber HYD light on the CAP and CCAS
systems controls and indicators. level 2 alerts.
HYDRAULIC POWER PANEL AUX PUMP Pushbutton

The hydraulic power panel is located on the over- Pressing the AUX PUMP pushbutton sets the
head panel. This panel holds the controls for the pump to automatic function. In automatic, the
blue pump, auxiliary pump, green pump, and auxiliary pump runs as soon as the following
crossfeed function. conditions are met:
● Main pump pressure below 1,500 psi
BLUE and GREEN PUMP
Pushbuttons ● Propeller brake released
Pressing either pushbutton operates the respec- ● Gear handle selected DOWN
tive pump. Releasing the pushbutton stops
operation. ● At least one engine running
LO PR (amber)—This legend illuminates when LO PR (amber)—This legend illuminates when
the pump output pressure is below limits. CCAS the pump output pressure is below limits. CCAS
level 2 alerts are activated. level 2 alerts are activated.
OFF (white)—This legend goes off when the OFF (white)—This legend goes off when the
pushbutton is pressed and illuminates when pushbutton is pressed and illuminates when
released. released.
NOTE X-FEED Pushbutton

On the green system, a low-pressure Pressing the crossfeed pushbutton opens the
inhibit relay is powered through the crossfeed valve and interconnects the blue and
proximity switch electrical unit during green hydraulic systems.
landing gear extension. This relay pre-
vents the LO PR light from coming on ON (blue)—This legend illuminates when the
during gear extension. pushbutton is pressed. The ON light denotes
switch position, not valve position.
BLUE and GREEN PUMP
Annunciators
LO LVL (amber)—The hydraulic LO LVL lights
illuminate if the fluid level in the respective res-
ervoir section is low. Indication is accompanied
by illumination of the amber HYD light on the
CAP and CCAS level 2 alerts. The X FEED
valve closes automatically if open.

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Figure 29-14 Triple Indicator and Auxiliary Hydraulic Pump Switch
Figure 29-15 Main Pump Switches

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TRIPLE INDICATOR NOTES

The triple indicator (Figure 29-14) shows the
pressure of the brake accumulator and both
hydraulic systems. The brake accumulator pres-
sure indicator displays hydraulic pressure in the
emergency and parking brake accumulator. Nor-
mal value is 3,000 psi.
The hydraulic system pressure indicators display
pressure in the output lines from each hydraulic
pump. During operation, normal pressure is
3,000 psi. Red dots indicate alert threshold.
AUX HYD PUMP PEDESTAL

SWITCH
The auxiliary hydraulic pump switch (Figure
29-14) energizes the auxiliary pump for 30 sec-
onds, provided the following conditions are met:
● Ground handling bus powered
● Aircraft on ground
SYSTEM OPERATION
PUMP OPERATION
The main pumps are controlled through switches
in the flight compartment (Figure 29-15). When
the switch is pressed in, the pump contactor ener-
gizes and the pump is supplied with 115/200
VACW. ACW bus 2 supplies the green pump and
ACW bus 1 supplies the blue pump.
NOTE
Main hydraulic power is not available
in hotel mode because the auxiliary
gearbox drives ACW generators. In
this configuration, if main hydraulic
power is required, the aux pump may
be used in the manual mode.

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Figure 29-16 Electric Motor Pump—Green Hydraulic System Power and Control
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The green pump contactor relay is supplied by 28 NOTES

VDC through the pump switch. When the rele-
vant pump ACW bus is de-energized, parallel
contacts of the bus tie contactor and generator
contactor open, avoiding the contactor actuation
if the power to the bus is not available (Figure
29-16).

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Figure 29-17 Electric Motor Pump—Blue Hydraulic System Power and Control
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The blue contactor relay is supplied by 28 VDC NOTES

through the pump and the generator contactor or
bus tie contactor. A negative signal is routed to
the contactor through a time delay relay (one sec-
ond), to avoid the simultaneous switching on of
both pumps. The relay is powered by the same
circuits as the bus contactor relay. When ener-
gized, the pump contactor relay stays latched to
prevent its de-energization due to a touchdown
relay failure (Figure 29-17).

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Figure 29-18 Electric Motor Pump—Blue Hydraulic System Power and Control
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The auxiliary electric pump and its controls (LO With the electrovalve deenergized, the cross feed
PR, OVHT) are supplied by 28VDC when the valve is closed. With the electrovalve energized,
aircraft is in taxi, take off, approach, or landing the crossfeed valve is open. In case of a fluid low
condition. The auxiliary electric pump can also level in one of the two sections, the low-level
be operated for maintenance purposes, and is switch actuates, energizing the crossfeed inhibit
supplied by DC EXT PWR or by the ground han- relay. This latter cuts off the electrical supply to
dling bus (Figure 29-18). the valve, which closes, and prevents the total
loss of both systems’ fluid.
The auxiliary electric pump is controlled through
a switch, located in the flight compartment.
When the switch is pressed in, pump contactor NOTES
energizes and the pump operates, if the following
conditions exist:
● One or both engines running
● Contactor (for maintenance use) not
energized
● Propeller brake disengaged
● Landing gear selector lever DOWN
● Main blue pump pressure < 1,500 psi
With the switch pressed in, pump operation is

controlled by the landing gear lever position.
With the gear lever in the down position, the
pump provides hydraulic power for taxi, takeoff,
approach, or landing if the blue pump fails. In the
UP position (CRUISE) the pump stops.
In the above operation, the pump and its controls
(LO PR, OVHT) are supplied by 28-VDC bus 2.
The auxiliary pump can be used with either
engine not running or in hotel mode. It is pow-
ered by the ground handling bus or by DC EXT
PWR. A pedestal switch energizes the contactor.
A timing circuit will keep the pump running for
30 seconds.
CROSSFEED VALVE
OPERATION
Depressing the X FEED switch opens the cross-
feed valve. This allows the powered system to
s u p p l y p r e s s u r e t o n o n p ow e r e d s y s t e m
components.

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Figure 29-19 Hydraulic Reservoir Servicing

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HYDRAULIC RESERVOIR overflow port and stops servicing when the sight
FILLING gage indicates TOP FULL.
The reservoir can be filled in the following three

ways (Figure 29-19): NOTE
●
If fluid vents through overflow port,
Through the ground service panel refilling must be stopped.
● Through the blue system return module
No External Pressure Source
● Through a filler cap on top of the
reservoir If no external pressure supply is available, the
filler cap on top of the reservoir is used for
filling.
External Pressure
Source—Filtered Filling is accomplished by opening the overflow
port and the filler cap on top of the hydraulic res-
If an external pressure supply source equipped ervoir. Fluid is poured into the reservoir. The
with a filter is available the blue or green system maintenance technician watches the sight gage
suction fitting on the ground service panel is used and overflow port and stops servicing when the
for filling. sight gage indicates TOP FULL.
Filling is accomplished by opening the overflow

port. The supply source is then connected to the NOTE
blue or green system suction fitting. Fluid is
pumped from the supply source into the reser- If fluid vents through overflow port,
voir. The maintenance technician watches the refilling must be stopped
sight gage and overflow port and stops servicing
when the sight gage indicates TOP FULL.
NOTE
If fluid vents through overflow port,
refilling must be stopped.
External Pressure
Source—Unfiltered
If an external pressure supply source not
equipped with a filter is available, the filler port
on the blue system return module is used for
filling.
Filling is accomplished by opening the overflow
port. The supply source is then connected to the
blue system suction fitting. Fluid is pumped from
the supply source into the reservoir. The mainte-
nance technician watches the sight gage and

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INTENTIONALLY LEFT BLANK

CHAPTER 30
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 30-1
GENERAL ............................................................................................................................ 30-1
Airfoil Deicing .............................................................................................................. 30-3
Horn Anti-icing System................................................................................................. 30-9
Engine Air Intake Ice Protection ................................................................................. 30-11
Pitot And Static ........................................................................................................... 30-11
Windows—Windshields ............................................................................................. 30-13
Windshield Rain Removal........................................................................................... 30-15
Propellers..................................................................................................................... 30-17
Ice Detection System................................................................................................... 30-17
Anti-icing Advisory System ........................................................................................ 30-17
Airfoil System ............................................................................................................. 30-19
Propeller Ice Protection ............................................................................................... 30-33
Ice Detector ................................................................................................................. 30-37
Anti-Icing System Equipment ..................................................................................... 30-39
Overhead Panel............................................................................................................ 30-41

Right Side Maintenance Panel .................................................................................... 30-47

Electronic Equipment Rack ........................................................................................ 30-51
System Test................................................................................................................. 30-53
Operation .................................................................................................................... 30-55
Windows—Windshields and Doors............................................................................ 30-60
Windshield Rain Removal .......................................................................................... 30-63
Propellers .................................................................................................................... 30-63
Anti-icing Advisory System ....................................................................................... 30-64

ILLUSTRATIONS
Figure Title Page
30-1 Ice and Rain Protection.......................................................................................... 30-2

30-2 Airframe De-icing - Typical .................................................................................. 30-4
30-3 Airframe De-icing - Option.................................................................................... 30-5
30-4 Pneumatic Deicing—Schematic ............................................................................ 30-6
30-5 Anti-Icing—Operation........................................................................................... 30-8
30-6 Engine De-icing—Pneumatic Supply ................................................................. 30-10
30-7 Ice Detection—Electrical Operation.................................................................... 30-16
30-8 Shut-Off Valve..................................................................................................... 30-18
30-9 Dual Distributor Valve - Location ...................................................................... 30-20
30-10 Dual Distributor Valve......................................................................................... 30-21
30-11 Pressure Switch.................................................................................................... 30-22
30-12 Dual Distributor Valve Heater............................................................................. 30-24
30-13 Engine De-icers .................................................................................................. 30-25
30-14 Shut-Off Valve..................................................................................................... 30-26
30-15 Pneumatic Deicer................................................................................................. 30-28
30-16 Automatic Water Drain........................................................................................ 30-29
30-17 Anti-icing Horns .................................................................................................. 30-30
30-18 Overheat Thermal Switch.................................................................................... 30-31
30-19 Location of Deicing Controllers .......................................................................... 30-32
30-20 Anti-icing Brush Blocks ...................................................................................... 30-34
30-21 Ice Detector.......................................................................................................... 30-36
30-22 Location of Anti-Icing Controllers ...................................................................... 30-38
30-23 Panel Location ..................................................................................................... 30-40

30-24 Probes HTG Panel ............................................................................................... 30-42

30-25 Anti-Icing Controls.............................................................................................. 30-43
30-26 Deicing Controls.................................................................................................. 30-44
30-27 Wiper Controls.................................................................................................... 30-45
30-28 Center Instrument Panel...................................................................................... 30-46
30-29 Windshield Heating Magnetic Indicator ............................................................. 30-47
30-30 ENG—Wings Deicing Cont................................................................................ 30-48
30-31 Horn Anti-Icing Controller—Front Face ............................................................ 30-50
30-32 Front Face of Deicing Controller ........................................................................ 30-51
30-33 Ice Detection System........................................................................................... 30-52
30-34 Deicing Cycle...................................................................................................... 30-54
30-35 Engine Air Intake Ice Protection......................................................................... 30-58
30-36 Propeller Anti-ice Cycles .................................................................................... 30-62
30-37 Captain Probe Heat ............................................................................................. 30-66
30-38 First Officer Probe Heat ...................................................................................... 30-67
30-39 Standby Probe Heat ............................................................................................ 30-68
30-40 Windshield Heat ................................................................................................. 30-69
30-41 Side Window Heat ............................................................................................. 30-70
30-42 Wiper Control .................................................................................................... 30-71

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CHAPTER 30
ICE AND RAIN PROTECTION
INTRODUCTION
The Ice and Rain Protection Systems chapter describes and discusses the ATR 42 airplane ice
and rain protection system. All ice and rain systems and components are described in terms of
what they are, where they are located, and how they are operated and powered. Indications,
annunciators, and other warnings or cautions related to these systems are also discussed. The
purpose of this chapter is to acquaint the maintenance technician with the ice and rain protec-
tion systems. System controls and use are described. Information concerning preflight
operations and procedures are included.
This chapter has been written for familiarization and training. An approved aircraft maintenance
manual must be used when performing any servicing or maintenance actions.
GENERAL adapted to the critical areas. The ice and rain pro-
tection is composed of the following systems:
The ice and rain protection system permits air- ● Airfoil
craft operation without restriction in icing
conditions or heavy rain. Aircraft ice protection ● Air intakes
is provided by a pneumatic and electrical system
● Pitot and static (probes)

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Figure 30-1 Ice and Rain Protection

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● Windows, windshield wipers and doors The propeller anti-icing system is designed to
reduce and even to avoid loss of propeller perfor-
● Propellers mance and possible damage which could result
from propeller operation in icing conditions.
● Detection
The purpose of the ice detection system is to help
● Miscellaneous the crew to detect icing conditions. However, the
primary mode of detection remains visual detec-
Figure 30-1 shows the ice and rain protection tion of ice formation by the flight crew. The
components. purpose of the AAS (Anti-icing Advisory Sys-
tem) is to:
The airfoil ice protection system is composed of
● Improve icing condition detection by the
the following systems:
crew
● Pneumatic deicing system for wings and
empennage ● Improve protection in icing conditions
● Horn electric anti-icing system
The engine air intake lip and throat ice protection

SYSTEM DESCRIPTION
system is normally selected only when icing con- The ice protection system is composed of:
ditions are expected.
● The airfoil deicing system (pneumatic)
Ice protection is ensured by pneumatic deicers
consisting of boots inflated by bleed air from ● The horn anti-icing system (electric)
engine 1 and 2 compressors. Bleed air is distrib-
uted to the deicers through dual distributor valves
following two operating cycles. AIRFOIL DEICING
The wings, propeller and engine ice protection Airfoil deicing is normally selected only in icing
controllers serve to control the dual distributor conditions. Deicing is ensured by pneumatic de-
valve cycles. icers featuring boots A and B installed side by
side, inflated alternately by air bled from the en-
The pitot probes, static probes, air temperature gine compressors.
probe (TAT) and angle of attack, for reasons of
flight safety, are able to receive and transmit true
pressure and temperature indications, for which
they are designed to operate in humid or icing
conditions. All these probes are installed in zones
subjected to ice formation, for which they are
protected by heating elements.
To assure to pilots good visibility during aircraft
operations, the windows and the windshields are
furnished with protection systems as divided:
● Against ice, fog and rain for the
windshield
● Against ice and fog for the side windows

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Figure 30-2 Airframe Deicing - Typical

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Figure 30-3 Airframe Deicing - Option

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ENGINE 1 ENGINE 2
INTAKE CONTROL INTAKE
PANEL
B B DE ICER
A CONTROLLER A
1 2
PRESSURE SWITCH PRESSURE SWITCH
B A
ENG ENG
1 2
A B
A B
WING
BLEED AIR BLEED AIR
OVERHEAT THERMAL
SWITCH
PRESSURE REGULATOR RELIEF VALVE DE ICER
AND S/O VALVE
B B SHUTOFF VALVE B B
A A A A
PRESSURE SWITCH PRESSURE JET PUMP
SWITCH
PERMANENT
DRAIN PERMANENT DRAIN
DUAL DISTRIBUTOR VALVE
WATER DRAIN
DE ICER
B B
A A
Figure 30-4 Pneumatic Deicing - Schematic

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Figure 30-4 shows a schematic of the pneumatic

deicing system. This air is distributed to the deic-
NOTES
ers via dual distributor valves. The deicing
system air supply can be provided by a single
engine if required. The airfoil pneumatic deicing
s y s t e m i s c o m p o s e d o f t h e f o l l ow i n g
components:
● Deicing controllers
● Pressure switch
● Dual distributor valves
● Pressure regulator and shut-off valves
● Pneumatic deicers
● Automatic water drains
● Shut-off valves
● Overheat thermal switches

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Figure 30-5 Anti-Icing—Operation

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HORN ANTI-ICING SYSTEM NOTES

This system is only selected in icing conditions
and prevents all ice deposits between the wing
structure and the moving parts of the control sur-
faces. The horn anti-icing system (Figure 30-5) is
composed of the following components:
● Anti-icing controllers—They ensure reg-
ulation and monitoring of horn anti-icing.
● Anti-icing horns—Each horn ensures
anti-icing of areas liable to hinder the
free movement of the control surfaces.

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Figure 30-6 Engine DeIcing—Pneumatic Supply

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ENGINE AIR INTAKE ICE PITOT AND STATIC

PROTECTION The electrical heating of pitot probes, static
Figure 30-6 shows the engine air intake ice pro- probes, air temperature probe and angle of attack
tection system. is composed of three subsystems:
● Captain (Capt.)
Dual Distributor Valves
● First officer (F/O)
The system comprises two valves; each located
in engine nacelle. When operating, the valves ● Standby (Stby)
serve to supply pressure for alternate inflation
and deflation of the deicer boots. When the sys-
tem is not operating, negative pressure maintains Captain Subsystem
the deicers against the structure.
The captain subsystem consists of:
Anti-icing Shutoff Valve ● One captain pitot probe 55DA which

incorporates the heating element and is
The system comprises: located in the L fuselage forward section
● Two shutoff valves, left and right, located ● Two captain static probes 37DA and
in engine 1 and 2 nacelles 16DA, which incorporate the heating ele-
ment and are located respectively in L
The shutoff valves serve to isolate the engine air and R fuselage forward sections
intake or airfoil ice protection system in case of:
● One Alpha probe 7WW which incorpo-
● Engine fire rates the heating element and is located in
the L fuselage forward section
● Leakage or rupture of airfoil deicing duct
● A PROBES HTG/CAPT push button
● Leakage or rupture of engine air intake switch 25DA which incorporates a lumi-
anti-icing duct nous OFF legend and is located on
overhead panel section 26VU in flight
In the event of leakage or rupture associated with compartment
one engine air intake anti-icing duct, the shutoff
valves also serve to isolate that engine while con- ● Four current sensors: 43DA (pitot probe),
tinuing to supply the other engine. In normal 31DA (left static probe), 36DA (right
conditions the shutoff valves are open. The static probe), 41DA (left Alpha probe),
valves close when the solenoids are energized. installed on shelf 92VU in R electronics
rack 90VU
The valve mainly comprises:
● A PROBES HTG/PITOT/ALPHA/CAPT
● A solenoid annunciator 23DA located on overhead
●
p a n e l s e c t i o n 2 6 V U i n fli g h t
A valve compartment
● A ground position relay 37GB which dis-
connects, in flight, power supply to L and
R static probe heating elements failure
detection legend 23DA

The captain subsystem is supplied as follows: R static probe heating elements failure
detection legend 20DA
● Pitot probe heating element by 115
VACW bus 1 via circuit breaker 19DA The F/O subsystem is supplied as follows:
● Left and right static probe heating ele- ● Pitot probe heating element by 115
ments by 28 VDC bus 1, via circuit VACW bus 2, via circuit breaker 4DA
breaker 6DA
● Alpha probe heating element by 115
● Alpha probe heating element by 115 VACW bus 2, via circuit breaker 2DA
VACW bus 1 via circuit breaker 17DA
● Left and right static probes heating ele-
● PITOT/ALPHA annunciator by 28 VDC ments and PITOT/ALPHA annunciator
essential bus via circuit breaker 13DA by 28 VDC bus 2, via circuit breakers
10DA and IDA respectively
First Officer Subsystem
Standby Subsystem
The F/O subsystem consists of:
The standby subsystem consists of:
● One F/O pitot probe 48DA which incor-
porates the heating element and is located ● One stby pitot probe 51DA which incor-
in the R fuselage forward section porates the heating element; and is
located in the L fuselage forward section
● Two F/O static probes 39DA and 12DA
which incorporate the heating element ● Two stby static probes 35DA and 14DA
and are located respectively in L and R which incorporate the heating elements
fuselage forward sections and are located respectively in L and R
fuselage forward sections
● One alpha probe 8WW which incorpo-
rates the heating element and is located in ● One TAT probe 2FL which incorporates
the R fuselage forward section the heating element and is located in the
R fuselage forward section
● A PROBES HTG/F/O push button switch
22DA, which incorporates a luminous ● A PROBES HTG/STBY push button
OFF legend and is located on overhead switch 27DA which incorporates a lumi-
p a n e l s e c t i o n 2 6 V U i n fl i g h t nous OFF legend and is located on
compartment overhead panel section 26VU in flight
compartment
● Four current sensors: 42DA (pitot probe),
40DA (R alpha probe), 33DA (L static ● Four current sensors: 47DA (Pitot
probe), 38DA (R static probe), installed probes), 45DA (TAT), 29DA (L static
on shelf 93VU in R electronics rack probe), 34DA (R static probe) installed
90VU on shelf 94VU in electronic rack 90VU
● A PROBES HTG/PITOT/ALPHA/F/O ● A PROBES HTG/PITOT/TAT/STBY
annunciator 20DA, located on overhead annunciator 21DA located on overhead
section 26VU in flight compartment p a n e l s e c t i o n 2 6 V U i n fl i g h t
compartment
● A ground position relay 36GB which dis-
connects, in flight, power supply to L and

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● A ground position relay 35GB which dis- The system has been designed to ensure a proper
connects, in flight, power supply to L and forward vision and to avoid that any single fail-
R static probe heating elements failure ure caused loss of vision through any two
detection legend 21DA adjacent windows.
● Two ground position relays 38GB and
31GB which, on ground, disconnect L (R) Windshield Subsystem
respectively power supply to TAT probe
heating element and TAT probe failure The subsystem consists of:
detection legend ● Two windshield heating elements con-
●
sisting of indium/tin, oxide film applied
An ACW bus 1 caution light relay 9XB to the inner surface of the outer glass face
which allows the power supply of stby ply
pitot probe heating element via the cur-
rent sensor 47DA by 115 VACW bus 1 ● Three temperature sensors (normal, over-
(when it is energized) or by 115 VAC heat and spare) for each windshield
stby bus (when it is released) consisting of wound wire grids with a lin-
ear positive resistance/temperature
The stby subsystem is supplied as follows: coefficient and placed against the heating
● Stby pitot probe heating element by 115 element at the inboard top corner
VACW bus 1 or 115 VAC stby bus, via ●
c i r c u i t b r e a k e r s 5 7 DA o r 7 DA Two L and R windshield temperature
respectively controllers 11DG and 12DG monitor
both detection and indication circuits,
● TAT probe heating element by 115 and are installed in the fuselage forward
VACW bus 1 via circuit breaker 5DA section
● Two WINDSHIELD HTG/L and R push
● Left and right stby probe heating ele-
ments by 28 VDC bus 1, via circuit button switches 9DG and 10DG with a
breakers 8DA luminous OFF legend and a FAULT leg-
end located on overhead panel section
● PITOT/TAT annunciator by 28 VDC 26VU in flight compartment
essential bus, via circuit breaker 9DA ● Two WINDSHIELD HTG/L and R
CONT magnetic indicators 19DG and
WINDOWS—WINDSHIELDS 18DG located on R maintenance panel
702VU
Icing of external surfaces and fogging of internal

surface of windshield and side window are pre-
vented by an electrical heating system. The
system is composed of three subsystems:
● Left windshield
● Right windshield
● Left and right side windows

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L and R Side Window NOTES

Subsystems
The subsystems consists of:
● Two side window heating elements con-
sisting of nearly invisible fine wires
which are placed parallel in sine-wave
form into the vinyl interlayer between the
two acrylic plastic plies
● Two temperature sensors (one as spare)
for each side window, consisting of
wound wire grids with a linear positive
resistance/temperature coefficient and
placed against the heating element at the
inboard top corner
● Two metallic oxide varistor 21DG
(20DG) installed as an integral part in
each side window
● Two side window heating control units
(SWHCU) 25DG and 26DG monitor the
detection, indication and power supply
circuits and are installed in the fuselage
forward section
● One SIDE WINDOWS push button
switch 22DG with a luminous ON legend
and a FAULT legend located on overhead
p a n e l s e c t i o n 2 4 V U i n t h e fli g h t
compartment
● Two side window main relay 31DG and
30DG
● Two side window power relays 27DG
and 28DG, one in conjunction with each
controller, are used to supply the associ-
ated heating element

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L (R) Windshield Subsystem NOTES

Supply
The windshield subsystem is supplied as follows:
● L (R) windshield heating element by 200
VACW bus 1 (2), via circuit breaker 5DG
(6DG)
● L (R) windshield temperature controller
by 115 VACW bus 1 (2) through push
button switch 9DG (10DG) pressed
● L (R) FAULT & OFF legends of wind-
shield heating on push button switch
9DG (10DG) by 28 VDC bus 2
Left and Right Side Window

Subsystems Supply
The side window subsystems are supplied as
follows:
● Left side window heating element by 28
VDC bus 1, via circuit breaker 3DG
● Right side window heating element by 28
VDC bus 2, via circuit breaker 4DG
● Left and right side window heating con-
trol units 25DG and 26DG by
respectively 28 VDC bus 1 and 2 via cir-
cuit breakers 1DG and 2DG
WINDSHIELD RAIN REMOVAL

The rain removal from windshields is obtained
by means of the wiping system with aircraft fly-
ing at a speed up to 160 KIAS. The wiping
system is divided into two symmetrical and com-
pletely independent subsystems, being controlled
each one by the captain and first officer selector
switch respectively.

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Figure 30-7 Ice Detection—Electrical Operation

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●
PROPELLERS A push button switch (12DW) located on
upper center instrument panel 4VU
Propeller Ice Protection The system is supplied through 28 VDC emer-

gency bus. The system operates as soon as the
The propeller blade leading edge ice protection deicing or anti-icing system is selected. The sys-
system is normally selected only when icing con- tem enables improvement of icing condition
ditions are expected. Blade ice protection is detection by the crew and facilitates understand-
ensured by a heating element consisting of elec- ing of icing condition procedures.
trical resistors embedded in an insulation
material and supplied with 115 VAC. The electri- The AAS is connected to the ice detection sys-
cal connection between the fixed part and the tem, stall warning system and centralized crew
rotating part is provided by one brush block per alerting system (CCAS).
engine. The heating elements are electrically sup-
plied in cycles. The airfoil deicing controllers 1
and 2 serve to control the heating element cycles NOTES
following two operating cycles.
ICE DETECTION SYSTEM

The system is operating as soon as the aircraft is
energized (Figure 30-7).
The detection is ensured by a detector installed
on the lower surface of the non de-iced section of
left wing leading edge.
The system is composed of 3 elements:
● An ice detector (3DD) located on left
wing, zone 514
● A caution light (2DD) located on panel
4VU
● A TEST push button switch (4DD)
located on panel 4VU
ANTI-ICING ADVISORY
SYSTEM
The system is composed of three components:
● A flasher (16DW) located in electrics
rack 90VU on shelf 92VU
● A magnetic indicator (14DW) located on
maintenance panel 702VU

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Figure 30-8 Shut-Off Valve

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COMPONENT NOTES
DESCRIPTION
AIRFOIL SYSTEM
Shut-Off Valve
The system is fitted with 2 shut-off valves
(81DM, 82DM) located in the engine nacelles
(Figure 30-8).
The valve is composed of solenoid, valve.
The valves are normally open and are closed by
excitation of the solenoid.
The shutoff valves are supplied and protected as
follows:
● The shutoff valves are supplied via the 28
VDC essential bus section 1 busbar and
protected by circuit breaker 85DM.

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Figure 30-9 Dual Distributor Valve - Location

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Dual Distributor Valves They are located in the wings and aft flight con-
trol compartment.
Each dual distributor valve (Figure 30-9) is com-
posed of the following components: An electric heater is installed on each dual dis-
tributor valve assembly and deicing system
● Jet pump permanent drain.
● Pressure limiter The dual distributor valves are used to provide
alternately, inflation and deflation of the deicer
● Two pressure switches boots. Their operation is controlled by 2 control-
lers (15DM and 16DM) according to 2 cycles
● Two independent systems A and B com- (long or normal) When the system is not operating
posed of: the deicers are held against the structure, deflated.
❍ One inflating valve
❍ One deflating valve
❍ One solenoid valve
Figure 30-10 Dual Distributor Valve

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Figure 30-11 Pressure Switch

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Distributor Valve Pressure Switch Pressure Switch

Calibration value P = 11.5±1 PSI. This item of equipment (Figure 30-11) monitors
any pressure drop in the system supplying the
There are two pressure switches of increasing pneumatic deicers and indicates it by the illumi-
pressure type. They are bolted to each operating nation of the FAULT annunciator light (24VU).
system connection running to the de-icers. They
monitor the pressure at the outlets leading to dual It is installed on the wing deicing system cross-
distributor valve boots A and B and to de-icer feed duct, on the aircraft centerline.
boots A and B. De-icing controllers (15DM and
16DM) are fitted with an indicator for monitoring This pressure switch detects the following pres-
functions. When boots A and B are pressurized, sure levels:
the pressure switches are in open circuit position.
● For increasing pressure, the electrical cir-
When boots A and B are depressurized, the pres-
sure switches are in closed circuit position. cuit closes between A and B when P ≥ 17
+ 1 - 0 psig (1.17 - 0.069 bar)
● For decreasing pressure, the electrical
circuit closes between A and C when P ≤
13.5 psig (0.93 bar)
The pressure switch is supplied and protected:

The monitoring pressure switch is supplied by
the 28 VDC emergency bus busbar and is pro-
tected by circuit breaker 1DM.

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Figure 30-12 Dual Distributor Valve Heater

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Dual Distributor Valve Heater NOTES

It is used to (Figure 30-12):
● Provide electrical heating of the valve
when the exterior temperature sensed by
the air data computer is below the setting
threshold
● Prevent icing inside the valve
It is supplied by bus 2 115 VACW and is protec-

ted by circuit breaker 112DM.
Figure 30-13 Engine De-icers

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Figure 30-14 Shut-Off Valve

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Pressure Regulating and Shutoff NOTES

Valve
Description
The system features two pressure regulator and
shutoff valves (13DM - 14DM), located in the
engine nacelles. Each valve includes the fol-
lowing components:
● ground test port
● check valve
● pressure relief valve
● pressure regulator valve
● solenoid valve
Operation
The valves are used to regulate the pressure of
the air bled from the engines to the valve re-
quired for the de-icer supply (Figure 30-14).
The Ground Test Port (1) enables air pressure
to be supplied and tests to be performed on the
ground when engines are shut down. When not
in use, it is blanked off by a blanking plug.
Chamber (I) is supplied with pressure via cali-

brated orifice (4) and valve (4). Valve (5) is
maintained open by spring (6). Pilot valve (7)
regulates pressure in chamber (I) and keeps it
constant.
Pressure reduction is ensured between upstream
and downstream by pressure reducing valve (8).
This valve is integral with diaphragm (15) and
balancing system (9).
Diaphragm (15) is used as a differential pressure
detector; it compares the outlet pressure transmit-
ted to chamber (II).

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Figure 30-15 Pneumatic Deicer

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As soon as the intake air enters the pressure regu- Pneumatic Deicers
lator valve, the pressure rises in chamber (I) and
reaches pilot valve (7) calibration pressure. The Each pneumatic deicer is composed of two
valve provides a constant pressure which acts on series, A and B, of deformable boots, supplied
diaphragm (15). Pressure reducing valve (8) with air independently one from the other.
starts to open, the pressure rises at the output and
in chamber (II). The pressure reducing valve acts The deicers are bonded to the leading edges.
according to the variations of the reduced (Figure 30-15).
pressure.
Regulated output pressure: 1.4 relative ar +/- 0.05 Automatic Water Drains
bar (20.31 PSI +/- 0.725 PSI).
They ensure the evacuation of condensation
Operation as a shut-off valve. water when the system is no longer pressurized
(Figure 30-16).
When not in use or when regulating, valve (5) is
maintained open by spring (6). The automatic water drain is composed of a valve
maintained open by a spring.
When solenoid (11) is excited, valve (5) blanks
off the intake pressure input (12). The aim of the automatic drain is to drain the
condensation water contained in the water sepa-
● Chamber (I) is vented by seat (13). rators or in the pressurization system ducts after
the engines are shut down.
● The pressure in chamber (II) closes pres-
sure reducing valve (8).
Figure 30-16 Automatic Water Drain

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Figure 30-17 Anti-icing Horns

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Anti-Icing Horns Horn Heat Fault

The system features 5 horns (Figure 30-17) Each controller compares the output signals to the
located on the ailerons (43DM - 44DM), eleva- reference signals stored in the monitoring chan-
tors (41DM - 42DM) and rudder (39DM). The nels. If the level of one of the output signals is
anti-icing horns only operate while in flight. lower than the level of the reference signal, the
circuit is considered as defective.
Each horn is made of nickel; inside which are
brazed two heating elements contained in a When a failure is detected:
nickel alloy envelope· ● The monitoring channel generates a failure
The horns are used to prevent ice accretion on the signal; on the front face of the anti-icing
outer areas of the ailerons, elevators and rudders. controller, an annunciator corresponding
to the monitoring channel comes on red.
Their control is located on 24VU. They are sup-
plied by 115 VACW. This power supply is
● The monitoring channel cuts the control
controlled by the anti-icing controllers (57DM - relay power supply; this generates an out-
58DM). put signal towards the flight compartment
fault indications (24VU).
The amount of current flowing through the heat-
ing resistors of each horn depends on the external The failure signal is self-maintained as long as the
temperature the heating effect is produced by 28 VDC is available. Resetting can be performed
induction· by operating the P.T.T. pushbutton switch (front
face of the anti-icing controller) or by cutting the
The minimum horn temperature is 100°C to pre- 28 VDC.
vent any ice accretion.
Overheat Thermal Switches

The system features 2 overheat thermal switches
(73DM–74DM) located in the engine nacelles.
Each overheat thermal switch is composed of
cylindrical body featuring (Figure 30-18):
● At the lower part, detection sensing elec-
tromagnets linked to an electrical contact
● At the upper part, three-pin electrical
connector
Figure 30-18 Overheat Thermal Switch

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Figure 30-19 Location of Deicing Controllers

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PROPELLER ICE PROTECTION NOTES
Controllers
The airfoil deicing controllers 1 and 2 located in
the electrics rack 90VU (Figure 30-19) also con-
trol the propeller anti-icing system. The
controllers incorporate an independent electrical
circuit which serves to control the heating cycles
of the propeller blades.
The controllers 1 and 2 incorporate an electric
time base which transmits positive current pulses
to the contactors following two operating cycles:
● Cycle for SAT > -10˚C: Anti-icing of the
eight blades lasts 40 seconds; each pair of
blades (1-3,2-4) of propeller 1 and pro-
peller 2 is heated for 10 seconds and not
heated for 30 seconds
● Cycle for SAT < -10˚C: Anti-icing of the
eight blades lasts 80 seconds; each pair of
blades (1-3,2-4) of propeller 1 and pro-
peller 2 is heated for 20 seconds
Controllers 1 and 2 are supplied and protected as

follows:
● Controller 1 is supplied via 28 VDC
emergency bus busbar and protected by
circuit breaker 21DH
● Controller 2 is supplied via 28 VDC
Bus 2 and 28 VDC Emergency busbar
and protected by circuit breaker 8DH.

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Figure 30-20 Anti-icing Brush Blocks

Brush Block Each electrical motor is equipped with thermal

protections on the two speed coils and radio
This system comprises two brush blocks (Figure noise filters and with a motor shaft that transmits
30-17), one brush block per engine located on the the rotation output to the worm screw through a
upper section, forward of each engine. The brush sliding joint.
blocks provide the electrical connection between
the fixed part and the rotating part. Each brush
block includes six brushes. Mechanical Converter
Each mechanical converter consists of:
Windshield Wipers
● A worm screw that gears a helical wheel
The wiping system consists of: and drives a pinion united to this one for
● Two captain and first officer electrical the transmission of the rotary motion to
windshield wiper subsystems, installed eccentric drive gear
under the respective windshield and both ●
are composed of an electrical motor 9DB A eccentric drive gear, equipped with a
(10DB), a mechanical converter and a crankshaft, that drives the link assembly
wiper arm and with blade through a eccentric drive
● A link assembly that with its mechanisms
●
Two CAPT and F/O WIPER selector
switches 3DB and 4DB with three posi- provides the output shaft with a short
tions (OFF, SLOW, FAST) installed alternating rotation
respectively on overhead panel sections ●
23VU and 22VU A cam, mounted on output shaft, that,
held in clockwise rotation to eccentric
● Two captain and first officer wiper fast drive gear by the action of a pawl and
control relays 5DB and 6DB installed in s p r i n g a t t a c h e d o n i t , a c t iv e s a
the R electronics rack 90VU shelf 95 microswitch
● A microswitch that controls the angular
● Two captain and first officer wiper slow
control relays 7DB and 8DB installed in stop position
the R electronics rack 90VU shelf 95
Wiper Arm
Captain Subsystem Supply The wiper arm is made in aluminum and is artic-
The Captain subsystem is supplied by 28 VDC ulated on a support that is attached on output
bus 1 via the circuit breaker 1DB; the F/O sub- shaft by a serrated sleeve and a screw.
system is supplied by 28 VDC bus 2 via circuit The wiper arm is equipped with a roller, riveted
breaker 2DB. on support, that ensures the raising up of blade in
parking position.
Electrical Motor
Each electrical motor is of the permanent magnet Wiper Blade
type, and is powered by 28 VDC. It can rotate at The wiper blade is composed of a rubber blade
two different speeds: crimped in a backing strip and set in a bracket. It
● The first one, 6100 RPM ± 10% corre- is attached to the arm with a screw and a nut. It is
sponds to about 80 ± 8 wiper arm strokes possible to provide a correct blade pressure on
per minute the windshield through a adjustable screw
located on arm support.
● The second one, 9000 RPM ± 10%, cor-
responds to about 130 ± 13 wiper arm
strokes per minute
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Figure 30-21 Ice Detector

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ICE DETECTOR NOTES

The detector (Figure 30-21) consists of a cylin-
drical box containing the electronic part of an
aerodynamic mast which maintains the sensing
element in the air flow.
The sensing element consists of a cylindrical
probe which is 1/4 inch (6.35 mm) in diameter
and 1 inch (25.4 mm) long.
The system is supplied from busbar 2 115 VAC
for the control and detection functions and from
emergency bus 28 VDC for the indicating
functions.
The ice detection is connected to centralized
crew alerting system.

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Figure 30-22 Location of Anti-Icing Controllers

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ANTI-ICING SYSTEM NOTES

EQUIPMENT
Anti-icing Controllers 1 (57 DM)

and 2 (58 DM)
The system is composed of controllers 1 and 2
(Figure 30-22), each acting on the anti-icing
horns for which they ensure monitoring and elec-
trical supply of heating resistors.
Controller 1 allows anti-icing of the following
horns:
● LH elevator horn
● Rudder horn
Controller 2 allows anti-icing of the following

horns:
● Aileron horns
● RH elevator horn
Each anti-icing controller features power relays

and is supplied by 2 electrical sources:
● 28 VDC supplying the power relays and
the 3 monitoring circuits
● 115 VACW supplying horn power supply
circuits
Each controller supplies, via the power relays,

the horn heating resistors.

A C D
C CAPT WIPER F/O WIPER
F SLOW FAST SLOW FAST
D
E
B OFF OFF
A
PROBE HTG WINDOW HTG
PITOT
ALPHA ALPHA
L FRONT R E
TAT FAULT FAULT
OFF OFF
CAPT STBY F/O
OFF OFF OFF
24VU
ANTI ICING
SIDE
1 PROP 2 WINDOWS
FAULT FAULT FAULT

RUD & AIL &
ON ON L R ON
ELEV HORNS ELEV
PROP MODE SEL FAULT FAULT

FOR SAT < - 10°C
ON ON ANTI ICING
ON
DE ICING
MODE SEL
1 ENG 2 AIRFRAME
FOR SAT < - 18°C
FAULT FAULT FAULT
ON ON ON
ON
AIRFRAME
AIR BLEED
FAULT
ENG 1 ENG 2 OFF

F ENG/WINGS DE/ICING
CONT
ENG
B ENG TRIM
0
PROP OVSPD TEST 1 1 ENG AIR BLEED
2 2
ENG ENG 1 HP VALVE 2
DE 1 2 3 3
ICING WINDOW HEAT ENG 1 ENG 2
PTT FTRNG PUMP 4 4
INCR INCR
TEST
5 5
PROP 1 PACK OVHT 2
CAB PRESS DE-ICING
ENG
1
ENG
2
6 6
PUSH ONLY 7 7
PROP RUNNING
PTT
FLAPS LDG GEAR
PTT WEIGHT ON ENG 1 ENG 2 AIR BLEED
WHEELS ECU FUEL CLOG ECU FUEL CLOG
LEAK
BITE
PTT R
T
E
E
S
ENRICH TEST LO PITCH TEST S
E
T
ENG ENG T
PLA<F1 PLA>F1 PLA<F1 PLA>F1
1 2
Figure 30-23 Panel Location

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CONTROLS AND NOTES

INDICATIONS
OVERHEAD PANEL
The PROBE HTG, WINDOW HTG, ANTI-
ICING, DE ICING, and CAPT (F/O) WIPER
controls locations are shown in Figure 30-23.

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Figure 30-24 Probes HTG Panel

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The PROBES HTG panel is shown in Figure The anti-icing control panel is shown in Figure
30-24. 30-25.
Figure 30-25 Anti-Icing Controls

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1 2 3 4 5 6
DE
ICING
DE ICING CAB PRESS

1 ENG 2 MODE SEL
FOR SAT < - 18°C AIRFRAME
FAULT FAULT FAULT

ON ON ON
ON
AIRFRAME
AIR BLEED
FAULT
ENG 1 ENG 2 OFF
1 ENG 1 PUSHBUTTON SWITCH WITH TWO STABLE POSITIONS.

BLUE ON LEGEND ON WITH PUSHBUTTON SWITCH PRESSED (IN) : CONTROL
OF THE ANTI ICING CYCLE FOR ENGINE AIR INTAKES (BOOTS A AND B) VIA
CONTROLLER 1.
IN NORMAL CONFIGURATION, PUSHBUTTON SWITCH IS RELEASED (OUT):
ON LEGEND IS OFF
2 FAULT LEGEND COMES ON AMBER WITH PUSHBUTTON SWITCH PRESSED (IN)

ON LEGEND ON WHEN ELECTRICAL OR PNEUMATIC FAILURE ASSOCIATED
WITH ENGINE AIR INTAKE ANTI ICING (BOOTS A) IS DETECTED.
3 ENG 2 PUSHBUTTON SWITCH (OPERATION IDENTICAL TO THAT OF PUSHBUTTON

SWITCH IDENTIFIED 1 ABOVE.
BUT (BOOTS A AND B) CONTROL ANTI ICING CYCLE VIA CONTROLLER 2
4 IDENTICAL TO 2 - ABOVE
5 AIR FRAME AIR BLEED PUSHBUTTON SWITCH
6 MODE SEL PUSHBUTTON SWITCH
7 A BLUE ANNUNCIATOR LIGHT IDENTIFIED DE ICING COMES ON TO

INDICATE THAT THE DE ICING OR ANTI ICING SYSTEM IS OPERATING
Figure 30-26 Deicing Controls

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The DE ICING controls are shown in Figure The CAPT (FO) WIPER controls are shown in
30-26. Figure 30-27.
Figure 30-27 Wiper Controls

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Figure 30-28 Center Instrument Panel

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CENTER INSTRUMENT PANEL RIGHT SIDE MAINTENANCE

The anti-icing warning indicators are shown in
PANEL
Figure 30-28. The WINDSHIELD HTG magnetic indicator and
PTT switch are shown in Figure 30-29.
The ANTI-ICING warning light on the CAP is
shown in Figure 30-28.
The DE ICING indicator light is shown in Figure
30-28.
175W W
702VU
WINDSHIELD HTG
L CONT R PTT
2 ANTI ICING 3
1 WINDSHIELD HTG/L AND R CONT MAGNETIC INDICATORS

EACH MAGNETIC INDICATOR IS ENERGIZED WHEN THE RELATED CONTROLLER
DETECTS INTERNAL FAILURES IN THE WINDSHIELD HEATING SYSTEM
2 WINDSHIELD HTG/PTT SWITCH

THIS SWITCH ENABLES CONTROLLERS TO BE CHECKED
3 ANTI ICE CAUTION LIGHT

ANTI ICE LEGEND COMES ON EVERY TIME IT IS SUPPLIED BY CENTRALIZED
CREW ALERTING SYSTEM (CCAS) THAT ACQUIRES AND PROCESSES FAILURE
SIGNAL FROM WINDSHIELD AND SIDE WINDOW HEATING SYSTEM
Figure 30-29 Windshield Heating Magnetic Indicator

A C D
C CAPT WIPER F/O WIPER
F SLOW FAST SLOW FAST
D
E
B OFF OFF
A
PROBE HTG WINDOW HTG
PITOT
ALPHA ALPHA
L FRONT R E
TAT FAULT FAULT
OFF OFF
CAPT STBY F/O
OFF OFF OFF
24VU
ANTI ICING
SIDE
1 PROP 2 WINDOWS
FAULT FAULT FAULT

RUD & AIL &
ON ON L R ON
ELEV HORNS ELEV
PROP MODE SEL FAULT FAULT

FOR SAT < - 10°C
ON ON ANTI ICING
ON
DE ICING
MODE SEL
1 ENG 2 AIRFRAME
FOR SAT < - 18°C
FAULT FAULT FAULT
ON ON ON
ON
AIRFRAME
AIR BLEED
FAULT
ENG 1 ENG 2 OFF

F ENG/WINGS DE/ICING
CONT
ENG
B ENG TRIM
0
PROP OVSPD TEST 1 1 ENG AIR BLEED
2 2
ENG ENG 1 HP VALVE 2
DE 1 2 3 3
ICING WINDOW HEAT ENG 1 ENG 2
PTT FTRNG PUMP 4 4
INCR INCR
TEST
5 5
PROP 1 PACK OVHT 2
CAB PRESS DE-ICING
ENG
1
ENG
2
6 6
PUSH ONLY 7 7
PROP RUNNING
PTT
FLAPS LDG GEAR
PTT WEIGHT ON ENG 1 ENG 2 AIR BLEED
WHEELS ECU FUEL CLOG ECU FUEL CLOG
LEAK
BITE
PTT R
T
E
E
S
ENRICH TEST LO PITCH TEST S
E
T
ENG ENG T
PLA<F1 PLA<F1 PLA>F1
1 2
Figure 30-30 ENG—Wings Deicing Cont

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The ENG-WINGS-DEICING CONT magnetic NOTES

indicator location is shown in Figure 30-30.

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Figure 30-31 Horn Anti-Icing Controller—Front Face

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ELECTRONIC EQUIPMENT ensure monitoring and electrical supply of heat-

RACK ing resistors.
The horn anti-icing controller front face is shown Controller 1 allows anti-icing of the LH elevator
in Figure 30-31. In the event of a single channel horn and the rudder horn.
failure in the airframe or engine ice protection
systems, the indicator will show yellow. Controller 2 allows anti-icing of the RH elevator
horn and the ailerons
The system is composed of controllers 1 and 2,
each acting on the anti-icing horns for which they The deicing controller front face is shown in Fig-
ure 30-32.
Figure 30-32 Front Face of Deicing Controller

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A
4VU
A D
C
B
D C B
FAULT
A
2 ICING
4
3
1 ICING
A
AOA
G
1 ICING LEGEND
AMBER ICING LEGEND FLASHES WHEN THE ICE DETECTOR DETECTS ICING CONDITIONS OR WHEN THE
TEST IS POSITIVE. ICING LEGEND IS ASSOCIATED WITH THE FOLLOWING GENERAL WARNINGS:
- CAUTION LIGHT AND SINGLE CHIME ONLY WHEN AIR FRAME DE ICING IS NOT SELECTED.
FAULT LEGEND
2
AMBER FAULT LEGEND IS ON WHEN DETECTOR FAILURE IS DETECTED. FAULT LEGEND IS
ASSOCIATED WITH THE FOLLOWING GENERAL WARNINGS:
- CAUTION LIGHT, SINGLE CHIME AND ANTI ICE LIGHT.
TEST PUSHBUTTON SWITCH

3
WHEN PRESSED, THIS PUSHBUTTON SWITCH ENABLES DETECTOR AUTO-TEST AND
CONTINUITY OF INDICATING ELECTRICAL CIRCUITS TO BE TESTED. WHEN THE TEST IS NORMAL,
ICING LEGEND IS ON.
IN THE OPPOSITE CASE, FAULT LEGEND COMES ON.
ICING AOA PUSHBUTTON SWITCH

4
Figure 30-33 Ice Detection System

SYSTEM OPERATION The indicator status must not change.
SYSTEM TEST CAUTION

At the end of the test, do not forget
Ice and Rain Protection returning the rotary switch to NOR-
MAL position.
Deicing System Test (System
Pressurized) Ice Detection System
On the front face of the controller, place the
rotary switch in BITE position. Indication and test
The TEST annunciator light comes on red It is composed of an annunciator light and a test
push button switch (Figure 30-33).
The solenoids of dual distributor valve boots A
and B are energized for 5 seconds during the test The detection probe has its own axial vibration
cycle frequency (approximately 40 kHz) which is mod-
ified by ice accretion.
If during the test:
An electronic detection indicates the frequency
● One of the magnetic indicators (V1, V2, change by an electrical warning signal triggered
V3, V4, V5, V6, and V7) turns to red, this when the ice thickness is at least equal to 0.5 mm
means there is a failure of the corre- ± 0.127 mm (0.020 ± 0.005 in.).
sponding dual distributor valve.
The warning signal is maintained for 60 s after
● The FAULT indicator light comes on; this each detection.
means there is a failure of the deicing
controller. When ice is detected, a heater installed in the
mast at the bottom of the probe serves to elimi-
nate the accreted ice.
Deicing System Test (System Non-
Pressurized) The heating time is less than 7 seconds.
Only the controller is tested.
The detector is then ready for a new detection
In this configuration, all the magnetic indicators cycle.
(V1 to V7) turn amber.
The detector incorporates an internal test system
On the front face of the controller: of its circuits and warning circuits. This self-
monitoring is continuous and any anomaly is
● Place the rotary switch in NORMAL indicated by an electrical warning signal.
position.
The detector operation is checked on ground or
● Place the SET/N/RESET toggle switch in in flight by the crew through a test push button
RESET position to reset the system; the switch.
magnetic indicators (V1 to V7) turn
black.
● Place the SET/N/RESET toggle switch in
N position.

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BASIC VERSION OPTION

HORIZONTAL INNER WING
ENGINE 1 WINGS
STABILIZER VERT STABILIZER
DE-ICING
CONTROLLER BOOTS BOOTS BOOTS BOOTS BOOTS
(15DM) A B A A A
ENGINE 2
DE-ICING
CONTROLLER BOOTS BOOTS BOOTS BOOTS BOOTS
(16DM) A B B B B
0 5 10 15 20 25 30 35 40 60 240
SECONDS
CYCLE SAT > -18°C = 1 min
CYCLE SAT < -18°C = 4 min
INFLATION DEFLATION
DE-ICING CONTROLLER DE-ICING CONTROLLER

(15DM) (16DM)
BOOTS A AND B BOOTS A AND B

ENGINE 1 AIR INTAKES ENGINE 2 AIR INTAKES
A PROPELLER PROPELLER B
BOOTS A BOOTS B
WINGS, HORIZONTAL WINGS, HORIZONTAL
STABILIZER STABILIZER
FIN DEICING (OPTION) FIN DEICING (OPTION)
Figure 30-34 De-Ice Time Cycle

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OPERATION When this information is processed, each con-

troller generates output signals such as:
Ice and Rain Protection ● Excitation of dual distributor valve boot

A and B solenoids (according to the deic-
The system is composed of controllers 1 and 2, ing cycle selected)
acting on deicer boots A and B.
● Detection of failures in the system
When operating, they provide the cycles of the
pneumatic deicing device and ensure monitoring The following warnings appear:
of the correct operation of the system. Controller
1 acts on: ● FAULT legend on the annunciator lights
of the deicing system control panel
● Boots A and B of engine 1 deicers
● The MASTER CAUTION lights flash,
● Chambers A of wing deicers associated with the single chime
● Propeller 1 ● The ANTI-ICING annunciator light
comes on, on the CAP
Controller 2 acts on:
● The CCAS is activated
● Boots A and B of engine 2 deicers
● On maintenance panel 702VU, the ENG
● Chambers B of wing deicers AFR DEICING/CONT magnetic indica-
●
tor turns amber
Propeller 2
● On the front face of the deicing control-
Each controller is composed of the following ler, the magnetic indicator(s) turn red
sub-assemblies:
● Front face and unit assembly Deicer
Each deicing controller front face features com- In icing conditions, when the system is selected,
ponents making it possible to test the deicing pneumatic deicer boots A and B are alternately
system on the ground. supplied with pressure (Figure 30-34), by the
dual distributor valves.
● Processor and power supply card
P = 1.4 bar (20.3 PSI)
● Input interface card
In non-icing conditions, the equipment enables
● Output interface card the aerodynamic profile to be respected by main-
taining the boots depressurized; this is performed
Each deicing controller receives the input signal via the dual distributor valves.
status changes. These signals come from:
● The deicing system control panel Deicing System Operation
●
As soon as engines are started, the deicing sys-
The air supply pressure switch tem is pressurized up to the dual distributor
●
valves. The air is bled from the HP stage of the
The dual distributor valve pressure engine compressors. Pressure regulator and shut-
switches off valves reduce the pressure of this air to deicer

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supply pressure· A thermal switch indicates any In icing conditions, the pilot commands the
excessive air temperature to the deicing opening of the dual distributor valves via the
controllers. deicing controllers:
The shutoff valves are used to isolate the engine ● By pressing AIRFRAME push button
or the airfoil system they make it possible to: switch (7DM) (ON legend lighted)
● Maintain the air supply for the engine air ● And according to outside temperature, by
intake anti-icing pressing simultaneously MODE SEL
SAT < -18˚C push button switch (6DM);
● Isolate an engine whilst still supplying cycle duration is selected by the deicing
the airfoil deicing system with the other controllers:
engine in case of:
❍ SAT > -18˚C, normal 60s cycle
❍ Engine fire ❍ SAT < -18˚C, slow 240s cycle
❍ Leakage or rupture of the airfoil sys- ❍ Any pressure drop in the system is
tem air duct. monitored by a pressure switch
❍
which generates a signal and lights
Leakage or rupture of the engine sys- the FAULT annunciator (24VU)
tem air duct.
The condensation water contained in the water
The closure of the shutoff valves is caused by: separators or in the ducts of the pressurization
●
system is drained by the water drains when the
Action on the fire handles, which entails: system is no longer pressurized.
❍ Lighting of the AIRFRAME push
button switch (FAULT legend on, ON Alerts
legend off) (FDM) on panel 24VU The operation of alerts is performed in the fol-
lowing conditions:
❍ Lighting of the ANTI-ICING caution
light on the CAP ● On panel 24VU:
❍ Lighting of the CAUTION lights on ❍ Lighting of AIR FRAME/AIR
3VU and 5VU BLEED push button switch (20DM)
FAULT legend indicating a pressure
❍ Activation of the single chime (when drop for more than 6s, detected by
the fire handles are returned to the the pressure switch (push button
normal position, all alarms are switch pressed, OFF legend off),
cancelled) associated with the following alerts:
❍ ❍ CAUTION lights flash on 3VU and
Releasing AIRFRAME AIR BLEED
push button switch (20DM) 5VU
❍ Single chime
● Pressing the AIRFRAME AIR BLEED
push button switch, if the deicing of the ❍ On the CAP, the ANTI-ICING
corresponding engine is not selected after annunciator comes on releasing the
a failure in flight. AIR FRAME/AIR BLEED push but-
ton switch inhibits the alerts (OFF
legend is on)

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❍ Lighting of AIR FRAME push button Operation of the Anti-icing

switch (7DM) FAULT legend indicat- System
ing an electrical or pneumatic failure
in systems A and B of a same dual The anti-icing system is selected in flight during
distributor valve. This failure is icing conditions.
detected by the deicing controllers.
(AIR FRAME push button switch The anti-icing controller each act on the anti-
ON legend is on when the push but- icing horns for which they ensure monitoring and
ton switch is pressed); associated supply power to the heating resistors.
with the following alerts:
The anti-icing horns prevent ice accretion on the
❍ CAUTION lights flash on 3VU and outer areas of ailerons, elevators and rudder.
5VU
❍
Alerts
Single chime
The operation of alerts is performed in the fol-
❍ On the CAP, the ANTI-ICING lowing conditions:
annunciator comes on releasing the
● On panel 24VU:
AIR FRAME push button switch
inhibits the alerts (ON legend is off)
❍ RUD & L ELEV/HORNS push but-
● On panel 702VU: ton switch (35DM) pressed
❍ ❍ ON legend on
ENG & AFR DEICING/CONT mag-
netic indicator (7ODM) turns amber
● AIL & R ELEV/HORNS push button
● On the front face of the controllers: switch (36DM) pressed
❍ ❍ ON legend on
The magnetic indicators correspond-
ing to the faulty dual distributor
valve, turn red When the FAULT legend is on, this indicates that
the corresponding anti-icing controller (57DM or
● The magnetic indicators turn black if: 58DM) has detected an electrical failure in one of
the horns; simultaneously, the single chime is
❍ On panel 702VU, activated·
RESET/BITE/TEST 3-position ●
switch is in RESET position On the front face of the anti-icing con-
trollers: The annunciator corresponding
❍ On the front face of the deicing con- to the faulty channel comes on red. The
trollers, SET/N/RESET 3-position following general alerts appear:
switch is in RESET position ❍ On panel 175WW (CAP): The ANTI-
ICING annunciator comes on
❍ On panels 3VU and 5VU: The CAU-
TION lights flash
❍ Single chime
❍ On panel 402VU: DEICING annun-
ciator comes on

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Figure 30-35 Engine Air Intake Ice Protection

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Engine Air Intake Ice Protection tion as per the selected cycle of engine 1
deicer boots A
Air bled from the HP stage of the engine 1 and 2
● Illumination of the FAULT legend on the
compressors is circulated through ducts to the
deicer boots (Figure 30-35). ENG2 push button switch: faulty opera-
tion as per the selected system of engine
Two pressure regulator and shutoff valves are 2 deicer boots A
provided to regulate the pressure of the air.
● Illumination of FAULT legends on ENG1
Pressure of the air in the system is monitored by and ENG2 push button switches: faulty
a pressure switch. operation of boots A for engines 1 and 2
Air is distributed to the deicer boots through two ● Amber display of the ENG/WING DE
dual distributor valves following two cycles. ICING CONT magnetic indicator: faulty
operation of boots B for engines 1 and 2
Each dual distributor valve comprises two pres-
sure switches and a jet pump. Each cycle is ● Illumination of the FAULT legend of AIR
divided as follows: F R A M E / A I R B L E E D p u s h bu t t o n
●
switch: faulty operation of the whole
Engine air intake: system
Cycle for SAT > –18˚C—60 seconds
Cycle for SAT < –18˚C—240 seconds
Probe Ice Protection
The ENG1 (2) shutoff valve serves to shut off air
supply to each engine air intake: Captain Subsystem
● Water condensation is evacuated via two When the aircraft is e n e rg i z e d
water drains PITOT/ALPHA/CAPT annunciator 23DA (both
legends) comes on and OFF legend on PROBES
● Four pressure switches monitor air pres- HTG/CAPT push button switch 25DA comes on
sure inside pneumatic deicers too. Heating power is obtained by pressing push
button switch 25DA (OFF legend goes off). This
Alerts action allows the electrical power supply to heat-
ing elements through the relevant current
I l l u m i n a t i o n o f a FAU LT l eg e n d o f A I R
FRAME/AIR BLEED push button switch on the sensors. The current sensors are designed to
overhead panel and amber display of the monitor the current failure and the heating level
ENG/WINGS DE ICING CONT magnetic indi- of each element. When push button switch 25DA
cator on the maintenance panel is accompanied is pressed, a relay, inside each current sensor, is
by the following centralized warnings: energized and annunciator 23DA (both legends)
goes off. As soon as the current reaches a prede-
Single chime: termined value, this relay is de-energized and
causes the corresponding legend of annunciator
● ANTI-ICING caution light on the crew 2IDA to come on.
alerting panel
The heating of elements of captain pitot probe
The system operates in the following conditions: 55DA and CCAS alpha L probe 7WW is operat-
ing in flight as well as on ground.
● Illumination of the FAULT legend on the
ENG1 push button switch: faulty opera- The heating of elements of captain L and R static
probes 17DA and 16DA is operating either on

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ground or in flight but its failure detection is termined value, this relay is de-energized and
shown only on ground, by a ground position causes the corresponding legend of annunciator
relay 17GA. 21DA to come on.
F/O Subsystem The heating of elements of stby pitot probe

51DA is operating in flight as well as on ground
When the aircraft is e n e rg i z e d while that relevant to element of temperature
PITOT/ALPHA/F/O annunciator 20DA (both probe.
legends) comes on and OFF legend on PROBES
HTG/F/O push button switch 22DA comes on 2FL is operating only in flight through the con-
too. Heating power is obtained by pressing push trol of two ground position relays respectively
button switch 22DA (OFF legend goes off). This 31GB and 38GB.
action allows the electrical power supply to heat-
ing elements through the relevant current The heating of elements of stby L and R static
sensors. The current sensors are designed to probes 35DA and 14DA is operating either on
monitor the current failure and the heating level ground or in flight but its failure detection is
of each element. When push button switch 22DA shown only on ground, by a ground position
is pressed, a relay, inside each current sensor, is relay 35GB.
energized and annunciator 20DA(both legends)
goes off. As soon as the current reaches a prede- A detected failure causes the illumination of the
termined value, this relay is de-energized and corresponding legend on PROBES HTG section
causes the corresponding legend of annunciator 26VU on overhead panel. In this case, a signal is
20DA to come on. sent to CCAS which causes illumination of
CAUTION light on Captain main instrument
The heating of elements of F/O pitot probe 48DA panel and ANTI ICE caution light on the CAP
and CCAS alpha R probe 8WW is operating in 175WW together with activation of the single
flight as well as on ground. chime in the flight compartment.
The heating of elements of F/O L and R static WINDOWS—WINDSHIELDS

probes 39DA and 12DA is operating either on
ground or in flight but its failure detection is AND DOORS
shown only on ground, by a ground position
relay 36GB. Windshield Panel Anti-Icing and
Defogging
Standby Subsystem
W h e n t h e a i r c r a f t i s e n e rg i z e d , t h e L (R) Windshield
PITOT/TAT/STBY annunciator 21DA (both leg-
ends) comes on and OFF legend on PROBES L (R) windshield heating element is supplied by
pressing WINDSHIELD HTG/ L (R) push button
HTG/STBY push button switch 27DA come on
switch 9DG (10DG) (OFF legend goes off) and
too. Heating power is obtained by pressing push
through L (R) windshield temperature controller
button switch 27DA (OFF legend goes off). This 11DG (12DG).
action allows the electrical power supply to heat-
ing elements through the relevant current The temperature control is ensured by two pro-
sensors. The current sensors are designed to tection circuits, inside each controller, identified
monitor the current failure and the heating level as normal control circuit, which monitors the
of each element. When push button switch 27DA temperature value up to 43.3 ±2.8˚C (110 ± 5˚ F),
is pressed, a relay, inside each current sensor, is and as overheat control circuit, which monitors
energized and annunciator 21DA(both legends) the temperature value up to 60 ±2.50 C (139
goes off. As soon as the current reaches a prede- ±4.5˚ F).

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This wide temperature range is necessary to tion of single chime. If the test is
reduce the overheat relay cycling, this one also satisfactory, these ones go off after about
located inside each controller extending its 15 sacs. If a failure is detected FAULT
demonetizing state in case of prolonged system legend, ANTI-ICING and master caution
operation after normal circuit failure. The system lights remain on
ensures that the outer surface temperature
remains above 1.6˚C (35˚F) and the inner surface Left and Right Side Windows
temperature remains above 21.1˚C (70˚F).
Left and right side window heating elements are
Each controller, besides, removes the power sup- supplied by pressing SIDE WINDOWS push but-
ply from the windshield should any of the ton switch 22DG (ON legend comes on) and
following failures occur (operative faults): through relevant L and R side window main relay
31DG and 30DG controlled by push button
● Overheat condition switch 22DG, and by Land R power supply
relays 27DG and 28DG, the last two energized
● Overheat sensor in open or short circuit by relevant L and R side window temperature
controllers 25DG(26DG). The temperature con-
● Overheat channel malfunction trol is ensured by two protection circuits, inside
each controller, identified as normal control cir-
● No output voltage or current with wind- cuit, which monitors the temperature value up to
shield heating system activated (push 40±1˚C (104~33.8˚F), and as overheat control
button switch pressed) circuit, which monitors the temperature value up
to 54±3˚C (129.2~37.4˚F) (overheat condition).
● Overcurrent output
The system ensures that the outer surface temper-
● Microcomputer failure ature remains above 1.6˚C (35˚F) and the inner
surface temperature remains above 21.1˚C
These conditions allow WINDSHIELD HTG/L (70˚F). Each controller, besides, removes the
(R) CONT magnetic indicator 19DG (18DG) to power supply from each side window (deenergiz-
come on and simultaneously FAULT legend on ing relay 27DG or 28DG) should any of the
push button switch 9DG(10DG) and ANTI- following failures occur:
ICING caution light come on too. Vice versa,
● Overheat condition
each controller allows only the magnetic indica-
tor 19DG(18DG) to come on, without power
● Overheat sensor in open or short circuit
supply removal from the windshield, whenever
any of the following failures occur (inoperative
● Overheat control circuit failure
faults):
● Overheat mode These conditions allow FAULT legend on push
button switch 22DG and ANTI ICE caution light
● Normal sensor in open or short circuit to come on. It is not possible to perform a test for
controllers 25DG and 26DG.
● Current output without the command
(push button switch released). Each con- To prevent damage to the side window, in case of
troller is designed to test the entire circuit overheat condition and failure of power supply
by WINDSHIELD HTG/PTT switch relay 27DG(28DG) (failed closed), the power
17DG. When this switch is pressed and line of side window heating system is opened by
held for at least 5 seconds, it allows L(R) side window main relay 31DG(30DG).
FAULT legend on push button switch
9DG (10DG), ANTI-ICING and master
caution lights to come on with the activa-

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Figure 30-36 Propeller Anti-ice Cycles

WINDSHIELD RAIN REMOVAL following two operating cycles. System 2 alter-

nately supplies the two contactors of propeller 2
The wiping system is actuated by selecting the blade heating elements, following two operating
CAPT or F/O WIPER selector switch 3DB or cycles.
4DB or both in SLOW or FAST position.
With engines running, power supply to propeller
The SLOW position causes captain and first anti-icing is enabled on the ground through two
officer wiper slow control relays 7DB and 8DB relays (one per system) controlled by engine 1
energization allowing the electrical motors 9DB and 2 NP indicators when the engine RPM is
and 10DB to be supplied with 28 VDC through 63% ± 2%.
respectively captain and first officer fast control
relays 5DB and 6DB de-energized. The electrical connection between the fixed part
and the rotating part is provided by a fixed brush
The FAST position energizes also the relays 5DB block and the slip ring, integral with the
and 6DB. propeller.
In both cases the microswitch, connected to each The propeller anti-icing system can be tested on
electrical motor is in normally closed position. the ground with the engine running by means of
the PUSH ONLY PROP RUNNING PTT push
The selection of the OFF position causes de- button switch.
energization of all relays and allows the electrical
power supply to each electrical motor through The heating power of each heating element is
the respective microswitch in closed position. 1,179 watts. Anti-icing power: 1.18W/cm 2
(0.183W/sq. in.) Each cycle is divided as
This action causes a reverse rotation and a follows:
increase of the wiping angle. This increase
● Engine 1 and 2 propellers
allows the microswitch activation in open posi-
tion with the consequent loss of electrical power
❍ Cycle for SAT > –10˚ C—40 seconds
supply to electrical motor and displacement of
wiper arm in parking position. on 30 seconds off
❍ Cycle for SAT < –10˚ C—80 seconds
PROPELLERS on 0 seconds off
Propeller Ice Protection Illumination of the FAULT legend on PROP 1(2)

push button switch is accompanied by the follow-
The brush block which receives the electrical ing centralized warnings:
power supply is fixed. It ensures electrical supply ●
to the propeller heating elements through two Activation of the single chime
brushes per phase, in contact with the three slip ●
ring strips. (Figure 30-36) shows the propeller Illumination of the ANTI-ICING caution
anti-ice cycles. light on the crew alerting panel (CAP)
The propeller blade heating elements are electri- The system operates in the following conditions:
cally power supplied via 115ACW main bus ●
busbars. FAULT legend on—normal operation as
per the selected cycle of the propeller
Two independent systems supply electrical blade heating elements not affected by
power to engine 1 and 2 propeller anti-icing sys- the fault
tem. System 1 alternately supplies the two
contactors of propeller 1 blade heating elements

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ANTI-ICING ADVISORY When ice detection system detects ice accretion

SYSTEM on the aircraft and when the anti-icing is not
selected:
In normal flight conditions, the stall warning ●
threshold is 12.5˚. The amber “ICING” legend on (2DD)
annunciator flashes
● The single chime sounds
CAUTION
● The CAUTION light flashes
The stall warning threshold values for
icing condition are defined in chapter
27-36. When the ice detection system detects ice accre-
tion on the aircraft and when the anti-icing and
The crew detects possible icing conditions evi- deicing system are selected:
denced by the outside temperature and the ● The illumination of the “ICING” amber
moisture. Then the crew selects the anti-icing, the legend on (2DD) annunciator
“ICING AOA” push button switch (12DW) leg-
end comes on green and the stall warning During take-off in icing conditions, with the anti-
threshold decreases (Ref. Chap. 27-36). The crew icing selected:
complies with the minimum operating speeds
stipulated in the Flight Manual. ● ICING AOA push button switch (12DW)
legend comes on green
Any icing condition increase is signaled to the
crew by the ice detector which triggers: ● Flaps are at 15˚
● Illumination of the “ICING” amber leg- ● The stall warning threshold decreases to
end on (2DD) annunciator
the TAKE-OFF value
● Activation of the single chime ● If the icing conditions persists after 5
● Flashing of the CAUTION light minutes of flight the stall warning thresh-
old value decreases to the “CRUISE”
As soon as ice accretion is visually confirmed, value
the crew selects the deicing and the DE ICING
annunciator (12DM) comes on blue. Monitoring
When the anti-icing is no longer selected, press On panel 101VU, place CCAS selector switch
the ICING AOA push button switch (12DW). (17WW) in “NO” position. 7 minutes later, the
The push button switch legend goes off. magnetic indicator (14DW) turns yellow. Place
CCAS selector switch (17WW) in NORM/FLT
The stall warning threshold increases the crew position.
returns to the procedures for a flight in normal
conditions. Reactivate the magnetic indicator (14DW) with
the RESET push button switch.
When the deicing is selected and no ice is
detected by the ice detector for a period of 5 min-
utes, the DE ICING annunciator (12DM) flashes.
As soon as absence of ice is visually confirmed,
cut off the deicing. The DEICING annunciator
(12DM) goes off.

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●
NOTE ICING AOA push button switch legend
comes on green
When the stall warning threshold
(depending on the flight conditions) is ● Flaps are at 15˚
exceeded:
● During 5 minutes after brake release, the
● The stick shaker operates stall warning threshold is set at 8.5˚
● The cricket sounds After 10 minutes flight, if the icing conditions
persist, the stall warning threshold decreases to
● Illumination of the ICING amber legend 7.5˚.
● Activation of the single chime
Monitoring
● Flashing of the CAUTION light
On panel 101VU, place CCAS selector switch
As soon as ice accretion is visually confirmed, (17WW) in NO position. 7 minutes later, the
the crew selects the deicing and the DE ICING magnetic indicator (14DW) turns yellow. Place
annunciator comes on blue. CCAS selector switch (17WW) in NORM/FLT
position.
When the anti-icing is no longer selected, press
the ICING AOA push button switch. The push Reactivate the magnetic indicator (14DW) with
button switch legend goes off. The stall warning the RESET push button switch.
threshold decreases from 12.5˚ to 7.5˚. The crew
returns to the procedures for a flight in normal NOTE
conditions. When the stall warning threshold
When the deicing is selected and no ice is (depending on the flight conditions) is
detected by the ice detector for a period of 5 min- exceeded:
utes, the DE ICING annunciator flashes. As soon ❍
as absence of ice is visually confirmed, cut off The stick shaker operates
the deicing. The DE ICING annunciator goes off. ❍ The cricket sounds
When ice detection system detects ice accretion
on the aircraft and when the anti-icing system is
not selected:
● The amber ICING legend flashes -the
single chime sounds
● The CAUTION light flashes
When the ice detection system detects ice accre-

tion on the aircraft and when the deicing system
is selected:
● The ICING legend on FAULT ICING
caution light comes on amber
During take-off in icing conditions, with the anti-

icing selected:

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Figure 30-37 Captain Probe Heat
Figure 30-38 First Officer Probe Heat
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Figure 30-39 Standby Probe Heat
Figure 30-40 WindshieldHeat
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Figure 30-41 Side Window Heat
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Figure 30-42 Wiper Control

CHAPTER 31
INDICATING AND RECORDING SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 31-1
GENERAL ............................................................................................................................ 31-1
Instruments and Control Panels..................................................................................... 31-3
Independent Instruments ............................................................................................... 31-7
Recorder System............................................................................................................ 31-9
Centralized Crew Alerting System.............................................................................. 31-11
Independent Instruments ............................................................................................. 31-13
Recorder System.......................................................................................................... 31-13
Centralized Crew Alerting System (CCAS)................................................................ 31-23
Center Pedestal ............................................................................................................ 31-33
Left Maintenance Panel............................................................................................... 31-35
System Testing ............................................................................................................ 31-35
Independent Instrument Operations ............................................................................ 31-35
Recording System Operation....................................................................................... 31-37
Centralized Crew Alerting System.............................................................................. 31-53

ILLUSTRATIONS
Figure Title Page
31-1 Flight Compartment Layout .................................................................................. 31-2

31-2 Center Instrument Panel ........................................................................................ 31-3
31-3 Overhead Panel...................................................................................................... 31-4
31-4 Center Pedestal ...................................................................................................... 31-5
31-5 Left and Right Maintenance Panels ....................................................................... 31-6
31-6 Recorder—Block Diagram .................................................................................... 31-8
31-7 Centralized Crew Alerting System ...................................................................... 31-10
31-8 Location of Clocks in the Flight Compartment ................................................... 31-12
31-9 Flight Data Entry Panel ....................................................................................... 31-14
31-10 Digital Flight Data Recorder ............................................................................... 31-16
31-11 Flight Data Acquisition Unit ............................................................................... 31-18
31-12 Accelerometer...................................................................................................... 31-19
31-13 Position Transmitters 13TU, 15TU, and 17TU ................................................... 31-20
31-14 Centralized Crew Alerting System ...................................................................... 31-22
31-15 Component Location in the Flight Compartment ................................................ 31-24
31-16 Alpha Probe ......................................................................................................... 31-26
31-17 Clocks—Mode Selection and Display................................................................. 31-28
31-18 Utilization of Master WARNING and Master CAUTION Lights ...................... 31-29
31-19 Crew Alerting Panel ............................................................................................ 31-30
31-20 Target Torque—Component Location ................................................................ 31-31
31-21 Takeoff Configuration Test Controls.................................................................. 31-32
31-22 Controls on the Flight Data Entry Panel.............................................................. 31-33
31-23 Utilization of the Maintenance Panel .................................................................. 31-34

31-24 Recording System Synoptic ................................................................................ 31-36

31-25 Target Torque—Component Location ................................................................ 31-40
31-26 Recording—BITE AIDS ..................................................................................... 31-46
31-iv FOR TRAINING PURPOSES ONLY

TABLES
Table Title Page
31-1 FDAU Mandatory Parameters Acquisition .......................................................... 31-38

31-2 Parameters Acquired for Calculating Target Torque............................................ 31-41
31-3 AIDS Parameters Acquisition.............................................................................. 31-44
31-4 Distribution of AIDS Parameters in the ARINC Messsage ................................. 31-48
31-5 Lighting Logic—STATUS/SYST and STATUS/FDAU Indicator Lights............ 31-52
31-6 CCAS Detection Sequence .................................................................................. 31-52
31-7 CCAS Color......................................................................................................... 31-52
31-8 CCAS Aural Alerts .............................................................................................. 31-54
31-9 CCAS Aural Alert Priorities ................................................................................ 31-56
31-10 Specific Aural Alerts ............................................................................................ 31-60
FOR TRAINING PURPOSES ONLY 31-v

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CHAPTER 31
INDICATING AND RECORDING
SYSTEMS
TEST
INTRODUCTION
The Indicating and Recording Systems chapter describes and discusses the ATR 42 indicating-
recording systems. All indicating-recording systems and components are described. Indications,
annunciators, and other warnings or cautions related to this system are also discussed. The
purpose of this chapter is to acquaint the maintenance technician with the indicating-recording
systems. Systems controls and use are described. Information concerning preflight operations
and procedures are included. The following information is for familiarization only. An approved
aircraft maintenance manual must be used when performing any servicing or maintenance
actions.
GENERAL
This chapter covers the following sections: ● Recorders
● Instruments and control panels ● Centralized crew alerting system
● Independent instruments

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Figure 31-1 Flight Compartment Layout

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SYSTEM DESCRIPTION The attitude and heading data are displayed on

four interchangeable 6" x 5" color cathode ray
tubes (2 EADIs and 2 EHSIs).
INSTRUMENTS AND CONTROL
The center instrument panel (Figure 31-2) (4VU)
PANELS provides the following indications:
Figure 31-1 shows the cockpit instrument and ●
control panel layout. Engine management parameters
● Aircraft configuration (flaps, landing
The captain's and first officer's main instrument
panels (3VU and 5VU) are dedicated to attitude, gear)
air, and navigation data display. ● Pressurization
● Alerts on the crew alerting panel (CAP)
Figure 31-2 Center Instrument Panel

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Figure 31-3 Overhead Panel

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The overhead panel (Figure 31-3) (20VU) is ded- ● In the center part, power and condition
icated to control and monitoring of the various controls, gust lock control, flaps control,
aircraft systems. parking brake
The center pedestal (Figure 31-4) includes: ● In the rear part, communication and navi-
gation control units, recorder controls,
● In the forward part, weather radar control electric trim controls, and lighting
box and EFIS control panels controls
Figure 31-4 Center Pedestal

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Figure 31-5 Left and Right Maintenance Panels

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Figure 31-5 shows the L and R maintenance NOTES

panels.
The L maintenance panel (101VU) includes the
AC and DC parameter measuring equipment,
overheat magnetic indicators and various test
facilities for the crew alerting computer, the auto-
pilot and the communication system.
The R maintenance panel (702VU) includes the
controls and indications for the following: de-
icing, configuration warnings, engine, and air
bleed.
INDEPENDENT INSTRUMENTS
Electrical Clocks
Time is given on two crystal controlled electronic
chronometer clocks. The clocks are located on
captain and first officer main instrument panels
3VU and 5VU respectively.
Each clock displays the following information
● GMT or local time (digital display—
selector switch in M position)
● Elapsed time (digital display—ET
pushbutton)
● Chronometer (digital display and sweep
hand-CHR pushbutton)

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Figure 31-6 Recorder—Block Diagram

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RECORDER SYSTEM NOTES

The aircraft is equipped with an ARINC 573
recording system (Figure 31-6). The recorder
system collects, formats, and records various
parameters on magnetic tape, storing the last 25
hours of recording. Moreover, the system ensures
computation of the target torque and integrates
the AIDS function.
The DFDR is located in the unpressurized tail
cone of the aircraft. An underwater acoustic bea-
con is installed on the DFDR face.
The flight data acquisition unit is located in the
electronics rack on shelf 81VU.
The accelerometer is located at the aircraft center
of gravity under the cabin floor.
The flight data entry panel is located on electrical
center pedestal 11VU.
The system operates automatically when the air-
craft electrical network is energized. The
recorded parameters are sampled and coded by
the FDAU then transmitted to the DFDR for
recording. Moreover the system ensures compu-
tation of the target torque and integrates the
AIDS function.

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RED LIGHTS AMBER LIGHTS

ON CAP ON CAP
CAP
28VDC
ESS BUS
CAPT LS F/O LS 28VDC

AUDIO AUDIO BUS1
AMPLIFIER AMPLIFIER
DIGITAL TO
ANALOG
OUTPUTS
SYNCHRO
POWER AUDIO AUDIO POWER
SUPPLY GENERATOR GENERATOR SUPPLY
#1 #2
FCSB
BUS
8 BIT
COMPUTER
“HARD WIRED” ANALOG TO

LOGIC DIGITAL
INPUTS
RED AMBER
LOCAL ALERT
Figure 31-7 Centralized Crew Alerting System

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●
CENTRALIZED CREW An EMER-AUDIO CANCEL guarded
ALERTING SYSTEM switch which enables cancellation of a
spurious aural alert without loss of the
The centralized crew alerting system (Figure other aural alerts
31-7) generates and completes the system warn- ●
ings required by the regulations. It provides A TO CONFIG TEST pushbutton switch
operational aid by drawing crew's attention when which enables, before take-off, to
a failure or a discrepancy is detected and by guid- activate the CONFIG warning if aircraft
ing the crew to the affected system. configuration is not correct. (Verify air-
craft is properly configured for takeoff.)
To reach these objectives, the CCAS is capable
● A maintenance panel which enables to
of generating various audio signals broadcast by
the audio system and activating various alert test the warnings which cannot be tested
lights located on the captain's and first officer's at system level
main instrument panels (master WARNING and
master CAUTION lights) or grouped on a crew- NOTES
alerting panel. The CCAS comprises:
● A computer, which acquires and pro-
cesses failure signals and generates the
corresponding aural and visual alerts
● Two master WARNING lights which
flash red when a warning is detected
● Two master CAUTION lights which flash
amber when a caution is detected
● A crew-alerting panel located on the cen-
ter instrument panel, which includes:
❍ The system warnings and cautions in
the form of red warning lights and
amber caution lights
❍ Pushbutton switches for CCAS man-
agement: recall (RCL), clear (CLR)
Alert Inhibitions and Test

● Take-off Inhibition (TO-INHI) which
when pressed (blue INHI light illumi-
nated) will prevent all level 2 alerts,
except EFIS COMP and level 3 smoke
alerts from being activated. Inhibit is can-
celled automatically when the first
landing gear unlocks for retraction or
when the crew presses the RCL Plb on
the CAP

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Figure 31-8 Location of Clocks in the Flight Compartment

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COMPONENT NOTES
DESCRIPTION
INDEPENDENT INSTRUMENTS
Electrical Clocks
Time is given on two crystal controlled electronic
chronometer clocks (Figure 31-8). The clocks are
located on the captain and first officer main
instrument panels respectively. These clocks dis-
play Greenwich Mean Time (GMT) or local
(LOC) time, and elapsed time (ET). They ensure
the chronograph (CHR) function.
The captain's and first officer's clocks are power
supplied by the 28 VDC EMER BUS and
28VDC bus 2 section 1 bars respectively.
Integral lighting of the clock face is provided by
6 5 VAC-400 Hz lamps. An internal battery pro-
vides endurance of 30 days maximum for time
counting when the aircraft electrical network is
de-energized.
RECORDER SYSTEM
The recorder system includes the following
components:
● Flight data acquisition unit (FDAU)
● Digital flight data recorder (DFDR),
which includes the following:
❍ Magnetic tape
❍ Three-axis accelerometer
❍ Flight data entry panel (FDEP)

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Figure 31-9 Flight Data Entry Panel

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Flight Data Entry Panel NOTES

The flight data entry panel (FDEP) (Figure 31-9)
is located on the electrical center pedestal 11VU
in zone 210.
The function of the FDEP is to:
● Display the flight number
● Display and enter the time and the date
● Indicate an FDAU, DFDR, or FDEP
failure
The flight number is indicated by turning the

coding wheels and is transmitted to the FDAU.
The display is shown by the LEDs after action on
the UP-DATE pushbutton switch. The update is
made using the coding wheels and the UP-DATE
pushbutton switch.
The failure of one or several of these items of
equipment is indicated by a combination of the
STATUS-SYST and STATUS-FDAU indicator
lights.
The set of powerplant and air data parameters are
manually recorded. These actions are initialized
by pressing the EVENTS pushbutton switch.
The LEDs, STATUS-SYST indicator light, and
STATUS-FDAU indicator light are monitored
and tested. This test is performed using the UP-
DATE pushbutton switch and the coding wheels.
The data transmitted by the FDAU is displayed
on the DFDR. This function is selected by using
the coding wheels. The data displays on the LED.
LIGHTS
SIGNIFICANCE
SYST FDAU
ON ON FDAU or FDEP faulty or no power
ON OFF DFDR faulty
OFF ON FDAU power failure
OFF OFF System in normal operation

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Figure 31-10 Digital Flight Data Recorder

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Digital Flight Data Recorder NOTES

The digital flight data recorder (Figure 31-10) is
located in zone 311 (unpressurized tail cone).
The DFDR is a rectangular unit with orange fin-
ish and reflective tape. On the unit’s widest faces
is marked in black “ENREGISTREUR DE VOL-
NE PAS OUVRIR” on one side and “FLIGHT
RECORDER–DO NOT OPEN” on the other
side.
The DFDR records data received from the FDAU
onto a magnetic tape. The magnetic tape has a
recording capacity of 25 hours. After 25 hours,
previous data is erased and replaced with new
data.
The DFDR is equipped with a self-monitoring
system delivering a failure signal received by the
FDAU. This signal activates the DFDR FAULT
magnetic indicator on the FDAU and illuminates
the STATUS-SYST indicator light on the FDEP.
Underwater Locator Beacon

The underwater locating beacon (ULB) is
installed on the DFDR face. It appears as a cylin-
der including a battery and a 37.5 kHz
transmitter, which operates automatically after
immersion.

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Figure 31-11 Flight Data Acquisition Unit

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Flight Data Acquisition Unit Accelerometer

The flight data acquisition unit (Figure 31-11) is The three-axis accelerometer (Figure 31-12) is
located on shelf 81VU of electronics rack 80VU. located adjacent to the aircraft center of gravity
The FDAU performs the following functions: under the cabin floor in zones 131 and 132,
Frame 28.
● The acquisition, processing and format-
ting the mandatory parameters into an The function of the accelerometer is to measure
ARINC message vertical, lateral and longitudinal accelerations
and to give these values to the FDAU.
● Ensure the target torque function
● Ensure the AIDS function
● Power Supply
❍ Ground 28 VDC Emergency
❍ Flight 28 VDC Essential
Figure 31-12 Accelerometer

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Figure 31-13 Position Transmitters 13TU, 15TU, and 17TU

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Position Transmitters NOTES

The aileron, rudder, and elevator position trans-
mitters (Figure 31-13) are located respectively
behind access panels 295BL, 326AL, and 333BT.
They change the movement of the control sur-
faces to which they are mechanically associated,
via a rod, into a synchronized signal.

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RED LIGHTS AMBER LIGHTS

ON CAP ON CAP
CAP
28VDC
ESS BUS
CAPT LS F/O LS 28VDC

AUDIO AUDIO BUS1
AMPLIFIER AMPLIFIER
DIGITAL TO
ANALOG
OUTPUTS
SYNCHRO
POWER AUDIO AUDIO POWER
SUPPLY GENERATOR GENERATOR SUPPLY
#1 #2
FCSB
BUS
8 BIT
COMPUTER
“HARD WIRED” ANALOG TO

LOGIC DIGITAL
INPUTS
RED AMBER
LOCAL ALERT
Figure 31-14 Centralized Crew Alerting System

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●
CENTRALIZED CREW Two master CAUTION lights (MC),
ALERTING SYSTEM (CCAS) 13WW and 168WW, located on captain's
and first officer's main instrument panels,
flash amber when a level 2 system failure
Definition and Objectives is detected. The CAUTION lights extin-
guish when one of them is pressed.
● The centralized crew alerting system
● A crew alerting panel (CAP) located on
(CCAS) (Figure 31-14) generates the
alerts which cannot be generated by the upper center instrument panel, 4VU,
systems. includes the following:
● ❍ Red warning lights
The CCAS draws crew's attention when a
failure is detected.
❍ Amber caution lights (one per
● The CCAS guides the crew to the system system)
affected by the failure.
❍ Pushbutton switches for CCAS man-
To reach these objectives the CCAS can generate agement: recall (RCL), clear (CLR),
various audio signals broadcasted by the audio takeoff inhibition (TO-INHI)
system and activating various alert lights located
● An EMER-AUDIO CANCEL guarded
on the captain's and first officer's main instrument
panels or grouped on a crew alerting panel switch (EAC), 12WW, on the center ped-
estal allows cancelling a spurious aural
No single failure of the computer can cause the alert without losing the other aural alerts.
loss of more than a warning (red). This is ensured
by the architecture of the computer which uses a ● A TO CONFIG TEST pushbutton,
double power supply, a double audio generation, 15WW, on the center pedestal allows,
a warning (red) hardwired logic processing sec- before takeoff, to activate the CONFIG
tion together with a digital processing section. warning if aircraft configuration is
incorrect.
System Location Aboard the ● A maintenance panel located on L main-
Aircraft tenance panel 101VU enables testing the
warnings (red) which cannot be tested at
The CCAS comprises the following: system level. It also indicates computer
●
failures affecting a redundancy or a mon-
A crew-alerting computer (CAC) 2WW itoring function but without affecting
located in electronics rack, shelf 91VU, system operational use. It includes the
acquires and processes failure signals and following:
generates the corresponding aural and
visual alerts. ❍ A CCAS selector switch, 17WW
● Two master WARNING lights (MW), ❍ A CCAS-CREW ALERTING
11WW and 166WW, located on captain's CMPTR magnetic indicator, 21WW
and first officer's main instrument panels,
flash red when a level 3 system failure is ❍ A test light of stick pusher, 9FU
detected. The warning lights extinguish
and the associated aural warning (contin- ❍ A left alpha probe, 7WW
u o u s r e p e t i t iv e c h i m e ) ( C R C ) i s
deactivated when one of these lights is ❍ A right alpha probe, 8WW
pressed.

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Figure 31-15 Component Location in the Flight Compartment

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Two power supplies are used: 28 VDC essential Alerting System

bus and 28 VDC bus 1. Power distribution is as
follows:
Crew Alerting Computer
● Through circuit breaker 5WW, DC ESS Figure 31-15 shows the location of the alerting
BUS supplies the following: system components. The crew-alerting computer
comprises two independent units:
❍ The hardwired logic section of the
crew alerting computer (warning pro- ● A digital unit for processing of the
cessing) together with associated AMBER cautions and for redundant pro-
audio generator cessing of the RED warnings.
❍ One of the two lamps in each red ● A hardwired logic unit for processing of
warning light of the crew alerting the RED warnings.
panel
Each unit acquires and generates its own alerts.
❍ Two of the four lamps in each master Both units are totally segregated, including seg-
WARNING light. regated power, which is supplied from the
following two different bus bars:
● Through circuit breaker 6WW, DC BUS2
● Hardwired logic unit: Essential busbar
supplies:
❍ Digital section of the crew alerting ● Digital unit: DC BUS 1 busbar.
computer (amber cautions process-
ing, red warnings redundancy and Crew Alerting Panel
monitoring) together with associated
audio generator The crew-alerting panel comprises the following:
● Lights dedicated to warnings (red) or
❍ Two lamps in each master WARN-
ING light cautions (amber)
● Three momentary-action pushbutton
❍ First officer amplifier
switches
❍ One of the 2 lamps in each red warn-
ing light of the crew alerting panel
❍ Amber caution lights on the crew-
alerting panel
❍ RCL, CLR, TO-INHI pushbutton
switches
❍ The master CAUTION lights
❍ Test of the stall warning system

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Figure 31-16 Alpha Probe

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Alpha Probes NOTES

The two alpha probes (Figure 31-16) of the swept
vane type are identical. The vane aligns itself
with the prevailing airstream and drives two 5 K_
potentiometers. Its rotation is dampened by an air
system. Vane movement: ±45˚.
The external part of the probe is heated under
115 VACW by a solid-state module incorporated
in the vane and ensuring temperature control.
Installation on Aircraft
Probe zero setting (potentiometer wipers at mid
position) is + 20º local angle-of-attack.
The probes can be installed from the outside of
the aircraft without adjustment. Probe position-
ing is achieved by two locating pins attached to
probe flange and mating with two centering holes
drilled in the fuselage.

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Figure 31-17 Clocks—Mode Selection and Display

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CONTROLS AND
INDICATIONS
CENTER INSTRUMENT PANEL
Figure 31-17 shows the electric clock display and
controls. Figure 31-18 shows the master WARN-
ING and master CAUTION lights.
Figure 31-18 Utilization of Master WARNING and Master CAUTION Lights

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Figure 31-19 Crew Alerting Panel

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Figure 31-19 shows the crew-alerting panel. Figure 31-20 shows the target torque system
controls.
Figure 31-20 Target Torque—Component Location

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Figure 31-21 Takeoff Configuration Test Controls

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CENTER PEDESTAL
Figure 31-21 shows the takeoff configuration test
button and the emergency audio cancel guarded
switch. Figure 31-22 shows the flight data entry
panel.
Figure 31-22 Controls on the Flight Data Entry Panel

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Figure 31-23 Utilization of the Maintenance Panel

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LEFT MAINTENANCE PANEL Time counting is based on crystal controlled

microprogrammed CMOS technology.
Figure 31-23 shows the CCAS maintenance
panel. NOTES
SYSTEM OPERATION
SYSTEM TESTING
Test Of Warnings (Red)

All warnings can be tested (aural warning, master
WARNING light, annunciator light)
● Either, when test is available, by action
on the concerned control panel (e.g.
ENGINE FIRE warning)
● Or by placing the test selector switch
located on the maintenance panel in the
position corresponding to the warning to
be tested on ground only.
Test Of Cautions (Amber)

This test can be performed per system by action
on the concerned system control panel, which
will cause an amber or white light to illuminate
and will then activate the associated caution.
INDEPENDENT INSTRUMENT
OPERATIONS
Electrical Clock
Time counting is effective only when the clock is
connected to the aircraft plug. The internal
nickel-cadmium battery provides power required
for time counting but without display in the
absence of aircraft 28VDC power supply. The
battery is buffered between the aircraft electrical
network and the clock electronics.
Presence of 28VDC at clock terminals enables
the selected functions to be displayed and the
battery to be maintained.

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Figure 31-24 Recording System Synoptic
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RECORDING SYSTEM NOTES

OPERATION
Figure 31-24 shows a schematic of the flight data
acquisition unit and its relationship to other com-
ponents of the recording system.
System Start-Up and Shutdown

The FDAU is activated as soon as the bus bars
are energized and its power supply module pro-
vides the source necessary for the accelerometer
and the FDEP.
Start-up and shutdown of the DFDR is performed
via the voice recorder control logic.

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Table 31-1 FDAU MANDATORY PARAMETERS ACQUISITION

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Mandatory Parameter NOTES

Recording Function
The principle of the FDAU system is to acquire,
as soon as the aircraft can move by its own
means, an assembly of parameters used for inves-
tigations in case of an accident.
Table 31-1 shows FDAU mandatory parameters
acquisition.
Output Signals
After acquisition, the parameters are processed
and formatted by the FDAU into two ARINC
messages. One of them is for the DFDR.
These two messages are encoded in order to have
a long cycle consisting of four short subcycles,
each one having a duration of 1 second. The short
cycle comprises 64 12-bit words.
The word can be split up so that the two least sig-
n i fi c a n t b i t s c a n b e u s e d f o r O N - O F F
information. The first word of each short sub-
cycle is reserved for message synchronization.
When called for by the regulations, a parameter
will appear at a rate of more or less than once per
short cycle.

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Figure 31-25 Target Torque—Component Location

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Target Torque Function Operation

Table 31-2 shows the parameters acquired for
Principle calculating the target torque. The terms TO-
The principle of the target torque function is to MCT-CLB and CRZ define the four positions of
calculate, on the basis of certain parameters, the the power management knob located on panel
optimal torque for each engine with respect to the 4VU.
flight phases. The calculated target torque value
The propeller rotation speed parameter (NP) used
is then transmitted to the torque indicator on
is taken either from the indicator or from the
which it is displayed by an index (Figure 31-25).
engine sensor if the aircraft is equipped with the
mini AIDS.
Table 31-2 PARAMETERS ACQUIRED FOR CALCULATING TARGET TORQUE

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Output Signals NOTES

The value of the target torque calculated by the
FDAU are converted into analog signals which
control the indexes located on each torque
indicator.
The signal is a continuous voltage (VS) elabo-
rated from the computed torque values and
reference voltages (VREF), comprised between
+4.6V and +5.4V, and acquired by the FDAU.
The signals specific to the target torque are not
formatted in the ARINC 573 message.
Monitoring
When the system is energized, a self-test of the
target torque function is performed.
If the test is correct, the target torque indexes are
positioned at 23% during 15 seconds at the most,
then at 100% during 15 seconds before taking the
real computed torque value, which is the rest
position of the index.
If the test is not satisfactory, the indexes remain
at 0%.

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Anomoly Detection NOTES

When operating, if an anomaly is detected, the
index will indicate 0% in the following cases:
● Failure of a computer of the FDAU
● Nonsatisfactory test calculation of the
target torque
● Invalid ADC parameters
The index will indicate 23% in the following

cases:
● Out of tolerance parameters for the calcu-
lation of the target torque
● Out of tolerance calculation of the target
torque
System monitoring is measured by the FDAU

auto-test (bite).
AIDS Function
Principle
The AIDS principle consists in acquiring, on
ground and in flight, upon occurrence of certain
events, a number of engine-related parameters
and storing them into a mass memory having a
capacity of at least 50 flights. On ground, the
stored parameters are extracted from the FDAU
mass memory using DMT test set. The parame-
ters are then used according to engine
manufacturer instructions.

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Table 31-3 AIDS PARAMETERS ACQUISITION

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Operation through action on the EVENT pushbutton switch

on FDEP. Automatic control may have two ori-
Parameters Acquisition gins, either during stabilized flight or when
certain parameter thresholds are exceeded. The
shows the controls for recording AIDS The recordings in stabilized conditions are recorded
parameters acquired for AIDS function are only once per flight.
shown in Table 31-3.
The aircraft-in-flight state is determined by an
Aids Processing airspeed exceeding 60 knots and a fuel consump-
tion higher than 50 kg/hour per engine. It is
Memorization can be initiated either manually or necessary to return below these two limits to
automatically. Manual control is achieved reinitiate a recording sequence.
TABLE 31-3 AIDS PARAMETERS ACQUISITION (continued)

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Figure 31-26 Recording—BITE AIDS

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The sequence initiation is dependent on the sta- Time in Hotel Mode and Engine
bility of the following parameters: Operation Time
● Altitude higher than 6,000 feet Time spent in hotel mode is calculated, cumu-
lated, and stored in the mass memory. The
● Altitude stable to within ±100 feet during cumulated operating time of each engine is mem-
two minutes orized in the mass memory. For the left engine,
real operating time is recorded. For the right
● Vertical acceleration variations not engine, the time other than the time spent in hotel
exceeding ±0.2 g during two minutes mode is recorded.
● NH variations not exceeding ±0.5% on Output Signals

both engines during two minutes The parameters acquired for the aids function are
●
processed and formatted by the FDAU in the
Torque variations not exceeding ±1% ARINC messages in the same way as the manda-
during two minutes on both engines tory parameters.
● NP variations not exceeding ±0.5% dur-
ing two minutes on both engines Monitoring
The AIDS magnetic indicator, 151TU, installed
● IAS variations not exceeding ±1% during on maintenance panel, 101VU (Figure 31-26), is
two minutes activated in one of the following cases:
The AIDS data acquisition principle is based on ● 80% of the memory zone is filled.
monitoring these parameters.
● The AIDS processing part of the FDAU
Recording When Exceeding Thresholds is defective.
The aim of this type of recording is to know the An AIDS operation failure has no consequence
condition of the AIDS parameters when the criti- on the acquisition and processing section of the
cal thresholds of certain parameters are FDAU regulatory function. An aircraft in which
exceeded. The critical thresholds are determined an AIDS failure has been declared by the FDAU
for the following parameters: can continue its flight.
● Engine torque: 100%–105%–125%
Memory Filling and Failure
● Propeller rotation speed: 101.5%–110% Monitoring
●
When 80% of the storage area is filled up, a
HP turbine rotation speed: 100%–102% ground discrete activates AIDS magnetic indica-
●
tor 151TU located on L maintenance panel
Interturbine temperature: 816º–850º– 101VU. This discrete is also used to signal a self-
950º detected failure at level of processing by the No.
2 microprocessor card.
When airspeed is lower than 80 knots, the ITT
thresholds are reduced to 850º and 950º. This is An AIDS operation failure has no consequence
in order to cover engine start-up on ground, on the acquisition and processing section of the
where temperature exceeds 816º. FDAU regulatory function.
An aircraft in which an AIDS failure has been
declared by the FDAU can continue its flight.

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Table 31-4 DISTRIBUTION OF AIDS PARAMETERS IN THE ARINC MESSSAGE

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ARINC Message Output sages because it can be deducted from the

knowledge of NH and operating time in hotel
The parameters acquired with the AIDS are for- mode.
matted in ARINC messages in the same manner
as the basic parameters. However, the engine The distribution of AIDS parameters in the
operating time is not present in these two mes- ARINC message is as shown in Table 31-4.
TABLE 31-4 DISTRIBUTION OF AIDS PARAMETERS IN THE ARINC MESSAGE (continued)

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Table 31-5 LIGHTING LOGIC—STATUS/SYST AND STATUS/FDAU INDICATOR LIGHTS
Table 31-6 CCAS DETECTION SEQUENCE
Table 31-7 CCAS COLOR

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Recorder System Monitoring NOTES

The FDAU features a software which performs
an equipment self-test with the following results:
● Encodes and transmits ARINC messages
● Activates the FDAU fault magnetic
indicator
● Illuminates the FDEP STATUS-FDAU
indicator light
The DFDR has a self-monitoring system which

can send a fault signal to the FDAU. This signal
performs the following functions:
● Activates the FDAU fault magnetic
indicator.
● Illuminates the STATUS-SYST indicator
light of the FDEP.
Table 31-5 shows the lighting logic of the STA-

TUS-SYST and STATUS-FDAU indicator lights.
CENTRALIZED CREW
ALERTING SYSTEM
Operation Principles
The following principles have been adopted:
● Flight compartment “lights out” philoso-
phy—In normal operation (no failure), all
annunciator lights are off. Light use to
indicate correct operation is limited to a
minimum (blue or green indication).
● Detection sequence—The sequence com-
prises three phases (Table 31-6).
Table 31-7 shows the CCAS color coding.

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Table 31-8 CCAS AURAL ALERTS

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Aural Alerts chime associated with a red warning

light on the crew alerting panel
Two types of aural alerts are used:
❍ A red warning light on CAP
● Non specific alerts are always associated
with an alert light Level 2: Cautions
❍ Continuous repetitive chime (CRC) These cautions correspond to an abnormal air-
associated with master WARNING craft configuration. They do not require
lights and red light on the crew alert- immediate corrective action.
ing panel
The crew decides how soon corrective action has
❍ Single chime (SC) associated with to be taken These cautions correspond to a sys-
master CAUTION lights and amber tem failure having no direct consequences on
lights on the crew-alerting panel safety (example: hydraulic LO PR). Crew's atten-
tion is drawn by the following:
● Specific alerts are not associated with the ● The master CAUTION lights flashing
illumination of the master WARNING
lights, or the master CAUTION lights, or amber and a single chime
of a light on the crew alerting panel ● An amber caution light associated to each
The audio generators of the CCAS are also used system illuminates on the crew-alerting
to generate the audio signal related to calls (cabin panel.
attendants, ground). The audio alerts are broad-
casted by the audio system. Table 31-8 lists the Level 1: Advisory
audio signals generated by the system. This corresponds to failures requiring crew mon-
itoring only. These failures are identified by an
Alert Definition amber light without aural alert
The alerts are classified in four levels.
Level 0: Information
Level 3: Warnings This level corresponds to information and
These warnings require immediate corrective requires no crew action. This level is identified
actions. These warnings correspond to: by blue, green or white lights on the control pan-
els. This level is not taken into account by the
● A dangerous configuration (example: CCAS.
CONFIG)
● Aircraft approaching flight envelope lim-
its (example: overspeed)
● A system failure altering the flight condi-
tions (example: engine fire). Crew's
attention is drawn by either of the
following:
❍ Master WARNING lights flashing red
and by the continuous repetitive

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Table 31-9 CCAS AURAL ALERT PRIORITIES

●
Order of Priority Other controls
Level 3 has priority over level 2. Other levels are ● Maintenance panel
not taken into account by the crew-alerting
computer.
Normal Utilization
This priority has been defined to avoid simulta- Normal utilization of the alerting system may
neous broadcasting of various aural warnings. include the following circumstances:
Table 31-9 gives the order of priority of warn-
ings, alerts, and corresponding sounds which can ● Without aircraft system failure
be controlled, following the versions, by the cen-
tralized crew alerting system. ● A warning (level 3) alert occurs
● A caution (level 2 alert occurs
Alerting System
Without Aircraft System Failure
Operational Use
With engines running, no amber or white annun-
System controls and indicating include the c i a t o r l i g h t i s i l l u m i n a t e d i n t h e fli g h t
following: compartment.
● Master WARNING and master CAU- Only the amber PRKG BRK caution light (on the
TION lights crew-alerting panel) is illuminated if the parking
●
brake is applied.
Crew alerting panel
TABLE 31-9 CCAS AURAL ALERT PRIORITIES (continued)

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Before Takeoff NOTES

The crew must press the TO CONFIG TEST
pushbutton switch if one of the following occur:
● The red CONFIG warning light illumi-
nates on the crew alerting panel together
with transmission of the continuous
repetitive chime (and with master
WARNING lights). This indicates the air-
craft is not in takeoff configuration.
● The CONFIG light illuminates together
with one of the following amber lights:
❍ FLT-CTL—Pitch trim or flaps are not
in takeoff configuration
❍ ENG—PWR MGT selector switch is
not in T.O (takeoff) position
The warning is present as long as the T.O CON-

FIG TEST pushbutton switch is pressed and
configuration is not correct.
If the CONFIG warning light remains off (no
aural warning sounds and MASTER WARNING
lights do come on), configuration is correct for
takeoff.
The crew presses the TO-INHI pushbutton
switch. The INHI legend illuminates. Aircraft
can proceed with takeoff.
When the power levers are in MAX PWR posi-
tion, the CONFIG warning is activated if parking
brake is applied (PRKG BRK caution light is
illuminated on the crew-alerting panel).
On landing gear retraction, INHI legend
extinguishes.
Before Approach
The crew presses the RCL (Recall) pushbutton
switch. No light illuminates on the crew alerting
panel if no failure occurred in flight.

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Warning: Level 3 (Red) NOTES

A red master WARNING light illuminates on the
panel in the event of one of the following:
● A system failure
● Aircraft approaching flight envelope lim-
its—The crew’s attention is drawn by a
specific aural alert. The aural alert sounds
as long as the crew does not take neces-
sary action to return into the normal flight
envelope.
Caution: Level 2 (Amber)

An amber master CAUTION light illuminates on
the panel, notifying the crew of an abnormal air-
craft configuration.
Utilization In the Event of Failure
Utilization In the Event of CCAS Failure

In the event of a crew alerting computer failure
with operational impact, crew's attention is
drawn by the CCAS caution light illuminating on
the crew-alerting panel.
In this configuration, cautions (amber) are no
longer processed by the computer. Therefore,
there is no longer generation of single chime,
activation of master CAUTION lights, or system
lights illuminated on the crew-alerting panel.
The crew must monitor the overhead panel or the
instrument panels where the local alerts are still
active.
The warnings (red) are normally presented.
Utilization In the Event of Emergency

In emergency, the warning section of the CCAS
operates normally. The aural alerts are broadcast
by the captain's loudspeaker only. Only one lamp
illuminates in the warning lights of the CAP.
The caution section is lost and the CCAS caution
light illuminates on the CAP.

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Table 31-10 SPECIFIC AURAL ALERTS

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Alert Description Inhibition

The alert activation logics are grouped as type The following are inhibitions to the function:
logics. These logics are described below. Table
● TO INHI function engaged (see logic 5)
31-10 gives the logic associated with each alert.
● Light associated with the alert already
Level 2 Alert (Logic 1)—Purpose illuminated on CAP by another alert
Level 2 alerts draw the crew's attention when a
● Specific inhibitions:
level 2 failure (amber) is detected (master CAU-
TION light and single chime). This alert guides
❍ No specific inhibition—Logic 1-A
them to the system(s) concerned (light on CAP).
❍ Left engine shut down—Logic 1-B
Level 2 Alert (Logic 1)—Alerts
Concerned ❍ Right engine shut down—Logic 1-C
All level 2 (amber) alerts are concerned by one of
the following: ❍ Left propeller feathering—
●
Logic 1-D
Logic 1A
❍ Right propeller feathering—
● Logics lB, lC, 1D, 1E, and 1F for alerts Logic 1-E
which may result from right or left
engine shutdown or propeller feathering ❍ Both propellers feathering—
(right, left, or both) Logic 1-F
● Logic 1G (controlled OFF) ❍ Always inhibited—Logic 1-G
Level 2 Alert (Logic 1)—Logic ❍ Inhibited during engines ignition and

for the following 120 seconds—
Master CAUTION Function Logic 1-H
❍ Aircraft on ground—Logic 1-J
Action Performed
Action performed on the master CAUTION func- Deactivation
tion activates the function. Activation of this
function causes the following: The following deactivate the function:
● ● Pressing CAUTION pushbutton switch
Flashing of master CAUTION lights
● ● Pressing CLR pushbutton switch
Activation of single chime (see EMER
AUDIO CANCEL function, logic 3)
● Engaging T.O. INHI function (see
Activation logic 5)
This function is activated when alert appears, if CAP Light Function
inhibitions (described hereafter) are absent, and
as long as the alert is present.
Action Performed
Activation of this function causes illumination of
the light corresponding to alert, on the CAP.

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Activation Level 3 Warnings with Light on CAP

This function is activated when alert appears, if (Logic 2)—Logic
inhibitions (described hereafter) are absent, and
as long as the alert is present. Action Performed
Activation of this function causes flashing of
Inhibition master WARNING lights (0.5 seconds on, 0.5
The function is inhibited when the TO INHI seconds off) and activation of CRC (see EMER
function engaged (see Logic 5). AUDIO CANCEL function, logic 3)
For logic 2B, this function causes illumination of
Deactivation system light associated with alert, on CAP
This function can be deactivated by one of the
following: For logic 2A, illumination on CAP of the light
directly by the system.
● By pressing CLR pushbutton switch
Activation
● By engaging T.O. INHI function (see This function is activated:
logic 5)
● When alert appears, for logic 2A
Reactivation
● When alert appears if inhibition
The function can be reactivated if the alert is
always present and if no inhibition is present, by (described hereafter) is absent, for logic
one of the following actions: 2B
● Pressing T.O. CONFIG TEST pushbutton Inhibition
switch if aircraft is on ground Logic 2B is inhibited if TO INHI function (see
●
logic 5) is engaged.
Pressing RCL pushbutton switch
Deactivation
Level 3 Warnings with Light on CAP
(Logic 2)—Purpose This function can be deactivated by pressing
WARNING pushbutton switch.
This function is used to draw the crew's attention
when a level 3 failure (red) is detected (master
WARNING light and CRC) and to indicate the EAC and EAC REARM Functions
failure (light on CAP). (Logic 3)—Purpose
In the event of a spurious alert, this function
Level 3 Warnings with Light on CAP enables the crew to inhibit the audio component
(Logic 2)—Warnings Concerned of this alert until deactivation of this function.
All warnings corresponding to a system failure
are concerned either by logic 2A or by Logic 2B. EAC and EAC REARM Functions
(Logic 3)—Logic
Activation
When the audio signal corresponding to a given
alert is transmitted, an action on EMER AUDIO
CANCEL switch enables to stop the audio com-
ponent of this alert.

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Deactivation Logic 4F: Stall Warning

● For EAC logic by a general energization With stall warning, CRICKET aural warning is
transmitted through EAC REARM function (see
● For EAC REARM logic by the alert (l) logic 3).
deactivation
Logic 4G: VMO Overspeed Warning
Specific Aural Alerts (Logic 4)—
Purpose When the signal indicating that the aircraft air-
speed is higher than VMO is present, CLACKER
Generate specific audio signals to draw the aural signal is transmitted through EAC REARM
crew's attention to certain failures or alerts. function (see logic 3). This warning is not avail-
able when the airspeed validity signal is absent.
Specific Aural Alerts (Logic 4)—Events
Concerned Logic 4H: VFE, VLE Overspeed Warning
Table 31-10 gives for each specific audio signal
the event concerned and the number of alert acti- Activation
vation logic. This function is activated when one of the fol-
lowing occur:
Specific Aural Alerts (Logic 4)—Logic
● The aircraft overspeed is higher than
Logic 4A: Altitude Alert VFE, corresponding to flaps position
At approach or departure of the selected altitude ● The aircraft overspeed is higher than VLE
zone, the alert signal activates a C-CHORD aural when the landing gear is not downlocked
signal through EAC function (see logic 3). This function is not available when the
airspeed validity signal is absent.
Logic 4B: Calls
As soon as a signal (if the system is installed) Action Performed
appears, the doorbell aural signal is transmitted Activation of this function causes the transmis-
through EAC function (see logic 3). sion of CLACKER aural signal through EAC
REARM function (see logic 3).
Logic 4C: Pitch Trim Runaway
When pitch trim runaway signal higher than
0.25˚ is present for more than 1 second,
WHOOLER aural warning is transmitted through
EAC REARM function (see logic 3).
Logic 4D: AP Disconnection

When AP disconnection signal is present, CAV-
ALRY CHARGE aural signal is transmitted
through EAC function (see logic 3).
Logic 4E: AP Capability Downgrading

As soon the category 2 invalid information is
present, 3-CLIC aural signal is transmitted
through EAC function (see logic 3).

Takeoff Inhibition Function (Logic 5)— Configuration Warning (Logic 6)—

Purpose Purpose
This function is used to inhibit the following dur- This function is used to draw the crew's attention
ing takeoff phase: to the fact that the aircraft is not in correct takeoff
configuration either just before takeoff (configu-
● Amber alerts, except EFIS COMP ration test) or upon takeoff power application.
● Logic 2B warnings Configuration Warning (Logic 6)—Logic
● Level 3 smoke warnings
Action Performed
Takeoff Inhibition Function (Logic 5)— When activated, this function causes:
Logic ● Activation of level 3 warning
Action Performed ● Illumination of CONFIG light on CAP
Activation of this function causes: (see logic 2-A)
● Transmission of TO INHIBITION signal Furthermore, this function causes the illumina-
used in other logics tion of following lights on CAP:
● Illumination of INHI light on CAP ● FLT CTL if pitch trim is not within take-
off range or if flaps are not at 15º
Activation
● ENG if PWR MGT selector switch is not
This function is activated by pressing TO INHI in position
pushbutton switch on CAP, with aircraft on
ground.
Activation
Deactivation With aircraft on ground, this function is armed by
either of the following:
This function is deactivated by either of the fol-
lowing circumstances: ● When TO CONFIG TEST pushbutton
●
switch is pressed
Pressing RCL pushbutton switch
● When the right power lever is in takeoff
● At the beginning of landing gear position
retraction
This function is activated in the following cases:
● Pitch trim out of takeoff range
● Flaps not at 15º
● PWR MGT selector switch not in TO
position
● The right power lever in TO position with
parking brake applied

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Landing Gear Not Down Warning Inhibition

(Logic 7)—Purpose This function is inhibited if one of both power
Provide the crew with a visual and aural warning levers is in takeoff range. This is to avoid an inad-
if the landing gear is not downlocked before vertent warning during go-around.
landing. Two warning levels are present:
Deactivation
● A warning with noncancelable sound
Only master WARNING lights can be extin-
● A warning with cancelable sound guished when the switchlight is pressed.
Landing Gear Not Down Warning Warning with Cancelable Sound

(Logic 7)—Logic
Action Performed
Warning with Noncancelable Sound When activated, this function causes the
following:
Action Performed
● Flashing of master WARNING lights (0.5
When activated, this function causes: seconds on, 0.5 seconds off)
● Flashing of master WARNING lights (0.5 ● Activation of CRC through EAC
seconds on, 0.5 seconds off) REARM function (see logic 3)
● Activation of CRC through EAC ● Illumination of light in landing gear con-
REARM function (see logic 3) trol lever
● Illumination of light in landing gear con- ● Illumination of LDG GEAR NOT
trol lever DOWN light on CAP
● Illumination of LDG GEAR NOT
DOWN light on CAP Activation
The function is activated when one of the landing
Activation gear is not downlocked and when left or right
power lever is in idle range.
The function is activated in landing configuration
and with landing gear not downlocked. The land- It is to be noted that action of both levers is inde-
ing configuration is determined by one of the pendent. Each lever separately is capable of
following: triggering the warning, when associated to land-
●
ing gear not down configuration
45º flaps position
● 27º flaps position if radio altitude is valid Inhibition
and lower than 500 feet (or if IAS is valid The function is inhibited if either of the
and lower than 130 knots if radio altime- following occur:
ter is not installed)
● Height is validated and exceeds 500 feet
This is to avoid a spurious warning (or if IAS is valid and exceeds 130 knots
during approach at 30º. if radio altimeter is not installed).
● The opposite power lever is in takeoff
range. This is to avoid an inadvertent

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warning during an engine failure at take- ing and a stickshaker triggering signal. If the
off or during training to this failure. crew does not perform a corrective action when
the aircraft reaches a danger angle-of-attack, the
Bleed Off Alerts Inhibition (Logic 8)— logic 9B transmits a signal in order to initiate a
Purpose nose down command by means of a stick pusher.
The logic 9C monitors STICK PUSHER
The BLEED OFF alerts appear at each flight in function.
normal operation (closing of air bleed valves by
the crew during the takeoff phase).
Stall Warning (Logic 9A)—Logic
In order to avoid having a central alert (AIR light
illuminates on CAP), in this case a specific inhi- Action Performed
bition is performed for ENG 1-2 BLEED OFF When activated, this function causes:
alerts.
● Transmission of an aural warning (see
Bleed Off Alerts Inhibition (Logic 8)— logic 4F)
Logic
● Activation of a signal used to actuate a
Inhibition Engagement stickshaker.
Inhibition engagement is performed as long as Activation
aircraft is on ground.
The function is activated if:
Inhibition Disengagement ● Alpha > alpha sw1 when flaps are
The inhibition is disengaged if aircraft is not on extended
ground and 20 seconds after PWR MGT selector
switch has been placed in a position other ● Alpha > alpha sw2 when flaps are
than TO. retracted
● When anti-icing system is selected and
NOTE one of the following occurs:
From an operational point of view, the ❍
result will be as follows: Alpha > alpha sg for 5 minutes after
takeoff if flaps are at 15°
● AIR light illuminates on CAP ❍ Alpha > 11°
through ENG 1-2 BLEED OFF
local alerts only when:
Inhibition
❍ Aircraft has left the ground The function is inhibited:
❍ 20 seconds after PWR MGT ● As long as the aircraft is on ground
selector switch has been placed
in a position other than TO ● When left and right angle-of-attack com-
parison circuit has detected a difference
High Angle-of-Attack Protection of more than 4º between the probes
Purpose
When aircraft approaches the stall angle-of-
attack, logic 9A transmits a specific aural warn-

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●
Stick Pusher Function—Logic 9B L and R angle-of-attack comparison cir-
cuit has detected a difference of more
Action Performed than 4º between the probes when aircraft
has been in the air for more than 10
When activated, the function transmits a signal seconds
used to actuate stick pusher.
● A flap synchronization failure is detected
Activation
● A failure affecting angle-of-attack probes
The function is activated if the following occur:
potentiometers supply is detected
● Alpha > alpha f01-E when flaps are
● A failure affecting the STICK PUSHER
extended
function computation circuits power sup-
● Alpha > alpha f02-E when flaps are ply is detected
retracted
Deactivation
The function is deactivated if the following
occur:
● Alpha < alpha sl when flaps are extended
● Alpha < alpha s2 when flaps are retracted
Inhibition
The function is inhibited:
● As long as the aircraft has not left the
ground for more than 10 seconds
● If the L and R angle-of-attack compari-
son circuit has detected a difference of
more than 4º between the probes
Monitoring—Logic 9C
Action Performed
When activated, this function transmits:
● A signal used to activate the alarm (see
logic l-A)
● A signal used to illuminate STICK
PUSHER FAULT light
Activation
The function is activated if:

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Crew Alerting Computer NOTES

Maintenance
Failure Indication
Any failure detected by the internal monitoring
of the computer causes the CREW ALERTING
CMPTR magnetic indicator located on the main-
tenance panel to turn yellow.
Test of Warnings (Red)

All warnings can be tested (aural warning, master
WARNING light, annunciator light) by either of
the following:
● When test is available, by action on the
concerned control panel (e.g. ENGINE
FIRE warning)
● By placing the test selector switch,
located on the maintenance panel, in the
position corresponding to the warning to
be tested, on ground only
Test of Cautions (Amber)

This test can be performed per system by action
on the concerned system control panel, which
causes an amber or white light to illuminate and
then activates the associated caution.

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Copyright © 2005 by FlightSafety International, Inc.

FOR TRAINING PURPOSES ONLY

ATR 42 MAINTENANCE TRAINING MANUAL

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DIMENSIONS AND AREAS ................................................................................................ 6-1

LIFTING AND SHORING..................................................................................................... 7-1

LEVELING AND WEIGHING.............................................................................................. 8-1

PARKING AND MOORING ............................................................................................... 10-1

PLACARDS AND MARKINGS.......................................................................................... 11-1

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ATR 42 MAINTENANCE TRAINING MANUAL

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