Dch8 Q400 Handout.pdf

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Maintenance Training Handout Set

TABLE OF CONTENTS

01 - Time Limited Dispatch 02 - ANVS & PBMS System

Rev 1.0

MAIN MENU

PAGE UP

PAGE DOWN

Q400 Powerplant Diagnostics & Time Limited Dispatch Gord Weekes In-Service Engineering

Rev 1.3 Mar 2010

PREVIOUS

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

 Topics  Powerplant Diagnostics • •

•

•

Introduction Review of Powerplant Electronic Controls And Indications • Control System • Indication System EMS • FADEC • PEC • EMU • GBS • ARCDU • Maintenance Panel Fault Code Clearing

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

 Time Limited Dispatch (TLD) • • • •

Introduction Long Term Dispatch (LTD) and Short Term Dispatch (STD) Calculation No Dispatch (ND) Calculation TLD Management

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

 Powerplant Diagnostics  Introduction •

•

•

•

The previous generation of aircraft used hydromechanical and/or hybrid electronic and hydromechanical control systems. Diagnostic functions were either absent (relying on observable/testable degradation effects) or for later controls were very simple. The hydromechanical system was considered primary. Failure of the electronic system resulted in reversion to the hydromechanical system, and degradation could usually be determined by a noticeable performance change before it would result in “Loss Of Thrust Control” (LOTC). With the advent of FADEC systems having redundant control features and without hydromechanical back-up systems, degradation is not significant. To meet the reliability requirements a means was needed to determine the effects of loss of redundancy and possible LOTC on aircraft dispatchability. The powerplant in the Q400 uses the powerplant electronic control units plus an Engine Monitoring System (EMS) to provide the necessary diagnostic capabilities.

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch Wing Fuel Isolation/Hydraulic Pump Isolation/Fire Protection Enable T Handle

Engine Start Panel Engine Control Panel

Shutdown

Oil Cooling Control Ignition Select

Ambient Conditions/Alt Ratings

Opposite FADEC

ECIU

Fuel Manifold

Oil Cooling Control

Alternate Rating Select

Nh/Nl/Np/Tq/P3/ T1.8/ITT/MOT

Ambient Conditions/Alt Ratings PLA (Nh/SHP/Beta Commands) ADU

IFC

S/W

Shutdown Fuel Valve Control Valve Pos’n Feedback Valve Control Valve Pos’n Feedback Valve Control Ignition Control

FADEC

PLA S/W

Engine

Discrete Selections

Ambient/Flight Conditions Shutdown

CLA (Rating)

PLA (Beta)

Alt Feather Ground Beta Enable

Maintenance Unfeather CLA S/W

Tq Opposite FADEC CLA (Np/Rating Commands) OSG Test

Uptrim PEC

S/W Alt Feather

S/W Mechanical Discrete Digital Analog Fluid

Maint Panel

Propeller Control Panel

A/F Select

Pitch Control Pitch Feedback Ground Beta Enable Unfeather Synchro Loop (Slave Only) Synchro to Slave

Maintenance Unfeather

Np WOW (Ground Beta Enable)

Powerplant Control Overview

FMU P2.2 P2.7 HBOV HBOV Ign. Pump On

Autofeather Test Reset

PLA High (Autofeather Enable)

Metered Fuel

Aux Pump Coarse Feather/ Drive Unfeather

OSG

PCU

Pitch Feedback

Pitch Control

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

 Review of Powerplant Electronic Controls and Indications •

Control System • FADEC •

• •

The FADEC provides fuel flow modulation commands to the FMU in response to pilot commands (PLA, discretes) or certain automatic functions, eg start flow scheduling, fault accommodation. Normally one channel is in control and the other drives the displays. Channel changeover occurs during start.. In Maintenance Mode (MAINT DISC on, engine not running and aircraft in ground mode), the FADEC ceases control/display functions and enters a mode which displays faults and allows fault clearance, rigging/trimming and sub-system functional checks.

• PEC • •

The PEC provides propeller blade modulation commands to the PCU, also in response to pilot input or automatic functions. One lane is in control and the other is on standby. Lane changeover occurs during shutdown.

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch FADEC Caution

LOP Switch FDP Switch LFP Switch Nh Sensors Nl Sensor Np/Tq Sensors ITT Harness MOT Sensor MOP Sensor Temp Sensor Flowmeter

FADEC Fail

LOP LOP, LFP, FDP

FDP

ECIU

LOP, LFP, FDP

CWP

LFP Nh Nl

FADEC

Nh, Nl, MOT, Q, Q Bug, ITT, Np, Range Marks, Advisories

Np/Tq Engine Display (or MFD)

ITT MOT MOP Fuel Temp

IFC (IOM/IOP)

Fuel Flow Propeller System Advisories to ED PEC

MOP, Fuel Temp, Fuel Flow

PEC Caution

Engine Discrete Digital Analog

Powerplant Indication Overview

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

•

Indication System • Powerplant indications can be considered as four separate groups: • • • •

•

•

The FADEC receives analog signals from engine sensors, signal conditions them and transmits them on an ARINC 429 bus to the ED. The FADEC receives advisory information from the PEC on an RS422 bus and retransmits this on the ARINC 429 bus to the ED. The IFC receives analog signals from engine sensors, signal conditions them and transmits them on an ARINC 429 bus to the ED. The FADEC receives discretes from engine switches and transmits the information on an ARINC 429 bus to the ECIU. The ECIU outputs discretes to the CWP. The FADEC and the PEC output status discretes direct to the CWP.

Alternate Fault Code Display • Fault codes will also be displayed on the ED whenever the FADECs are put into maintenance mode. The codes can be sequenced using the MCL pushbutton. Codes relating to Channel or Lane A of each powerplant are displayed on the respective torque gages, and those relating to Channel or Lane B are displayed on the Nh gages. In addition, the FADEC software version is displayed on the Np (Channel A) and Nl (Channel B) gages.

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch

MAINT DISC

ECIU

Discrete

Aircraft Data

ARINC 429

ARINC 429

Discrete

Discrete

Avionics

GND MAINT

Analog Indications

Event Marker

ARINC 429

ARINC 429

ARCDU

Analog Indications

Powerplant #1

Powerplant #2

PEC RS422

Engine Monitoring Unit

PEC RS422 RS422

RS422 RS 232 or RS422

FADEC

FADEC

Ground Based Software (Laptop)

ARINC 429

Engine Display

EMS Overview

ARINC 429

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

 EMS •

The EMS comprises: • The FADEC and PEC on each engine. • The engine monitoring unit (EMU), located in the flight compartment on the side wall behind and below the First Officer’s seat. • The audio radio control display unit (ARCDU) in the flight compartment, one each side of the console behind the control quadrant. In maintenance mode the ARCDU becomes the control and display unit for the Centralized Diagnostics System (CDS) and for the powerplant is used to access and display EMS information. • The Avionics System, which provides the interface between the ARCDU and the EMU, and also inputs aircraft data to the EMU.

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

•

FADEC • The FADEC uses various ways to detect faults on its inputs and outputs: • • • • • • •

Range check- is the input data within an expected range? Rate check - is the input data changing rate within limits? Cross channel check - is the input data the same for both channels? Validity check - is this a valid output? Wrap-around check - does the wrap-around input agree with the command output? Reference check - is the input data within the engine reference data? Input check - is the input present?

• FADEC fault accommodation depends on the severity of the fault. There are three classes of faults: •

• •

Critical - an additional detected fault which results in automatic accommodation by the FADEC stabilizing power at an idle condition, or shutting down the engine. FADEC FAIL Warning is displayed. Cautionary - a fault which requires different handling procedure(s) by the pilot (eg slow PLA changes to avoid surge). FADEC Caution is displayed. Advisory - a fault which is automatically accommodated and does not fall into one of the other two classes.

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

• For input faults the FADEC will accommodate by selecting the best available input or a default value, a channel change will not take place. • For output faults the FADEC will accommodate by changing channels providing the health of the other channel is better than the one presently in control. • Fault codes are sent by the FADEC to the EMU and the ED via RS422 and ARINC429 buses respectively.

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch

‘IN FLIGHT” STATE

‘ON GROUND” STATE

“FULL-UP” MODE LOSS OF PLA OR LOSS OF GROUND BETA ENABLE OR LOSS OF REVERSE SPEED CONTROL

LOSS OF BETA CONTROL OR LOSS OF PLA OR LOSS OF GROUND BETA ENABLE

LOSS OF BETA CONTROL OR LOSS OF FORWARD SPEED CONTROL OR LOSS OF PITCH CONTROL

[LOSS OF SPEED CONTROL AND OSG TEST NOT PASSED] OR LOSS OF PITCH CONTROL

ENABLE OVERSPEED PROTECTION AND DISABLE GROUND OPERATION AND ENABLE SAFETY FEATURES/FUNCTIONS AND LIMIT BETA TO MINIMUM BETAFI AND IF LOSS OF BETA CONTROL THEN FORCE FORWARD SPEED CONTROL OR SYNCHROPHASE CONTROL LOSS OF FORWARD SPEED CONTROL AND OSG TEST PASSED

[LOSS OF FORWARD SPEED CONTROL AND OSG TEST NOT PASSED] OR LOSS OF PITCH CONTROL

COMMAND DRIVE COARSE FROM PRIMARY OIL SYSTEM AND ENABLE OVERSPEED PROTECTION AND DISABLE GROUND OPERATION AND ENABLE SAFETY FEATURES/FUNCTIONS AND DISABLE NPT UNDERSPEED GOVERNING

REVERSIONARY MODE

LOSS OF FORWARD SPEED CONTROL AND OSG TEST PASSED

[LOSS OF FORWARD SPEED CONTROL AND OSG TEST NOT PASSED] OR LOSS OF PITCH CONTROL

COMMAND DRIVE FINE FROM PRIMARY OIL SYSTEM AND ENABLE OVERSPEED PROTECTION AND DISABLE GROUND OPERATION AND ENABLE SAFETY FEATURES/FUNCTIONS

PEC Reversion Mode State Transition Diagram

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

•

PEC • The PEC uses similar ways to detect faults on the inputs and outputs as the FADEC. • Accommodation for cautionary faults which may affect the ability of the PEC to retain full-up control is by entering an appropriate reversion mode. This requires different pilot procedures, and may result in loss of ground range, forced fine drive onto the overspeed governor, or forced coarse drive to feather, as appropriate. This is annunciated via the PEC Caution. • In addition, the PEC will inhibit the Autofeather Arm advisory for faults which may impact the autofeather function but do not impact normal propeller control. Advisory faults are those which are automatically accommodated and do not fall in the Cautionary class. • For advisory faults the PEC will select from the healthiest of the two lanes to provide control. • Advisory fault codes are transmitted on the RS422 bus to the FADEC. The FADEC buffers the faults and retransmits them to the EMU and the ED on RS 422 and ARINC 429 buses respectively.

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

EMU

View Looking Outboard Behind First Officer’s Seat

Engine Monitoring Unit

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

• EMU • The EMU is used to record, display and download: • • • • • • • •

FADEC and PEC fault and condition codes. Engine condition trend monitoring (ECTM) data. Trend alert data Power assurance requirements and data. Powerplant limit exceedance data. Snapshot and transient powerplant and aircraft data. Powerplant and aircraft flights, cycles and hours. (Optional) Engine oil level status.

• It receives data from the FADEC, the PEC (via the FADEC) and the avionics system. It receives commands to output to the display from the avionics system (CDS), or to upload/download from/to the GBS. All data is carried on digital buses, ARINC429, RS422 or (optionally for the GBS connection) RS232.

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

• On-wing display of EMU data is on one of the ARCDUs through the CDS. In maintenance mode, the ARCDU displays a series of menus. Accessing Other Systems --> Powerplant from the CDS Main Menu will bring up the Powerplant Main Menu. From here sub-menus and data pages can be accessed as required. • In Normal Mode, the EMU is receiving and recording data from the powerplants and the avionics. In Interrogate Mode the EMU is receiving instructions from the ARCDU keys and is outputting recorded data to the ARCDU screen. • The EMU will cascade faults if they are likely to have a common origin ie they are shown as single faults with underlying faults available for display if requested.

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

Item # Field Name

Description

1 2 3 4

Code Date/time set Date/time cleared Date/time confirmed cleared

5 6 7 8 9

Dispatch code Unlatch type # of occurrences Interval of occurrence Source

Fault code When fault was first logged When fault was cleared When fault was confirmed cleared (did not repeat on next flight) Unlimited, LTD or STD Required fault clear procedure Count of repeat occurrences Flight phase of first occurrence 0 = FADEC 1, Ch A 1 = FADEC 2, Ch B 2 = FADEC 1, Ch A 3 = FADEC 2, Ch B 4 = PEC 1, Lane A 5 = PEC 2, Lane B 6 = PEC 1, Lane B 7 = PEC 2, Lane B

EMU Required Fault Information

MAIN MENU

PAGE UP

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch

POWERPLANT MAIN MENU POWERPLANT FAULTS

POWER ASSURANCE

TREND MONITOR

POWERPLANT INTERFACE

EVENT HISTORY

EMU STATUS

OPERATIONAL DATA RTN

PREV

CONFIGURATION

NEXT

MAINT

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

FADEC/PEC Health Status Engine 1 Powerplant Faults

Suspected LRU’s

Action

Engine 2 Propeller 1

Powerplant Main Menu

Propeller 2

View Flight Deck Parameters

Possible Causes

Engine 1 Condition

Engine 2 Condition Trend Monitor Engine 1 Spooldown Engine 2 Spooldown

Powerplant Menu Layout (1)

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

Powerplant Exceedance Chip Detector Event History

Engine Health History

Oil System

View Flight Deck Parameters

Fuel System Event Recordings Powerplant Main Menu

Flights Since Engine 1 Hrs Since Engine 2 Hrs Since

Operational Data

Engine 1 Cumulative Engine 2 Cumulative

Powerplant Menu Layout (2)

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

Power Assurance

Engine 1

Repeat

Engine 2

Ignition Panel

Flight Deck Switches

Maintenance PLA/CLA Switches Rating/Power Select

OSG Test

Powerplant Main Menu

ECS Miscellaneous Engine Health Discrete Switches

Autofeather and ALT Feather Chip Detector Oil System

Powerplant Interface

Fuel System Trim Data

Engine 1 Trim Engine 2 Trim Prop 1 Pitch Trim Prop 2 Pitch Trim

ACOC Flap Door and Ejector

Prop Phase Trim

Powerplant Menu Layout (3)

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

EMU Faults EMU Status Memory Status

Powerplant Main Menu

Aircraft ID

Engine ID

FADEC ID Configuration PEC ID

EMU ID

Powerplant Menu Layout (4)

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

•

GBS • The GBS is generally used to upload/download data to/from the EMU for: • • • • •

More detailed review. Record purposes. Graphing purposes Transfer to the ECTM software. Update EMU records and tables

• It is also used to upload configuration data specific to an engine or propeller assembly to the EMU. • The GBS includes a transfer module (TM) which provides the interface between the laptop (or desktop) and the EMU for data transfer. • The TM can transmit: • • •

Dump Recording Headers (list of records which can be accessed for detailed analysis) Dump Selected recording (for detailed analysis) Recording Download Confirmation

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

Side Key ( 8 )

Screen

Previous Menu

ARCDU Mode Selector

Previous Page

Next Page

ARCDU

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

• • • •

•

Upload Trim Table (to vary EMU tables - PWC function) Download Trim Table Upload Installation Configuration Download Installation Configuration

ARCDU • In Maintenance Mode, the ARCDU is an input/out device for the CDS/EMS. • Providing WOW is true, and GND MAINT has been selected on the Maintenance Panel, Selecting the MAINT key on the ARCDU will display the CDS Main Menu. • Access to the sub-menus is through the “soft” keys located either side of the screen. • NEXT, PREV and RTN keys are used to advance or go back through pages and to return to the previous menu or sub-menu respectively.

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

Maintenance Panel

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

•

Maintenance Panel • For the powerplant diagnostics system, the Maintenance Panel includes the following items: • •

•

CDS GND MAINT switch and indicator - activates the CDS, providing WOW is true, allowing access to the ARCDU maintenance functions. MAINT DISC switch and indicator - puts the FADEC and the PEC into maintenance mode, allowing data transfer and trimming. Also prevents setting fault codes when circuits are isolated during maintenance. RIG TRIM switch - used to rig/trim the FADEC and PEC PLA input. Also used to clear powerplant faults.

 Fault Code Clearing •

Fault codes may be cleared from FADEC and PEC non-volatile memory by: • Set MAINT DISC to on. • Set PLA to DISC and CLA to MAX 1020 (FADEC) or FUEL OFF (PEC). • Press and hold the RIG TRIM switch for 10 seconds.

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

 Time Limited Dispatch (TLD)  Introduction •

TLD is a way to quantify and manage a loss of control system redundancy to meet the LOTC operational and certification requirements.

 Categories •

For the Q400 powerplant, TLD is divided into four categories: • Full-up - any current powerplant faults do not impact system redundancy, and there is no effect on dispatchability. • Long Term Dispatch (LTD) - the sum of current faults which effect system redundancy results in dispatch allowable for up to 500 hours since entry into this state. • Short Term Dispatch (STD) - the sum of current faults which effect system redundancy results in dispatch allowable for up to 150 hours since entry into this state. • No Dispatch (“Powerplant” advisory on Engine Display) - the sum of current faults results in an unacceptable risk of LOTC, and dispatch is not permitted after termination of the present flight.

MAIN MENU

PAGE UP

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

Valve OK

Full-Up

Initial Contamination

Tracking Error One Channel Code #912 LTD

More Contamination

Tracking Error Both Channels - Code #912 ND

Example P2.2 Valve Tracking Error Developing Due To Contamination

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

• •

In general, an electrical/electronic problem will affect only one channel, and loss of a function will result in a dispatchable condition. For a mechanical function, degradation will cause a fault on both channels (not necessarily simultaneous, due to tolerances), and is likely to result in ND.

 LTD and STD Calculation •

Automatic Calculation • Automatic calculation of LTD or STD status is performed by the EMU. The EMU receives fault code information from each FADEC and PEC, and performs a TLD calculation based on the weighting of each code and the time stamp on the code. • Display of the results of this calculation is on the ARCDU “Powerplant Faults” page. • If a fault is “cleared” but returns during the next flight, the EMU will retain the original time stamp. • Displayed but unlogged faults (eg, generated during shutdown) are not considered for determining TLD status.

MAIN MENU

PAGE UP

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch

Powerplant Status

POWERPLANT FAULTS
Unit Status/Time Since (typical)

ENGINE 2 LTD 2 0

PROPELLER 1 PROPELLER 2 STD 134 UL 0

ARCDU Screen - Powerplant Faults

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch

•

• With the EMU, if a fault clear is attempted and it does not succeed, ie the fault reappears on the next flight, the EMU will continue to measure elapsed time from the original fault recording; therefore an overrun should not occur. Manual Calculation • This is accomplished by noting the fault codes displayed on the ED, then summing the associated TLD risk weightings (if applicable) as given in the AMM. • If the sum of TLD weightings for the powerplant is  10, dispatch is unlimited. • If the sum of TLD weightings for the powerplant is 10 and 75, dispatch is LTD. • If the sum of TLD weightings for the powerplant is 75, dispatch is STD unless the FADEC has determined ND. • Because the time stamp of the initial fault recording is not available if using the manual method, it must be assumed that the fault occurred immediately following the last access.

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch

 ND Calculation • •

ND is determined by a FADEC algorithm and it cannot calculated manually. The computation is displayed to the flight crew through the “Powerplant” advisory. The EMU also transmits associated fault codes via the CDS: • #998 - engine system fault(s). • #999 - propeller system fault(s). PLA Fault Both Channels Pamb Fault Both Channels Nl Fault Both Channels

Wf Fault Both Channels P3 Fault Both Channels Nl Decouple Fault Both Channels

P2.2 Feedback Fault Both Channels Nh Fault Both Channels Output TLD Fault Both Channels

PMA Failure With TLD Fault

A/D Fault With TLD Fault

Channel Crosslink Fault

TLD System Failure

Loss Of PEC Communication

Q Bias Or Gain Fault With Engine Shutdown

PEC Lane A Or B No Dispatch

No Dispatch Criteria - D806

T1.8 Fault Both Channels Npt/Q Fault Both Channels Channel Switchover Failed With TLD Fault Local ITM Wraparound Fault With Remote Output TLD Fault ITT Trim Fault With Engine Shutdown

PAGE UP

MAIN MENU

PAGE DOWN

PREVIOUS

Q400 Powerplant Diagnostics and Time Limited Dispatch Fault Code 6

8

18

40 60 80 82

84 86 88 90 92 94 96 98 100

Description Other Lane Discrete I/F

Advisory X

Cautionary

No A/F Arm

No Dispatch X

Fault Code 102

Lane Changeover Failure

X

X

104

Control Priority Discrete/Serial Bus Mismatch FADEC Tx Wraparound Lane Identity

X

X

106

X

X

108

X

X

110

ROM Checksum Fault RAM Write/Read

X

X

112

X

X

120

NVM Read/Write Failure NVM Inconsistent CPU Fault Software Error – Audit Trail Software Error – Task Overrun Spurious Interrupt

X

X

122

X X X

X X X

124 126 130

X

X

132

X

X

158

X

X

160

X

X

162

X

X

164

Illegal Overlay Parameter Stack Bound Violation Watchdog Failure to Reset Processor

Description Watchdog Error Counter Increment Failure Watchdog Error Counter Decrement Failure Watchdog Cannot Freeze

Advsory X

Cautionary

No A/F Arm

No Dispatch X

X

X

X

X

Watchdog Spurious Freeze Watchdog Timeout – Unknown Cause SIM Register Corruption Fault Beta Out-of – Range (Active Lane) Beta Out-of-Range (Standby Lane) Beta Rate Fail Beta Unreasonable Beta Unreliable in Beta Control Beta tracking Error

X

X

X

X

X

X

X

X

Speed Tracking Error Local MPU Extra Pulses Np Disagrees with Qa and Qb Speeds Qa Speed Inconsistent

X

X

PEC Non-Dispatchable Fault Codes (1)

X

X

X

X

X X X

X X X

X

X

X

X X

X

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch Fault Code 166 180 182 184 186

190 192 198 200 202 204 206 208 216

218

Description Qb Speed Inconsistent CLA Sum Out-ofRange CLA Va Out-ofRange CLA Vb Out-ofRange CLA Computed Value Out-ofRange CLA Unavailable for Control CLA Out-ofCalibration PLA Beta Stuck Closed PLA Beta Stuck Open FADEC PLA Invalid PLA High Stuck Low PLA High Stuck High OSG Low-Side Driver Fault AUPC Arming Fault AUPC Threshold Fault

Advisory

Cautionary

No A/F Arm X

No Dispatch X

Fault Code 222

Description GBE Switch Stuck Off GBE Switch Stuck Closed GBE Solenoid Monitor Fault AUPC Active

Advsory

Cautionary X

No A/F Arm

X

X

224

X

X

232

X

X

236

X

X

238

Last OSG Test Failed

X

X

240

Qa Inconsistent

X

X

X

X

242

Qb Inconsistent

X

X

X

X

244

X

X

X

X

246

X

X

X

X

248

X

X

X

X

X

X

X

250

Qa & Qb Inconsistent Qa/QHIa/QLOa Inconsistent Qb/QHIb/QLOb Inconsistent Q1 Valid Fault

X

252

Q2 Valid Fault FADEC Q Inconsistent ITM Demand/Feedback Disagree Servo Dummy Load Fault

X

X

258

X

X

260

X

X

262

PEC Non-Dispatchable Fault Codes (2)

X

No Dispatch X X

X

X X

X

X

X

X

X X

X

X

X

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch Fault Code 264

Description

Advisory

No A/F Arm

No Dispatch X

Fault Code 340

Description

Advsory X

Cautionary

No A/F Arm

No Dispatch X

Manual Feather Input Maintenance Unfeather Input

X

X

346

X

X

348

272

Feather Monitor

X

X

350

276

Channel Deselect Discrete

X

X

352

300

ADC 0V Ref. Outof-Range ADC 5V Ref. Outof-Range QSM Transfer Completion Error ADC –7.5V Ref. Out-of-Range PROP CAUTION Lamp Failed

X

X

360

WOWa & WOWb Disagree PROP CAUTION Lamp Drive Fault GROUND RANGE Lamp Drive Fault PROP CAUTION P-bit Failed GROUND RANGE P-bit Failed PMA Fault

X

X

362

Autofeather PSU

X

X

364

Essential Bus Fault

X

X

X

X

374

X

X

X

X

376

X

X

X

X

378

X

X

X

380

Beta Not Cal. – No Offset Stored Beta Not Cal. – Permissives Lost During Cal. Beta Not Cal. – Lane Not Active Long Enough Beta Not Cal. – Offset Too Large

X

X

X X

382 384

268 270

302 304 306 320

322

324

336 338

ITM P-bit Failure

Cautionary X

GROUND RANGE Lamp Failed AUTOFEATHER ARMED Lamp Failed WOWa Invalid WOWb Invalid

X

X X

Q Trim Fault Q Trim EEpot Fault

PEC Non-Dispatchable Fault Codes (3)

X

X

X

X

X

X

X

X

X

X X

X X

X

X X

PAGE UP

MAIN MENU

PREVIOUS

PAGE DOWN

Q400 Powerplant Diagnostics and Time Limited Dispatch

Fault Code 400 402 420 422

Description Autofeather State Machine Fault Uptrim State Machine Fault Autofeather Armed Logic Uptrim A Logic Fault

Advisory

Cautionary

No A/F Arm X

No Dispatch

Fault Code 424

X

428

X

430

Description Uptrim B Logic Fault Local QHI Output Fault Local PLAHI Output Fault

Advsory

Cautionary

No A/F Arm X

No Dispatch

X X

X

PEC Non-Dispatchable Fault Codes (4)

Note: Fault codes shown in the above tables relate to the software version installed in p/n 699018002 PECs.

MAIN MENU

SLIDE 1

PAGE UP

PAGE DOWN

PREVIOUS

Q400 ANVS & PBMS SYSTEM FUNDAMENTALS FUNDAMENTALSAND ANDOPERATION OPERATION

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 2

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM  PURPOSE OF EQUIPMENT

To reduce the periodic noise and vibration in the passenger cabin created by the aircraft propeller prop wash acting against the fuselage.  ACCOMPLISHED BY

Creating a cancelling (secondary) field in the cabin in anti-phase to the original (primary) field.  RESULTING IN

Lower noise and vibration levels.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

PAGE UP

MAIN MENU

SLIDE 3

PAGE DOWN

PREVIOUS

ANVS SYSTEM Functional Block Diagram

ANCU

Active Noise Control Unit

Sensor

MICROPHONES

ATVA TACHOMETERS

ANCU ENGINE TRANSDUCERS

ACCELEROMETERS

ATVAs

PRESSURE

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 4

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Active System Components COMPONENT

QUANTITY

CONTROLLER (ANCU)

1

SENSORS - MICROPHONES

80

- ACCELEROMETERS

4

ACTUATORS

42

POWER AMPLIFIERS PRESSURE TRANSDUCER

One per actuator N/A

POWER DISTRIBUTION BOX

1

PBMS ENGINE TRANSDUCER

2

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 5

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM 832 Type Controller Description  127mm x 194mm x 320mm sized unit  Has 7 electrical connectors J1 through J7 – J1 (Radiall EPX) connects power, tacho’s, and aircraft input signals to the Controller – J2, J3, J4 & J6(Radiall EPX) each connects 12 actuators and 24 microphones to the Controller – J5 (D-type) connects to the Maintenance Terminal – J7 (circular mil-c ) connects PBMS engine transducers and other PBMS inputs  Provides a Tri-state LED System Status Indicator – Red

Fail

– Orange

degraded

– Green

OK

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 6

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM 832 Type Controller and Power Distribution box

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 7

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Microphone Description Microphone

 Encapsulated in a small moulded enclosure  Attached to trim panel via a mounting plate

and sealing foam washer  Connects to Controller via a twisted pair

cable.  Microphone requires dc bias supplied by the

Controller Interface Connector BIAS VOLTS STATE

832

CONNECTED

15 –19 Vdc

DISCONNECTED

25 – 28 Vdc

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

PAGE UP

MAIN MENU

SLIDE 8

PAGE DOWN

PREVIOUS

ANVS SYSTEM Floor Accelerometers  Requires 15 to 28 Vdc bias.  The transducer output signal to the

Controller align with the DC bias supply.

BIAS VOLTS STATE

832

CONNECTED

15 –19 Vdc

DISCONNECTED

25 – 28 Vdc

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 9

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Actuator & Power Amplifier Descriptions  POWER AMPLIFIER. – Housed in an aluminum case. – Connects to. – Actuator via flying lead. – Controller output drive signal by a twisted pair flying lead (yellow/green). – Aircraft 28 Vdc (nominal) bus by a twisted pair flying lead (red/black). – Mounted to aircraft with associated bracketry.  ACTUATOR. – Electro-mechanical actuator. – Mounted to aircraft via Actuator. bracket.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 10

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM – COMPONENTS ATVA Theory

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 11

PAGE UP

PREVIOUS

PAGE DOWN

ANVS SYSTEM PBMS Engine Transducer  Mounted via a bracket to

the engine gearbox.

 Requires 15 to 28 Vdc bias.  The transducer output signal to

the Controller align with the DC bias supply.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 12

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM DIAGRAM

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 13

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Controller Input Signals (Connector J1)  Weight-on-Wheels  Aircraft Id Variant  Tachometer Signals  Pressure  Pause/Control Switch  Cabin Selector Switch (where used)

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 14

PAGE UP

PAGE DOWN

PREVIOUS

AIRCRAFT INPUT SIGNALS  Weight-on-Wheels – AIR or GROUND – used by the controller to determine the end of flight and then eliminate bad sensor or actuator channels from system operation.  Aircraft ID Variant – 8 - bit hard wired code on the J1A aircraft connector – Code is stored with the configuration parameters and checked against aircraft J1A connector for compatibility on start-up

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 15

PAGE UP

PAGE DOWN

PREVIOUS

AIRCRAFT INPUT SIGNALS Tachometers

MAX RPM

TACHO SIGNALS OUT OF RANGE TACHO SIGNALS IN RANGE. THE SYSTEM WILL CONTROL. (PRESSURE MUST ALSO BE IN RANGE AND NO FAIL LIGHT ILLUMINATED)

TACHO SIGNALS OUT OF RANGE. SYSTEM WILL REMAIN AT STANDBY UNTIL SIGNALS ARE BACK IN RANGE

 One tachometer needs to be within a pre-set

range before the system will control.  The system also requires pressure to be in

range and no red fail light illuminated before control is achieved.

MIN RPM

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 16

PAGE UP

PAGE DOWN

PREVIOUS

AIRCRAFT INPUT SIGNALS Pressure  As the cabin pressure changes with altitude the structural

response of the aircraft changes. Therefore the way the ATVAs are driven must also change – Controller reads Delta Pressure from the CPCS (ARINC 429) – Correct Calibration is determined by Interpolation between unpressurised and pressurised calibrations  Controller needs pressure to be in range to control. If the

pressure is not in range then the system will remain in standby  The system also requires tachometers (one or both depending

on the type of controller) to be in range and no red fail light illuminated before control is achieved.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 17

PAGE UP

PAGE DOWN

PREVIOUS

AIRCRAFT INPUT SIGNALS  Pause Switch – PAUSE or CONTROL – Used to demonstrate the effectiveness of the system – If PAUSE is selected then the system will not control – Switch located on the Flight Attendants Panel  Cabin Selector Switch – Only used on Combi aircraft. Allows one of up to four sets of configuration parameters to be selected from the Controller depending on the layout of the cabin interior

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 18

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Flight Attendants Panel

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 19

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Required System Data  CONFIGURATION PARAMETERS  CALIBRATION DATA (TRANSFER FUNCTION)

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 20

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Configuration Parameters (Aircraft Database)  Configuration Parameters contain all the specific system

information for each aircraft type. e.g Number of actuators (ATVAs) and sensors (microphones or accelerometers) in system Maximum actuator drive levels Calibration Convergence Error Degrade and Fail limits  Aircraft ID Variant stored with configuration parameters.  Configuration Data automatically loaded into the Controller from

the Maintenance Terminal during the startup process.  Database is supplied with the Maintenance Terminal software

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

PAGE UP

MAIN MENU

SLIDE 21

PAGE DOWN

PREVIOUS

ANVS SYSTEM Calibration (Transfer Function) Data  System requires knowledge of cabin acoustics  The Controller calculates and stores acoustic/structural transfer

functions of the actuator/sensor array  Calibration Data is unique for each aircraft  Calibration Data is read from the Controller and stored on flash disc to

remain with that aircraft. If the Controller is replaced the calibration can be loaded into the Controller without re-calibration  No need to load the calibration to Controller after transducer replacement  System calibrated once –

System installation is complete (on aircraft build)

–

NVS Bracketry replaced

–

Major structural rework within 60 cm of the nearest ATVA bracketry

–

If you believe the systems performance has deteriorated

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 22

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Transfer Functions

1. A known value is output from the actuator. 2. The level at the sensor is compared to the original source

3. The transfer function is the ratio between the actuator output and sensor input amplitude levels.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 23

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Calibration (Transfer Function) Data  You DO NOT need to recalibrate if: – You replace the controller. – You replace sensors or actuators. – You remove any interior sections and replace them in their original positions. – You replace any interior sections with like Part Nos. – You move the cabin class divider curtain. – The seat material is changed i.e. cloth to leather – The seat pitch is changed – You replace a propeller blade or engine. – You repaint the aircraft – You do any structural repairs more than 60 cm from the nearest ATVA bracketry – You replace an antenna with a blanking plate or vice versa. – You remove or replace the ice shield.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 24

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM Operation type 832 Controller

START UP

STANDBY NO ATVA OUTPUT Both tachos or Pressure Out of Range

FAIL

FAIL

MAINTENANCE

Either tacho & Pressure In Range

CONTROL ATVA OUTPUT

FAIL

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 25

PAGE UP

PREVIOUS

PAGE DOWN

ANVS SYSTEM Start-Up type 832 Controller START UP Built–in–self-test

FAIL PASS

Check that the configuration data is correct for the aircraft type using the AIR ID for identification

FAIL

PASS Check that there is calibration stored on the Controller for all actuator and sensor channels

FAIL

MAINTENANCE

PASS Check the System Status for any previous system errors and update the system status indications

FAIL

PASS

STANDBY NO ATVA OUTPUT

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

PAGE UP

MAIN MENU

SLIDE 26

PAGE DOWN

PREVIOUS

ANVS SYSTEM Control type 832 Controller Input Sound

Tachometer Inputs

Microphone or Accelerometer CONTROL

FAILURE DETECTION

Control Signal

On-Line Failure Detection Signal

Pressure Input

Actuator Output Sound

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 27

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM On-Line Failure Detection  An Inaudible Test Tone Output During Control.  Used to identify sensor and actuator/Power Amplifier failures.  Faulty sensor and actuator channels are eliminated from

system operation for the remainder of the flight only.  On landing (identified by the WOW) any eliminated channels

are re-included back in to the system operation.  Channel Failure – Set when a sensor or actuator/power amplifier has been eliminated from system operation for 3 consecutive flights, one after the other.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 28

PAGE UP

PAGE DOWN

PREVIOUS

NVS SYSTEM – STATUS INDICATION Degraded Performance  Channel failures may result in Degraded

Performance  System Automatically Re-configures for

Optimum Performance  System Performance Degrades Gracefully  Degraded Light Illuminates  Maintenance Not Required. System

continues to operate with a possible reduction in performance  Degrade light is for preventative

maintenance action only.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 29

PAGE UP

PAGE DOWN

PREVIOUS

NVS SYSTEM – STATUS INDICATION System Failed  Unable to Maintain Minimum System

Performance because of the number of actuator and/or sensor channel failures.  ANCU Failure  System Fail Light Illuminates  System stops control until maintenance is

done and the fault corrected  UNSCHEDULED MAINTENANCE

REQUIRED

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 30

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM MAINTENANCE Line Replaceable Units (LRUs)  Controller (ANCU)  Actuator  Power Amplifier  Microphone Assembly  Microphone Mounting Plate  Microphone Sealing washer  Circuit Breaker Box (circuit breakers and relays)  PBMS Engine Transducer (as part of the PBMS system)

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 31

PAGE UP

PAGE DOWN

PREVIOUS

ANVS SYSTEM MAINTENANCE Ground Support Equipment  Microphone Leak Test Set  Maintenance Terminal

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 32

PAGE UP

PAGE DOWN

PREVIOUS

MICROPHONE LEAK TEST SET Pt No. 8-800-69-001  Used to confirm good physical

microphone installations  Can be used on trim panels not

installed on the aircraft  Place the Manometer pressure pad

over the suspect microphone trim hole. – Pump the Manometer to a pressure of 50mmHg. Never exceed 60mmHg or microphone damage will occur. – Release the pump and note the time it takes for the gauge to fall from 40 to 20mmHg. – 0 - 10 secs Over 10 secs

Leaky microphone Good Microphone

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 33

PAGE UP

PAGE DOWN

PREVIOUS

MAINTENANCE TERMINAL Functions  Set Controller Configuration Parameters (automatic)  Read System Status (identifies the reason for the illuminated

NVS INOP or ANVS SYSTEM DEGRADE light)  Test the Controller (perform BIST)  Test the Actuator and Sensor Channels  View the Aircraft input Signals (auxiliary signals input screen)  Perform a System Calibration or transfer calibration data to

and from the controller

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 34

PAGE UP

PAGE DOWN

PREVIOUS

MAINTENANCE SESSION Operation/Navigation  The Maintenance Terminal is a DOS based menu driven program.  To make a menu selection highlight the option using the

up/down arrow keys or press the corresponding number. Press <ENTER>  To return to a previous menu press <ESC>.  Additional operational information is shown at the bottom of

each screen.  For help at any time press .

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 35

PAGE UP

PAGE DOWN

PREVIOUS

PBMS SYSTEM Propeller Balance Monitoring System  PURPOSE OF EQUIPMENT – To monitor and store propeller out of balance vibration data. Propeller balance data is available through the PBMS Terminal.  PBMS (Propeller Balance Monitoring

System) is a secondary function of the Type 832 Controller.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 36

PAGE UP

PAGE DOWN

PREVIOUS

PBMS SYSTEM Controller Input Signals  Weight-on-Wheels (connector J1) – Same signal as used for the ANVC system. – Used to identify the aircraft is on the ground.  Tachometer Signals (connector J1) – Same signal as used for the ANVC system. – Provide the Controller with rpm data  PBMS Engine Transducer health (connector J7) – When flight/Vibration data is sampled, the health of each Engine Transducer is also recorded. – If the Engine Transducer health is bad at the time of the sample then that sample will not be used in the balance solution.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 37

PAGE UP

PAGE DOWN

PREVIOUS

THE BALANCE SOLUTION Vibration/Flight Data Logging Levels  PBMS only detects and logs 1P vibration. ANVS system

cancels 6P and some harmonics  When tachos are above 300rpm, the PBMS samples and

stores every 16 secs – PBMS Engine Transducer – vibration data, transducer health – PECU – Tachometers – PSEU – WOW

 Up to 75 hrs of data can be logged.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 38

PAGE UP

PAGE DOWN

PREVIOUS

THE BALANCE SOLUTION Display Vibration Levels  You can load vibration data from a previously stored data file

or direct from the controller  The PBMS Terminal categorises the Vibration data into two

flight conditions – Category 1

(840 –860 rpm) Cruise

– Category 2

(890 –910 rpm) Climb

 Once you have vibration data loaded into the PBMS Terminal

you can select DISPLAY VIBRATION LEVELS to determine if the propeller vibration levels are within acceptable limits.

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 39

PAGE UP

PAGE DOWN

PREVIOUS

THE BALANCE SOLUTION Calculate New Balance  The weights (Initial mass) as currently used to balance the prop are

entered on to the CALCULATE NEW BALANCE SCREEN  The balance can be performed for any combination of Flight Categories.  The PBMS Terminal will calculate and show new proposed weights and a

prediction of the vibration levels that will be achieved if these weights are installed.  If for any reason you cannot create the exact balance weights as proposed

then you can enter the actual weights you have installed. The PBMS Terminal will then re calculate the new balance with the weights you have actually installed.  The PBMS Terminal will show a new prediction of the vibration levels

that will be achieved  During the New Balance process, a graphic display is always available of

the balance ring to show the current weight and imbalance information

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000

MAIN MENU

SLIDE 40

PAGE UP

PAGE DOWN

PREVIOUS

THE BALANCE SOLUTION Balance – Graphic Display

INNOVATION THROUGH EXPERIENCE PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.

December 2000