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TABLE OF CONTENTS
Rev 1.0
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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
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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.
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FADEC Caution
Np/Tq
Np/Tq Sensors
Engine Display
ITT (or MFD)
ITT Harness
MOT
MOT Sensor
Propeller System
Advisories to ED PEC Caution
PEC
Engine
Discrete
Digital
Analog
• 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.
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Discrete Discrete
PEC PEC
Engine
Monitoring
RS422 RS422
Unit
RS422 RS422
RS 232 or
RS422 FADEC
FADEC
Ground Based Software
(Laptop)
Engine
ARINC 429 Display ARINC 429
EMS Overview
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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.
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• 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.
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• 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.
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“FULL-UP” MODE
LOSS OF PLA OR LOSS
LOSS OF BETA
OF GROUND BETA
CONTROL OR LOSS OF REVERSIONARY MODE
ENABLE OR LOSS OF
PLA OR LOSS OF
REVERSE SPEED
GROUND BETA ENABLE
CONTROL
LOSS OF BETA
CONTROL OR LOSS OF ENABLE OVERSPEED PROTECTION
FORWARD SPEED AND DISABLE GROUND OPERATION
CONTROL OR LOSS OF AND ENABLE SAFETY
PITCH CONTROL FEATURES/FUNCTIONS AND LIMIT
BETA TO MINIMUM BETAFI AND IF
LOSS OF BETA CONTROL THEN
FORCE FORWARD SPEED CONTROL
[LOSS OF SPEED OR SYNCHROPHASE CONTROL
CONTROL AND OSG LOSS OF FORWARD
TEST NOT PASSED] OR SPEED CONTROL AND
LOSS OF PITCH OSG TEST PASSED
CONTROL
[LOSS OF FORWARD
SPEED CONTROL AND LOSS OF FORWARD
OSG TEST NOT SPEED CONTROL AND
PASSED] OR LOSS OF OSG TEST PASSED
PITCH CONTROL
• 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.
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EMU
View Looking
Outboard Behind First
Officer’s Seat
• 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.
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• 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.
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TREND POWERPLANT
MONITOR INTERFACE
EVENT
EMU STATUS
HISTORY
OPERATIONAL
CONFIGURATION
DATA
FADEC/PEC Health
Status
Engine 1 Condition
Engine 2 Condition
Trend Monitor
Engine 1 Spooldown
Engine 2 Spooldown
Powerplant Menu Layout (1)
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Powerplant
Exceedance
Chip Detector
Event History
Engine Health View Flight Deck
Oil System
History Parameters
Fuel System
Event Recordings
Powerplant Main
Menu Flights Since
Engine 2
Cumulative
Powerplant Menu Layout (2)
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Engine 1 Repeat
Power Assurance
Engine 2 Ignition Panel
Maintenance
Flight Deck
Switches PLA/CLA Switches
Rating/Power
Select
OSG Test
Powerplant Main
Menu ECS
Miscellaneous
Autofeather and
ALT Feather
Engine Health
Chip Detector
Discrete Switches
Oil System
Powerplant
Interface Fuel System
EMU Faults
EMU Status
Memory Status
Engine ID
FADEC ID
Configuration
PEC ID
EMU ID
Powerplant Menu Layout (4)
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• 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
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Side Key ( 8 )
Screen
ARCDU
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• 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.
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Maintenance Panel
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• 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.
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Valve OK Full-Up
Example
P2.2 Valve Tracking Error Developing Due To Contamination
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ENGINE 1 ENGINE 2
LTD 229 LTD 2 0
• 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.
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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 Wf Fault Both P2.2 Feedback Fault T1.8 Fault Both
Channels Channels Both Channels Channels
Pamb Fault Both P3 Fault Both Nh Fault Both Npt/Q Fault Both
Channels Channels Channels Channels
Nl Fault Both Nl Decouple Fault Output TLD Fault Channel Switchover
Channels Both Channels Both Channels Failed With TLD
Fault
PMA Failure With A/D Fault With Channel Crosslink Local ITM
TLD Fault TLD Fault Fault Wraparound Fault
With Remote
Output TLD Fault
TLD System Failure Loss Of PEC Q Bias Or Gain ITT Trim Fault
Communication Fault With Engine With Engine
Shutdown Shutdown
PEC Lane A Or B
No Dispatch
Fault Description Advis- Caution- No A/F No Fault Description Advs- Caution- No A/F No
Code ory ary Arm Dispatch Code ory ary Arm Dispatch
6 Other Lane - X X 102 Watchdog Error X X
Discrete I/F Counter Increment
Failure
8 Lane Changeover X X 104 Watchdog Error X X
Failure Counter Decrement
Failure
18 Control Priority X X 106 Watchdog Cannot X X
Discrete/Serial Bus Freeze
Mismatch
40 FADEC Tx - X X 108 Watchdog Spurious X X
Wraparound Freeze
60 Lane Identity X X 110 Watchdog Timeout X X
– Unknown Cause
80 ROM Checksum X X 112 SIM Register X X
Fault Corruption Fault
82 RAM Write/Read X X 120 Beta Out-of – X X
Range (Active
Lane)
84 NVM Read/Write X X 122 Beta Out-of-Range X X
Failure (Standby Lane)
86 NVM Inconsistent X X 124 Beta Rate Fail X X
88 CPU Fault X X 126 Beta Unreasonable X X
90 Software Error – X X 130 Beta Unreliable in X X
Audit Trail Beta Control
92 Software Error – X X 132 Beta tracking Error X X
Task Overrun
94 Spurious Interrupt X X 158 Speed Tracking X X
Error
96 Illegal Overlay X X 160 Local MPU Extra X X
Parameter Pulses
98 Stack Bound X X 162 Np Disagrees with X X
Violation Qa and Qb Speeds
100 Watchdog Failure X X 164 Qa Speed X X
to Reset Processor Inconsistent
Fault Description Advis- Caution- No A/F No Fault Description Advs- Caution- No A/F No
Code ory ary Arm Dispatch Code ory ary Arm Dispatch
166 Qb Speed X X 222 GBE Switch Stuck X X
Inconsistent Off
180 CLA Sum Out-of- X X 224 GBE Switch Stuck X X
Range Closed
182 CLA Va Out-of- X X 232 GBE Solenoid X X
Range Monitor Fault
184 CLA Vb Out-of- X X 236 AUPC Active X X
Range
186 CLA Computed X X 238 Last OSG Test X X
Value Out-of- Failed
Range
190 CLA Unavailable X X 240 Qa Inconsistent X X
for Control
192 CLA Out-of- X X 242 Qb Inconsistent X X
Calibration
198 PLA Beta Stuck X X 244 Qa & Qb X X
Closed Inconsistent
200 PLA Beta Stuck X X 246 Qa/QHIa/QLOa X X
Open Inconsistent
202 FADEC PLA X X 248 Qb/QHIb/QLOb X X
Invalid Inconsistent
204 PLA High Stuck X 250 Q1 Valid Fault X X
Low
206 PLA High Stuck X 252 Q2 Valid Fault X X
High
208 OSG Low-Side X X 258 FADEC Q X X
Driver Fault Inconsistent
216 AUPC Arming X X 260 ITM X X
Fault Demand/Feedback
Disagree
218 AUPC Threshold X X 262 Servo Dummy X X
Fault Load Fault
Fault Description Advis- Caution- No A/F No Fault Description Advs- Caution- No A/F No
Code ory ary Arm Dispatch Code ory ary Arm Dispatch
264 ITM P-bit Failure X X 340 WOWa & WOWb X X
Disagree
268 Manual Feather X X 346 PROP CAUTION X X
Input Lamp Drive Fault
270 Maintenance X X 348 GROUND X X
Unfeather Input RANGE Lamp
Drive Fault
272 Feather Monitor X X 350 PROP CAUTION X X
P-bit Failed
276 Channel Deselect X X 352 GROUND X X
Discrete RANGE P-bit
Failed
300 ADC 0V Ref. Out- X X 360 PMA Fault X X
of-Range
302 ADC 5V Ref. Out- X X 362 Autofeather PSU X X
of-Range
304 QSM Transfer X X 364 Essential Bus Fault X X
Completion Error
306 ADC –7.5V Ref. X X 374 Beta Not Cal. – No X X
Out-of-Range Offset Stored
320 PROP CAUTION X X 376 Beta Not Cal. – X X
Lamp Failed Permissives Lost
During Cal.
322 GROUND X X 378 Beta Not Cal. – X X
RANGE Lamp Lane Not Active
Failed Long Enough
324 AUTOFEATHER X X 380 Beta Not Cal. – X X
ARMED Lamp Offset Too Large
Failed
336 WOWa Invalid X X 382 Q Trim Fault X X
338 WOWb Invalid X X 384 Q Trim EEpot X X
Fault
Fault Description Advis- Caution- No A/F No Fault Description Advs- Caution- No A/F No
Code ory ary Arm Dispatch Code ory ary Arm Dispatch
400 Autofeather State X 424 Uptrim B Logic X
Machine Fault Fault
402 Uptrim State X 428 Local QHI Output X
Machine Fault Fault
420 Autofeather Armed X 430 Local PLAHI X
Logic Output Fault
422 Uptrim A Logic X
Fault
Note: Fault codes shown in the above tables relate to the software version installed in p/n 699018002 PECs.
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SLIDE 1
Q400 ANVS & PBMS SYSTEM
FUNDAMENTALS
FUNDAMENTALSAND
ANDOPERATION
OPERATION
SLIDE 2
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.
SLIDE 3
ANVS SYSTEM
Functional Block Diagram
Active Noise
ANCU Control Unit
Sensor MICROPHONES
ATVA
TACHOMETERS
ANCU ATVAs
ACCELEROMETERS
ENGINE
TRANSDUCERS
PRESSURE
SLIDE 4
ANVS SYSTEM
Active System Components
COMPONENT QUANTITY
CONTROLLER (ANCU) 1
SENSORS
- MICROPHONES 80
- ACCELEROMETERS 4
ACTUATORS 42
POWER AMPLIFIERS One per actuator
PRESSURE TRANSDUCER N/A
POWER DISTRIBUTION BOX 1
PBMS ENGINE TRANSDUCER 2
SLIDE 5
ANVS SYSTEM
832 Type Controller Description
127mm x 194mm x 320mm sized unit
SLIDE 6
ANVS SYSTEM
832 Type Controller and Power Distribution box
SLIDE 7
ANVS SYSTEM
Microphone Description
Encapsulated in a small moulded enclosure
Microphone
Attached to trim panel via a mounting plate
and sealing foam washer
SLIDE 8
ANVS SYSTEM
Floor Accelerometers
BIAS VOLTS
STATE 832
CONNECTED 15 –19 Vdc
DISCONNECTED 25 – 28 Vdc
SLIDE 9
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.
SLIDE 10
ANVS SYSTEM – COMPONENTS
ATVA Theory
SLIDE 11
ANVS SYSTEM
PBMS Engine Transducer
SLIDE 12
ANVS SYSTEM DIAGRAM
SLIDE 13
ANVS SYSTEM
Controller Input Signals (Connector J1)
Weight-on-Wheels
Aircraft Id Variant
Tachometer Signals
Pressure
Pause/Control Switch
SLIDE 14
AIRCRAFT INPUT SIGNALS
Weight-on-Wheels
– AIR or GROUND
Aircraft ID Variant
SLIDE 15
AIRCRAFT INPUT SIGNALS
Tachometers
MAX
TACHO SIGNALS OUT OF
RPM RANGE
TACHO SIGNALS IN RANGE. One tachometer needs to be within a pre-set
THE SYSTEM WILL CONTROL. range before the system will control.
(PRESSURE MUST ALSO BE
IN RANGE AND NO FAIL
LIGHT ILLUMINATED) The system also requires pressure to be in
range and no red fail light illuminated before
TACHO SIGNALS OUT OF control is achieved.
RANGE. SYSTEM WILL
REMAIN AT STANDBY UNTIL
SIGNALS ARE BACK IN
RANGE
MIN
RPM
SLIDE 16
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
SLIDE 17
AIRCRAFT INPUT SIGNALS
Pause Switch
– PAUSE or CONTROL
SLIDE 18
ANVS SYSTEM
Flight Attendants Panel
SLIDE 19
ANVS SYSTEM
Required System Data
CONFIGURATION PARAMETERS
SLIDE 20
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
SLIDE 21
ANVS SYSTEM
Calibration (Transfer Function) Data
System requires knowledge of cabin acoustics
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
SLIDE 22
ANVS SYSTEM
Transfer Functions
1. A known value is output
from the actuator.
SLIDE 23
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.
SLIDE 24
ANVS SYSTEM
Operation type 832 Controller
FAIL
START UP
STANDBY - FAIL
MAINTENANCE
NO ATVA OUTPUT
Both tachos
or Either tacho &
Pressure Pressure In Range
Out of Range
CONTROL - FAIL
ATVA OUTPUT
SLIDE 25
ANVS SYSTEM
Start-Up type 832 Controller
START UP
FAIL
Built–in–self-test
PASS
PASS
PASS
STANDBY -
NO ATVA OUTPUT
Tachometer
Inputs Microphone or
Accelerometer
FAILURE
CONTROL DETECTION
Actuator
Output Sound
SLIDE 27
ANVS SYSTEM
On-Line Failure Detection
Channel Failure
– Set when a sensor or actuator/power amplifier has been eliminated from
system operation for 3 consecutive flights, one after the other.
SLIDE 28
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.
SLIDE 29
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
SLIDE 30
ANVS SYSTEM MAINTENANCE
Line Replaceable Units (LRUs)
Controller (ANCU)
Actuator
Power Amplifier
Microphone Assembly
SLIDE 31
ANVS SYSTEM MAINTENANCE
Ground Support Equipment
Maintenance Terminal
SLIDE 32
MICROPHONE LEAK TEST SET
Pt No. 8-800-69-001
Used to confirm good physical
microphone installations
SLIDE 33
MAINTENANCE TERMINAL
Functions
SLIDE 34
MAINTENANCE SESSION
Operation/Navigation
The Maintenance Terminal is a DOS based menu driven program.
SLIDE 35
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.
SLIDE 36
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.
SLIDE 37
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
– PECU
– Tachometers
– PSEU
– WOW
SLIDE 38
THE BALANCE SOLUTION
Display Vibration Levels
You can load vibration data from a previously stored data file
or direct from the controller
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.
SLIDE 39
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
SLIDE 40
THE BALANCE SOLUTION
Balance – Graphic Display