Fokker 50/60

TECHNICAL 00. Summaries

TRAINING

Overview of Summaries
Description and Operation

Table of Contents
1 GENERAL ..................................................................................................................................... 2
2 CHAPTER 01 – MISCELLANEOUS SUBJECTS ......................................................................... 2
3 ATA 24 – ELECTRICAL POWER ................................................................................................. 5
4 ATA 33 - LIGHTS .......................................................................................................................... 7
5 ATA 36 - PNEUMATICS ............................................................................................................... 7
6 ATA 21 – AIR CONDITIONING .................................................................................................... 8
7 ATA 30 – ICE AND RAIN PROTECTION ................................................................................... 11
8 ATA 29 – HYDRAULIC POWER ................................................................................................ 11
9 ATA 32 – LANDING GEAR ......................................................................................................... 12
10 ATA 27 – FLIGHT CONTROLS .................................................................................................. 15
11 ATA 51 – STRUCTURES ........................................................................................................... 16
12 ATA 52 – DOORS ....................................................................................................................... 17
13 ATA 26 – FIRE PROTECTION ................................................................................................... 18
14 ATA 28 – FUEL ........................................................................................................................... 18
15 ATA 72 – ENGINE ...................................................................................................................... 19
16 ATA 73 – ENGINE FUEL AND CONTROL................................................................................. 20
17 ATA 76 – ENGINE CONTROLS ................................................................................................. 23
18 ATA 77 – ENGINE INDICATING ................................................................................................ 23
19 ATA 79 – OIL .............................................................................................................................. 24
20 ATA 80 – STARTING (INCL. ATA 74 – IGNITION) .................................................................... 24
21 ATA 61 – PROPELLERS ............................................................................................................ 25
22 ATA 49 – AIRBORNE AUXILIARY POWER............................................................................... 27

This is an Uncontrolled Copy. For Training purposes only

All rights reserved. Disclosure to third parties of this document or any part thereof, or the use of any information contained therein for purposes other than
provided for by this document, is not permitted, except with prior and express written permission by the Accountable Manager of the Aircraft Maintenance &
Training School.

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1 GENERAL
Starting point for drawings and schematics (unless otherwise indicated)
- Aircraft on ground
- Checklists completed
- No electrical power
- No hydraulic power
- No pneumatic pressure
- Accumulators/bottles charged
- Doors and access panels closed

Mechanical Switches/Relays Electronic Switches Time Delay Relays

28V DC
ACTIVATED POSITION REST POSITION CLOSE
CLOSE OPEN 16 SEC

SWITCH/RELAY CONTACTS 16 SEC

FLIGHT SO
OPEN
28V 0V

28V DC
CTL CLOSE
CLOSE OPEN 16 SEC
FLIGHT
ELECTRONIC SWITCH 16 SEC
SR
OPEN
28V 0V
CTL = 28V DC/GROUND

2 CHAPTER 01 – MISCELLANEOUS SUBJECTS

Station positions are given in millimeters from reference points on longitudinal, lateral and
vertical axes of aircraft
- STA (STAtion) longitudinal locations on fuselage and power plants/nacelles
- BL (Buttock Line) lateral locations on fuselage, wings, stabilizers and empennage
- WL (Water Line) vertical locations on fuselage and empennage

TOW Switch
- DC Ground Handling Bus energized
- NAVIGATION lights
- NORMAL and ALTERNATE BRAKE PRESSURE indication
- Parking Brake Shut-off Valve closed
- Power Supply
- Ground Service TRU (External Power available)
- Batteries

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CONFIGURATION IDENTIFIER
TASK NUMBERING A01 THRU Z99 (NOT O AND I)

TASK SEQUENCE NUMBER

(RANGE 81-79)

33 - 42 - 02 - 400 - 814 - A
CHAPTER SECTION SUBJECT FUNCTION CODE PAGE BLOCK NUMBER
MAJOR CODES 0 DESCRIPTION & OPERATION
000 = REMOVAL 1 FAULT ISOLATION
100 = CLEANING 2 MAINTENANCE PRACTICES
200 = INSPECTION / CHECK 3 SERVICING
300 = REPAIR 4 REMOVAL / INSTALLATION
400 = INSTALLATION 5 ADJUSTMENT / TEST
500 = MATERIAL HANDLING 6 INSPECTION / CHECK
600 = SERVICE / PRESERVE / 7 CLEANING / PAINTING
LUBRICATE 8 APPROVED REPAIRS
700 = TESTING
800 = MISCELLANEOUS
900 = MISCELLANEOUS 0000-041A
990 = ILLUSTRATIONS

CONFIGURATION IDENTIFIER
SUBTASK NUMBERING A01 THRU Z99 (NOT O AND I)

SUBTASK SEQUENCE NUMBER

33 - 42 - 02 - 412 - 004 - A01

CHAPTER SECTION SUBJECT FUNCTION CODE
MAJOR CODES BROKEN-DOWN
TO MORE DETAILD CODES
270 = INSPECTION / CHECK,
ULTRASONIC
480 = INSTALLATION,
TEST EQUIPMENT
0000-044

Reference: Technical Publications – User’s Guide

Turning Radii (ref.: AMM)

Fokker 50 Fokker 60
R1 0.04 m 0.1 ft R1 0.25 m 0.8 ft
R2 7.16 m 23.5 ft R2 7.45 m 24.4 ft
R3 10.41 m 34.1 ft R3 11.46 m 37.6 ft
R4 18.07 m 59.3 ft R4 18.35 m 60.2 ft
R5 12.17 m 39.9 ft R5 13.15 m 43.2 ft
R6 14.25 m 46.8 ft R6 14.91 m 48.9 ft

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Return to Service (ref.: AMM ATA 10)

- Remove all the protection covers and blanks.
- Install the batteries.
- If installed, remove the dummy tires and install operational tires.
- Do a check of the tire pressure.
- If required, fill the galley and toilet water system tank/s (Refer to chapter 12).
- Service the lavatory.

NOTE: Do this subtask when the aircraft storage period was more than 6 weeks.

Additional storage maintenance requirements

- Do all MRB/MPD tasks that have intervals up to and including:
• 250 FH
• 3 Months
- Do all MRB/MPD tasks that have a safety route 5 and/or 8 with intervals up to and including:
• 500 FH (FC)
• 6 Months
- Do all lubrication tasks that have intervals up to and including:
• 500 FH (FC)
• 6 Months
- Do all lubrication tasks that are necessary in three months or less after storage.

NOTE: Do all the other MRB/MPD tasks that are due as stated in the applicable maintenance
program or MRB/MPD

Placards and Markings (ATA 11)

There are three groups of placards and markings:
1. Safety information.
These placards and markings are for passenger and equipment safety. Placards and
markings in this group are WARNINGS and CAUTIONS.
2. Maintenance significant.
These are servicing and maintenance instructions.
3. By government regulation.
These are placards and markings that must be put on the aircraft and they are identified by
an * in the text and on the illustrations.

Fokker 50/60 - Airworthiness Recommendations Catalogue

The Airworthiness Recommendations Catalogue (ARC) provides an overview of all available
service publications (including those from vendors, if applicable), manual change notifications
(MCN's) and maintenance program revisions which are recommended or required from an
airworthiness standpoint, and which affect more than one operator of the type.

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3 ATA 24 – ELECTRICAL POWER

Twin engine A/C with AC generating system
- 115V AC, 400 Hz, 3 phases (A-B-C)
- Split AC bus system
- Generator capacity: 40 kVA
- Nominal A/C consumption: approx. 20 kVA (excluding galley equipment)
- Automatic AC bus X-fer
- As long as possible two AC sources
- Emergency inverter: 350 VA, single phase
- AC Ground Service when EXT PWR plugged in

AC Power (Main) AC Bus 1 and 2

- Main AC Bus 1 and 2 3 AC sources
• AC Bus 1 and 2 - Generator 1
- Emergency AC Bus 1 (and 2*) - Generator 2
- Main AC Ground Service Bus - Generator 3* or External Power
• AC Ground Service Bus (Generator 3* has priority over
- 115V AC & 26V AC External Power)
* If applicable

DC Power DC Buses
DC sources - Main DC Bus 1 and 2 ⇒ Common DC Bus
• TRU 1 and 2 (capacity: 300 Amps) - DC Bus 1 and 2 ⇒ Dual DC Bus
• Ground Service TRU - Emergency DC Bus 1 and 2
• Battery 1 and 2 (capacity: 43 AHrs) - DC Ground Service Bus
• option: DC External Power - DC Ground Handling Bus
∗ Battery Chargers

Battery Power Only (= Emergency Power)

BATTERIES Switch in ON
Indication: BAT PWR ONLY light on ELECTRIC panel
• Main DC Bus 1 and 2
 Common DC Bus
 Emergency Inverter
 Emergency AC Bus 1 (and 2*)
• Emergency DC Bus 1 and 2 * If applicable

External Power
External Power plugged in External Power switched on
(AC ground power unit runs and is OK) (EXT PWR pushswitch on ELECTRIC panel)
Indications: External Power Contactor (EPC) energized
- GROUND SERVICE light near Indications:
receptacle - EXT PWR FED light near receptacle
- AVAIL light in EXT PWR pushswitch - ON light in EXT PWR pushswitch
AC GROUND SERVICE Bus energized AC GROUND SERVICE Bus still energized
through Ground Service Bus Contactor through GSBC 1
(GSBC) 1

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GCU 1 & 2 GCU 3

IDG PMG Gen 3 PMG
↓ ↓
Frequency (Servo Valve) ↓
Control
↓ ↓
OK (GCR Energized) ---- (GCR Energized)
GCU ↓ GCU 3 ↓
Voltage (Excitation) Voltage (Excitation)
Control Control
↓ ↓
OK (PRR Energized) OK (PRR Energized)
↓ ↓
GLC (No Fault) GLC (No Fault)

GCU GCU
Control Control
- Frequency* (*not for GCU 3) - ----
- Voltage - ----
Check Check
- Frequency - Frequency
- Voltage - Voltage
- Differential Protection - ----
- Open Phase - Open Phase
- Overcurrent - Overcurrent
- GLC/APC - ----
- IDG/Generator - ----
- -- - Phase Sequence

BCOR Energized
- BATTERIES Switch in ON, and
- TRU off
or
- BATTERIES Switch in ON, and
- Engine Start

DC Ground Service Bus DC Ground Handling Bus

• DC External Power* - Fueling
• Ground Service TRU - Hydraulic Ground Servicing
- Towing
- Passenger Door
• Ground Service TRU
• Batteries * If applicable

SBF50-24-012 Introduction of Transient Suppressors to the Main DC Bus Bars.

Damage to sensitive components can be caused by high voltages and spikes which are
delivered to the aircraft electrical system from malfunctioning ground power units. To prevent
damage to these sensitive electrical components, transient suppressors are introduced to the
DC bus bars.

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4 ATA 33 - LIGHTS
Flight Compartment Lights

Dome Lights ON/OFF STORM Pushswitch (bright)

Flood Lights dimmeable - Flood lights
Integral Panel Lights dimmeable - Annunciators
Instrument Lighting dimmeable
Annunciators bright/dim

Annunciator Dimming & Testing

Annunciator Dimming Testing
• Warning bright/dim IAU ALERT SYS (Fl-dk Test Panel)
• Caution bright/dim IAU ALERT SYS (Fl-dk Test Panel)
• Operative six steps Dim Unit 5 LAMP TEST (MTP)
• Control bright/dim Zener Diodes LAMP TEST (MTP)

∗ When DIM has been selected, a level 2 or 3 alert light comes on bright. The light dims when
master CAUTION or WARNING light is operated.
∗ When annunciators are dimmed and the STORM pushswitch is operated, the annunciators
go bright.
∗ When there is a power interruption, control annunciators come on bright. To dim, first select
RST (reset), then the DIM range.

Emergency and Standby Lighting

EXIT Signs Lights (28V DC) on
- AC and DC power, and
- Landing Gear down* * if applicable
Standby Lights (28V DC) on
- no AC power, and
- BATTERIES Switch in ON
Emergency Lights (6V DC) on
1. System armed, and then
2. no AC and DC power
or
- EMER LIGHTS Rotary Selector in ON,
or
- EMERG Light Switch on Cabin Attendant Panel in ON

5 ATA 36 - PNEUMATICS

Bleed-air Supply Consumers

Engine Compressor - Air Conditioning
• Low Pressure (P2.5) - Pressurization
• High Pressure (P3) - Airfoil De-icing
APU* - Engine Anti-icing
- Hydraulic Reservoir
- Water Tank (If applicable)

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Bleed Valves

Electrically controlled, pneumatically operated, springloaded-to-close (approx. 12 psi)

HP Bleed Valve PRSOV

To open To open
- P3 < 55 psi* (= PLA<FLT IDLE), and - P > 12 psi
- 28V DC • economy 17 psi*
• normal 24 psi*
• augment 35 psi* * at sea level

Overtemperature Overpressure Performance

- Duct Temp >280°C - Duct Pressure >45 psi - Single Engine + High
- Duct Leak >120°C • Alert Power
• Auto Shut-down - Engine Shut-down
• Alert • Auto Shut-off

LH Auto Shut-off (RH Auto Shut-off similar)

- RH flame-out during take-off (<10 000 ft)
- LH single engine, high power (<10 000 ft)
- LH engine shut-down

Normal 24 psi* Solenoids in PRSOV

- Normal in Flight Close Econ Augm Pressure
(Fo60: 35 psi*) √ -- -- 0
Economy 17 psi* x x x 24
- Manual ECONOMY Pushswitch x √ x 17
- Auto • Take-off x x √ 35
• Single Bleed/Engine
Augment 35 psi*
- One Pack switched off * at sea level

6 ATA 21 – AIR CONDITIONING

Air Conditioning
- ventilation
- temperature control 15 - 27°C (auto)
- equipment cooling
Pressurization
- passengers
• cabin altitude ≤8 000 ft
• convenient cabin vertical speed
- aircraft
• max. differential pressure ≤5.46 psid

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Cooling Pack Shut-off Valve (open/close)
- Springloaded to close
- Electrically controlled
- Pneumatically operated

Recirculation Fans
Flight-deck (std config) Cabin
- Pushswitch in Normal - Pushswitch in Normal
and
- Flight-deck Cooling Pack SOV open, or
- MTP Switch

Alerts
• Overheat
• Valve stuck closed
Level 1 Level 2
- one Pack fault, and - one Pack fault, and
- other Pack operational - other Pack not operational (Pack SOV closed)

On Ground Air Conditioning

Differences i.r.t. ‘Standard’ System
- Aircraft on Ground • Fresh-air Valves
- Engines not running • Opening of Outflow Valves
• Cabin Heater
• Fl-dk Recirculation Fan and Alert
• Fl-dk Heater Control

Fresh Air Valves Cabin Heater

- Inflow of ambient air Operation
- Suction to open outflow valves - Aircraft on Ground
Open - Engines not running
- Aircraft on Ground - External Power switched on
- Engines not running - At least one Recirculation Fan running
- FRESH AIR VALVES Pushswitch in ON - CABIN HEATER Pushswitch in on (ON
(ON Light) Light on)
• First Valve #1 then Valve #2:OPEN Light • Tcabin <20°C: Heating Group #1
• Shut-off valve in cabin-air filter line of • Tamb <0°C: Heating Groups #1 & #2
outflow valves closes to open outflow (hold-in)
valves • Protection
• If a valve remains open: VALVE OPEN ON - Overheat Switches (100°C)
FLT Magnetic Indicator (MTP) - Supply Duct Overheat Switch (85°C)

Equipment Cooling
Configuration 1 Configuration 2
COOL FAN MTP COOL FAN MTP
INOP Light Magn. Ind. INOP Light Magn. Ind.
Avionics Cooling Fan √ √ Avionics Cooling Fan √ √
Instrument Cooling Fan √ -- Instrument Cooling Fan √ √
AHRS Cooling Fan √ √

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Cabin Pressure Controller (CPC)

- Controls cabin altitude as function of aircraft altitude
- Limits rate-of-change (Cabin Vertical Speed)
- Maximum differential pressure: 5.46 psid
- Monitoring

Cabin Pressure Selector (CPS)

- Automatic Control
Setting
• Destination altitude
• Rate-of-change limiter (Cabin Vertical Speed)
• Barometric correction
- Manual Control
• UP/DN Selector
• Rate-of-change (Cabin Vertical Speed)
OutflowValves
Max. Differential Pressure Protection: 5.6 psid

Cabin Pressure Indicator (CPI)

- Cabin Altitude (ft)
- Cabin Vertical Speed (ft/min)
- Differential Pressure (psi)

RATE Decrease Detent Increase

Climb 50 ft/min 550 ft/min 2250 ft/min
Descent 50 ft/min 350 ft/min 1725 ft/min

CPC Control
Target to control Cabin Altitude is highest value (in ft) of
- Climb/Descent Schedule
- Destination-airport Altitude

Automatic Pressure Control

- convenient climb and descent speeds
- cabin (pressure) altitude not above 8 000 ft
- maximum differential pressure 5.46 psid
Manual Pressure Control
- maximum differential pressure protection 5.6 psid
- negative differential pressure protection
- 10 000 ft cabin altitude alert
- on ground outflow valve open

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7 ATA 30 – ICE AND RAIN PROTECTION

Engine and Propeller A-I System
Operation
• ENGINE ANTI-ICING pushswitch on
• TAT < +5°C
• NP > 50% (= Engine runs with FUEL Lever in OPEN)
• No Faults
- Electrical Heating
- Pneumatic Anti-icing

Level 2 Alert
Switched on, and
- no electrical power when engine runs, or
- faulty control unit, or
- faulty heating elements, or
- faulty intake sensors, or
- no pneumatic pressure

Pitot Heating
Level 2 Alert Level 1 Alert
- PITOT HEAT on, and - PITOT HEAT off, and
- No current (open circuit) - Pilot starts to taxi

Fokker 60 – Dual Channel Stall Warning System

• Two Stick Shakers
• Two AoA Transducers
• L and R VANE Pushswitch
• SWU controls and monitors Vane Heating
• Electrical Power Supply: DC Bus 1 and 2
System Arms
- in Flight, or
- on Ground (IAS >60 kts), or
- STALL TEST switch on MTP

8 ATA 29 – HYDRAULIC POWER

Hydraulic Power Hydraulic System Failure

Landing Gear - Normal and Alternate Brakes
- retraction & extention • Accumulators
- nose wheel steering - Flaps
Brakes • Electrical Motor
- normal & alternate - Landing Gear Extension
Flaps • Mechanical release & Gravity
- Nose Wheel Steering
Filters Bypass DPI • Differential Braking/Power
Press Line (2x) X 75 psid
Return Line (1x) √ 55 psid

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9 ATA 32 – LANDING GEAR

- Main gears and nose gear hydraulically operated
- Gears held up through 3000 psi hydraulic pressure
- Main gear doors mechanically operated
- Rear nose-gear doors mechanically operated
Forward nose-gear doors hydraulically operated
- Main gears have uplocks units (back-up)
Forward nose-gear doors have uplock (back-up)
- Hydraulic failure
• Main gears held up through uplocks units
• Nose wheels rests on forward doors

LH and RH Main Gear Nose Gear

- Retraction Actuator - Retraction Actuator
- Uplock Actuator - Downlock Actuator
- Gear Sequence Valves A and B
- Door Actuator
- Door Uplock Actuator
- Door Sequence Valves A and B
- Door Isolate Valve

Anti-retraction Solenoid prevents operation of LANDING GEAR Selector to UP when aircraft

on ground
Solenoid energized (lock removed) when aircraft in flight with landing gear down

Alternate DOWN Selection

Mechanical operation of
- Dump Valve
- MG Uplock Units
- NG Door Uplock
Gears move down through gravity
Nose Gear Retraction
1. Nose-Gear Front-Doors unlock and open
2. Gear Sequence Valve A operated through Front Doors
3. Nose Gear unlocks
4. Nose Gear retracts
5. Door Sequence Valve (A) operated through Nose Gear
6. Front Doors move up and lock

Anti-reset Solenoid prevents resetting LG ALTERNATE DOWN Selector as long as normal

LANDING GEAR Selector is in UP. Solenoid is energized when normal LANDING GEAR
Selector is in DOWN

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Position Switches
LH/RH Main Gear Nose Gear and Door
- Downlock - Downlock 1
- Uplock 1 - Downlock 2
- Uplock 2 - Nose Door Closed

In-transit Light Level 2 alert

LANDING GEAR selector in UP, and LANDING GEAR selector in UP, and
- LH or RH main gear not up, or - LH or RH main gear not up within 10 secs,
- NG doors not closed or
or - NG doors not closed within 10 seconds
LANDING GEAR selector in DOWN, or
and LANDING GEAR selector in DOWN, and
- not all gears downlocked - any gear not downlocked within 25 seconds

“FOUR GREENS”
All gears downlocked

Level 3 alert
Circuit 1 Circuit 2
Not all gears downlocked, and Not all gears downlocked, and
- POWER levers not in TO, and - Flaps >22°
- Aircraft descent >200 ft/min, and Alert stops when LANDING GEAR Selector is
- Radio Altitude <830 ft or IAS <140 in DOWN
kts
Chime stops when
- Master WARNING light pushed
Alert stops (JAR)
- all gears downlocked, or
- LANDING GEAR selector in DOWN

LG Light on CAP - Back-up Circuit

Not all Gear downlocked, and
- Flaps >22°
- or
- POWER Levers not in TO, and
- Radio Altitude <830 ft or IAS <140 kts

Parking Brake Shut-off Valves prevent loss of hydraulic pressure from accumulator through
internal leak of Skid Control Valves
- energized open
- de-energized closed
• Parking Brake set, or
• Tow Switch operated.

Parking Brake SOV Monitoring

Level 2 alert SKID CTL when Parking Brake released with TOW switch in ON
- when pilot starts to taxi with TOW switch still in ON, or
- when pilot selects Landing Gear DOWN and TOW switch is in ON

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Parking Brake Off (released)

• Parking Brake switch closes its contacts
• Parking Brake Shut-off valves and Parking Brake Monitor relay energize
• Parking-Brake Set Inhibit-switch closes its contacts to arm monitoring system
Level 2 alert SKID CTL when taxiing with TOWING switch still in ON

Anti-Skid System (from Flight to Landing)

Touch-down Protection
To prevent blocked wheels at touch-down
Active Landing gear down untill
- wheelspeed >30 kts, or
- aircraft on ground >7 seconds
Effect Full dump of brake pressure

Skid Control Locked Wheel Prevention

For optimum braking To prevent flat spots
Active After Touch-down Protection Active - Wheelspeed >17 kts, and
Effect Modulating brake pressure - Δ30% LH/RH inboard or outboard
(approx. 5% slip) Effect Full dump of brake pressure of the
wheel with the lowest speed

Operational Test
Push SKID CTL TEST Pushbutton Other indications: do Fault Isolation on
• INB and OUTB lights on Skid Control Unit
Release SKID CTL TEST Pushbutton NOTE: wheelspeed <13 kts
• INB and OUTB lights off

Fault Indication
Level 2 SKID CTL Alert No correct response during operational test
• magnetic indicators on SCU • do FAULT ISOLATION on SCU
- GND/FLT disagree LH/RH - VALVE
- 28V DC power supply disagree 1/2 - SENSOR
- Skid Control Unit

Nose Wheel Steering

- Steering within 73° either side of center
- Hydraulic centering during up-selection

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10 ATA 27 – FLIGHT CONTROLS

Primary Flights Controls - To control attitude of aircraft
Pitch Elevators Mechanical
Roll Ailerons Mechanical
Yaw Rudder Mechanical

Supplementary Flights Controls - To eliminate constant inputs from flight compartment (trim)
Pitch Elevator Trim Mechanical
Roll Aileron Trim Electrical
Yaw Rudder Trim Mechanical

Secondary Flights Controls - To enhance aircraft performance

Normal Backup
Flaps Hydraulic Electrical

Elevator Feel Control Operational Test

Alert 1. Operate TEST toggle switch on MTP
Actuator/EMBCU related fault 2. Check
- Level 2 alert immediately - TIP magnetic indicator set for 30 secs
(not in take-off phase) - Actuator moves to approx. 26°
Flap/PLA input related faults - Level 2 alert
- Level 2 alert 15 secs after touchdown 3. Automatic reset
In case of failure: dispatch position 25°

Longitudinal Stability Augmentation System (LSAS)

Primary fault (level 2) Tertiary fault (level 2, 15 sec after landing)
- Actuator stops in its last position - FAULT light in STAB AUG pushswitch
- FAULT light in STAB AUG pushswitch Maintenance fault
Secondary fault (level 1) - Faults in memory of EMBCU
- DEGRADED light on (shop maintenance)

Flight Control Lock, when selected on

- locks elevators in AND
- locks ailerons in neutral and balance AND = Aircraft Nose Down
ANU = Aircraft Nose Up
units
- locks rudder in neutral
- limits POWER levers travel

Flaps Flap Position Control Unit (FPCU)

- Single-slotted Fowler flaps Inputs
- Hydraulically operated, electrical back- - Flap Position
up - Flap Selector Position
- Normal mode preselected positions - Flap Asymmetry Synchro’s
- UP - 5 – 10 – 15 – 20 – 25 - 35 - Cable Separation Detector
- Alternate mode: any position between
UP – DOWN

Alerts (Level 2)
FLAP ASYM FLAP
- LH/RH Flap position difference >2.5°* - Cable Disconnect*
- Disagree between Selector and Flaps
* Hydraulic Mode stops

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Take-off Warning
Armed
- Aircraft on Ground
- POWER Levers in TO
TO CONFIG Alert (level 3, non-resettable)
• Flaps Not in take-off position (<2° or >22°)
• Engine Rating No take-off rating (CLB, CRZ or MCT)
• Rudder Trim Not in green band
• Elevator Trim Not in green band
• Parking Brake Set
• Auto-Feather Not Armed (during take-off run)

Operational Test
• Aircraft on Ground TO CONFIG Light on CAP
• PARKING BRAKE Set - Flaps
• LH & RH PLA: GND IDLE - Engine Rating Selection
- Rudder Trim
- Elevator Trim

11 ATA 51 – STRUCTURES

Structural Design - Excellent corrosion protection

An economic repair life of Primary structure
- 90,000 flying hours • Load-bearing parts
- 72,000 flights fatigue damage in Damage to these parts can be catastrophic
landing gear components Secondary structure
Realisation (for example) • Load-bearing structures
- Experience from Fokker F-27 and F-28 Damage will not necessarily be catastrophic
- Proved adhesive bonded structure Tertiary structure
method • Not load-bearing

Structure
• all metal semi-monocoque fuselage
• stressed skin wings and stabilizers
Materials
• Aluminum alloy for fuselage, wings, nacelles, vertical stabilizer and horizontal
stabilizer and flight control surfaces
• Titanium skin panels on nacelles in areas of powerplant exhaust nozzles
• Steel panels on outboard MG doors
• Composite materials for radome, nose cone, landing gear doors, fairings, dorsal fin,
leading edges, nacelle tail cone and minor components

Manufacturing processes
• metal bonding
• chemical milling
• welding
• bolting
• riveting
• composite bonding

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Unpaved Runway Protection Kit
• protection cover on bottom Anti-collision Light
• Stone deflector on Nose Landing Gear
• protection cap for hydraulic swivel lines on Main Landing Gear struts
• replacement of standard ATC 1 and DME 1 antennas by stainless steel antennas
• installation of VHF Comm 2 antenna with replaceable stainless steel leading edge
• protection of Marker Beacon antenna by covering leading edge with self-adhesive tape
• inclusive unpaved runway performance information in Airplane Flight Manual (AFM)

ATA 05 Time Limits/Maintenance Zonal Inspection

Checks Check for
- after lightning strike • drains
- after abnormal ground loads • damage
- after abnormal flight loads • corrosion
ATA 12 Servicing • paint
ATA 20 Standard Practices Airframe • missing parts

Corrosion Preventatives
• Anodizing
• Cadmium plating
• Chromating
• Chrome plating
• Nickel plating
• Painting
• Phosphating
• Sealing compounds

SBF50-51-004 - The Introduction of Fasteners with the MORTORQ Recess

The MORTORQ recess provides improvements compared with the TORQ-SET recess. The
new shape provides full contact of the driver over the entire recess wing resulting in extremely
high torque capabilities. The new type of recess allows driver to recess misalignment and
compensates for paint buildup without degrading torque capabilities.
The depth of the recess in the fastener head is minimized resulting in high performance in 100°
and 130° flush and shear head applications that are tension loaded.

12 ATA 52 – DOORS
Level 2 alert DOORS
- an exterior door not latched, and
- pilot starts to taxi

Spill Valve (Fo60) can close supply of fresh conditioned air to cabin.
- PAX: outlet is closed and conditioned air is supplied to the cabin.
- CARGO: outlet to cabin is closed and the supply of conditioned air to the cabin is stopped;
conditioned air is vented below cabin.

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13 ATA 26 – FIRE PROTECTION

Engine Fire Protection
Interior Fire Protection
- Lavatory
- Cargo Compartments
Fire Protection = Detection + Extinguishing

Detection Extinguishing
• Engine Compartments - 2x Engine Fire Extinguishing Bottles
- Increase of Temperature - 3x Cabin Portable Fire Extinguishing
• Fire Wire Loops Bottles*
• Lavatory and Cargo Compartment(s) - 1x Waste Bin Fire Extinguishinger
- Presence of Smoke * Typical Example
• Smoke Detectors

Engine Fire Fault Indications

- decrease of resistance Open Circuit
- increase of capacitance - No response during operational test
Short Circuit (Loop Fault)
- FAULT light in LOOP pushswitch

DISCH 1 & 2 AGENT 1 & 2 LOW PRESS Lights

Sequence of steps in Emergency Location of Extinguishing Bottles
Procedure 1: Left
1: Bottle nearest to Engine-on-fire 2: Right
2: Other bottle
(DISCH 1 always to the left)

14 ATA 28 – FUEL
Main Tank Ventilation
Overpressure Underpressure
Vent Float Valve √ √
Sniffle Valve √ √
Overwing Filler Cap √ --

Solenoid in Pilot Valve

Fuel Quantity Indication System Refueling X
- 5 probes in each Main Tank Stop √
- Capacitance type probes
- Combined Processor Totalizer (CPT) De-fueling √
- Magnetic Fuel Level Indicators Stop X
(MFLI)

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Fuel Tank Safety

Fuel Airworthiness Limitations Items (Fuel ALI's)

The Fuel ALI's are scheduled maintenance-inspections, to make sure that unsafe conditions do
not occur in the fuel system during the operational life of the aircraft.

Critical Design Configuration Control Limitations (CDCCL's)

The CDCCL's are procedures which refer to a feature of an aircraft system that must be kept in
a good/correct condition and position during modification, change, repair or maintenance.
This is to make sure that an unsafe condition does not develop in the fuel system.

Airworthiness Limitations Section (ALS)

The Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness
(ICA) is the container of reports:
- SE-525 (CMR’s),
- SE-622 (Structure ALI’s and Safe Life Items), and
- SE-671 (Fuel ALI’s and CDCCL’s).
The instructions contained in the ALS are identified as mandatory actions by EASA.
For convenience, the Instruction and Limitations as specified in the ALS of the ICA are
embedded in the Maintenance Planning Document (MPD).

NOTE: The definitions of first-safe and health-safe conditions in a fuel tank are as follows:
• The first-safe condition for normal atmosphere operations is a vapor concentration
of 25% or less of the lower explosive limit
• For No. 4, the health-safe condition for normal atmosphere operations is a vapor
concentration of 6,25% or less of the lower explosive limit
• For kerosine, the health-safe condition for normal atmosphere operations is a
vapor concentration of 8,33% or less of the lower explosive limit
• The dial indications of combustible gas indicators have calibrations in percentage
of the lower explosive limit.

15 ATA 72 – ENGINE
Pratt & Whitney PW125B/PW127B
Compressors - LP Single stage impeller
- HP Single stage impeller
Combustion - Annular reverse flow section
- 14 manifold adapters with fuel nozzles
Turbines - LP Single stage
- HP Single stage
- Power Dual stage
PW125B 2500 SHP upto ISA + 15°C
PW127B 2750 SHP upto ISA + 15°C

FUEL Lever positions

Fuel Propeller
OPEN Stop/Lock on unfeathered
START Detent on feathered
SHUT Stop/Lock off feathered

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International Standard Atmosphere (ISA)
Atmosphere, International Standard means the atmosphere defined in ICAO Document 7488/2:
a. The air is a perfect dry gas;
b. The temperature at sea-level is 15°C;
5
c. The pressure at sea-level is 1.013250 x 10 Pa (29.92 in Hg) (1013.2 mbar);
d. The temperature gradient from sea-level to the altitude at which the temperature becomes -
56.5°C is 3.25°C per 500 m (1.98°C/1000 ft);
e. The density at sea level ρo, under the above conditions is 1.2250 kg/m (0.002378 slugs/ft );
3 3

for the density at altitudes up to 15,000 m (50,000 ft).

NOTE: ρ is the density appropriate to the altitude and ρ/ρo the relative density is indicated by σ.

16 ATA 73 – ENGINE FUEL AND CONTROL

Engine Control
Normal Fail Fixed Manual
- EEC in control - EEC failure - Auto Solenoid de-energized
- Auto Solenoid - Auto Solenoid energized
energized

EEC Control
TRQ Circuit
∗ Characterization Plug
- Bias/Gain Correction (Memory)
∗ TRQ Indication (ARINC 429)
- Actual TRQ (Tape/Numerical Display) when NP>19% (EEC 132-110: 21%)
- Target TRQ (Bug)
- Fault Codes (MTP: Reset)
∗ Hi-TRQ X-Check
- >55% TRQ Sensor 2 versus TRQ Sensor 1 (AFU)

NP Circuit EEC Trim Circuit HBV Circuit (No Override)

∗ NP Control in Beta ∗ Inputs: PLA + ERSP + ∗ PLA + NH
Range Ambient Conditions
∗ NP Underspeed in ∗ Output to Stepper Motor
Constant Speed (MFC) in Normal Mode
Range ∗ Fail Fixed/Manual Mode:
Output Interrupted
Hi-TRQ X-Check
- ENG EC DEGRADED light, and
- EEC Fault Code 35,
if for more than 5 seconds:
- TRQ #2 <45%, and
- TRQ #1: “1”
or
- TRQ #2 >55%, and
- TRQ #1: “0”

Automatic Manual Mode Selection (AMMS) System

AMMS System makes sure that no Fail Fixed situation can occur if EEC fails at low power, so
increase of power is available when pilot starts a go-around procedure

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EEC Control during Engine Start

NH NP
0% -- Start
20% -- FUEL Lever to START
- Ignition (light-up)
70% [14-18%] »Engine Stabilized«
FUEL Lever to OPEN
- Propeller unfeathers
[73-75%] 62.5% - IDG on-line
- Hydraulic Pump
- Bleed-air

Auto GA-rating (ERSP only)

- TOGA Not Selected Relay energized
- Aux Gnd Ctl Relay energized
1. Auto GA Rtg Relay energized
- Auto TO Rtg Relay energized
2. GA discrete to GA
3. TOGA Not Selected Relay de-energized
4. Auto GA Rtg Relay de-energized
- GA discrete to ERSP stops
5. Auto TO Rtg Relay contacts change-over
- Auto TO Rtg Rst relay energized
6. Aux Auto TO Rtg relay energized
7. TO discrete to ERSP
8. Auto TO Rtg Rst Relay contacts change-over
- Auto TO Rtg relay de-energized
- TO discrete to ERSP stops
(Hold-in for Auto TO Rtg Rst Relay as long as A/C on ground)

After replacement of component in engine fuel system

1. Wet Motoring run to bleed fuel lines
2. Dry Motoring run to ventilate combustion section

Defaults
- Engine Rating Selection is not available
• EEC maximum rating
• PEC 100% NP
- TRQ-information is not available
• AFU 0% TRQ

EEC Model 132-110

Differences with EEC Model 132-10 - Engine Trim Procedure (static)
- HBV Control - Maintenance Fault Codes
- Engine System Application
- High/Low CTS (Constant Thrust Differences PW127B versus PW125B
Schedule) - Increase of FF in case no bleed-air
- Close Loop on Power (PW127B)
- MCT Rating Selection (auto) - TRQ Sensor 2 (PW127B) (dual coil)
- Air Data (from ADC through PMP) - Electrical power for Skid Control &
- Actual Torque Indication after Prk Brk SOV
Unfeathering (>21% NP) - Elevator trim range

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Power Management Panel (PMP) - Differences with ERSP

Primary Functions - No FLX Rating
- Engine Rating Selection - Engine System Application
- NP Demand Selection - Air Data: Analog to ARINC 429
- Engine System Application - Auto GA-rating Software
Secondary Functions - Oil Cooler Doors
- Air Data: analog to ARINC 429 - TAT Display
- Oil Cooler Doors - Maintenance Test and Fault Codes
- TAT Display - Interface Test with LH and RH EEC (LAMP
- Maintenance Fault Codes TEST only)
Optional Functions - Options:
- Engine Economy Selection • Economy Rating
- Approach Speed Control • Approach Speed Control

Approach Speed Control

Arm
- PLA in ASC
- Operate ARM Pushswitch
- ARMED light in Pushswitch on
Engage
- Pull SPEED Rotary Selector
- SELECT light on
- ARMED light in Pushswitch off
- APPROACH SPEED display: 180<IAS<95 kts
Speed Selections between 180 and 95 kts

Level 1 alert - ASC system freezes PLA input to

- ASC system is armed, and EECs
- failure in ASC system - FAULT light in ARM pushswitch
Indications - SPEED display goes blank
- FAULT light in ARM pushswitch - Faultcode is stored in PMP memory
- SPEED display goes blank - SELECT light off
- faultcode is stored in PMP memory - SPEED lights in main instrument
panel flash
Level 2 alert
- ASC system is engaged, and Additional Level 2 alert
- failure in ASC system, - IAS <90 kts, and
or - no underspeed alert previously
- IAS <120 kts, and Additional results
- 5 kts below selected speed for 10 - ASC system disengages, and
seconds, or - ARMED Light on, and
- 10 kts below selected speed for 3 - SPEED display goes blank, and
seconds - SPEED lights in main instrument
Indications panel steady on
- ASC light on CAP Engine power increases to PLA power

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17 ATA 76 – ENGINE CONTROLS

Ground-Idle Selector to select POWER lever below FLT IDLE

Automatic Flight-Idle Stop-System to prevent selection of POWER levers below FLT IDLE as
long as aircraft is in flight

Functions of Flight-Idle Stop-System Control-Unit

- to activate Automatic Flight-idle Stop (AFIS) solenoids after touch-down
- to de-activate AFIS solenoids when
• above 20 ft. (RA), or
• AUTOMATIC FLIGHT-IDLE STOP pushswitch in OFF after fault indication
- to permit pilot to select POWER levers to GND IDLE when
• system is switched off, and
• IAS <90 kts
- to supply fault discrete to IAU when
• in flight there is a voltage in either solenoids, or
• in flight there is an activation command, or
• on ground no voltage to either solenoids
- to supply discrete to IAU in case pilot operates Ground Idle Selector on a POWER lever in
flight
- to process Radio Altitude information
- test

Service Experience Digest SED 76-12

- Update FISS Control Unit
- First test fails, second test ok
• power-up time (>one minute)
- Alert during taxiing
• RadAlt snow reflection (>20 ft)
- Dispatch with fault indication
• MMEL item

18 ATA 77 – ENGINE INDICATING

Torque Indication System
A/C S/N <20213 ≥20213
TRQ Ind ≤119.9% ≤119.9%
≤200%*
Alert N/A ≥115% CAP: L/R ENG TRQ * option

Characterization Plugs
• BIAS (Machining Tolerances)
to bring indicated torque to ‘0’ when engine gives no power
• GAIN (Material Inconsistency)
to bring rate of change of indicated toque to rate of change of actual produced torque

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Torque Definitions
Actual Torque Value indicated by tape and nummerically on TRQ indicator
Target Torque Bug Value calculated by EEC and indicated by bug on TRQ indicator
Reference Torque Torque value from AMM graphs applicable for given set of ambient
conditions for Power Assurance check
Required Torque Torque value from QRH/AFM tables applicable for given set of ambient
conditions for take-off conditions (also referred to as calculated torque)
Actual Torque Split Low or high actual torque indication which does not align with target bug in
one indicator
Torque Bug Split Deviation between torque bug setting in left and right TRQ indicator

AMM Task 05-52-10-200-816-A

NOTE: There are two configurations for the torque indicating system:
Configuration 1: Aircraft equipped with a torque indicating system and a flight data
recorder that can record an engine overtorque up to 200%.
Configuration 2: Aircraft equipped with a torque indicating system and a flight data
recorder that can record an engine overtorque up to 120%.
For aircraft in configuration 2, when the indicated or recorded torque was +/- 120%, the data
from the flight data recorder must be sent to Pratt and Whitney Canada for the calculation of
the actual overtorque experienced.

19 ATA 79 – OIL

Engine Oil System Reduction Gearbox Turbomachinery

- lubrication and cooling - Pressure System
- propeller blade-angle control - Scavenge System

20 ATA 80 – STARTING (INCL. ATA 74 – IGNITION)

Maintenance Advice
After installation starter motor Extreme high FF-indication during engine start
- fill oil - change starter motor ASAP
- check oil level again after 10 FC
- fill as applicable Pre-heat engine in extreme cold

Starter Control System Starter Control Unit

- connects DC sources together • controls starter motor operation
- prevents more engines to start at the • stops starter motor when NH>46%
same time • prevents another start as long as NH>30%
- supplies power to ignition system • monitors starting system
• test facility

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Ignition
Normal Engine Start Auto Ignition - START Pushswitch in
- Aircraft on Ground - Aircraft in Flight ON
- START - FUEL Lever in OPEN - IGNITION Pushswitch in
Pushswitch in ON - Propeller not Feathered ON
- Start Selector → L - Flame-out (ENG IGN light* on)
- FUEL Lever in - NH <60% - Start Selector
START (ENG OUT Warning) - FUEL Lever in START
- Propeller - Propeller Feathered
Feathered
- NH <46% • Igniters #1 and #2 • Igniters #1 and #2
*If
Relight in Flight (Dual applicable
• Igniter #1 Ignition)
- Aircraft in Flight

21 ATA 61 – PROPELLERS
Coarse Seeking Propeller
Centrifugal Twisting Moment (CTM) - decrease blade angle
Counter Weights - increase blade angle

Propeller rotates Clockwise

Propeller Angles
A Angle of Attack - angle between chord and relative airflow
B Blade Angle - angle between chord and plane of rotation

Operational Test - Hydraulic Overspeed

Status
- Engine runs
- ERSP/PMP: CLB (85% NP)
- PLA: TO
PEC switched off
• Servo Valve to biased position
• Increase of servo oil pressure
• Blade angle decreases
• NP to 104% (OSG)

Overspeed Limitation
- Hydraulic 104% NP
- Pneumatic 108% NP

NP Sensing
Torque Sensor 2 EEC
• NP Underspeed
NP Sensor NP Indicator
• GCU
• Engine A-I Control Unit
MPU PEC
• NP Control (85/100%)

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Autofeathering
• level 3 alert
- ENG OUT light in CAP
- FUEL lever light
• propeller feathers through feathering pump and feathering valve (PCU)
• A/F APR indicator STBY and ARMED lights off
• PEC receives PFID (PEC Fault Inhibit Discrete)
• cancellation of NP underspeed schedule of EEC
• uptrim signal for EEC of opposite engine
• PRSOV of opposite engine closes
• inhibitation of auto ignition
• prevention of autofeathering of opposite propeller
• Oil-cooler Door of opposite engine stays open

A/F System Standby → A/F System Armed → Flame Out TRQ < 25% → Autofeathering +
Uptrim

Standby Armed
LH and RH FUEL Levers in OPEN, and Autofeather System Standby, and
• Take-off Rating selected, or • left and right POWER lever in TO, and
• Landing Gear selected Down • left and right TRQ>50%*

AutoFeathering System - Failed Engine – Go-around (SBF50-61-021)

Propeller automatically feathers when go-around is made after engine failure during approach
- crew workload reduced
- aircraft easier to handle
- climb performance improved

A/F system: failed engine – go-around (if applicable)

Autofeathering system arms during go-around procedure
- engine rating selection in GA (GA-buttons in POWER Levers), and
- POWER levers in TO, and
- TRQ of life engine >50%, and
- AFU receives for one second HI-TRQ discrete for failed engine:
• LO NH FLIGHT relay energized
• one second later GO-AROUND A/F relay removes discrete

# actual low torque initiates autofeathering of failed engine

Operational Test
Summary
- open CB’s to simulate aircraft-in-flight
- push LH (RH) AUTO FEATHER pushbutton on flight-deck test panel
- check ARMED light in A/F APR indicator on for 1 sec
- check autofeather indications after the one second
- release LH (RH) AUTO FEATHER pushbutton
- close CB’s

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22 ATA 49 – AIRBORNE AUXILIARY POWER

Pump and Relief Valve
- positive displacement gear-type pump
- 435 psi pressure relief
Flyweight Governor
- APU speed control
Minimum Fuel-flow Orifice
- maintains minimum fuel-flow across governor to prevent flame-out
Start-fuel Check Valve
- purges remaining fuel (>85%) from start-fuel manifold and start nozzles
Acceleration Orifice
- fuel-flow to start-fuel and main-fuel during Acceleration
- acceleration time from start to no-load
Differential Pressure Regulator
- constant differential pressure across governor for stable speed control (20 - 35 psid)
- altitude (P0) compensation
- fuel control in respect of CDP during start

APU Start
• 0 – 50% Starter Motor
• 3 – 85% Start Fuel & Ignition 2 Start Nozzles
Ignition
• >14% + EGT Main Fuel 2 Start Nozzles + 6 Main Nozzles
• >85% Purging Start Nozzles
• RTL Max Fuel 6 Main Nozzles
Flyweight Governor/Metering Valve

Deprime Valve
- reduce viscous drag during start & shutdown
- open
• 0 – 20% (∆t from main-fuel on to 20% <6 seconds)
• 0 – 50% (∆t from main-fuel on to 20% >6 seconds)
• at shutdown for 16 seconds

Oil System malfunction (LOP/HOT)

APU Auto Shut-down through ESU
APU Panel
- FAULT Light (Level 2)
AMI Unit
- Faultcode 12 in GEN LOAD Display
- SYSTEM FAULT Magnetic Indicator

PRSOV Setting (psi)

ECONOMY One
Pushswitch Normal PACK Off
Engine 17 24 35
APU 24 35 35

AVAIL light in BLEED Pushswitch: RTL + 120 seconds.

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Bleed-air Malfunction Example

Duct Leak
PRSOV close
- APU Panel: FAULT Light
- AMI Unit:
• SYSTEM FAULT Magnetic Indicator
• GEN LOAD Display changing between generator load and FC 20 (Bleed Air Duct Shut-
off)
• APU remains running

Display SPEED/HOURS EGT/START GEN LOAD

APU not running running hours start cycles - - - - /fault code
o
APU running speed [%] EGT [ C] load [kVA]

APU Start
1. BATTERIES Switch in ON
2. APU Fire Warning Test
Rotary Selector to ON
• Fuel Fire Shut-off Valve open
• Ventilation Valve open
• No main engine start
Rotary Selector to START (>ON)

Refuse-to-Start
• Ventilation valve not open
• CONTR SHUT OFF switch operated
• ENGINE START pushswitch in on
• Start Contactor 1 or 2 energized
• Start Contactor 3 not energized
• APU Speed >8%
• Last APU Shutdown <30 seconds
• Aircraft in Flight
• DISCH switch in ON
• PRSOV not closed

Statement
To prevent an overload of the electrical system you can start only one engine at a time
- engine 1, or
- engine 2, or
- the APU.
A fault indication comes on in the last engine you start.

ESU Auto Shutdown

- EGT Start >1032°C
- EGT RTL >718°C
- LOP (>RTL) <35 psi
- HOT (>RTL) >135°C
- No Speed Input/Overspeed
- No EGT Input

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Normal Shutdown (AMI Unit/ESU)

AMI Unit Auto Shutdown
- ESU Shutdown Failure
Start Abort (Master switch to OFF <RTL)
- AMI Unit Shutdown

APU Fire
- level 3 alert: local and CAP lights
- APU auto shutdown through APU fire shut-off relay
• after 5 seconds APU fire extinguishing bottle discharges, AGENT light on
• AMI Unit
- SYSTEM Magnetic Indicator
- Faultcode 15
[The 5 seconds time delay permits ventilation valve to close first]

CAUTION
Before you do BITE procedure on APU Fire-Wire Control-unit open APU EXT circuit breaker to
prevent inadvertent discharge of APU fire extinguishing bottle

Extinguishing and Shutdown Test (APU not running)

- push and hold EXTING/SHT DN TEST button on AMI Unit
• APU fire warning
• after 5 seconds faultcode 15 in GEN LOAD display (+ FAULT magnetic indicator)
- release EXTING/SHT DN TEST button on AMI Unit
• APU fire warning stops
• reset through EXTING/SHT DN RESET button on AMI Unit

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