DCH8 Q400 Handout PDF

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Q400 Maintenance Training

Handout Set
TABLE OF CONTENTS
01 - Time Limited Dispatch
02 - ANVS & PBMS System
Rev 1.0
Q400 Powerplant Diagnostics

& Time Limited Dispatch
Gord Weekes
In-Service Engineering
Rev 1.3 Mar 2010

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

 Time Limited Dispatch (TLD)

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

 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.

Wing Fuel Isolation/Hydraulic Pump

Isolation/Fire Protection Enable Shutdown
Oil Cooling Ambient Conditions/Alt Ratings Opposite

T Handle Control FADEC
Engine
Start Ignition Select Engine
Discrete Selections
Panel ECIU
Oil Cooling Control Fuel Manifold
Engine Alternate Rating
Control Select Nh/Nl/Np/Tq/P3/
Panel Ambient Conditions/Alt Ratings T1.8/ITT/MOT Metered
Fuel
Shutdown
PLA (Nh/SHP/Beta Commands) Fuel Valve Control
FADEC FMU
PLA Valve Pos’n Feedback
ADU IFC Ambient/Flight Conditions Valve Control
S/W P2.2 P2.7
Valve Pos’n Feedback HBOV HBOV
S/W Shutdown Valve Control
Ignition Control
Ign.
PLA CLA
Alt Feather (Beta) (Rating) Pump On
Ground Beta Enable Autofeather

Aux
Test Reset OSG Pump
PLA High (Autofeather Enable)
Tq Coarse Feather/
Maintenance Opposite Uptrim Drive Unfeather
Unfeather FADEC Pitch Control
CLA (Np/Rating Commands) PEC Pitch Feedback
CLA PCU
S/W OSG Test Ground Beta Enable
S/W Unfeather
Propeller
S/W Alt Feather Control A/F Select Synchro Loop Pitch
Panel (Slave Only) Pitch Control
Synchro to Slave Feed-
Maint Maintenance Unfeather back
Mechanical Panel
Discrete Np
Digital
Analog WOW
Fluid (Ground Beta Enable)
Powerplant Control Overview

 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.

FADEC Caution
LOP FADEC Fail

LOP Switch
FDP LOP, LFP, FDP LOP, LFP, FDP
FDP Switch ECIU CWP
LFP
LFP Switch
Nh Nh, Nl, MOT, Q, Q Bug, ITT,
Nh Sensors
Np, Range Marks, Advisories
Nl FADEC
Nl Sensor
Np/Tq
Np/Tq Sensors
Engine Display
ITT (or MFD)
ITT Harness
MOT
MOT Sensor
MOP Sensor MOP

Fuel Temp
Temp Sensor IFC (IOM/IOP)
MOP, Fuel Temp,
Fuel Flow
Flowmeter Fuel Flow
Propeller System
Advisories to ED PEC Caution
PEC
Engine
Discrete
Digital
Analog
Powerplant Indication Overview


• 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.

MAINT DISC Discrete ECIU Aircraft Data
ARINC 429 ARINC 429
Discrete Discrete
GND MAINT Avionics ARCDU

ARINC 429
Analog Indications Analog Indications

ARINC 429
Event Marker
Powerplant #1 Powerplant #2
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

 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.

• 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.

• 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.

‘ON GROUND” STATE ‘IN FLIGHT” STATE
“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
COMMAND DRIVE COARSE FROM PRIMARY

[LOSS OF FORWARD COMMAND DRIVE FINE FROM PRIMARY OIL
OIL SYSTEM AND ENABLE OVERSPEED
SPEED CONTROL AND SYSTEM AND ENABLE OVERSPEED
PROTECTION AND DISABLE GROUND
OSG TEST NOT PROTECTION AND DISABLE GROUND
OPERATION AND ENABLE SAFETY
PASSED] OR LOSS OF OPERATION AND ENABLE SAFETY
FEATURES/FUNCTIONS AND DISABLE NPT
PITCH CONTROL FEATURES/FUNCTIONS
UNDERSPEED GOVERNING
PEC Reversion Mode State Transition Diagram


• 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.

EMU
View Looking
Outboard Behind First
Officer’s Seat
Engine Monitoring Unit


• 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.

• 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.

Item # Field Name Description

1 Code Fault code
2 Date/time set When fault was first logged
3 Date/time cleared When fault was cleared
4 Date/time confirmed cleared When fault was confirmed cleared
(did not repeat on next flight)
5 Dispatch code Unlimited, LTD or STD
6 Unlatch type Required fault clear procedure
7 # of occurrences Count of repeat occurrences
8 Interval of occurrence Flight phase of first occurrence
9 Source 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


POWERPLANT MAIN MENU

POWERPLANT POWER
FAULTS ASSURANCE
TREND POWERPLANT
MONITOR INTERFACE
EVENT
EMU STATUS
HISTORY
OPERATIONAL
CONFIGURATION
DATA
RTN PREV NEXT MAINT


FADEC/PEC Health
Status
Engine 1 Suspected LRU’s Action

Powerplant Faults
Engine 2
View Flight Deck
Parameters
Propeller 1
Propeller 2 Possible Causes

Powerplant Main
Menu
Engine 1 Condition
Engine 2 Condition
Trend Monitor
Engine 1 Spooldown
Engine 2 Spooldown
Powerplant Menu Layout (1)

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 1 Hrs Since
Engine 2 Hrs Since
Operational Data Engine 1

Cumulative
Engine 2
Cumulative

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
Trim Data Engine 1 Trim

Engine 2 Trim
Prop 1 Pitch Trim
Prop 2 Pitch Trim
ACOC Flap Door Prop Phase Trim
and Ejector

EMU Faults
EMU Status
Memory Status
Powerplant Main Aircraft ID

Menu
Engine ID
FADEC ID
Configuration
PEC ID
EMU ID

• 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

Side Key ( 8 )
Screen
Previous ARCDU Mode

Menu Selector
Previous Next Page

Page
ARCDU

• 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.

Maintenance Panel

• 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.

 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.

Valve OK Full-Up
Tracking Error One Channel -

Initial Contamination
Code #912 LTD
Tracking Error Both Channels

More Contamination
- Code #912 ND
Example
P2.2 Valve Tracking Error Developing Due To Contamination

• 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.

POWERPLANT FAULTS <-

FADEC/PEC
HEALTH STATUS
DISPATCH:
P-PLANT 1 P-PLANT 2
Powerplant Status NO DISPATCH LONG TERM
ENGINE 1 ENGINE 2
LTD 229 LTD 2 0
Unit Status/Time Since PROPELLER 1 PROPELLER 2

(typical) STD 134 UL 0
ARCDU Screen - Powerplant Faults


• 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.

 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
No Dispatch Criteria - D806


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
PEC Non-Dispatchable Fault Codes (1)


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


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


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.
SLIDE 1
Q400 ANVS & PBMS SYSTEM
FUNDAMENTALS
FUNDAMENTALSAND
ANDOPERATION
OPERATION
INNOVATION THROUGH EXPERIENCE

PROPRIETARY - This document is Ultra Electronics Ltd’s property and must not be December 2000
disclosed, copied, altered or used without the written permission of Ultra Electronics Ltd.
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
 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

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
 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

SLIDE 8
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

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
 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.

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
 Cabin Selector Switch (where used)

SLIDE 14
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

SLIDE 15
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
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.

SLIDE 17
 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

SLIDE 18
ANVS SYSTEM
Flight Attendants Panel

SLIDE 19
ANVS SYSTEM
Required System Data
 CONFIGURATION PARAMETERS
 CALIBRATION DATA (TRANSFER FUNCTION)

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
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

SLIDE 21
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

SLIDE 22
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.

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
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 FAIL MAINTENANCE

Controller for all actuator and sensor channels
PASS
Check the System Status for any previous system

errors and update the system status indications
FAIL
PASS
STANDBY -
NO ATVA OUTPUT

SLIDE 26 ANVS SYSTEM

Control type 832 Controller
Input Sound
Tachometer
Inputs Microphone or
Accelerometer
FAILURE
CONTROL DETECTION
Control Signal On-Line Failure

Detection Signal
Pressure
Input
Actuator
Output Sound

SLIDE 27
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.

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
 Microphone Mounting Plate
 Microphone Sealing washer
 Circuit Breaker Box (circuit breakers and relays)
 PBMS Engine Transducer (as part of the PBMS system)

SLIDE 31
ANVS SYSTEM MAINTENANCE
Ground Support Equipment
 Microphone Leak Test Set
 Maintenance Terminal

SLIDE 32
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 Leaky microphone
Over 10 secs Good Microphone

SLIDE 33
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

SLIDE 34
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 <F1>.

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.
 PBMS (Propeller Balance Monitoring

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

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.
 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.

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
– vibration data, transducer health
– PECU
– Tachometers
– PSEU
– WOW
 Up to 75 hrs of data can be logged.

SLIDE 38
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.

SLIDE 39
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
Balance – Graphic Display


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Q400 Maintenance Training

01 - Time Limited Dispatch

02 - ANVS & PBMS System

Q400 Powerplant Diagnostics

Rev 1.3 Mar 2010

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Wing Fuel Isolation/Hydraulic Pump

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