MPC MPC 75

SYSTEM DEFINITIO MPC AIRCRAFT

MPC 75

SYSTEM DEFINITION

MPCAircraftGmbH Released Kreetslag 10 2103 Hamburg 95 West-Germany JET-E System Engineering Ref: EE-T-90/025 September 1990 MPC SYSTEM DEFINITION AIRCRAFT

CONTENTS

21 -Airconditioning 31 - Instrumentation/Recording 22-Autoflight 32-Landinggear 23-Communication 33-Lights 24 - Electrical power 34 - Navigation 25 - Equipment/Furnishing 35 - Oxygen 26-Fireprotection 36 - Pneumatic 27-Flight controls 38 - Water/Waste 28 - Fuel 45 - On-board maintenance 29-Hydraulic power 49-Airborne auxiliary power 30 - Ice and rain protection 70-Engine controls MPC ABBREVIATIONS AIRCRAFT

A ASendantSeat CTL Control FMC Flight Management Computer AC Altemaling Current CU Control Unit FMGC Flight Management and ACARS ARINCCommunicationAddressing Guidance Computer CuR Cubtc Feet and Reporting System FMS ACMS Aircraft Condittonirtg Monitoring F/0 First Offfcer System DC Dkect Current FQCC Fuel Quantity Control Computer ACP Audio Control Panel DET Oatectlon FOIC Fuel Quantity Indication Control ACU APU Control Unit DEU Decoder/Encoder FQMS Fuel Quantity Measuring ADF Automatic Direction Flndlng DFDR Digital Flight Data Recorder System ADM Air Data Module DME Distance Measuring Equipment FSDU Flre Source Detection Unit ADS Air Data System DMP Display Management Processor FWD Forward AFT Afterward DU Display Unit FWS Flight Warning System Ah Ampere-hour AHRS Attitüde Headlng Reference System ECAM Electronic Centralized Aircraft Monttoring G Galley ALT Attitüde ECS Environmental Control System G Green AMM Generator Control Unit Manual ECU Engine Control Unit GCU AOA Angle of Attack GLC Generator Une Contactor EE(E/E) Electconic/Electrical APU GPCU Ground Power Control Unit EFCS Electronic Flight Control System GPS Global Positioning System ATC Air Trafflc Control EFIS Electronic Flight Instrument System GPWS Ground Proximity Warning EIS Electronic Instrument System System B Blue EIVMU Engine Interface Vibration Monitoring Unit GRD Ground BAT Battery EIU Engine Interface Unit GS Glide Slope BFE Buyer Furnlshed Equipment ELAC Alleren Computer BITE Built-in Test Equipment ELEV Elevation H Hfch BMC Monitoring Computer ELS Electronic Library System BRT Brighl E M ERG Emergency h hour BSCU and Steering Control Unit ENG Engine HF High Frequertcy ESS Essential HP High Pressure CAA Civil Authority E/WD Engine/Warning Display HS High Speed GAB Cabin EXT External HYDR Hydraulic CAPT Captain CAUT FAC Flight Augmentation Computer Caution ICAO International Civil Aviation CDU Control Display Unit FADEC Füll Authority Digital Engine Control System Organisation CFDS Centralized Fault Display System FBW Fly-By-Wire DG Integrated Drive Generator CIDS Cabin Integrated Data System FCGC Ftight Control and Guidance Computer CMC ILS Instrument Landing System Centralized Maintenance Computer FCU Flight Control Unit CMS Centralized Maintenance System in inch FDIU Flight Data Interface Unit COND Condtöon IOM Input and Output Modulea FL Flight CPM Computer Modules IPC Illustrated Parts Catalog CSM/G Constant Speed Motor/Generator IRS Inertial Relerence System Page:1 MPC ABBREVIATIONS AIRCRAFT

L Lavatofy PSU VOR VHF Omnidirectional Range

Power v/s Vertical Speed 1 litre/liter PWR LA Linear Accelerometer Quick Access Recorder w Wardrobe b Pound QAR W Width LCD Liquid Crystal Display Radio ,„ ...... _ . . . RA/RALT WAG Waming Acquisition Concentrators LOG Landing RAT Radio Frequency *AI Wing Anti Ice LGCIU Control Interface RF RH Right Hand WXfl Weather Radar Unit RMCU Remote Magnetic Compensation LH LeftHand Unit Y Yellow LOC Locallzer RMP Radio Management Panel LP Low Pressure RS-232 Seviell Data Bus Standard LRU Une Replaceable Unit

1 T S Stowage LT Ught SATCOM Satellite Communicatkxi

M Motor SD System Display MAGN Magnete SEC Elevator Computer MCDU MuWpurpose Control Display Unit SEL Setect MCU Modular Concept Unit SELCAL Selective Calling MDDU Multipurpose Disk Drive Unit SERV Servo MEL Minimum Equipment List SFCC Slat and Control Computer MKR Marker MLI Magnetic Level Indicator TAS True Air Speed MLS Microwave Landing System TAT Total Air Temperature MSU Mode Selector Unit TDB To-Be-Determtned

MAI Anti Ice TCAS Traffic Collison Alert and NAV Navigation Avoidance System ND Navigation Display TH3 Trimabto Horizontal Stabttlfzer NCd Nickel Cadmium TLA ThrotHe Lever Angle TRU Transformer Rectifier Unit OMS On-Board Maintenance System

PCU Power Control Unit US United States PFD Prima/v Flight Display USgal United States gallon Ph Phase PSM Power Supply Module VHP Very High Frequency

Page :2 MPC ENVIRONMENTAL CONTROL SYSTEM AIRCRAFT 21

Contents

1- Air conditioning System

2 - Cabin pressure control System ENVIRONMENTAL CONTROL SYSTEM MPC AIRCRAFT

NACA INLET Air conditioning pack schematic 21 WATER wirciim

MAIN HEAT EXCHANGE GROUND COOLING FAN + CHECK VALVE

WATER EXIRACTOR

RAM AIR OUTLET Figure 21-2 September 1990 Page: 21.03 ENVIRONMENTAL CONTROL SYSTEM MPC AIRCRAFT

Air distribution 21

MAIN SUPPLY DUCTS INDIVIDUAL AIR SUPPLY

RISER DUCTS 7 PER SIDE IN WING AREA

CABIN AMBIENT AIR TO UNDERFLOOR AREA

COCKPIT SUPPLY MAIN SUPPLY DUCTS METERING RESTRICTOR

Figure21-3 September 1990 Page:21.04 ENVIRONMENTAL CONTROL SYSTEM <§> MPC AIRCRAFT 21

2 - Cabin pressure control System

The cabin pressure control System controls the cabin pressure and the change rate to provide

maximum passenger comfort and safety.

The pressure control System consists of an automatic System and a manual standby System to control the outflow valve. Provision for an optional second pressure Controller isprovided (seefigure21-4). Excessive

positive or negative cabin overpressure is prevented by two pneumatically controlled safety valves. Automatic prepressurisation to prevent sudden pressure fluctuation (bumps) on take off and

landing, is provided in AUTO mode.

September 1 990 Page :21>0 5 MPC ENVIRONMENTAL CONTROL SYSTEM AIRCRAFT

Cabin pressurisation control schematic 21

AIR DATA GAB SYSTEM MAN V/S CTL MODE SEL

PRESSURISATION CONIROLLER 1

SAFET* PRESSURISATION VALVES CONTROLLER 2 OU7FLOW VALVE (BUT1EHFLY TYPE) (OPTION) l y HUIUU UUlVt (3RD MOfܫ OPTIONAL) PRESSURISED AREA

0000000000000000000000000000000

UNPRESSURISED AREA Figure 21-4 September 1990 Page: 21.06 MPC AUTO FLIGHT AIRCRAFT

22

Contents

- General

- Flight management

- Auto flight AUTO FLIGHT €> MPAIRCRAFCT

Auto Flight Modes - General 22

• AP/FD can either be selected at the flight control unit (FCU)

or provided by the FMS according to active flightplan

• Basic Flight Control mode is always in accordance with the electrical flight control System (EFCS) and always engaged MPC AUTO FLIGHT AIRCRAFT

Autopilot / Flight Director Modes 22

Selectable upper modes 1. Longitudinal Modes - altitude hold ALT - altitude acquire ALT ACQ -flight levelchange FLCH - profile PROF - climb CLB - descent DES -flight path angle FPA

Lateral Modes - heading HDG - track TRK - navigation (incl. VOR) NAV

3. Approach Modes

- approach APPR - go around GA - take-off TO - localiser LOG MPC AUTO FLIGHT AIRCRAFT

Autothrust Modes

• A/THR permanently armed

• Autothrust modes in association to / flight director mode

AP/FD A/THR modes ALT, ALT ACQ, FPA SPD/MACH DES, CLB, PROF SPD/MACH, THR FLCH THR APPR -FINAL SPD -G/S SPD -FLARE RETARD TO/GA A/THR function overridden

SPD / MACH speed/mach mode selectable

THR mode, limit thrust according to selected thrust rating

Alpha Floor Protection overrides all modes with GA limit thrust if A/C flight envelope is exceeded MAUT U l \JO FrLIvanl IfiHT l W"^ MPAIRCRAFCT

Flight Management System (FMS) 22 • The aircraft is equipped with a single Flight Management System, with a second Flight Management Computer available äs an option. • The system is controlled via two Multipurpose Control and Display Units (MCDU). Many frequent and complex tasks are performed by the Flight Management Computer to increase safety and punctuality of the flights.

Flight Planning / Flight Plan Execution

Take-off and Landing Data/Cruise Speed Calculation

Radio tuning / Radio navigation

On-board Maintenance System (QMS) support

Data link function (ACARS)

In case of failure of the flight management Computer, the MCDUs have to perform a back-up function for navigation tasks, such äs radio navigation.

September 1990 Page :22.01 MPC AUTO FLIGHT AIRCRAFT

Flight management System architecture

FLIGHT MANAGEMENT COMPUTER

basic

optional

ARINC 429 ARINC 429

September 1990 Page :22.02 , MPC AUTO FLIGHT AIRCRAFT System architecture Pilot controls 22 and other aircraft sensors

** Warnings, Indications, Maintenance, Recording NoseWheelSteering, Auto Brake Actuators FADEC

FADEC Actuators NoseWheelSteering, Auto Brake Wamings, Indications, Maintenance, Recording

Pilot controls and other aircraft sensors

September 1990 Page:22.03 MPC COMMUNICATION AIRCRAFT

23

Contents

- RF communication

- Audio communication

- Cabin communication

- Antenna location COMMUNICATION ^ MEß

1 - RF communication: 23

Main components are two VHF tranceivers and two Radio Management Panels (RMP). A third VHF transceiver and an HF transceiver are options, just äs the Aircraft Communication Addressing and Reporting System (ACARS) and a Satcom System. The ACARS uses only the third VHF. The Radios will be tuned via the two RMPs. Also tuning through the Flight Management System (CDU) is possible. Bussystem is to the Standard ARINC 429 norm.

2 - Audio communication

The audio management unit handles all audiosignals.The System is controlld by three Audio Control Panels (ACP), where transceiver selection, volume control and other functions are possible. The Signals from all microphones (except Cockpit Voice Recorder microphone) and from other sources are collected in the Audio Management Unit and distributed to loudspeakers or, for cabin communication, to CIDS.

3 - Cabin communication

The cabin communication mainly is done through a Cabin Integrated Data System (CIDS). The signels are transceived in a digitizform ed in a databus System between the Decoder/Encoder Units (DEU) and the CIDS director located in the avionic bay. The CIDS director also interfaces with the audio management units for interphone functions. The System is controlled via the attendant panel. A second attendant panel is available äs an Option.

September 1990 Page: 23.01 MPC COMMUNICATION AIRCRAFT

RF communication 23 System architecture

RF control

RFcommunication

MLS ADF DME VOR/ VOR DME ADF MLS 1 1 1 MKR 2 2 2 2 1 tL> 1 tL> O t> Audio Management Unit 1 -o o ARINC 429 Audio line September 1990 Page: 23.02 MPC COMMUNICATION AIRCRAFT

Audio communication 23 System architecture

CAPT F/0 AGP ACP Hand Audio Management Unit Hand microphone^ microphone

Loud Loud Cockpit Speaker rf Speaker " communication Side Side Stick Stick

Oxygan Oxygen m äs k mask

Jack ^ ^ Jack box O O box

CIDS NS || FSB] | Sign Cabin Loud- Hand ...... l __. speaker communication FWD 2nd ATTND ATTND DEU Lighta — ( i PANEL PANEL < 1 B L J

DEU i> B

September 1990 Page: 23.03 MPC COMMUNICATION AIRCRAFT 23 Antenna location MPC 75-100

LOC #MLS t #TCAS VHF i # GPS 1/2 3 *SATCOM # HF VOR 1/2

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* SPACE PROVISION

# STRUCTURAL GS # MLS 2 DME 1/2 # TCAS ATC 1/2 VHF 2 * OMEGA * FL. PHONE MKR RALT l RALT 2 PROVISION

September 1990 Page: 23.04/1 MPC ELECTRICAL POWER AIRCRAFT 24

Contents

1 - General 2 - Normal flight configuration 3 - Abnormal flight configuration 4 - Aircraft ground supply 5 - Electrical power generation control

September 1990 ELECTRICAL POWER AIRCRAFT

1. General: 24 The electrical generation network consists of the following units:

AC Generation:

2 main integrated drive generators (IDG), one per engine, nominal 60 kVA. The IDG provides a 115 / 200 V, 400 Hz AC supply. It consists of an oil spray cooled three states AC generator driven at constant speed by a hydromechanical . 1 APU generator, nominal 60 kVA, to provide a seif contained source of ground power. This generator may also be used in flight to compensate the loss of main generators. 1 ground power connector, nominal 60 kVA. 1 emergency hydraulic driven generator (CSM/G), nominal 5 kVA. 1 static inverter, nominal 350 VA, single phase 115V/ 400 Hz to provide a source of AC power from the batteries.

DC Generation:

3 transformer rectifier units (TRU), nominal 100 A at 28 V DC. Two of them are used to feed a DC main distribution System. A third TRU supplies via the AC essential power the DC essential network. 2 NiCd - batteries, nominal capacity 40 Ah each, provided for autonomous power for APU starting, DC equipment during transient switching of electrical power.

September 1990 Page: 24.01

J ELECTRICAL POWER

2. Normal flight configuration: 24

In normal flight condition each IDG supplies an AG distribution network via generator line contactors (GLC). These two networks are not parallel / isolated mode.

Under normal conditions: Distribution network No. 1 comprises: - AC MAIN BUS 1 - AC ESS BUS , which is supplied by AC MAIN BUS 1 - GALLEY BUS 1 -DC MAIN BUS 1 viaaTRU

Distribution network No. 2 comprises: - AC MAIN BUS 2 - GALLEY BUS 2 -DC MAIN BUS2viaaTRU

Two 40 Ah batteries are connected to the DC EMERGENCY BUS. Each battery has its own busbar (BAT BUS 1 and BAT BUS 2) which are permanently connected.

September 1990 page. 24.02 ELECTRICAL POWER

3. Abnormal flight configuration: 24

Any one of the three generators is able to supply the total technical load and part of the commercial load. In case of total loss of all main AC power generation a hydraulic driven emergency generator ( CSM/G ) with 5 kVA provides power for no limitation on usable time . ( CSM/G driven by the green hydraulic circuit / engine driven pump or RAT ).

4. Aircraft ground supply:

On ground the complete network can be supplied either from the APU generator or from the ground power unit ( EXT - PWR ) up to a maximum of 60 kVA For ground servicing Operation, it is possible to supply only the GND SERV AC / DC BUS directfrom the EXT - PWR connection.

5. Electrical power generation controls:

The electrical power generation and distribution control, indication and monitoring is operated through the Electronic Centralized Aircraft Monitoring System (ECAM) and the overhead control panel.

September 1990 Page: 24.03 MPC ELECTRICAL POWER AIRCRAFT

System Architecture TRU1 24 i L < FUEL PUMPS)

AG MAIN BUSl DC MAIN BUS 1

EL DC SHED ESS BUS GALLEY BUS 1 l r HYDR. =i CSM/G AG ESS BUS DC ESS BUS .BAT.1 rT1 BAT BUS 1 AC SHED ESS BUS L HI- r AC EMERG BUS DC EMERG BUS r .BAT.2 BAT BUS 2 AC GND SERV BUS HI- DC GND SERV BUS

GALLEY BUS 2 U TRU2 r AC MAIN BUS 2 DC MAIN BUS 2

September 1990 Page: 24.04 Electrical Power MPAIRCRAFCT

Overhead-Panel 24 Emerg. Control System Management Panel Panel Uttofabbravfation CMC ConlraHzedMainleruuK« Computer CSH/OCU ConMamSpMdMotor/GwieratorControlUnIt ECAM B«*onfc<^rrtraUzedAlrcnft Monitor OCU Generator Control Unit OPCU Qround Power Control Unit MCOU MuWpurpoMControl and Display Unlt ••M^> Dtocroto Signal

AfllNC429databus

CMC ECAM MANAGEMENT (Status Indication)

GCU1 GCU2 GCU3 CSM/G CU GEN1 GEN2 APU

September 1990 Page: 24.05 MPC EQUIPMENT/FURNISHING AIRCRAFT 25

Contents

1 - General

2 - Cockpit

3 - Cabin

4 - Underfloor cargo holds

September 1990 Page: 25.01 EQUIPMENT/FURNISHING

1. General 25 The MPC75 interior equipment/furnishings have been designed to provide a comfortable environment for the flight crew and passengers. This has been achieved by giving special attention to three main areas äs

- passenger comfort and cabin Styling

- carry-on baggage capacity

- underfloor compartment capability.

The major parts are provided within the pressurized section of the , äs follows:

- cockpit

- cabin

- underfloor cargo holds

September 1990 Page: 25.02 EQUIPMENT/FURNISHING

2. Cockpit 25 The cockpit has been designed for two-man Operation with facilities for a third occupant. The flight compartment arrangement is shown in Fig. 25-1. The captain and first officer seats are seat rail mounted and fuliy adjustable in all directions. Each seat is fitted with an inertia-type five-point harness that allows a pilot to reach all aircraft controls without discomfort.

An observer seat is provided which occupies a position aft of the pedestal when in use but is normally stowed against the right-hand aft wall of the flight compartment. The seat is provided with a fixed-type three-point harness.

The planview of the cockpit is shown in Fig. 25-2. For detail of the Instrument panels refer to chapter 31.

September 1990 Page: 25.03-1 /2

EQUIPMENT/FURNISHING

Cockpit Design 25

The main features:

- Sidestick Controllers leave the main Instrument panel unobstructed - EFIS/ECAM/FWS Integration - Improved f lexibility through switching of six Fiat Panel Display Units - Standby Instrument display with similar Images

Most features evolved directly from A 320 such äs:

- "Lights out" philosophy on overhead panels - "Need to know" concept for Information presentation - Monitoring of Systems through the ECAM-system - Monitoring of Computers through Centralized Maintenance System (CMS, CFDS in A 320)

i All control panels are within easy reach of the two crew members A 3rd crew member seat aft of the pedestal offers maximum visibility over all panels

September 1 990 Page : 25.03-2/2 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-1 Forward view 25

September 1990 Page: 25.04 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-2 Planview 3rd seat Circuit breaker rack Galley 25

September 1990 Attendant seat Stowage Page: 25.05 EQUIPMENT/FURNISHING

3. Cabin 25 The aim in the design of the Standard cabin has been to offer a higher Standard of comfort relative to existing single-aisle aircraft in that class. This target, combined with the requirement to carry Iower and upper deck cargo either in bulk form or in Containers, results in the choice of a blended-double bubble fuselage cross-section having a width of 3.45 m (1 35.8 in) and a height of 3.67 m (1 44.5 in).

The passenger cabin itself has a maximum width of 3.23 m (1 27 in) and a height of 2.1 0 m (82. in).

The MPC75 cabin interior has been designed according to the latest industrial design concepts which makes the cabin particularly spacious. All functional and decorative items such äs Windows, side-walls and ceiling panels and overhead stowage compartments have been longitudinally divided into two frame pitch (40 in) units. The fact that the cabin is parallel over most of its length and with a constant frame pitch, except around the wing box area, results in a minimum number of different furnishing panels.

September 1990 Page: 25.06 EQUIPMENT/FURNISHING AIRCRAFT

Standard Seat Layout 25

In its baseline configuration, the MPC75 provides single-class accommodation for 91 passengers at 32" pitch in a single-aisle, five-abreast, arrangement (see Fig. 25-3). Other interior configurations are available for enhanced cabin flexibility. The four seat rails running the length of the cabin allow 4 or 5 abreast seating (see Fig. 25-4). Standard and optional toilet and galley positions are provided at each end of the cabin either side of the entrance areas (see Fig. 25-6 and Fig. 25-7).

The seat rails are spaced apart so äs to give approximately equal space under each seat, in 5 abreast seating, for carry-on baggage (see Fig. 25-5).

Fixed galleys and lavatories are attached to the aircraft structure by bolts at hard points.

Lavatories are manufactured äs preassembled wet cells with an integrated floor panel designed äs a bowl for leakage protection.

September 1990 Page: 25.07 MPC EQUIPMENT/FURNISHING AIRCRAFT Fig. 25-3 Standard seat layout 25

Baseline seat layout: 91 seats 32" pitch

A: Attendant seat G: Galley L : Lavatory S: Stowage W: Wardrobe September 1990 Page: 25.08 MPC EQUIPMENT/FURNISHING AIRCRAFT Fig. 25-4 Alternative seat layouts 25

Economy seat layout: 89seats 32"pitch

A: Anendant seat Mixed class layout: 8 seats 36" pitch G: Galley L : Lavatory 74 seats 32" pitch S: Stowage W: Wardrobe September1990 Page: 25.09 EQUIPMENT/FURNISHING * MBQ

Cabin cross-section 25

Each seat is fitted with a two-point seat belt and gives a high degree of comfort with the following features: - Lightweight aluminium structure - Reclineable back - Füll width table - Ashtray built into the armrest - Seat back pocket - Stowage for lifevest.

Passenger Service and information panels are provided above each seat row and are designed and installed with special consideration for passenger convenience. The panels are fully adjustable to match variations in seat pitch where optional cabin layouts are chosen. The features provided on each panel are:

- Readinglight - Individual air outlets - Attendant call buttons - Fasten seat belt/no smoking sign - Loudspeakers - Emergency oxygen.

September 1990 Page: 25.10 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-5 Cross-section

5 - abreast arrangement 4 - abreast arrangement all-economy class first-class

63 " - 20 " - 42" 50" - 23 " - 50"

September 1990 Page: 25.11 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-6 Location of galleys 25

The Standard aircraft is equipped with one galley in the forward cabin (G1).

Standard options are located in the forward cabin (G2) and in the aft cabin (G3, G4.).

Standard - G1 Option - G2, 63, G4

September 1990 Page: 25.12 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-7 Location of lavatories 25

The Standard aircraft is equipped with two lavatories, both in the aft cabin.

Standard options are located in the forward and rear cabin areas.

Standard - E,F Option - A,C

September 1990 Page: 25.13 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-8 Location of cabin attendant seats 25

The Standard aircraft is equipped with two cabin attendant seats, one forward cabin (A1) and one in the aft cabin (A2).

Standard options are located in the aft cabin areas (A3.A4).

Standard - A1, A2 Option - A3, A4

September 1990 Page: 25.14 MPC EQUIPMENT/FURNISHING AIRCRAFT

Overhead stowage compartments 25

For passengers' carry-on luggage the cabin is equipped with lateral overhead stowage compartments running along each side of the cabin above the passenger seating area. Each compartment is approximately 80" (2032 mm) and can carry a load of TBD Ib (TBD kg).

In the Standard all-economy seat layout with 91 passengers the total stowage volume is approximately 184 cu.ft. (5.2 m3). Thus there ist approximately 2 cu. ft. and TBD Ib (TBD kg) per seat.

A handrail is incorporated into each stowage compartment.

The optional overhead stowage bin has in the Standard all-economy seat layout with 91 passengers a total stowage volume of approximately 217 cu. ft. (6.14 m3). Thus there is approximately 2.4 cu.ft. and TBD Ib (TBD kg) per seat.

Fig. 25-9 Standard bins Fig. 25-10 Optional bin

September 1990 Page: 25.15 EQUIPMENT/FURNISHING

Emergency equipment provisions 25 The MPC 75 meets the JAR/FAR safety requirements for passenger emergency evacuation. The speed of evacuation is enhanced by: - 20" wide aisle - 72" (H) x 34" (W) door fwd. left side and 55" (H) x 30" (W) door fwd. right side - 72" (H) x 30" (W) door aft left side and 55" (H) x 30" (W) door aft right side

The main doors are fitted with single lane slides. All slides are of inflatable type using compressed air. Escape slide illumination is achieved with lights integrated into the slides and powered from the aircraft emergency lighting System.

As an option, all passenger/service doors can be equipped with slide rafts instead of escape slides, which are furnished with survival kits. The slide rafts can be disconnected from an inoperative door, moved to another door and mounted to the structural slide raft fittings.

In easily accessible positions in the passenger compartment, the following safety equipment is installed: - fire extinguishers, - protective breathing equipment, - portable oxygen units, - flashlights, - crash axe, - life vests, - megaphone, - first aid kits, etc.

September 1990 Page: 25.16 MPC EQUIPMENT/FURNISHING AIRCRAFT Fig. 25-11 Escape slide arrangement 25 Type C door Type C door 30"x55"exitwith 30"x55"exitwith single lane slide or single lane slide or slide-raft. slide-raft.

Type C door Type C door 34"x72"exitwith 3o"x72"exitwith singie lane slide or single lane slide or slide-raft. slide-raft. September 1990 Page: 25.17 EQUIPMENT/FURNISHING

4. Underfloor cargo holds 25 The forward and aft cargo holds are designed for bulk loading and to meet the requirements of "class D" regulations. Smoke warning System is available äs an Option, äs well äs a cargo Ventilation System.

The basic doors are outward opening.

A semi automatic "sliding carpet" cargo loading System is available äs an Option.

September 1990 Page: 25.18 MPC EQUIPMENT/FURNISHING AIRCRAFT

Fig. 25-11 Location of cargo hold compartments 25

0000000000000000000000000000 rrn

September 1990 Page: 25.19 MPC FIRE PROTECTION AIRCRAFT

26

Contents

General

2 Fire Protection Engines and APU

3 Smoke Detection Electronic Bay

4 Cargo Hold Smoke Detection

5 Portable Fire Extinguishers

6 Lavatory Fire Protection

September 1990 Page 26.01 FIRE PROTECTION

1. General 26 Aircraft fire and smoke protection Systems are provided for:

- Engine and APU, fire detection and extinguishing Systems - Electronic bay smoke detection System - Automatic waste bin fire extinguishing System and smoke detectors in lavatories

Portable fire extinguishers are installed in the flight deck and the passenger cabin.

2. Fire Protection Engines and APU

2.1 Detection

The detection loops for the engines and the APU are of pneumatic type. All detection loops are duplicated (Loops A and B). The Fire Source Detection Units (FSDU 1/2) 'acts' äs the 'central manager' between the Systems and the EIS äs well äs the overhead panel control and indication devices.

September1990 Page 26.02 FIRE PROTECTION

2.2 Extinguishing

The extinguishing System for each engine consists of two extinguisher bottles (APU one bottle), instalied in the pylon area (engines). The APU extinguishing bottle Installation is close to the APU compartment. The bottles can be discharged by means of wired cärtridges. The APU fire extinguishing System is provided with an automatic sequence for fire extinguishing in an emergency case on ground if qualified personnel is not present in the cockpit. Extinguishing agent: HALON 1 301

3. Smpke Detection Electronic Bay

Smoke in the electronic bay is detected by Ionisation type smoke detectors, instalied in the air extraction duct. The smoke detector is connected to the FSDU and warnings are given on the Smoke Detection Panel (Overhead Panel) and associated Information will appear on the EIS.

4. Cargo Hold Smoke Detection

Can be provided äs an Option.

September1990 Page 26.03 FIRE PROTECTION • MEG

5. Portable Fire Extinguishers

Portable fire extinguishers are instalied at appropriate location in the flight and passenger compartment. Extinguishing agentwill be HALON 1211.

6. Lavatory Fire Protection

A smoke detector is instalied in the air extraction duct from each lavatory. The detectors are connected to the FSDU. Audio and visual warnings of lavatory smoke are provided in flight compartment and at the attendants panel. Fire extinguishers will discharge automatically.

September 1990 Page 26.04 MPC FIRE PROTECTION AIRCRAFT

(OPTION) CARGO HOLD 26 ENGINE 1 ENGINE 2 APU E.E.BAY LAVATORY SMOKE FIRE/OVERHEAT FIRE/OVERHEAT FIRE/OVERHEAT SMOKE SMOKE DETECTION DETECTION DETECTION DETECTION DETECTION DETECTION

l i i FIRE SOURCE DETECTION UNIT DISCRETE FIRE SIGNALS FIRE SOURCE DETECTION UNIT (FSDU1) ( FSDU 2) 7\G

OVERHEAD PANEL FIREEXTINGUISHING CABIN CENTR. CONT.MONITORING FIRE CONTROL PANEL SMOKE MAINTE PRESSURE/SQUIBS SYSTEM NANCE ENGINE 1 APU ENGINE Z WARNING ENGINES FACILITIES SYSTEM APU

September 1990 FIG. 26-00 Fire Protection Page 26.05 MPC FLIGHT CONTROLS AIRCRAFT 27

Contents

* General Architecture

Flight control and guidance Computers Computer volume comparison

September 1990 L FLIGHT CONTROLS

General 27 M PC flight control is achieved by conventional surfaces which are f ully powered by hydraulic actuators. The flight control System is designed äs a Fly-By-Wire (FBW) System based on two different types of digital Computers. The aircraft' s primary flight control Systems - , roll spoilers, elevators, Trimmable Horizontal (THS) and - control pitch, yaw, and roll flight attitudes. The secondary System comprises slats and flaps for high lift configuration, speed for deceleration, and lift dumpers to improve braking efficiency.

Some setected features of MPC flight control are:

• 3-axes FBW in pitch, roll, and yaw. • Mechanical linkage to one rudder actuator and the THS • Modern cockpit design with side stick Controller. • Modern control laws for improved handling and safety. • Aircraft dispatchable after any single electrical flight control Computer failure or any single failure affecting , Spoiler or THS control. • No operational reduction after a single hydraulic failure in flight. • Easy Identification of System failures with ECAM / Flight Warning System • High concentration of Computer tasks in each Computer module reduces EFCS-complexity. Flight control Computer capacity can be reconfigured.

September 1 990 Pa9e : 27-01 MPC FLIGHT CONTROLS AIRCRAFT Architecture GND-Spoiler •GND-Spoiler 27 Roll" •Roll Speedbrake PCU Speedbrake

A1 A2

B B PCU ~I r Flaps B Flaps B A2-—B1 A1 B1 B2 A2 B1 B2 A2 B2 B1 A1 B2

Pitch trim handwheels — B2 Motor 1 A1 A2 B FCGCA B1;> Motor 2 B Motor 3 i A2 A1 IOM IOM 1 2 B B1 B2 l 3 l Kfl 1 l NL_d_l THS Actuator G B G G r A1 B1 B1 A1 Rudder Pedals Page: 27.02 September 1990 A2 B2 B2 A2 MPC FLIGHT CONTROLS AIRCRAFT

27 Sidestick positions . Nosewheel steering, Flight Control Auto brake Rudder pedals position Guidance Computers Pitch trim control . Warnings, Indications, Maintenance, Recording Rudder trim control Speedbrake control lever position Slat / flap control lever position Elevators

Air data moduls 1,2,3 AHRS 1,2,3 Ailerons RA 1,2 LGCIU 1,2 Wheelspeed r Rudder Hydraulic pressure sensors Accelerometers Trimmable Horizontal Yaw rate gyros r Stabilizer EIU l FCU |T Spoiler FMC l l Autopilot sensors (ILS/VOR/DME ...)• l L Flaps/Slats position l l Rudder pedals ünks_ J l Pitch trim handwheels l

September 1990 Page: 27.02a MPC FLIGHT CONTROLS AIRCRAFT

Flight Control and Guidance Computer (FCGC) 27

IOM PSM CPM IOM PSM CPM IOM PSM

1 1 1 3 3 2 2 2

15MCU

September 1990 Page: 27.03 MPC FLIGHT CONTROLS AIRCRAFT

Flight control and guidance Computers 27 Flight control, envelope protection and flight guidance cpmbutation is achieved by two dissimilar Computer Systems: FCGC A and FCGCB. • Each FCGC comprises two Computer Modules (CPM) each of them similar in hardware but dissiuiilar in Software, and three l/O-Modules (IOM) which connect the FCGC to the pilot1 s controls the actuators, and the other and sensors. Each CPM consists of two Computing lanes which check each other.

FCGC A FCGCB

September 1990 Page: 27.04 MPC FLIGHT CONTROLS AIRCRAFT

FCGC failure analysis 27

Normal Operation Flight control Flight guidance Flight control Flight guidance Ist Failure Flight control Flight control Flight guidance i i 2nd Failure Flight control Flight control 3rd Failure

Normal Operation 4th Failure 5th Failure 6th Failure TTTI T r TT FCGC A FCGC B Page: 27.05 September 1990 MPC FLIGHT CONTROLS AIRCRAFT

Computer volume comparison 27 A320 MPC75

MCDU 2 2 FCU 1 1

32

FMGC- 2x8

Autoflight 12 FAC i FMC2 6 «/V/oQ Computer FMC1 Vnli imp 6 MCU SFCC 2x5

FCGC FlightControl ELAC A/B 2x6 2x15

SEC 30 3x8

FCDC2x2 September 1990 50 Page : 27.06 FLIGHT CONTROLS MPAIRCRAFCT

Roll control 27

Spoiler Spoiler 4 3 2 LU [J] 2 3 4 A A - A A Aileron t t t it /Aileron B G Y Y G B 1t t t B G ) B G FCGC A FCGC B ) ) t J ) A i 1 ) ) IOM| IOM ! lOtol IOM| IlOM ! ION/I 1 1 o ' t ' 1 l l 9 *} — > h—r1l l-r-r2 l 1L TJ —1 1 L,—' pl1 L, — rlL h - _—J ' SA\r ff II f S S

September 1990 Page: 27.07 MPC FLIGHT CONTROLS AIRCRAFT

Pitch control 27

THS actuator I Hydraulic motors THS FCGCB Elevator Elevator FCGCA Electric motors

IOM IOM [iöiüj Hydraulic l n \3_l actuators fT TT

f f_ ' S X

September 1990 Page: 27.08 MPC FLIGHT CONTROLS AIRCRAFT

Yaw control 27

Trim actuator Artificial feel C September 1990 Page: 27.09 MPC FLIGHT CONTROLS AIRCRAFT

Ground spoiler control 27

Spoiler Spoiler Speed 4 32 1 1234 Brake FCGCA FCGCB Lever iiil IM l IOMI IOM IOM IOM [iÖM| 1 2 1 2 B L,-! TTTT TTTT

X X X /

Throttle Weight On Wheels

September 1990 Page: 27.10 FLIGHT CONTROLS MPAIRCRAFCT

Speed brake control 27

Spoiler Spoiler a mm m ["DOGGE t±l ttrt

FCGCjA FCGC B J J J J J T Lever

IOM IOM |l

X s X

September 1990 Page: 27.11 MPC FLIGHT CONTROLS AIRCRAFT

Slat / f lap control 27 FCGCB

PCU : Power Control Unit 1 : Flap/slat lever 2: Command sensors 3 : brake 4 : Asymmetry position pick - up 5: Gearbox 6 : Rotary actuator 7: Flap carriage 8: Feedback position pick - up 9 : Torque shaft 10: Instrumentation position pick - up

to ECAM and flight warning system

September 1990 Page: 27.12 MPC FUEL AIRCRAFT

28

Contents

1 - Storage 2 - Vent System 3 - Distribution 4 - Refuel / Defuel 5 - Quantity Indication

September 1990 Page 28.01 FUE• VJE-LL AIRCRAFT

28 1. Storage Fuel is stored in two , one in each outer wing box. The tanks are an integral part of the wing structure. 2% expansion space is provided in each . The engines are fed from collector tanks between 1 and rib 2, which are protected by flapper valves. Water drain valves are installed at the Iowest points of each tank. A vent surge tank is located near each wing tip, which collects fuel spilled into the vent System.

Total wing fuel: 10,000 l (8,000 kg; density: 0.8 kg/l)

The centre wing box is free for a later capacity enlargement.

2. Vent System

Open vent System with non-icing NACA air inlet in outboard vent surge tank. Flame arrestors protects surge tanks against ground fire. Fuel spilled into the surge tanks is discharged back into the main tanks.

Optional centre tank vented via left hand vent surge tank.

September 1990 Page 28.02 AIRCRAFT

3. Distribution 28

Each engine is fed from two electrical bopster pumps (1 1 5 V AC 3-Ph.) located in the adjacent collector tank. Pumps are canister housed for removal without draining the tanks. One pump can supply one engine under all conditions. Pumps are controlled by pushbuttons on the overhead fuel control panel and monitored by pressure Switches, sensing at the outlet of each pump. Fuel shutoff valves with double electrical actuators are mounted at the front spars. The isolation of an engine is controlled by the engine master switch and the fire pushbutton. A crossfeed valve with a double electrical actuator allows fuel supply from both tanks to one engine or from one tank to both engines. The crossfeed valve is controlled by a pushbutton on the overhead fuel control panel.

Optional center tank with two pumps. Pumps identical to the wing tank pumps.

The APU is supplied from the LH supply System. On ground, a battery powered APU pump can be used. The pump is canister housed. Pump control automatically by pressure switch. The APU fuel line is shrouded in pressurized areas of the fuselage and drained overboard. An APU shut-off valve with double actuator is mounted at the rear spar. Valve control is by the APU master switch and the APU fire pushbutton.

System control on overhead fuel control panel. System Status and failure indication on Electronic Instrument System (EIS) displays.

September 1990 Page 28.03 FUE• UCLL AIRCRAFT

4. Refuel / Defuel 28

Single pressure refuel coupling (2.5" Standard) under RH wing leading edge. Max. refuel rate 1200 l/min with 50 psig nominal pressure at the coupling. Refuel valves are solenoid actuated with manual override. Refuel valves canister housed. No fuel remaining in refuel pipe due to air inlet valve.

Automatic refuel distribution by use of Fuel Quantity Measuring System. Independent refuel shut-off by 'High Level' sensors. Refuelling possible by using battery power only. Refuel panel located in RH wing fairing. It contains refuel and defuel valve control Switches, fuel preselector, digital indicators for preselected fuel, total fuel and fuel in each tank and 'High level' indication lights. Cockpit refuel panel optional, allows preselection of required fuel quantity. Defuel valve electrically actuated, manually controlled from refuel panel. Defuelling and fuel transfer from one tank to another possible by using the booster pumps.

Gravity filling point provided for each wing tank.

September 1990 Page 28.04 FUE• i-lt-L L AIRCRAFT

5. Quantity Indication 28

Fuel Quantity Indication

Capacitance type measuring System with linear probes. Computation by dual channel Fuel Quantity Control Computer (FQCC). Densitometer in each wing tank. Individual connection of all probes with FQCC for BITE function. ARINC 429 connection to Refuel Panel and aircraft Systems. Digital indication of fuel quantity on EIS and Refuel Panel Digital indication of fuel temperature on EIS, one temperature sensor located in each wing tank.

Level Sensing 'Low level' warning and 'high level' refuel shut-off controlled by independent level sensing stage, integrated in FQCC. One 'Iow level' sensor and one 'high level' sensor in each tank. Independent power supply. Sensor BITE control via FQCC.

Secondary Fuel Quantity Indication

Magnetic Level Indicators (MLI) can be used on ground in connection with an attitude monitor and correction charts.

Provision for centre tank equipment similar to wing tanks (except temperature measurement).

September 1990 Page 28.05 MPC FUEL AIRCRAFT

Fuel System Schematic

/ ENG \8

SINGLE POINT PRESS. REFUELING

FLOAT VENT VALVE SURGE TANK

NACA FLUSH AIR

September 1990 Page 28.06 MPC HYDRAULIC SYSTEM AIRCRAFT 29

Contents General

2 Hydraulic System description

3 Installation and distribution

4 Indication and control

5 Ground handling

October1990 Page 29.01 HYDRAULIC SYSTEM AIRCRAFT

1 - General 29

The hydraulic System powers the hydraulic actuation for the flight control System, the landing gear and the braking system. It consists of three fully independent hydraulic circuits, äs there is no manual mode for the flight control.

The system failures including dormant failures shall not prevent continued safe flight and landing unless they are extremely improbable.

3000 psi supply pressure is delivered from pumps with variable displacements. All pumps are of conventional types.

The fire-resistant is of phosphate ester type.

October1990 Page: 29.02 HYDRAULIC SYSTEM

OQ 2- Hydraulic System description ^^

Three independet hydraulic circuits - called No.1 / green System, No.2 / blue System and No.3 /yellow System are continuously operating and supply power to their respective sub Systems äs shown on the page 29.08.

No. 1 System / green derives primary power from one engine driven pump ( EDP ) mounted on the left engine . Additional power is provided by an electric driven pump .

No. 3 System / yellow is similar, except that the EDP is mounted on the right engine . The System includes also an electric driven pump . No. 2 system / blue is powered from a continuously operating electric driven pump .

Each hydraulic System has an air pressurized reservoir .

In case of double engine failure,emergency hydraulic power will be provided via a ram air turbine ( RAT ) to the blue system .

October1990 Page: 29.03 HYDRAULIC SYSTEM ^MEAIRCRAF£T 29

The primary flight control servos are protected against high flow consumers by priority valves .

High pressure filters are installed in each pump delivery line providing a continuous cleaning of the hydraulic fluid The return and the case drain lines are equipped with Iow pressure filters .

The high pressure lines of all hydraulic circuits are protected against overpressure by relief valves

3- Installation and distribution

In order to meet the segregation requirements the three hydraulic circuits are separated in such a manner that at least one System remains undamaged at any one failure . This consideration includes all components and the pipe routing located in the areas exposed to damage i.e. due to engine desintegration, tyre burst or accumulator burst.

The hydraulic consumers are distributed to the three hydraulic circuits in a way to provide a well balanced and efficient System with adequate redundancy .

October1990 Page: 29.04 HYDRAULIC SYSTEM AIRCRAFT 29 Provision is made for the Installation of manifolds in each hydraulic circuit . These manifolds include hydraulic components which help to minimize the number of pipes and unions and provide easy maintenance.

Different materials for the pipes are considered : - Titanium alloy for all high pressure pipes . - Aluminium alloy , corrosion protected , for all Iow pressure pipes such äs return , suction and drain pipes. - Stainless steel for all high and Iow pressure pipes installed in the fire exposed areas and for coiled pipes.

October1990 Page: 29.05 HYDRAULIC SYSTEM AIRCRAFT

4- Indication and control 29

Indication is provided on the ECAM displays and on the overhead panel for the following Parameters:

- Reservoir Iow pressure level - Reservoir quantity - Reservoir Iow air pressure - High System pump pressure - Low System pressure - Fluid temperature

The two engine driven pumps, the electric driven pumps , the deployment of the RAT and the EDP-depressurizing valves are controlled by push buttons . The fire shut-off valves are controlled by the engine fire handles .

October1990 Page: 29.06 HYDRAULIC SYSTEM AIRCRAFT

5- Ground handling 29

Reservoir refilling is provided by means of a hand-pump and refilling selector valve which allows to select the reservoir to be refilled .

External ground connections for the electric and hydraulic power supply are available .

The three hydraulic reservoirs can be externally air pressurized by means of a separate centralized connection.

October1990 Page: 29.07 MPC HYDRAULIC SYSTEM AIRCRAFT

29

MAIN SYSTEM MAIN ACC SYSTEM ACC

PRIORITY VALVE

October 1990 Page: 29.08 MPC IGE AND RAIN PROTECTION AIRCRAFT

30

Contents General

2 Wing Anti Ice (WAI) System

3 Nacelle Anti Ice (NAI) System

4 Ice Detection System

5 Cockpit Windows

6 Probe Hearing

7 Waste Water Drain Mast Heating

8 Rain Removal System

SEPTEMBER 1990 Page 30.01 ICE AND RAIN PROTECTION AIRCRAFT

1. General 30 Critical areas of the aircraft are protected against ice by hot air Systems or electrical heating. The permits unrestricted aircraft Operation in ice and rain conditions.

1.1 Hot Air Systems - The slats outboard the engines of each wing - The engine air

1.2 Electrical Heating Systems - The fligr^t compartment Windows - The air data probes and sensors - The waste water drain mast

1.3 Rain Removal

- The front windshields by wipers - Rain repellent fluid System (Option)

SEPTEMBER 1990 Page 30.02 IGE AND RAIN PROTECTION

2. Wing Anti Ice (WAI) System 30

2.1 Description

The slats outboard the engines are protected by means of hot air. The air is taken from the pneumatic System and the supply to each wing is controlled by shut-off/pressure reducing valves. A flow limiter (orifice) is fitted downstream of the valve. A telescope duct feeds the piccolo tube in the slats. The hot air passes through slots and exhausts via holes along the slat rear skin and discharges through gaps between the slat trailing edge and the fixed wing.

2.2 System Operation

The System will be controlled automatically by the IGE DETECTION CONTROL LOGIC, which is connected to two ice detectors. In case of one ice detector failure indication on the EIS is shown and manual System control is possible (Pushbuttons on the overhead panel).

3. Nacelle Anti Ice (NAI) System Description: The engine are anti-iced by hot air. The control valve (ON/OFF) is operated automatically from the Ice Detection Control Logic or manually by the use of the pushbuttons on the overhead panel.

SEPTEMBER 1990 Page 30.03 ICE AND RAIN PROTECTION • MEß-

4. Ice Detection System 30 The ice detection System is a primary System with 'AUTO'-control for WAI and NAI. Therefore two ice detectors are installed and connected to the Ice Detection Control Logic. In case of one ice detector failure Information will be given on the EIS and System Operation control for WAI and/or NAI is manually possible.

5. Cockpit Windows

The windshields and side Windows are protected against fogging and icing by electrical heating whereas the windshields are additionally demisted by conditioned air. Control and monitoring units on each side monitor, control and regulate the System. On each side temperature control of front and lateral Windows are independent. Engine starting automatically initiates the System functioning.

6. Probe Heating

Air data probes and sensors (TAT) are electrically heated. In order to allow correct Operation of the aircraft after a major electrical power supply failure, one System is supplied from the emergency electrical supply.

SEPTEMBER 1990 Page 30.04 IGE AND RAIN PROTECTION AIRCRAFT

30 7. Waste Water Drain Mast Heating

The lavatory/galley waste water drain masts are electrically heated to prevent ice formation. The heating level is automatically reduced when the main landing gear is extended. Heating is operative äs long äs power is avaiiable.

8. Rain Removal System

Each front windshield is equipped with a two speed electric wiper. A rain repeilent System can be instalied optionally.

SEPTEMBER 1990 Page 30.05 MPC IGE AND RAIN PROTECTION AIRCRAFT

Wing Anti Ice 30

ENGINE 'Crossfeed- BLEEDAIR valve

11

ECS1 ECS2

APU BLEED AIR

Control Volve Restrictor

Supplyduct Telescopic Duct Flexible Interconnection Piccolo Tube

SEPTEMBER 1990 Page 30.06 MPC IGE AND RAIN PROTECTION AIRCRAFT

Nacelle Anti Ice and Ice Detection 30

Engine 2

Antiiced area

ANTI IGE

WINQ ENG.2 Hot Air supply duct Valve, ON/OFF

Valve position indicating Valve position control Engine 1 ICE DETECTION

Ice Detector 1 CONTROL LOGIC

l Ice detector Signal ICE /ce Detector 2 l TOEIS Electr.Power l

SEPTEMBER 1990 Page 30.07 MPC INDICATING / RECORDING AIRCRAFT 31

Contents

1 - Cockpit panels

2 - Electronic instrument System

3 - Standby instrument

4 - Recording

I INDICATING AND RECORDING

31

1 - Cockpit panels

i September 1990 Page: 31.01 MPC INDICATING AND RECORDING AIRCRAFT

Main Instrument panel Flight control unit 31 EFIS control panel Master warning/caution l

STANDBY INSTRUMENT DISPLAY

t~~Side panel Standby ECAM displays Landinggear Side panel • Instrument L—and brake EFISdisplays- panel panel EFISdisplays

September 1990 Page: 31.02 MPC INDICATING AND RECORDING AIRCRAFT

Pedestal 31

In addition to the thrust levers and engine control functions the main features are: PITCH TRIM KHEELS

DC HBfa - Pitch trim wheels 00000 aq 00000 00000 100000 - Flap/slat control lever l©©©00000 0©©EI0000 ©0000000 ©0000000 - Airbrake control lever ©0000000 ©0000000 O0OEBQ0S O0O0EKD0B - Rudder trim panel - Multipurpose Control and Display Units (MCDU) for flight management, maintenance.data link, etc. - Radio Management Panels (RMP) for communica-

tion and navigation control function v*rt «t t t* l t*t Ml CM öooöööo 5 OOOOOO - Audio Control Panel (ACP) for intercommunication, fi @E O-H3 $ m-g O~Q 0>l «• X >l OOOO OO 0006 öS transmitting/receiving function .T - Lighting Control Panel O ü O - Gravity landing gear control handle for emergency function B B B E3 B H rl£Ki' »W'lf.^ B 0 B B B B (jg) El B g) _EL

SEPTEMBER 1990 Page:31.03 MPC INDICATING AND RECORDING AIRCRAFT

Jiovn • Overhead panel BHENT l B 31 OH3 M iu

normal situations. t VENTILATICSfT D cn. «• tarn ot int

g U> PBtSS dTT> qö WH v/t nv. um n. „ »

CALLB IM PROOE/WMXJW C3 ICAT •CMll

RAIN RPLNT W1PER RAIN WLNl WIPtB ATJB.T,

SEPTEMBER 1990 Page: 31.04 INDICATING AND RECORDING

2 - Electronic Instrument System (EIS) 31

EIS components

Six identical flat panel Display Units (DU) Size 7.25" x 7.25", füll colour, high resolution Integrated graphic generator Internal source switching (DMP)

Three Display Management Processors (DMP) Digital High Speed (HS) data link to display units No.3 DMP may replace either No.1 or No. 2

- Flight Warning processing integrated in the DMP's Fully redundant warning/caution generation

Two Warning Acquisition Concentrators (WAG) Fully redundant System data acquisition

September 1990 Page: 31.05 MPC INDICATING AND RECORDING AIRCRAFT

EIS general arrangement 31

EFIS EFIS control panel control panel

Navigation Display Navigation Display

Primary Flight Primary Flight Display ~~ Display

ECAM Transfer SEPTEMBER 1990 control panel switching panel Page:31.06 MPC INDICATING AND RECORDING AIRCRAFT

Electronic Instrument and Flight Warning System 31

fEFIS l FCU EFIS 2l

ECAM CONTROL PANEL

WXR WXR SEPTEMBER 1990 Page:31.07 j_ INDICATING AND RECORDING ® MIEAIRCRAFST

3 - Standby Instrument 31

Air Data Modern design with smart probes, i.e. transducer and electronic modules are integrated in one airdata module

and assembled directly at the aerodynamically compensated probes. Through serveral wholes Ptot, Ptat and AOA can be measured. With an input from a TAT probe the module calculates TAS, MACH and ALT. Advantage: - No more tubing - TAS indication, also MACH is possible - Indication in a symbology similar to PFD

September 1990 Page: 31.08 INDICATING AND RECORDING MPC AIRCRAFT

Standby 31 LCD-Display

SEPTEMBER 1990 Page:31.09 r MPC INDICATING AND RECORDING AIRCRAFT

Standby instruments 31

MAGN.NORTH MAGN.NORTH TAS.MACH RADIAL LOC/GS BEARING STANGE ATTITÜDE ATTITÜDE ALTTTÜDE

W 3 GC u. zUJ o»c »QC £< a5 O Q 5 S? Q

BATTERY POWER BUS 24VDC SEPTEMBER 1990 Page:31.10

PROBE HEATER MPC INDICATING AND RECORDING AIRCRAFT 4 - Recording System 31

Mandatory recorder System to fullfill all applicable airworthiness authorities requirements: DATASOURCES - ICAOAnnexö - CAASpecNo.lOA - EUROCAEED-55 FDIU Use of basic available aircraft avionic System data collection and validation capacities.

Equipment \

- Flight Data Interface Unit (FDIU)

- Linear Accelerometer (LA)

- Digital Flight Data Recorder (DFDR) (optional äs Solid State Flight Data Recorder) QAR - optional Quick Access Recorder (QAR) with same data set äs DFDR or free programmable

September 1990 Page:31.11 MPC LANDING GEAR AIRCRAFT

32

Contents

General Landing gear Operation Braking System Steering System Landing gear arrangement Main landing gear

Nose landing gear

September 1990 LANDING GEAR AIRCRAFT

General 32

The MPC 75 landing gear is of the conventional retractable tricycle type with direct action shock absorbers. The main landing gear is wingmounted and retracts sideways into the fuselage. The nose landing gear retracts forward into the fuselage.

All tires shall be of the radial type. The main gear tire size is H40x14-R19 and the nose gear tire size is 24x7.7-R10. Bias tires shall be also available in the same size äs an Option.

Landing gear Operation

The nose and main landing gears are operated by hydraulic actuating jacks. The landing gears are mechanically locked in the fully extended and retracted positions. The sequence of the gears is electrically controlled by duplicated Systems incorporated in a Landing Gear Control and Interface Unit (LGCIU) which utilises proximity Switches to detect the various gear positions. An emergency extension System shall be installed. There are conventional lighted annunciators on the centre Instrument panel and a second display on ECAM to provide visual monitoring of the gear Operation and position.

September 1990 Page: 32.01 LANDING GEAR

Braking System 32

The braking System incorporates four braking modes, besides an antiskid and an automatic braking System (auto brake). The main landing gears are equipped with carbon brakes. Steel brakes shall be optional available. The brake temperature is indicated on ECAM. Provisions are provided for Installation of optional brake cooling fans.

The normal braking mode is supplied by the green hydraulic System. The controi computation is done in a fully digital Brake and Steering Controi Unit (BSCU) which Signals a servovalve for each wheel. For redundancy the BSCU has two identical channels with two separate electrical power supplies.

The alternate braking mode is supplied by the yellow hydraulic System. The pressure is controlled by a hydraulic metering valve and antiskid function is provided through one alternate servovalve for each wheel (signalled by BSCU). The System is not available in this mode.

The alternate braking without antiskid mode is similar to the alternate mode with the exception that the antiskid function is not available.

The parking brake mode is activated by an electrical switch. Switching on the parking brake deactivates all other braking modes. Hydraulic pressure is supplied from the yellow System or from the brake accumulator.

September 1990 Page: 32.02 MPC LANDING GEAR AIRCRAFT

Steering System 32 The nose wheel steering is a hydraulic servo System, electrically controlled from the flight deck via the BSCU. Hydraulic pressure is provided by the green System. In case of loss of hydraulic pressure steering control can be achieved by differential braking or by differential engine thrust. Steering is controlled by two handwheels (±75deg.) or by the rudder pedals (±5deg.). An infernal cam mechanism returns the wheels to the center position (during shock absorber extension) after take-off. If a rollout guidance System is needed, the BSCU can be signalled to provide automatic steering. Landing gear arrangement

Doors driven by the gear

Nose gear

Hydraulically driven doors Doors driven by the gear

September 1990 Page: 32.03 MPC LANDING GEAR AIRCRAFT

Main landing gear 32

VIEW X Pintle axis

Side sfay

fuüy extended

September 1990 Page: 32.04 MPC LANDING GEAR AIRCRAFT

Nose landing gear 32

Refracfion actuator

Steering aduator

\Torque links Tire size 2^7.7-RW

Statte ground line

September 1990 Page: 32.05 MPC LIGHTS AIRCRAFT

33

Contents

1 - General 2- Cockpit 3- Cabin 4- Cargo and Service area 5- Exterior 6- Emergency lighting

September 1990 •••••• ^h^l III ^i^ ^CH^ AIRCRAF. TT"* /""1T"* A T~vT-r<

l- General 33

- Sufficient illumination is provided to passengers, crew and ground Service. - Lights System is designed to comply with requirements of JAR relevant items. -White lighting is used for cockpit illumination. The cockpit lighting is designed to comply with the dark cockpit principle. -The state-of-the-art technology is applied to lights System. -The lights panel is located on the overhead panel in the cockpit.

2-Cockpit

-Two dorne lights with dimming control are installed to provide cockpit general illumination. - Side consoles and its briefcase stowage and map holder lights are installed on each side console. -Floor lights are located beside crew seats. - Instrument and panel integral lighting with remote stepless dimming control are provided. - Flood lights provide illumination for instrument panel and pedestal. -Adjustable reading lights for the captain and first officer are installed in the ceiling. The pedestal flood light isalso used for thethird occupant. - Annunciator light dimming and test function are provided.

September 1990 Page: 33.01 MPC LIGHTS AIRCRAFT

Lights panel 33

FUXJO LT INTEO LT FUXD LT •MMPIt. »»m.«PlD

INT LT OMOWTOLT

EXT LT SIGNS BTROBC BEACON HXNO NAV t LOGO SEAT KLTS K] 9WXIN9 ON ON ON OH ON ON

TAXI oj ON M ^RETRACf*

September 1990 Page: 33.02 LIGHTl—• ^^ • • • S^^ ® AIRCRAFAMP TT> rf-«r>CA eTr

3-Cabin 33

- Four Strips of fluorescent tubes with dimming control are used for passenger compartment general Illumination. - Two fluorescent tubes are installed in each entrance area ceiling. - Call lights are prepared for passengers and crew. - Fluorescent light is provided in each lavatory to illuminate the wash basin and mirror. -A reading light is provided for every passenger seat onthePSUs. - Lighted NO SMOKING, FASTEN SEAT BELT and EXIT signs are provided in the passenger cabin. A RETURN TO SEAT sign is provided in each lavatory. The TOILET OCCUPIED sign is located close to lavatories on the cabin visible wall. - Special galley work lights form part of the fixed BFE galley equipment. The Illumination is provided at the attendant's seat. - Passenger stairway lights are integrated in the stairway.

4-Cargo and Service area -A separate lighting System is installed in cargo hold. The lights are controlled by each cargo door. - Loading area light is sufficient to permit reading of labels on the ground in front of the cargo door. - Service lights and electrical outlets are provided in all Service bays.

September 1990 Page: 33.03 MPC LIGHTS AIRCRAFT

CABIN GENERAL FLUORESCENT LIGHTING 33 AISLE EMERGENCY LIGHTING PASSENGER PASSENGER READING READING LIGHTS LIGHTS

//'//'/////~7 ' ','',/

September 1990 Page: 33.04 LIGHT|_IV2I • • SVJ AIRCRAFT

5-Exterior 33 -Twoforward facing navigation Hghts are installed on both wing tips and a rearward facing is installed in the tan cone. -Two retractable are installed on the fixed underwing panel. -Two fixed taxi lights are installed on the nose landing gear to provide wide beam illumination for taxiing. -Two anti-collision/strobe lights are installed on top and bottom of the fuselage along the centre line. -Two wing and engine scan lights on each side of the fuselage are provided to illuminate the wing leading edge and the engine intake. - Logo lights are provided on both sides of the horizontal tail äs an Option to illuminate the airline's logo on both sides of the vertical tail whenever the landing gear is extended. -Strobe lights at wing tips and tail cone äs an Option are used äs a duplicated navigation lighting System. 6-Emergency lighting -Some of the cockpit lights are used for emergency lighting powered by essential busbars. -Cabin emergency lights are provided to illuminate the aisle area. - A dome light is provided in each lavatory powered from essential busbar. - Evacuation path lights are installed in the stairway and slides. - Floor proximity escape path marking consists of pathway lights and EXIT signs above floor. -The Emergency Power Supply Units equipped with internal Ni/Cd batteries will provide sufficient power to all emergency lights and signs for at least 12 minutes. September 1990 Page: 33.05 MPC LIGHTS AIRCRAFT 33

ANTI-COLLISION LIGHT NAVIGATION LIGHT STROBE LIGHT(OPTION)

LOADING AREA LIGHT

LOGO LIGHT(OPTION) WING AND ENGINE SCAN LIGHT

LANDING LIGHT

September 1990 Page: 33.06 MPC NAVIGATION AIRCRAFT

34

Contents

- General

- Radio navigation aids

- Air data / attitude / heading MPC NAVIGATION AIRCRAFT

Air data and attitude System 34 H WXR hf 1 -« .- r^r^n ^ WARN «--, —i——*— 3rd Pitot.Static AOA TAS, ALT Mach

CPT's f] F/O'S Pitot.Static / Pitot «Static AOA, s AOA, TAS, ALT / TAS, ALT Mach Mach

TAT 1 =L TAT 2

DATA BUSSES TO USER SYSTEMS September 1990 Page: 34.01 NAVIGATION ^ MEß

2 - Radio Navigation Aids 34

The aircraft is equipped with conventional navigation aids. They are automatic tuned through the Flight Management System (FMS), for DME, VOR and ADF, or manual via the Radio Management Panels (RMP).

ILS and MLS will be integrated in one LRU if ever MLS becomes operational. Global Positioning System( GPS) is a Standard Option, and will be integrated in the AHRS or IRS. The Traffic Collision Alert and Avoidance System (TCAS) is an optional Installation (for US operator mandantory 1993)

3 - Air Data and Attitüde System

The aircraft offers a triple Installation of air data Systems and Attitüde and Heading Reference System (AHRS). All installed air data probes are smart probes, which are aerodynamically compensated. They supply the System with pitot, static and alpha air data. The data are converted to ARINC 429 format in the Air Data Modules (ADM) that are mounted directly to the probes. With an input of Total Air Temperature (TAT) the ADMs calculate the miscellaneous air data TAS, ALT and Mach.

Basically the aircraft is equipped with conventional strapdown AHRS updated by two manetic sense units. The installation of an optical gyro Inertial Reference System (IRS) is provided äs a Standard Option. Both sytems are of the same size (4 MCU) an can be upgraded by an optional GPS Integration.

September 1990 Page: 34.02 MPC Navigation AIRCRAFT

Radio Navigation

To DMPs

FCGC 1 FCGC 2 September 1990 Page: 34.03 MPC OXYGEN SYSTEM AIRCRAFT 35

Contents

1 - General 2 - Schematic

September 1990 OXYGEN SYSTEM

35 1 - General Description

Flight Crew Oxygen The crew gaseous oxygen System is schematically shown in figure 35-1 . Each crew Station has a quick- donning mask with a demand regulator installed. The oxygen is supplied from a high pressure oxygen cylinder to masks through a pressure regulator / transmitter assembly and distribution circuit.

The crew oxygen System is capable of supplying oxygen whenever the fails at any altitude

The high-pressure portable oxygen cylinder assembly is used by crew members in case of emergency when fighting a fire , against the emission of smoke and noxious gas with füll mobility if there is a failure ofthefixed crew oxygen System.

Passenger Oxygen Unit The solid state chemical oxygen dispensing units are mounted above the passenger seats and in lava- tories (fig.35-2). Each mask isprovided with continuous flow of oxygen lasting at least 12 minutesafter flow Initiation.

Attendant Oxygen System Above the attendants Station a two-mask chemical oxygen unit is installed to supply emergency oxygen in case of cabin decompression. Each attendant is equipped with a portable oxygen unit which can be used to provide emergency oxygen and first-aid treatment for passengers.

September 1 990 Pa9e: 35-01 MPC OXYGEN SYSTEM AIRCRAFT

2 - Schematic 35 FLIGHT CREW MASK WITH

ATORS OXYGEN H_ INDICATING 3RD L FIRST ANO OCCUPANT'S CAPTAIN'S OFFICER'S SW ITCHING MASK MASK MASK , \L._-!

LP INOICATOR HP INOICATOR

rSUPPLY MANIFOLO HP/LPp i fcr-»„ OVERPRESSURE SAFETY D&CHARGE INOICATOR LP TEST POINT

SOLENOID SUPPLY VALVE

OXYGEN PRESSURE CONTROL ASSEMBLY STORAGE CYLINOER (PRESSURE REOUCER PRESSURE TRANSMITTER)

'PRESSURE GAUGE

Figure 35-1 Crew Gaseous Oxygen System Schematic

September 1990 Page: 35.0Z MPC OXYGEN SYSTEM AIRCRAFT 35

— key— 2mask units(15) 3mask units(20) 4mask units(5)

Flgure35-2/1 Passenger Oxygen System Distribution

September 1990 Page ;:35.03/1 MPC OXYGEM SYSTEM AIRCRAFT 35

- KEY - * = 2MASK UNITSC22) O = 3MASK UNITS(24) A = 4MASK UNITS(6)

FJgure35-2/2 Crew Gaseous Oxygen System Schematic

September 1990 Page: 35.03/2 MPC PNEUMATIC SYSTEM AIRCRAFT

36

Contents

- General - Bleed air System - Engine bleed air supply - Additional sources of bleed air

September 1990 PNEUMATIC SYSTEM AIRCRAFT

General description 36

Bleed air System

The pneumatic (bleed air) System provides hot compressed air for the following Systems / functions:

- Air conditioning - De-icing - Engine starting - Hydraulic and water Systems pressurisation

Engine bleed air supply (see figure 36.10)

Each engine has its own bleed air supply control System, normally isolated from each other by the crössfeed valve. Bleed air is drawn from either an intermediate pressure (IP) stage or a high pressure (HP) stage of the engine compressor, depending on flight mode (power setting). In the climb and cruise modes, IP bleed air pressure is high enough to satisfy system requirements and the HP control valve remains closed.

September 1990 Page : 36.01 PNEUMATIC SYSTEM

In descent mode ( Iow engine power setting ) the l P bleed air pressure is inadequate for system requirements. The drop in pressure allows the HP control valve to open. HP stage bleed air then supplies the bleed system, while isolating the l P stage by ciosing the l P stage check valve.

IP or HP bleed air is consequently passed through the pressure regulator, overpressure valve and finally the precooler heat exchanger to provide user Systems with pressure and temperature controlled bleed air.

Additional sources of bleed air are : - Ground supply unit - via HP ground connector -TheAPU

Under normal flight conditions the bleed air system functions fully automatically. A dedicated bleed air monitoring Computer (BMC) monitors each engine bleed system, and provides indication for crew action when system faults occur.

September 1990 Page : 36.02 MPC PNEUMATIC SYSTEM AIRCRAFT

ArchiteCture LEFT WING CENTER FUSELAGE RIGHT WING IGE PRO1ECTION | 36 s/ \ / RIGHT WING ..oln i". ENGINt 1 AND PYLON \^WING ENGINt '2 AND PYLUN •^i S £~AN AIR BLEED PACK PACK r^" FAN AIR BLEED] ("} lx\E NO 1 NO 2 A ^A__/^ V_S/ N-^ > ' > '

l\et INTERMEDIATE V PRESSURE PRESSURE BLEED BLEED /-V-/KL -\5VI V> ^-f^fy ^5/^_'ÄV-O^ SYSTEM R^ PRESSUR1 NATION NAGEL LE NACELLE ANTI-ICE ANTI-ICE r-4- r^'

0 \\^ o —.5 ^. 6x-, v ^r*<$ *• > p- 'i A O*$ W '^ \Cx ^ igK) HIGH \x^ HIGH PRESSURE l ! ,>. \N AIR PRESSURE BLEED ^ BLEED <^ ^> 1 1 1 i FAM ATD X 5^1 EXHAÜSTED (£) EXHAÜSTED A.* OVERBOARD ™ OVERBOARD V^ \R TO ^ GROUND ^ ,0< 1 STARTER CONNECTOR t i 1

fVl PRESSURE CONTROL t.J 1. HIGH PRESSURE CONTROL VALVE I/\ AND SHUTOFF VALVE APU 2. PRESSURE REGULATING AND SHUT OFF VALVE CONTROL OR SHUTOFF VALVE ^ 3- OVERPRESSURE VALVE CHECK VALVE 4. FAN AIR CONTROL VALVE FIGURE 36.1ft BLEED AIR SUPPLY-SCHE.MATIC 5. HEAT EXCHANGER (PRECOOLER)

6. CROSSFEED VALVE September 1990 Page : 36.03 MPC WATER / WASTE AIRCRAFT

38

i r

Contents

1 - General

2 - Potable Water

3 - Waste Water

4 - Waste Disposal

5 - Air Supply

September 1990 Page: 38.01 MPC WATER / WASTE AIRCRAFT

1. General 38 The aircraft is equipped with water and waste facilities. The System supplies potable water for the galleys and lavatories, and the waste disposal Service allows waste water from the galley and teilet wash basins to drain from the aircraft, via drainmasts fitted at the underside of the fuselage. The teilet waste contents are collected in tanks directiy connected to the teilet flush System.

2 . Potable Water The potable water is stored in a 60 liter (15.5 USgal) reservoir which is installed in the pressurized underfloor area forward of the centre wing box. The tank is manufactured from glass fibre composite and pressurized from the bleed air System.

September 1990 Page: 38.02 WATER / WASTE

3 . Waste Water 38 Waste water from the basins in the lavatories and galleys is drained out of the aircraft via two electrical heated drain masts in the forward and aft fuselage. Additional provisions are provided for an optional lavatory and galley.

4. Waste Disposal The toilet System collects the waste disposal in the waste tanks of the toilet units. The waste tanks are manufactured from glass fibre compound and are equipped with a filter/pump and a drain valve assembly. During ground Service the tanks are emptied, cleaned and filled with a prescribed quantity of flush-fluid. A Ventilation System for the toilet units prevents odours from coming out of the units.

5. Air Supply The potable water supply tank is pressurized with pressure regulated and temperature controlled air from the bleed air System. The air supply lines are equipped with non-return valves to protect against reverse fluid or air flow induction.

September 1990 Pagef 38.03 MPC WATER / WASTE AIRCRAFT

Fig. 38-01 >- £ 38 O O >- LÜ h- 1- LÜ ^^T 1 ^^ I 1

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45

Contents

- General

- Centralized maintenance

- Aircraft condition monitoring ON-BOARD MAINTENANCE SYSTEM

General 45

The on-line maintenance of the electronic Systems is based on the use of the CMS (Centralized Maintenance System), comprising of one CMC (Centralized Maintenance Computer) and an optional printer.

The QMS provides for line- and shop-maintenance a central means to:

Display and interrogate the BITEs of the various Systems

and Initiale tests from the MCDUs (Multipurpose Control Display Units) located on the centre pedestal (cockpit). The intelligence required for: detecting the failures processing the corresponding maintenance data formatting messages to be displayed on the MCDUs

is included in each BITE of the Systems.

September 1990 PagöyJ5.01 MPC ON-BOARD MAINTENANCE SYSTEM AIRCRAFT

Electronic Library System (ELS) 45

Input Data Output Interface processing Interface

Storage device

5.25" Optical Disc (AMM,MEL,IPC,NAV...)

September 1990 Page: 45.06 MPC XIXILIARY POWER UNIT AIRCRAFT

49

Contents

General

2 APU operating envelope

3 APU Installation

4 APU Subsystems

5 APU compartment cooling, Ventilation and drain System

6 Air intake

7 Exhaust

8 Control and monitoring

11990 Page :49.01 AUXILIARY POWER UNIT

1 General 49

The Auxiliary Power Unit (APU) instalied on the MPC 75 is designed to provide bleed air to the aircraft pneumatic System and to drive an oil spray cooled AC generator during ground and in flight Operation, thus increasing aircraft operational flexibility.

Independence of the MPC 75 from external sources on ground (up to 8000 ft) is assured by power available from the APU to drive a 60 kVA generator and additionally to supply bleed air for main engine start or the air conditioning System. During flight Operation the APU is capable of providing electrical power within the whole flight envelope.

This permits dispatch of the aircraft under certain MEL conditions, where together with the in flight restart capability (up to TBD ft) a considerable increase in redundancy of electrical power is obtained.

Maximum Operation limit of the APU is aircraft ceiling altitude.

SEPTEMBER 1990 Page :49.02 APU AIRCRAFMPCT

APU Performance Comparison for MPC 75 (Sea Level Standard Day) 49 MPC 75 electrical requirement 60 kVA MPC 75 Bleed Air Requirements

2 GTCP 36-150 (ATR 72) 150(AT) (16 kW) (BAe 146-200) 150M (18.6kW) (Fokker 100) 150R(35.1 kW) (45kW) GTCP 36-250 (90 kW) GTCP 36-300 (A320) (60kW) (45 kW) APIC APS2000 (B 737-500)

KHDT218 (60 kW)

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 Bleedairflow [kg/s]

SEPTEMBER 1990 X

Flight Operation 30 T3 O m

O

(O 8 CD AUXILIARY POWER UNIT AIRCRAFT

3 APU Installation 49

The APU is located in the aft fuselage in the tail cone. The housing is arranged principally äs a support and aerodynamic fairing for the APU, air intake System and exhaust System.

In accordance with the construction regulations, the APU compartment is arranged äs a fireproof box and is rigidly attached to the fairing structure. The firewalls and the access doors are manufactured from titanium sheet.

There is a pressure relief door to limit the pressure in the APU compartment to a value acceptable for the structure.

The Installation of the APU is designed for a rapid change, the time for 'quick engine change unit' removal and Installation, ready to start, will not exceed 1 h 15 min.

The APU support is designed according to fail safe principles covering the event of fire.

SEPTEMBER 1990 . Page: 49.06 AUXILIARY POWER UNIT

4 APU Subsystems 49

Fuel supply and control The APU is supplied with fuel through a separate fuel line, drawing fuel from the LH main engine fuel System. A dedicated APU pump is installed in that line to permit fuel supply to the APU when the engine fuel System is not operating. Opening of the cross feed valve permits fuel supply from the RH tank to the APU.

An LP valve installed on the tank boundary permits to isolate the APU fuel line when the APU is cut off, thus avoiding pressure on the fuel line across the pressurised zone.

The LP valve is controlled by the APU master switch and closes automatically in case of emergency shut down of the APU.

The fuel control System operates fully automatically controlled and monitored by the APU Control Unit (ACU).

The System provides metered fuel to the APU according to the inputs received from the ACU for timed acceleration and constant speed control (+ 0.5 per cent N).

SEPTEMBER 1990 Page: 49.08 MPC AUXILIARY POWER UNIT AIRCRAFT

Bleed air System 49 The bleed air flow is controlled according to aircraft System demand.

Sufficient APU bleed air power is available, while providing electrical power for equipment required for ground Operation, to meet the specified ground air conditioning requirement.

The System is protected against reverse bleed air flow.

A compressor surge control System prevents compressor surge for all operating modes. The surge air is conducted into the APU exhaust.

Lubrication and generator cooling

The integral lubrication System for engine, generator and gear box includes an internal gear box oil reservoir, an oil pump assembly and an oil cooler.

By design the oil cooler capacity is sufficient to permit cooling of the oil spray cooled generator with the same circuit.

The APU operates with the same oil types äs approved for the main engines and their accessories.

Page: 49.10 SEPTEMBER 1990 AUXILIARY POWER UNIT

5 APU compartment cooling/ventilation and drain System 4Q The APU cooling air and Ventilation System provides air for cooling of the APU, equipment on the APU and Ventilation of the APU compartment. Cooling air supply is the APU plenum chamber. Cooling air is delivered to the oil cooler and the APU compartment. Air out of the oil cooler is led to the outside of the aircraft.

After APU shut down Ventilation of the APU compartment is achieved by a louvre in the upper side of the APU compartment. Free convection provides efficient Ventilation of the APU compartment.

Drainage and leaks from various places are collected in a drain tank and discharged outboard via a drain mast.

SEPTEMBER1990 Page:49.12 AUXILIARY POWER UNIT

6 Air intake 49 The common air intake for power section, bleed air generation and cooling is designed äs a silencer providing high intake pressure recovery.

The air intake is located considering noise restrictions icing conditions dust ingestion re-ingestion of APU exhaust gases high Installation pressure ratio in flight

7 Exhaust The exhaust System is installed in a fire proof compartment separated from the APU compartment. The exhaust System functions äs a silencer. It conducts the not APU exhaust gases to the outside of the aircraft at a location providing high Installation pressure recovery in flight.

SEPTEMBER 1990 Page: 49.14 AUXILIARY POWER UNIT

8 Control and monitoring 49

The central component of the control and monitoring System is the APU Control Unit (ACU). This unit is installed in the rear fuselage and is easily accessible.

It uses microprocessor/digital techniques to realise the following functions : control the Start sequence regulate the APU speed - regulate the bleed air flow monitor all important Operation parameters monitor the sensor units on the APU to detect the development of a serious fault drive indications and annunciation to the cockpit and provide adequate Signals to the ECAM, FWS, QMS initiale APU shut down in case of a fault - control the APU surge System

An RS 232 Interface is provided on the ACU. This allows check out of the ACU circuits in the shop, äs well äs adjustment of the performance Outputs.

The controls to switch on or off the APU and to activate the APU starting sequence are located in the cockpit. The APU Operation is fully automatically controlled by the ACU.

APU monitoring for the flight crew is provided by indications on ECAM.

SEPTEMBER1990 Page:49.16 AUXILIARY POWER UNIT AIRCRAFT

Control and monitoring cont'd 49

For maintenance purposes APU Parameters are provided to the Onboard Maintenance System (OMS). A test button on the cockpit fire panel allows testing of the fire extinguisher circuit äs well äs functional integrity of the fire detection System

Besides the controls in the flight deck emergency shut down of the APU is possible : - by pushing the APU fire handle - from the nose landing gear APU emergency shut down push-button - automatically on ground after an APU fire is detected

SEPTEMBER 1990 Pa9e: 49'16a MPC ENGINE CONTROLS AIRCRAFT

73

Contents

General (FADEC) Engine Control Unit Engine Interface Vibration Monitoring Unit

September 1990 ENGINE CONTROLS AIRCRAFT

FÜLL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)

General Description

The MPC 75 engines are electronically controlled by the Füll Authority Digital Engine Control (FADEC). Each engine is equipped with a fully redundant (dual) FADEC System which provides better engine protection and permanent engine health monitoring.

The application of a FADEC provides advantages to the MPC 75 aircraft. It saves weight, reduces pilot workload and maintenance cost, saves fuel by dimension free control of the and allows the Optimum adaptation of thrust schedules to the aircraft needs.

FADEC is an electronic System which consists of a fully redundant (dual) Engine Control Unit (ECU) and an

(simplex) Engine Interface Vibration Monitoring Unit (EIVMU)) with built in failure .detection. In case of a FADEC, malfunction, the System Switches to the other channel or an alternate control mode, the best working channel always being in Charge of engine controls. This ensures engine performance and safety.

September 1990 Page: 73.01 ENGINE CONTROLS AIRCRAFT

FADEC cont. 73

Each engine is equipped with a FADEC which provides:

- gas generator control

- engine limit protection

- engine automatic starting

- fly-by-wire System compatibility

- power management

- failure Identification and indication

- condition monitoring

September1990 ; Page-.73.02 ENGINE CONTROLS

Engine Control Unit (ECU) 73 One ECU is located on the engine with dual redundant channels (active and standby) each having separate aircraft power sources to ensure engine starting on the ground and in flight. In addition dedicated ECU alternators assure independent power supply. Dual redundancy for electrical input devices ( Lever Angle (TLAs), engine sensor Signals, Air Data System (ADS 1 +2) ). Dual redundancy for electrical part of control actuator. The Simplex hydromechanical unit includes: - the metering valve and servo valves to control the variable Stator position - the variable bleed valve control System - the HP turbine active clearance control System actuators - the fuel System - the - the thrust reverser System Fault tolerance and fail operational capability. High level of protection against electromagnetic disturbance. September1990 _ Page: 73.03 ENGINE CONTROLS AIRCRAFT

Engine Interface Vibration Monitoring Unit (EIVMU) 73

The Interface between the FADEC System and the other aircraft Systems is mainly performed by the EIVMU through digital data buses.

One EIVMU per engine is located in the avionics bay.

Gare is taken to preserve Systems segregation for safety and integrity.

The EIVMU includes the necessary data processing Provision to make engine parameters available for a condition monitoring System.

The compatibility with the aircraft fly-by-wire System and incorporation of power management function allows

significant aircraft weight saving and fuel burn reduction.

Septembof1990 Page: 73.04 MPC ENGINE CONTROLS AIRCRAFT

Systems Engine / Warnings Engine sensor Signals 73 isplay display Engine Hydromechanical fuel unit Throttle lever angle Control i Unit (ECU) ADS 1 +2 Start valve CHANNEL A

ADS1+2 [ Engine Thrust Reverser Control System Unlt Throttle lever angle (ECU) Ignition System Automatic/Manual starting CHANNEL* B

ENGINE FMS INTERFACE Engine sensor Signals VIBRATION Ground / Flight MONITORING FCGC UNIT Bleed Status (EIVMU)

Page: 73.05 September 1990