Mod 11 Book 2 Part 5

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
STRUCTURES & SYSTEMS
PART FIVE
CONTENTS
5 ON BOARD MAINTENANCE SYSTEMS......................................5-1

5.1 Multi Function Computer System (MFC)..................................5-1
5.1.1 Function..........................................................................5-1
5.1.2 Maintenance Panel.........................................................5-3
5.1.3 Built-In Test Equipment (BITE).......................................5-6
5.1.4 Operation........................................................................5-10
5.2 Data Loading...............................................................................5-11
5.2.1 Navigation Data Base.....................................................5-12
5.3 Structure Monitoring..................................................................5-13
5.3.1 Low Cycle Fatigue..........................................................5-14
5.3.2 Health & Usage Monitoring (Hum)..................................5-14
5.3.3 Structural Monitoring.......................................................5-15
5.4 Central Maintenance Computing System (CMCS)...................5-17
5.4.1 Flight Deck Effect (FDE).................................................5-18
5.4.2 Maintenance Access Terminal (MAT)............................5-18
5.5 Portable Maintenance Access Device (PMAT).........................5-21
5.6 Airplane Condition Monitoring System (ACMS)......................5-22
5.6.1 Airplane Condition Monitoring Function (ACMF)............5-24
5.6.2 Quick Access Recorder (QAR).......................................5-25
5.7 Airplane Information Management System (AIMS).................5-26
5.7.1 Flight Compartment Printing System..............................5-28
Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 1

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PART 5
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Page 2 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5 ON BOARD MAINTENANCE SYSTEMS
On board maintenance systems enable the engineer to confirm faults and in

some cases go straight to the defective item, thus saving time and money in the
maintenance of aircraft. There are many different on board maintenance systems
in use on modern aircraft, ranging from a simple magnetic indicator on an LRU, to
complex systems that allow engineers to connect laptop computers to down load
system parameters and fault data.
5.1 Multi Function Computer System (MFC)
In flight monitoring and ground test capabilities are provided by the MFC system
(as fitted to the ATR 72). It consists of two independent computers MFC1 and
MFC2. The use of these two computers has meant the removal of a total of 9
redundant LRUs.
Each computer includes two independent modules, Module A & B. Each Module
receives signals from all the various systems and system controls. They also
include a self-test capability so that each module can be tested to ensure it is
operating correctly.
5.1.1 Function
After processing the input information, the unit will output to the various systems
to:
1. Monitor, control and authorise operation of the aircraft systems.
2. Manage system failures and flight envelope anomalies and command

triggering of associated warning in the "Crew Alerting System" (CAS).
3. Provide readout of BITE memory via a maintenance panel on the flight

deck, giving information of any system failures.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 1 shows a simplified block diagram of the MFC system.
MFC Block Schematic Diagram

Figure 1

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.1.2 Maintenance Panel
The ATR 72 maintenance panel (located right-hand console), enables the

operator to identify faults on the system using a rotary switch and a failure
display. The control panel (located on the overhead panel) allows the switching
on and fault monitoring of the MFC system. Figure 2 shows the MFC
Maintenance and control panels.
MFC Maintenance & Control Panels

Figure 2

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The Maintenance panel has the following functions:
Bite Loaded Indicator - Indicates when a fault has been recorded by the
maintenance system.
System Selector Switch - Normally placed in the NORM FLT position.

During maintenance operations, enables the various systems to be selected and
the relevant failure codes displayed.
Bite Advisory Display - Indicates, through illuminated lights, the code of the
failure recorded. Combination of illumination of these lights enables up to 14
failures per system to be coded.
PTA/ERS push-button - PTA function (push to advance) enables recorded

failures on selected system to be run. At the end of the selected system test
FFFF is displayed. It also acts as an "Erase" function; this will clear current faults
from the system. They will be stored in the systems non-volatile memory.
Test push-button - Used to check operation of the "BITE LOADED" magnetic

indicator.
Data Bus connector - Enables the connection of the Maintenance Test Set
system to be connected. This enables the down load of all faults onto a
Notebook type computer.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The failure codes are all listed in the aircraft maintenance manual. Table 1
shows an example of the code/failure relationship.
SYSTEM: WOW/L/G
CODE 8 4 2 1 DEFINITION
1 F Right Main Gear Prime DnLk Prox Switch Fail
2 F Nose Gear Prime DnLk Prox Switch Fail
3 F F Left Main Gear Prime DnLk Prox Switch Fail
4 F Right Main Gear Sec DnLk Prox Switch Fail
5 F F Nose Gear Sec DnLk Prox Switch Fail
6 F F Left Main Gear Sec DnLk Prox Switch Fail
7 F F F Left Main Gear WOW 1 Prox Switch Fail
8 F Nose Gear WOW 1 Prox Switch Fail
9 F F Right Main Gear WOW 1 Prox Switch Fail
A F F Left Main Gear WOW 2 Prox Switch Fail
B F F F Nose Gear WOW 2 Prox Switch Fail
C F F Right Main Gear WOW 2 Prox Switch Fail
D F F F
E F F F
F F F F End of list for selected system
Failure Codes - De-icing Boots System

Table 1

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.1.3 Built-In Test Equipment (BITE)
Large aircraft often incorporate "built-in Test Equipment" (BITE) systems to

monitor and detect faults in a variety of aircraft systems. Before BITE systems,
faults finding often required the connection of special “Test Equipment” then
lengthy tests to establish where the fault lay. Then the rectification by replacing
the required Line Replacement Unit (LRU) followed by a functional test to confirm
the system serviceability, and finally, the removal of the test equipment. The use
of BITE systems reduces the time-spent fault finding and thus eliminates the
need for specialist test equipment.
The BITE continuously tests the various systems and stores all fault information
to be recalled later, either by the flight crew or a maintenance team. Once the
appropriate repair has been made, the BITE system can then be used to reset
the system for operation. Most BITE systems are capable of isolating system
faults with at least 95% probability of success on the first attempt.
The introduction of digital systems on the aircraft has made BITE systems
possible. Discrete digital signals are used as the code language for BITE
systems. The BITE system interprets the various combinations of digital signals
to determine a system's status. If an incorrect input value is detected, the BITE
system records the fault and displays the information upon request. This
information may be by illuminating a number of Light Emitting Diodes (LED's), or,
as with modern systems, a display on a CRT or TV display.
A complex BITE system is capable of testing thousands of input parameters from

several different systems. Most BITE systems perform two types of test
programs:
1. Operational Test
2. Maintenance test
Normal operational checks start with initialisation upon switch on of system power
supplies.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 3 shows the BITE flow sequence.
BITE Flow Diagram

Figure 3

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The operational BITE program is designed to check:
1. Input signals.
2. Protection circuitry.
3. Control circuitry.
4. Output signals.
5. Operational BITE circuitry.
During normal system operation, the BITE monitors a "Watchdog" signal initiated
by the BITE program. This watchdog routine detects any hardware failure or
excessive signal distortion, which may create an operational fault. If the BITE
program detects either of these conditions, it automatically provides isolation of
the necessary component, initiates warnings and records the fault in a Non-
volatile memory.
The maintenance program of the BITE is entered into only when the aircraft is on
the ground and the "Maintenance Test" routine is requested.
On aircraft fitted with Flight Management System FMS, a more complex BITE
system is provided. In the Boeing 737, the FMS BITE provides fast and accurate
diagnosis of the main FMS components.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 4 shows the Boeing 737 FMS Bite System.
Boeing FMS BITE System

Figure 4

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.1.4 Operation
Self-contained In-flight monitoring and ground test capabilities are provided for
the main FMS components. Each major FMS component contains
comprehensive tests for itself, its sensor inputs, and other interfaces. In-flight
data is automatically stored for analysis on the ground through the BITE system.
BITE is controlled via the FMS Control Display Unit, CDU. The FMS display will
display (in plain English), system status for all systems under test. The operator
simply selects from a menu of test options and inputs interactive responses via
the CDU. BITE runs the test and provides corrective action diagnostics. The
system is designed for line maintenance fault isolation to a single line
replacement unit (LRU), within minutes. The BITE system will also carry out
system verification; to check interfaces after corrective maintenance action.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.2 Data Loading
Navigation information required by the aircraft systems is loaded using "Data

Loaders". These loaders are capable of downloading thousands of bytes of
information into the required system in a matter of seconds. The validity of the
current data loaded into an aircraft can be checked using the FMS CDU, which
will show the current version, loaded into it. Figure 5 shows a Data Loader as
fitted to the Boeing 737
Boeing 737 Data Loader

Figure 5

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.2.1 Navigation Data Base
The Navigation database (NDB) contains data that describes the environment in
which the aircraft operates. The type of information loaded includes:
1. Approaches.
2. Country Name.
3. Waypoints.
4. Airports.
5. Runways.
6. Marker Beacons.
7. Holding Patterns.
This information is used by the Flight Management Computer (FMC), to create

flight plans that define the aircraft route from origin to destination.
The source data and the NDB are updated on a 28-day cycle that it corresponds
to the normal revision cycle for navigation charts. Each update disk contains the
data for the current cycle and the next one. This arrangement provides the user
with greater flexibility since it is not necessary to load a new disk on a specific
day. Each PCMCIA card contains 8 megabytes of storage.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.3 Structure Monitoring
Structural (Health), monitoring and usage monitoring have evolved over the years
to improve the methods of monitoring critical aircraft components. Structural
monitoring was first applied to the monitoring of aircraft engines. This was for two
primary reasons:
1. To prevent engine damage and possible hazard to the aircraft

following a catastrophic failure.
2. The detection of failures before any real damage has occurred.
The engine was monitored for:
1. Engine Speeds.
2. Engine Temperatures.
3. Engine Pressures.
4. Engine Vibration.
Figure 6 shows Engine monitoring set up.
Engine Structural Monitoring

Figure 6

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The first British application of engine health monitoring was on BEA Trident
aircraft. Initially simple discrete inputs giving the engine parameters were
monitored and recorded on a suitable on-board recorder. This data was then
removed from the aircraft for the necessary analysis using ground-based
equipment.
5.3.1 Low Cycle Fatigue
The availability of cheap microprocessors in the early 1970's enabled a further

development to be embodied. This has allowed more precise measurements and
calculations to be made of which "Low Cycle Fatigue" is a typical example. The
Low Cycle Fatigue Counter (LCFC), receives inputs from the engine for such
parameters as engine speed (NL and NH) of compressors and turbines. It then
processes this information to calculate engine damage cycles. These damage
cycles are not related to actual damage but more a measure of the component
life being consumed by these critical items.
5.3.2 Health & Usage Monitoring (Hum)
Typical parameters monitored by modern HUM systems are:
1. Engine Speed.
2. Engine Temperature.
3. Engine Pressure.
4. Engine Torque.
5. Accelerations.
6. Vibration Levels.
7. Aircraft Stress.
The extension of HUMS is extended to the monitoring of gearboxes and

transmission trains on helicopters where the continued operation of the power
train is essential to airworthiness.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
A typical HUMS is shown at Figure 7. The engine and other health parameters
are conditioned and converted into suitable digital format for use by the
microprocessor. After the necessary calculations and algorithms have been
executed the data is stored in non-volatile memory until conclusion of the flight.
The data is then extracted by means of a suitable "Data Transfer Unit" (DTU).
HUMS
Figure 7
5.3.3 Structural Monitoring
When an aircraft comes into service, the manufacturer will have calculated its life
as the number of cycles (take-off - flight - landing) it will achieve. This is normally
in the region of 10s of thousands of cycles, with say an average flight time. The
aircraft’s life in hours is calculated by taking an average flight time, this could be
1½ hours. Therefore to calculate the aircraft’s life in hours simply multiply the
average flight time by the number of cycles, e.g. 1½ hours X 60,000 cycles =
90,000 hours life.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Manufacturers will also test a sample airframe to destruction, simulating the

effects of flight, 24 hours a day until the airframe fails. Structural testing could
also be carried out on actual aircraft in service. Strain gauges, positioned at
various points on the airframe, measure the structural stress on the airframe.
This information is gathered by an on board computer for analysis after every
flight.
With the requirements for modern aircraft having flight data recorders, these can
also be used to monitor the aircraft’s structure and thus identify any faults before
they cause catastrophic failure. Figure 8 shows the FDR system.
FDR System
Figure 8

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.4 Central Maintenance Computing System (CMCS)
The CMCS supports both line and extended maintenance functions through
menu selections on the Maintenance Access Terminal (MAT) or Portable
Maintenance Access Terminal (PMAT). Other menu selections support special
maintenance functions, on-line help and report production. Figure 9 shows the
location of the MAT.
Maintenance Access Terminal (MAT)

Figure 9

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The CMCS is used for:
1. Monitoring the aeroplane’s systems for faults.
2. Processing fault information.
3. Supplying maintenance messages.
4. Monitoring flight deck effects (FDE).
Maintenance messages give the engineers detailed fault information to help in

troubleshooting. The Aeroplane Condition Monitoring System (ACMS) monitors
for any system faults, if a fault is detected, a maintenance message is sent to the
CMCS. The CMCS processes the data and shows a maintenance message so
the maintenance crew can examine it and find a corrective action.
5.4.1 Flight Deck Effect (FDE)
FDE inform the flight and ground crews of the conditions relating to the safe
operation of the aircraft. The ground crew must find the cause of an FDE to find
the corrective action. The FDE data is used along with the aircraft’s maintenance
manuals to isolate the fault.
The ACMS monitor conditions related to the loss of a system or function. If a

condition exists that requires repair or deferral, the ACMS sends FDE data to the
AIMS Primary Display System (PDS). The PDS will show the FDE on the MAT
and PMAT.
5.4.2 Maintenance Access Terminal (MAT)
The MAT has a display screen and controls for selecting and viewing fault data.
A keyboard is also provided (stored when not in use) which allows certain entries
and controls displayed data. The MAT also has a cursor control device, which
has a power supply module that receives 115V ac via the “MAINT ACCESS
TERMINAL” circuit breaker located on the overhead panel. This PSM then
distributes power for the remainder of the MAT. The cursor control device
contains the following controls:
1. Track Ball.
2. Selection Keys.
3. Brightness Control.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 10 shows the MAT and cursor control device.
MAT & Cursor Control Device

Figure 10

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 11 shows the MAT display showing FDE data.
MAT Displayed Data

Figure 11

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.5 Portable Maintenance Access Device (PMAT)
The PMAT is stored within the electronics bay and has the same functions as the
MAT. There is a PMAT terminal receptacle located on the MAT position. There
are also four other PMAT receptacles located throughout the aircraft. These are
located:
1. Electronics Bay.
2. Nose Gear.
3. Right Main Gear Bay.
4. Stabilizer Bay.
Figure 12 shows a PMAT and receptacle.
Portable Maintenance Access terminal (PMAT)

Figure 12

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.6 Airplane Condition Monitoring System (ACMS)
The ACMS (Boeing 777) collects monitors and records data from the aircraft’s
system. The data collected by the system is used to produce reports. These
reports are used to:
1. Analyse airplane performance.
2. Analyse trends.
3. Report significant events.
4. Troubleshoot faults.
Figure 13 shows the layout of the Boeing 777 ACMS.
Boeing 777 ACMS

Figure 13

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The ACMS receives data from the Airplane Conditioning Monitoring Function
(ACMF) which is located in the left-hand AIMS cabinet. The ACMS is accessed
through formats on the Maintenance Access Terminal (MAT), Portable
Maintenance Access Terminal (PMAT) or the side displays on the flight deck.
The ACMS can if required be programmed by the user airline to carry out custom
features. Figure 14 shows the general arrangement of ACMS.
ACMS (Boeing 777)

Figure 14

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.6.1 Airplane Condition Monitoring Function (ACMF)
The ACMF is a combination of standard and custom software. The custom

software is set to the following functions:
1. Report Format.
2. Report Content.
3. Triggers.
Triggers are logic equations that detect conditions and cause data to be
recorded, e.g. engine exceedances. The ACMF sends data to the following units:
1. Quick Access Recorder (QAR).
2. Maintenance Access Terminal (MAT).
3. Portable Maintenance Access Terminal (PMAT).
4. MAT or PMAT disk drives (to record data onto diskette).
5. Flight deck Side Displays (SD).
6. Data Communication Management Function (DCMF).
Note: The DCMF is used to send data to the airline base while the aircraft is
airborne via either the VHF communication or Satellite communication system.
The ACMS collects data to record and sends reports to many output devices.
The MAT and PMATs allows the user to see the ACMS data and control the
function of the ACMS. Aircraft systems send data into the AIMS cabinet
input/output modules on:
1. Flight Control ARINC 629 Buses.
2. System ARINC 629 Buses.
3. ARINC 429 Buses.
4. Analogue Inputs.
5. Discrete Inputs.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.6.2 Quick Access Recorder (QAR)
The QAR records data sent from the ACMF onto a 3.5 inch 128 MB optical disk
and holds 41 hours of data. A spare disk is located within the unit should the
active disk become full. Figure 15 shows a QAR and optical disk.
Quick Access Recorder (QAR)

Figure 15
The optical disk has a magnetic surface with an infrared laser optically tracking
the disk. Data from the ACMF (Core Processing Module, CPM) is received by
the QARs CPU. The CPU does a self-test to check the validity of the data and
then sends control information to the memory device.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The QRA memory device contains two memories:
1. Flash memory (non-volatile).
2. Formatter memory.
The flash memory holds configuration data, system data and identification files
and sends this data to the formatter. The formatter arranges the received data,
then sends it to the cartridge drive circuits.
The cartridge drive circuits control the position of the laser tracking recording
head. They also write data on and read data from the optical disk. The front
keyboard is used to read information from the optical disk and to run functional
tests. The CPU also sends data to the 16 bit LCD displays. These displays
show:
1. Stored data.
2. QAR menus.
3. Test results.
4. Messages.
The QAR sends data and status to the CPM/COMM in the left AIMS cabinet. The
ACMF monitors the data and status.
5.7 Airplane Information Management System (AIMS)
The AIMS collects and calculates large quantities of data and manages this data
for several integrated aircraft systems. The AIMS has software functions that do
all the calculations for each aircraft system. The AIMS has two cabinets, which
do the calculations for these systems. Each cabinet contains:
1. Cabinet Chassis.
2. Four input/output Modules (IOM).
3. Four Core Processor Modules (CPM).
The IOM and CPM are in the cabinet chassis, which has a backplane data bus
and a backplane power bus to distribute data and power to the IOMs and CPMs.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
The IOMs transfer data between the software functions in the AIMS CPMs and
external sources. The CPMs supply the software/hardware to do the
calculations. There are four types of CPMs:
1. CPM/COMM – Core Processor Module/Communication.
2. CPM/ACMF - Core Processor Module/Aircraft Condition Monitoring

Function.
3. CPM/B - Core Processor Module/Basic.
4. CPM/GG - Core Processor Module/Graphics Generator.
Figure 16 shows the AIMS system (Boeing777).
AIMS System
Figure 16

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
5.7.1 Flight Compartment Printing System
The flight compartment printer supplies high-speed hard copies of text for the
following systems:
1. Primary Display System (PDS).
2. Airplane Condition Monitoring System (ACMS).
3. Central Maintenance Computing System (CMCS).
The flight compartment printer receives data from the print driver partition of the
Data Communication Management Function (DCMF). The DCMF is located
within the AIMS. The DCMF prioritises data sent to the printer in the following
order:
1. Flight Deck Communication Function (FDCF) of the DCMS.
2. Central Maintenance Computing Function (CMCF) of the CMCF.
3. Airplane Condition Monitoring Function (ACMF) of the ACMS.
4. Multi Function Display (MFD).
The printer can print at 300 dots per inch (DPI). It uses a roll of paper, which is
125 feet long and is A4 European Air standard paper. The printer contains all
mechanical components and electronics necessary for printer operation. The
mechanical components include:
1. Printer head.
2. Rollers to move paper.
3. Motor and drive system.
The electronic components include:
1. Power supply module.
2. Processor board.
3. Controller board.
4. Interconnection board

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
Figure 17 shows the flight compartment printer.
Flight Compartment Printer

Figure 17
Controller Board – Receives brightness controls from dimmer controls that drive
the lights on the front panel.
Processing Board – Processes all inputs for the left AIMS cabinet and changes
the data signals to control the thermal printer.
Interconnection Board – Controls the flow of data between the processor board
and the controller board and the mechanical devices that print three paper.

PT 66 CATEGORY B1
MODULE 11 BOOK 2
PART 5
AEROPLANE
AERODYNAMICS,
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PT 66 CATEGORY B1

5 ON BOARD MAINTENANCE SYSTEMS......................................5-1

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 1

Page 2 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

5 ON BOARD MAINTENANCE SYSTEMS

On board maintenance systems enable the engineer to confirm faults and in

5.1 Multi Function Computer System (MFC)

1. Monitor, control and authorise operation of the aircraft systems.

2. Manage system failures and flight envelope anomalies and command

3. Provide readout of BITE memory via a maintenance panel on the flight

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 1

Figure 1 shows a simplified block diagram of the MFC system.

MFC Block Schematic Diagram

Page 2 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

5.1.2 Maintenance Panel

The ATR 72 maintenance panel (located right-hand console), enables the

MFC Maintenance & Control Panels

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 3

The Maintenance panel has the following functions:

System Selector Switch - Normally placed in the NORM FLT position.

PTA/ERS push-button - PTA function (push to advance) enables recorded

Test push-button - Used to check operation of the "BITE LOADED" magnetic

Page 4 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

Failure Codes - De-icing Boots System

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 5

5.1.3 Built-In Test Equipment (BITE)

Large aircraft often incorporate "built-in Test Equipment" (BITE) systems to

A complex BITE system is capable of testing thousands of input parameters from

Page 6 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

Figure 3 shows the BITE flow sequence.

BITE Flow Diagram

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 7

The operational BITE program is designed to check:

5. Operational BITE circuitry.

Page 8 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

Figure 4 shows the Boeing 737 FMS Bite System.

Boeing FMS BITE System

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 9

Page 10 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

5.2 Data Loading

Navigation information required by the aircraft systems is loaded using "Data

Boeing 737 Data Loader

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 11

5.2.1 Navigation Data Base

This information is used by the Flight Management Computer (FMC), to create

Page 12 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

5.3 Structure Monitoring

1. To prevent engine damage and possible hazard to the aircraft

2. The detection of failures before any real damage has occurred.

The engine was monitored for:

Figure 6 shows Engine monitoring set up.

Engine Structural Monitoring

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 13

5.3.1 Low Cycle Fatigue

The availability of cheap microprocessors in the early 1970's enabled a further

5.3.2 Health & Usage Monitoring (Hum)

Typical parameters monitored by modern HUM systems are:

The extension of HUMS is extended to the monitoring of gearboxes and

Page 14 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07

5.3.3 Structural Monitoring

Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07 Page 15

Manufacturers will also test a sample airframe to destruction, simulating the

Page 16 Mod 11 Bk 2 Pt 5 Issue 0 – 30/04/07