Basic Aircraft Systems PDF

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ASY500 - Basic Aircraft Systems

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Introduction to common transport category (CAR 525 & 523) systems CRJ00 and BE200 (King AIr) are used as sample platforms for practical application A soft CRJ200 CBT & Aerosmith VSIM Course prerequisite for Phase 7,8 and 9

CARS 700 (O - regulation) 722 (2 - standard) (Laws) 702 - Airwork 703 - Air taxi 704 - Commuter (10-19 persons) 705 - Airline (19+ persons) CARS 500 series (Aircraft Design and Certification) Course Materials/References ● CBT/FMST/VSIM - Avsoft & Aerosmith ● CRJ AOM Volume 1 (Air Canada Jazz) ● Bombardier QRH Volume 2 (Printed & Online) ● King Air 200 Manual (Seneca online library & Blackboard) ● Bombardier AOM Volume 1 3 Term Tests 50% 3 Quizzes 5% Term Project 25% Presentation 20% Individual Project - Read Rubric (Written and bounded) (Email him aircraft choices & must be approved) Look at the CARS and how they relate to your system, 3 Category 705 Aircraft, in your own words describe the CARS as they relate to the system (complete system description in your own words), accidents/stats in the systems - not necessarily to the same aircraft DUE first week after Reading week (10/23/2018) - before reading week +10% bonus

Group Project - Presentation (More so on the systems, brief on the CARS and 2 to 3 accidents is plenty) Outline of CARS and how they relate to the system, Talk about the RJ and the King Air and their system in detail, and talk about accidents (Not necessarily related to the same aircraft) GROUP 9 - Fuel - November 20, 2018 Presentations 2 hours, hand in PDF BE200 & CRJ 200 Introduction

BE200 - King Air ● Medium Range Turboprop ● Max Pax: 14 ● Up to 2 crew (1 minimum) ● Max speed 246 KTAS ● Max Altitude FL350 ● Range 2100 nm ● Certified Under CAR 523 ● Pratt & Whitney Canada PT6A-42 Turboprop ● VFR, IFR Known Icing ● Low mounted, Medium aspect ratio, straight wing ● Wing mounted turboprop engines ● T-tail empennage ● Trailing edge high lift devices ● Fully retractable landing gear Breakers DC Fussers AC CRJ 200 ● Medium Range Jet ● 50 Passenger ● Up to 4 crew (3 min) ● Max speed M0.81 ● Max Altitude FL410 ● Range 1700 nm ● CF34 3A1 (Solid slate blades) or 3B1 (Hollow blade, can produce more thrust) Turbofan Engines (2) ● Certified Under CAR 525 ● Low mountain, high aspect ratio swept back wing ● Rear mounted turbofan engines ● T-tail empennage ● No leading edge high lift devices ● Trailing link, fully retractable gear ● Exhaust temperature danger to ground personnel up to 15 feet ● Also known as the warm up stop on the walk around in Winter-peg Minimum Equipment List MEL - CRJ 200 MEL is derived from the MMEL - Master Minimum Equipment List, MMEL is certified with the aircraft under CARS 705 regulations MEL is an airline specific approved document: ● Usually more restrictive than the MMEL ● Approval is granted by Transport canada ● Allow dispatch of an aircraft with known unserviceable equipment

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Allows the airline to fly the aircraft to a maintenance base Allow unscrupulous operators to exploit either with repair intervals or interpretation Not to be used in flight, all conditions must be met prior to flight Repair interval must not be exceeded, otherwise the aircraft is grounded Most airlines will limit the $ of MELs either per aircraft or per system If the malfunction is not listed in the MEL, it is an airworthiness snag, therefore the aircraft is grounded

What is it NOT used for? ● In flight malfunctions/emergencies ● These incidents are covered with the QRH ● All aircraft use this MEl/QRH combination to allow for operational flexibility and allow for flight crews to handle in flight emergencies ATA Codes ● ATA codes are universal Repair Interval ● Category A: Specified in the Remarks section of the specific MEL ● Category B: 3 days. Excluding the day of discovery ● Category C: 10 days ● Category D: 120 days Day 2 - EICAS - Engine Indication and Crew Alerting System ● ● ●

CARS are based by social constructs (Colours, muscle memory CARS 523 - for 704 categories CARS 525 - for 705 categories and is more restrictive

Engine Indicating Systems - 2 Major Classification of Systems: ● Electro-mechanical: One instrument per parameter ● Electronic: EICAS: All indications derived digitally, multifunction capability ● Basic components: Visual indication of a warning/fault, aural sounds to attract attention, visual ‘attention getter’ via a master warning light or master caution light “AC Lies, DC Dies” When they become unpowered, AC gauges stay at the value that existed when the power is removed, the DC gauges die, or read zero 5 minutes limitation when power dies. Display screens are DC with AC fans to cool it AIRINC Data Bus - Aeronautical Radio Incorporated. AIRINC established the electronic protocols that allow 2 way radio transmission between different radio manufacturers

EICAS Message Logic Red - Warning Amber - Caution Green - Advisory White - Status Take Off Phase 1 Starts as N1 advances above 79% continues to 100 knots Take Off Phase 2 Starts at 101, continues until 400 AGL, or 30 seconds after lift off Landing Phase 3 Starts at 400 AGL, continues until 30 seconds after touchdown or climbs back to 400 AGL First indication of fire to being in complete non control of the aircraft is 17 minutes

#1 Presentation - Ethan and Jacob - Doors & Emergency Equipment CARS 525.783 ● Doors must have multiple connections to prevent failure inflight ● Prevention of opening the door inflight ● Latches that secure the door and cannot be unlatched by external forces ● Locking system is separate from the latching system (separate design) ● Locks are strong enough to withstand human or powered actuators ● Visual indications - warning/caution/advisory indications ● Visual indications inside the flight deck must be shown for any door that is not closed ● Aural warning before takeoff roll for any door that could jeopardize safety ● ● ● ● ● ●

CRJ-200 - 8 doors, 7 steps Common features; doors must be opened with a key, built with red pressure seals that are inflated with cabin air to prevent air leakage All equips with PSEU (Proximity Sensing Electronic Unit) alerts pilots which doors are open. Passenger door - Load Limit of 1000 lbs or 4 passengers at one time Vent flap - allows negative EICAS - PSEU is connected to every latch

● CAR 525.807 - 7 types of exits Type 1: Floor level exit that is at least 2 feet wide and 4 feet tall, and its corner radius is not greater than 8 inches ● Type 3: Plug type door: relies on pressure difference. Door is physically bigger than the opening

Latch type door: Door is the same size as the opening ● ● ● ● ● ●

CAR 525.772 Pilot Compartment Doors Aircraft with more than 20 passengers must have va door Pilots must be able to enter the cabin if the door gets jammed It must be accessible crew member in case of an emergency CAR 525.795 - Security Considerations Door must withstand 300 J, 250 lbs and withstand up to 44 magnum rounds

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KING AIR - 5 doors

Emergency Equipment ● 61-99 - 1 Megaphone, 99+ 2 Megaphones ● First Aid Kits CAR 705.90 ● Fire Extinguishers CAR 705.93 ● Portable Oxygen CAR 705.94 - Operating above FL250

#2 Presentation - Karl & Dalton & Carter - Electrical System ● ● ● ●

King Air - Battery 24 VDC Battery is located in the right wing Used for ground ops, engine start and emergency operations Provides continuous power to Hot Battery bus when BAT and GEN are OFF 28 volts DC, Primary and Secondary: 115 volts AC

Limitations ● Generators 100% up to 31000’ ● 85% for ground ops ● Starts 40s ON, 60 OFF x2 ● 30 minutes off On side GEN, APU, Offside GEN, external power Primary in CRJ is AC, Secondary is DC Hydraulic System ● Use of pressurized liquid in a confined space to operate mechanical components ● A basic hydraulic system consists of a reservoir, pump, filter, selector valve and relief valve and an actuator ● CAR 523.1435 B200 - Hydraulically operated Systems: Landing Gear/Brakes/Propeller Governor System/Cabin Door

Main Components: Hydraulic Power Pack - Provides the pressure Hydraulic Landing Gear: 2 sections associated with the power pack reservoir. The first supplies the electrically driven hydraulic pump. The second section supplies the manual hand pump Accumulator - stores fluid that is pressured, stores pressure Reservoir. - stores fluid Reservoir uses the stand pipe - PFM principle - reservoir within the reservoir that can replace fluid if there is a leak in the main system to hold just enough for an emergency extension Middle 606 - red, tame compared skydrol Left wheel well - most hydraulics CRJ - Normal pressure 3000 psi Hydraulic Fluid - Hot and Pressured - Shutoff valve to prevent fire , no direct control (it is automatic) AC pumps - 1A - engine driven, 1B - AC pump. Cross connected Checklist for Hydraulic System 1, 2, 1&2 failures 80 lbs of force, CRJ Power Control units. Used to manipulate the flight controls by translating inputs from the pilots into hydraulic movement Two control circuits for the ailerons, one for each pilot. Adjustable length of the cable, by the rudder trim Each wing has 4 spoiler panels on the upper surface Kill lift, and puts the weight to the wheels Electric Dynamic Brake - Stops the flap from going beyond, fires currents to allow the motors spin the opposite to be exactly where the flaps are selected at Things to study: Power sources/Hydraulic pumps/Flaps for the hydraulic/Limitations/Where are the trim taps, what powers them, how do they work in the CRJ, anything mentioned in class, PowerPoints, watch videos, his and the teams

EICAS Powerpoint 2 Major Classifications of Systems: 1. Electromechanical: one instrument per parameter 2. Electronic - Engine Indication and Crew Alerting System (EICAS): all indications derived digitally, multi-function capability EICAS Basic Components: 1. Visual Indications of a Warning or a Fault 2. Aural Sounds to attract attention 3. Visual “Attention Getter” via a Master Warning or Master Caution Light ● ●

Master Warning/Caution flash to get crew attention when each NEW warning or caution activates Pressing the Master switch resets the system

CAS - Visual Enunciations - 2 Major Systems: 1. Annunciator Type Systems: Single annunciator for each warning/caution 2. Electronic Type System: Computer generated warning messages displayed on a multifunction display CAS - Aural Warning ● Audible warnings are generated by the respective system or main computer ● Cockpit speakers and via the intercom system ● Multiple warnings are prioritized Sounds ● Triple chime for MASTER WARNING ● Single chime for MASTER CAUTION ● Whoop, Whoop for GPWS/EGPWS ● TA/RA - TCAS Voice Messages ● Computer Generated MEssages ● Associated System Generated Messages: TCAS “Traffic, Traffic” “Climb, Climb”, GPWS “Too Low, Terrain” “Pull up, Pull up” BE200 Master Warning System ● Test ● Bright/Dim ● Warning - Immediate Attention/Reaction ● Caution - Requires Crew Attention ITT - Self Generating Torque - AC

Prop RPM - Self Generating Turbine/N1 - Self Generating Fuel Flow - AC/DC depending on serial number Oil Pressure - AC Oil Temperature - Self Generating “AC Lies, DC Dies” CRJ200 EICAS System ● EICAS Normally uses 2 CRT screens ● EICAS Display 1 (ED1), EICAS Display 2, EICAS Control Panel (ECP) ● Screens are DC but screens are cooled via 3 AC dedicated fans ● 5 minutes limitation on battery power only (self protected) Components: ● Main Computers 2 Data Concentrator Units (DCUs) (2 for redundancy, sometimes 3 depending on serial number) ● Maintenance Diagnostic Computer (MDC) - Collects engine trend data and fault information ● Display Screens EICAS Data Distribution ● DCUs receive aircraft data from the AIRINC bus ● DCUs process and the information and send to the Displays and Aural Warning Unit AIRINC Data Bus ● Aeronautical Radio Incorporated ● Established the electronic protocols that allow 2 way radio transmission between different radio manufacturers ● Established data protocols for communication between electronic components in aircraft ● Operates on extensive worldwide VHF/HF radio network for Aircraft Communication DCU Redundancy ● DCUs always share information ● Should a DCU fail, the second DCU will provide all functions ●

DCUs distribute data to : EICAS, Lamp Driver Unit (LDU), Flight Data Recorder (FDR) and the MDC (Maintenance Diagnostic Computer)

Lamp Driver Unit ● DCU generates a message on the EICAS ● DCU sends a signal to the LDU to turn on the switch light ● LDU has 2 channels of redundancy, each channel can be tested on the MISC test panel Aural Warnings ● DCUs or GPWS send a message to the Audio Warning Unit to activate a sound or voice warning ● Should one or both DCUs generate a false Aural Warning, DCU INHIBIT switches can cancel all but GPWS, TCAS, and Fire aural warnings

EICAS Displays ● EICAS normally uses 2 CRT Screens ● 1 Primary (Displays Warning and Caution Messages), 1 Status ● 1 is controllable to display various SYNOPTIC pages, should ED1 fail it should automatically transfer to ED2 and ED2 becomes the Primary Page EICAS Message Logic RED - Warning AMBER - Caution GREEN - Advisory WHITE - Status ● ● ●

Newest message appears on top within each category EICAS does not prioritize within a category EICAS messages will also indicate on the synoptic pages as appropriate

CAS - Warnings ● DCU generates - Triple Chime, Appropriate Voice Callout ● LDU activates - Master Warnings on both glare shields, Associated switch light ● Crew must action Memory Items and QRH CAS - Cautions ● DCU generates - Single Chime ● LDU activates - Master Caution on both glare shields, Associated switch light ● Crew must action QRH Message Logic - Caution MSG ● Multiple pages of Caution messages is possible ● Can scroll through multiple pages using the CAS button ● In flight, or with thrust levers advanced, the Caution messages can be ‘boxed’ ● A new Caution message will appear on top of the box ● Warning messages can not be boxed Message Logic - Status MSG ● Multiple pages of Status messages are possible ● Pressing the STAT button will box and open the messages ● A new STATUS msg will open the entire list to get the crew’s attention ● Advisory messages can not be boxed EICAS Color Logic Colour

Meaning

Red

Warning or exceedance

Amber

Caution or invalid Data

Green

Normal Operations

Blue

Structure

Cyan

Cowl and wing anti-icing valves/labeling

Cyan ½ intensity

Component is operational

Magenta

FLX takeoff N1 Setting

Magenta ½ intensity

Insufficient data to determine proper colour code Everything not covered above

White Message Inhibits ● Low priority Messages are inhibited during critical phases of flight ● 3 Phases for inhibits exist: Take off Roll, Initial Climb, Approach to Landing Take Off Phase 1: Starts as N1 advances above 79%, Continues up to 100 KIAS, Disables at lift off or deceleration below 100 KIAS (RTO) Take Off Phase 2: Starts at 101 Knots, Continues until 400’ AGL or 30 seconds after Lift Off Landing Phase 3: Starts at 400’ AGL, Continues until 30 seconds after touchdown or Aircraft climbs back through 400’ AGL MDC ● ● ● ●

Records: Engine trends after take off, Engine exceedances, Avionics Faults MDC is controlled by the switch on CB Panel 1 Either FD can display MDC information The EFIS control panel is used to scroll and access MDC data in flight

EICAS Display Controls ● EICAS displays can be controlled using: Either Pilot’s Reversionary Control Panel (RCP), Source Select Panel (SSP EICAS Display Failure ● If ED 1 Fails, ED 2 will automatically display Primary page ● Synoptic pages are disabled through the ECP ● If ED 2 fails, ED 1 will remain unchanged Reversionary Panels - 3 Positions ● NORM: Displays MFD Format Selected ● EICAS: Displays ED 2 with all ECP functions ● PFD: Displays the PFD

Source Select Panel - has 3 positions for EICAS Control: ● NORM: ED 1 and 2 function normally ● ED 1: Transfers EICAS display to ED 1 only, including ECP control ● ED 2: Transfers EICAS display to ED 2 only, including ECP control ● The display reverts to PRIMARY should a warning occur while displaying STATUS, or SYNOPTIC pages PRIMARY PAGE displays: ● N1 speed in % ● ITT in Degrees Celsius ● N speed in % ● Fuel Flow ● Oil Temperature ● Oil Pressure ● Oil Pressure Gauges ● Gear and Flap Position ● Fuel Quantity ● APR/Reverse Thrust activation ● N2 Vibration ● N2 anti-ice Advisory ● Gear and Flap indications are removed when up and secure ● N1 Vibration replaces Oil Pressure after start STATUS PAGE displays: ● APU Status when Running ● APU door position at all times ● Brake Temperature when gear or flap extended ● Cabin Status ● Trim position ● Flight Number as entered on the FMS Hydraulics Powerpoint All aircraft systems have the same basic functions and components designed to serve a specific purpose: Function

Hydraulic System

Power Source

Engine Mechanical Power

Power Supply

Hydraulic Pump

Energy Storage

Accumulator

Power Transmission

Fluid Lines

Output Devices

Motors and Cylinders

Flow Directional Control

Check valves

Regulation/Step Down

Hydraulic Regulators

Hydraulic Theory ● Based on the principle that fluids are: flexible and non-compressible ● Force applied to one end of a long line will transmit with virtually no loss to the other end ● Compare with simple GA aircraft brake systems: rudder pedal pressure transmits into brake cylinder pressure on the discs to stop the aircraft ● Mechanical braking systems using cables, pulleys, levers etc would be weight prohibitive and prone to failure Proportional Mechanical Advantage Pascal’s Law: Pressure of a fluid exerts force perpendicular to any contacting surface, regardless of orientation. System pressure is transmitted as a constant between pistons, surface area results in increased output force. Benefits of Hydraulic Power (For large aircraft, hydraulic systems:) ● Are powerful but relatively light weight ● Replace heavy electric motors and drive trains for each item to be powered ● Single pump can supply pressure for all items in the system ● Pumps can be engine driven to reduce electrical demand ● Less maintenance intensive ● Provide redundancy for critical systems without large additional weight Disadvantages: Need to have positive confinement Leaks will: Completely disable the system, pose a risk of fire, high pressure is a safety hazard Adequate filtration required System Components: Hydraulic systems normally operate at a nominal 3000 psi, use skydrol (aviation hydraulic fluid which resists vaporization to high temperatures), normally have duplicate or overlapping systems Common components include: ● Pumps ● Reservoirs ● Accumulators ● Motors ● Cylinders ● Fluid lines ● Valves

Hydraulic Pumps: Engine Driven Pump

Electric Pump

Rotary type pump

Rotary type pump

Geared directly to the engine power via the Accessory Gearbox (AGB)

Powered by electrics

Continuous operation

Intermittent or continuous operation

Normal primary system pump

Normally backup for engine driven pumps (redundancy)

High volume output

Low volume output

Hydraulic Reservoirs: ● Used to retain sufficient system fluid for operation and loss (leakage) ● Low pressure air used to prevent foaming of stored fluid ● Fluid is stored at low pressure Hydraulic Accumulators: ● Store hydraulic system pressure ● Used for key operations in the event of a system failure ● Absorb system surges ● Maintain pressure during high demand operations ● Consists of: sealed pressure container,...