Amm Ata 31 PDF

MAINTENANCE TRAINING NOTES
T1 42-400l500 & 72-212A (MPC) ref 72

V1.6
ATA 31 INDICATING AND RECORDING SYSTEMS
This publication will not be updated on a regular basis.

ATA 31 General description Page 2/ 219
General description
The indicating and recording system is divided in two main parts :

The indicating system provides :
systems monitoring through the CCAS (Centralized Crew Alerting System),
indication and control of the system by means of different panels,
and time display with electrical clocks.
The recording system enables various aircraft parameters, as well as voices in the cockpit, to be recorded.
V3156 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The instruments and controls panel are grouped into 5 main groups :
instrument panels in front of the pilots,
centre pedestal between the two pilots,
consoles on the left and right hand sides of the cockpit,
overhead panel above the pilots,
and miscellaneous panels which do not belong to the groups mentioned above.
Time is indicated by 2 quartz clocks.

The Captain's clock is located on the 3VU panel and the F/O's clock on the 5VU panel.
Both clocks are identical.
Many systems are controlled by the two Multi-Functional Computers (MFCs).

Each MFC is composed of two modules A and B.
Their main purposes are :
to control and authorize operation of aircraft systems,
to monitor aircraft systems,
to manage system failures and flight envelope anomalies and to command triggering of associated warnings.
A Centralized Crew Alerting System (CCAS) continuously monitors all aircraft systems in order to provide the following functions :
ALERT the crew of the existence of a system malfunction or aircraft hazardous configuration with a clear indication of the urgency of the situation,
IDENTIFY the malfunction or the situation without ambiguity.
DIRECT the appropriate corrective action without confusion.
Logic functions are performed by the MFC's B modules which acquire and process system failures and flight envelope protection signals and generate
aural and visual warnings.
Two kinds of logic are possible :
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The recording system collects, formats and records various parameters stored in a memory during at least the last 25 hours of recording (depending of
number of words per second ; the memory could record the last 50 hours of recording).
The main components are :
the Solid State Flight Data Recorder (SSFDR),
the Flight Data Acquisition Unit (FDAU),
The Multi Purpose Computer (MPC) includes Data Management Unit (DMU) and Auxiliary Flight Data Acquisition Unit (AFDAU),
and the accelerometer.
The Multipurpose Control & Display Unit (MCDU),
The Record Panel,
and the accelerometer.
The MPC improves ATR A/C situational awareness and knowledge.

The MPC combines multiple features that satisfy different requirements :
safety,
and maintenance.
ATA 31 Cockpit location Page 11/ 219
Cockpit location
ATA 31 Cockpit location Page 12/ 219
ATA 31 Interfaces Page 13/ 219
Interfaces
ATA 31 Features Page 14/ 219
Features
ATA 31 Safety and precautions Page 21/ 219
Safety and precautions
ATA 31 Instruments and control panels description Page 22/ 219
Instruments and control panels description
The cockpit includes 4 main groups of panels:

instrument panels in front of the pilots,
center pedestal between the two pilots,
consoles on the left and right hand sides of the cockpit,
overhead panel above the pilots.
The instruments panel groups the following VU panels:
the left and right instruments panels 2VU and 6VU, and the main instruments panels 3VU and 5VU.
the upper center instrument panel 4VU which includes:
- the engine indicating panel 400VU,
- the power management panel 401VU,
- the flight controls and landing gear indication panel 404VU,
- the pressurization panel 402VU,
- and the Crew Alerting Panel 403VU.
the glareshield 13VU which accomodates:
- the VOR/DME 1 and Flight Directors BARS on panel 131VU;
- the VOR/DME 2 and Flight Directors BARS on panel 132VU;
- Auto-Pilot control panel.
The centre pedestal groups the following VU panels :

the lower centre instruments panel 8VU including the controls of the navigation displays,
the mechanical centre pedestal 9VU featuring the engine powerplant, parking brake, and flaps controls panels,
the centre pedestal 11VU which contains the radio communication and navigation control units, the trim control panel 110VU, the ENG TEST panel
114VU, the lights panel 111VU and the recorder panel 112 VU.
The consoles accomodate the maintenance panels.

The left hand side maintenance panel 101VU is more particulary reserved for avionics, while the right hand side maintenance panel 702VU is more
particulary reserved for the tests of the aircraft's general systems.
The overhead panel 20VU is mainly for the control and monitoring of various aircraft systems. It accomodates :
the circuit breakers panel 21VU,
and the systems controls panels 22VU, 23VU, 24VU, 25VU, 26VU, 27VU, 28VU, 29VU and 34VU.
The aircraft contains miscellaneous panels which do not belong to the groups mentioned previously.
In the cockpit, on the RH side, behind the F/O, the electrics racks 90VU and AC/DC electrical power center 120VU are provided.
On the LH side, behind the Captain, the electronics racks 80VU and the observer panel 40VU are provided.
Close to the cargo door is located the cargo compartment door control panel 5001VU.
In the rear cabin section, the cabin attendant panel is installed close to the toilets.
The refuelling panel 5004VU is located close to the right main gear fairing.
Installed in the avionics compartment are the AC external power control panel 5000VU and the DC external power control panel 5002VU.
ATA 31 Electrical clocks description Page 30/ 219
Electrical clocks description
Two electrical clocks are provided in the cockpit.

Each pilot is provided with an electrical clock. The clock displays:
GMT or local time,
elapsed time,
and chronometer information.
The clock is composed of four hands. One hour hand and one minute hand indicate the time information.
Two hands are used for the chronometer function.
Three setting of function knobs and two bezels are also provided.
On the back face, an internal battery maintains the time counter function for 75 days maxi when the aircraft is de-energized.
ATA 31 Electrical clocks operation Page 34/ 219
Electrical clocks operation
The time function is ensured by the two largest hands.

A knob located on the lower left hand corner enables the time to be set.
To do this, pull the knob one notch, adjust the hour by rotating the knob, and push it to activate the function.
Note, that if you pull the knob a second time, the clock is set to off.
The chronometer function is ensured by the two narrow hands. The narrow hand with a triangular head is for the minutes while the other is for the
seconds.
A knob located on the upper right hand corner enables the chronometer to be set.
Press it as follows:
press once to start,
press once again to stop the second hand,
and press once more to reset both hands to the 12 o'clock position.
The integral revolving bezel indicates elapsed time from a start mark (12 hours maxi).
A knob located on the lower right hand corner enables the revolving bezel to be set .
The Captain's and First Officer's clocks are power supplied by the 28VDC EMER BUS and 28VDC BUS 2 respectively.
Integral lighting of the clock face is provided by three 5VAC / 400 Hz lamps.
An internal battery provides endurance of 75 days maxi for time counting when the aircraft electrical network is de-energized.
ATA 31 Multifunction computer system description Page 37/ 219
Multifunction computer system description
Numerous logic functions are performed by the MFC system. The system integrates management and monitoring logical functions for different aircraft
systems.
It consists of two computers MFC1 and MFC2 and results in:
reducing the number of relays significantly,
replacing small electronic units which ensure weight saving,
simplifying definition, installation and modifications of related systems.
The computers MFC1 and MFC2 are identical and interchangeable.
An MFC control panel and an MFC maintenance panel are provided.
The MFC's modules process data received from several aircraft systems.
Each module includes :
a 28VDC dual power supply,
an input/output circuit,
a computation unit,
for modules 1A and 2A only, a hardwired logic independent of the computation unit.
Both MFCs are electrically and mechanically interchangeable. Operational differenciation between MFC1 and MFC2 is made through pin programming.
After processing, the computation unit transmits orders from the output circuit to the various systems in order to :
control and authorize operation of aircraft systems,
to monitor aircraft sytems,
to manage system failures and flight envelope anomalies and command triggering of associated warnings.
ATA 31 Multifunction system cockpit location Page 40/ 219
Multifunction system cockpit location
ATA 31 Multifunction system cockpit location Page 41/ 219
ATA 31 MFC description Page 42/ 219
MFC description
Each signal received by a module is converted, if necessary, to a digital signal and then sent either to the computation unit for processing.
For specific functions, the signal processing is performed in the conventional way by a hardwired card.
This avoids computation errors.
The signals from each system are taken into account by one or more modules depending on the degree of reliability/safety required for the system.
The four MFC's modules are interconnected by ARINC 429 busses.

Each module sends all its inputs/outputs status and some information from the internal logics to the three others by ARINC 429 busses (there is one bus
per module). The hardwired cards are not connected to the ARINC 429 busses.
Two additional synchronisation links are installed between the two MFCs for aural warnings and Master Warning and Master Caution lights flashing
synchronisation.
The MFC central unit uses logic circuits. Two kinds of logic are considered:
The logic is positive if:
- a 28V corresponds to a logic level 1,
- and a ground corresponds to a logic level 0.
The logic is negative if:
- a 28V corresponds to a logic level 0,
- and a ground corresponds to a logic level 1.
In order not to consider negative or positive logic, the following agreements are used in the MFC:
If the specified condition on a logic gate input is TRUE, this logic is validated to logic level 1,
If the specified condition is FALSE, this input is validated to logic level 0.
So the logic levels 1 or 0 do not logically depend on a 28V or a ground presence.
For example, the AND gate output (both gates closed) will be set to 1 if both conditions "Gate 1 closed" and "Gate 2 closed" are TRUE, independant of the
presence of 28V, or ground.
ATA 31 MFC overhead panel description Page 48/ 219
MFC overhead panel description
ATA 31 MFC overhead panel description Page 49/ 219
The MFC panel is shown in light test.

During normal operation, when selected OFF, the FAULT light extinguishes.
Four illuminated pushbuttons are installed on the overhead panel.
Each of them is dedicated to one module and :
enables module power supply (pushbutton pressed),
indicates if the module is not supplied (OFF legend on),
indicates if the module is faulty (FAULT legend on).
ATA 31 MFC maintenance panel description Page 50/ 219
MFC maintenance panel description
The right side maintenance panel includes a readout display for failures of systems linked to the MFC system.
Recording of these failures is performed by the MFC 1A module.
BITE loaded magnetic indicator :
It indicates that at least one failure has been recorded by the MFCs.
System selector switch :
It is normally placed in "NORM-FLT" position (in all other positions, the "MAINT PANEL" indicator light shows amber on the CAP).
During MFC maintenance memory reading, this selector switch enables the various systems to be selected, in order to consult the failures which
have affected the system involved.
BITE advisory display :
It indicates, through illuminated "F" lights, the binary code of the failure recorded.
The combination of illumination of these four lights enable up to 14 failures per system to be coded : the code/failure definitions are given in the
concerned Job Instruction Card (JIC) or in the Flight Crew Operating Manual (FCOM).
Note that failure reading is only possible with engines shutdown.
PTA/ERS pushbutton :
When a system is selected, PTA pushbutton (Push To Advance) enables recorded failures to be run on the failure display. A "FFFF" code indicates
the end of the list of failures.
When ERS position is selected, this pushbutton serves to erase the system memory; if it is depressed for more than 5 seconds. A "F F" code is then
displayed during erasing.
But if this pushbutton is depressed for less than 2 seconds, an ARINC test is performed (Cross-talk test). A " FF " code is then displayed when
successful.
Magnetic indicator test pushbutton :
This pushbutton serves to check operation of the BITE loaded magnetic indicator.
When pressed for more than 3 seconds, the magnetic indicator is activated.
De-activation requires system selector on ERS position and PTA/ERS pushbutton pressed for more than 5 seconds.
Connector outlet :
This connector enables the optional MTS (Maintenance Test Set) system to be conected.
The maintenance team can extract detailed maintenance data for the nine last flights with the TMT (Transportable Memory Terminal) system.
These MFC functions can be performing with the MCDU.
The MCDU through the MPC gives access to the content of the Fault Codes stored in the Multi Function Computer (MFC). Fault maintenance codes
appear in plain text.
Attention : Max weight will be selected on APM panel to access on MFC bites with the MCDU.
ATA 31 MFC maintenance panel operation Page 54/ 219
MFC maintenance panel operation
ATA 31 MFC maintenance panel operation Page 55/ 219
The maintenance function of the system is centralized in the MFC 1A.

It chronologically memorizes external failures in an EEPROM, which are due to the logics related to the maintenance implemented functions.
As soon as information is written in the EEPROM, the BITE LOAD magnetic light on the MFC maintenance panel is activated.
In this case, during a maintenance operation on the ground, the rotary switch must be moved from "NORM-FLT" position to one of the positions which are
related to aircraft system.
An RS 232C line which links MFC 1A to the MFC maintenance panel, enables failure data to be loaded on a computer to analyse them later.
The MFC maintenance panel is supplied by the same electrical sources as for MFC 1A module:
28VDC ESS bus bar for the normal supply,
28VDC HOT EMER bus bar for the alternate supply.
The maintenance BITE function allows the display of maintenance information through the MCDU.
The MPC gets access to existing BITE data in the relevant computer and makes the maintenance functions available.
The recommendations for technical staff are given in plain text to improve understanding.
Attention : Max weight will be selected on APM panel to access on MFC bites with the MCDU in order to connect the RS 232 C line to the MPC.
ATA 31 MFC system operation control & indications Page 56/ 219
MFC system operation control & indications
When the BAT selector is set to the "ON" position, an auto-test of the MFC's occurs before allowing the aircraft to be electrically supplied. Set the BAT
selector to ON.
MFC 1A and 2A FAULT amber lights flash for few seconds during auto-test of the MFC's A modules.
Just after, MFC 1B and 2B FAULT amber lights flash for a few seconds during auto-test of the MFC's B modules.
Once the MFC's B modules are tested, one of the two lamps of the MFC light flashes amber for a few seconds on the Crew Alerting Panel and then
extinguishes. This lamp is electrically supplied by the EMER bus.
In case of the "BAT" selector in "OFF" position and following the opening of the cargo door control panel cover, MFC's 1A and 2A modules and their auto-
test are electrically supplied.
Therefore, if the "BAT" selector is set to "ON" position after this operation, only 1B and 2B modules auto-test will be performed. Set the BAT selector to
ON.
All MFC's modules are now tested.
The MFC monitors nearly all the aircraft functions. These functions can be treated:
in one module only,
in several modules (redundancy),
partially in two modules, i.e. both modules have to be operative to process this function.
Charts of these functions are found in the FCOM. An example of these charts follows:
The stick pusher function is integrated in modules 1A, 1B, 2A and 2B.
The stall warning function is integrated in modules 1B and 2B.
The stick pusher function is available if modules (1A and 2A) or (1A and 2B) or (1B and 2A) or (1B and 2B) operate. This function is therefore not available
if modules (1A and 1B) or (2A and 2B) are lost.
The stall warning is available if modules 1B or 2B operate. This function is therefore not available if modules 1B and 2B are lost.
The MFCs are very reliable, however should they fail, their failure will have consequences on aircraft functions. The loss of these functions will depend on
the specific MFC loss or MFC dual loss.
The procedures following MFC failure examines every contingency and are as follows:
MFC 1A fault,
MFC 1B fault,
MFC 2A fault,
MFC 2B fault.
and the coupling effect:
MFC 1A + 1B fault,
MFC 1A + 2A fault,
MFC 1A + 2B fault,
MFC 1B + 2A fault,
MFC 1B + 2B fault,
MFC 2A + 2B fault.
Let's see an example of MFC module failures and the corresponding procedure following failure ...
EXAMPLE OF ONE MODULE FAILURE:

A failure is detected on the MFC 1B module. Both Master CAUTION lights flash amber and the single chime is triggered. "MFC" amber light illuminates on
the CAP and the associated "FAULT" light illuminates on the MFC control panel.
Perform the corrective actions for an MFC 1B failure by referring to the corresponding check list given in the Quick Reference Handbook.
Clear the Master CAUTION.
Try reset MFC 1B module, if unsuccessful, module OFF.
Clear the CAP.
Let's have a look at the Module Equipment List ...
A summary of equivalent losses following a MFC failure is contained in the module equipment list in the Quick Reference Handbook.
Following a MFC 1B failure, here is the rest of the procedure for the specific actions to perform depending on the flight phase.
The procedure following a MFC 1B failure is completed. Let's see a dual MFC module failure ...
EXAMPLE OF A DUAL MODULE FAILURE:

A failure is detected on the MFC 2B module with the MFC 1B module "OFF". Both Master CAUTION lights flash amber. "MFC" amber light illuminates on
the CAP and the associated "FAULT" light illuminates on the MFC control panel.
Notice that aural alert is ensured by MFC 1B and MFC 2B. In case of both modules failure, as in this example, aural alert is also lost.
Perform the corrective actions for an MFC 1B + 2B failure by referring to the corresponding check list given in the Quick Reference Handbook.
Press the Master CAUTION.
Try reset MFC 2B module, if unsuccessful, module OFF.
Clear the CAP.
Let's have a look at the specific actions to do depending on the flight phase ...
Following a MFC 1B + 2B failure, here is the rest of the procedure for the specific actions to perform depending on the flight phase.
The procedure following a MFC 1B + 2B failure is completed.
Once the system selector is set to the "DOORS" position, the PTA / ERS (Push To Advance) pushbutton has to be depressed in order to check the
system. Press the PTA / ERS pushbutton.
Once the system selector is set to the "DOORS" position, the PTA / ERS (Push To Advance) pushbutton has to be depressed in order to check the
system. Press the PTA / ERS pushbutton.
The four "F" lights illuminate amber. This means that no failure concerning the selected system (DOORS) has been memorized.
Let's check the "NAV" system. Select the "NAV" position.
As soon as the system selector leaves the "DOORS" position, the four "F" lights extinguish.
The system selector is now on the "NAV" position and the PTA / ERS pushbutton has to be pressed in order to check the system. Press the PTA / ERS
pushbutton.
The 4 and 1 "F" lights illuminate amber so a failure has been memorized in the "NAV" system. To define which kind of failure it is, you can either note
which "F" number is illuminated (here the 4 and 1 "F") or add the "F" number (4 plus 1 = 5).
The definition of this failure is given in the Job Instruction Card or in the Flight Crew Operating Manual and is "EADI 2 overheat". By depressing the PTA /
ERS pushbutton once again, the following failure code will be displayed. Press the PTA / ERS pushbutton.
The 8, 2 and 1 "F" lights illuminate amber so another failure has been memorized in the "NAV" system.
The definition of this failure is "AFCS anomaly".
Depress the PTA / ERS pushbutton once more to check if another failure has been memorized in the "NAV" system. Press the PTA / ERS pushbutton.
The four "F" light illuminate. This means that all the failure codes related to the selected system have been displayed.
Once all systems have been checked, the MFC maintenance memory must be erased.
To perform this task, the system selector has to be placed on the "ERS" position. Select the "ERS" position.
The PTA / ERS (Erase) pushbutton must be pressed and held for more than 3 seconds to erase the memory. Press the PTA / ERS pushbutton.
During erasing the extreme "F" lights illuminate. If a problem is detected during erasing, the four "F" lights should illuminate.
The "BITE LOADED" magnetic indicator is now deactivated. When all "F" lights go off, the memory has been erased and the PTA / ERS pushbutton can
be released.
A test of correct operation of all ARINC intermodule links (Cross Talk test) is available with the system selector in this position. The PTA / ERS must be
pressed for less than 2 seconds to perform the test. Press the PTA / ERS pushbutton.
The two middle "F" lights illuminate within the following eight seconds. This code will fade after placing the system selector on the "NORM-FLT" position.
Select the "NORM-FLT" position.
Note that the cross talk function is inhibited for 5 minutes after memory erasure.
In case of failure of the memorization device detection, setting the system selector on any system results in the illumination of the four "F" lights before
depressing the PTA / ERS pushbutton.
Let's have an example of this failure by checking the WOW & L/G system. Select the "WOW & L/G" position.
The four "F" lights illuminate amber before pressing the PTA / ERS pushbutton, meaning that the memorization device has failed.
The maintenance memory has to be erased as we have seen before to enable failure recording once again.
The MAG IND TEST (magnetic indicator test) pushbutton enables the magnetic light to be tested. This pushbutton must be pressed for more than 3
seconds to activate the "BITE LOADED" magnetic indicator. Press the MAG IND TEST pushbutton.
The maintenance memory must be erased as we have seen previously to deactivate the magnetic indicator.
Attention : Max weight will be selected on APM panel to access on MFC bites with the MCDU.
The maintenance BITE function allows the display of maintenance information through the MCDU.
The MPC gets access to existing BITE data in the relevant computer and makes the maintenance functions available.
The recommendations for technical staff are given in plain text to improve understanding.
Basic memory gives access to the content of the fault codes stored since the last erase (no chronological information).
Flight fault memory gives access to the fault codes which occurred during the 9 previous flights.
NOTE: the basic memory or the flight fault memory choice gives access to the same menu.
Memory erasing: Both memories may be erased.
CAUTION: MFC maintenance indicator on right maintenance panel must be erased manually.
The basic memory or the flight fault memory choice gives access to the same menu : Select BASIC MEMORY.
Select NAV Sub-menu to access to the maintenance messages.
Fault maintenance codes appears in plain text. Example : code 11 AFCS anomaly.
ATA 31 Multi Purpose System description Page 76/ 219
Multi Purpose System description
The MPC computer is located in the LH electronic racks.
The MPC is composed of two independent parts, which are AFDAU part and DMU part.
AFDAU (Auxiliary Flight Data Acquisition Unit):
APM (Aircraft Performance Monitoring),
Enhanced Surveillance,
ADS-B (Automatic Dependent Surveillance-Broadcast). (In provision, not yet used)
DMU (Data Management Unit):
QAR/DAR (Quick Access Recorder / Digital ACMS Recorder),
ACMS (Aircraft Condition Monitoring System),
G-Meter,
Maintenance BITE,
FDEP (Flight Data Entry Panel).
The MPC system is composed of a MPC computer : The AFDAMU. The AFDAMU (Auxiliary Flight Data Acquisition and Management Unit) is divided in
two modules:
The AFDAU (Auxiliary Flight Data Acquisition Unit).
The DMU (Data Management Unit).
The AFDAU receives data from the FDAU, and adds some additional parameters to comply with the FAR regulation.
All these data are sent to the SSFDR for recording.
The MPC monitors the recording system.
The AFDAU receives various parameters.
and send these data to the transponder for Enhanced Surveillance.
The AFDAU receives different parameters from the aircraft,
and the take off weight selected on a dedicated panel.
With the data, the AFDAU computes a theoritical performance of the aircraft and compares with the actual one. This function is the APM (Aircraft
Performance Monitoring).
The APM gives evidence to the crew of "severe icing" effect on the aircraft performances.
The DMU receives different parameters for maintenance purpose.
This information can be retrieved through the MCDU,
and through the PCMCIA card.
MCDU information can be printed (if installed).
The maintenance data can be sent to a ground station through the ACARS (if installed).
ATA 31 Multi Purpose System cockpit location Page 82/ 219
Multi Purpose System cockpit location
ATA 31 Multi Purpose System cockpit location Page 83/ 219
ATA 31 MPC operation Page 84/ 219
MPC operation
MPC computer troubleshooting :

Internal DMU failure :
Refer to the DMU BITE on the MCDU.
Note: ACMS DMU BITE FAULT is to help workshop troubleshooting.
Problem of connection between the :
FDAU and MPC,
MPC and SSFDR,
SSFDR and MPC. Problem of supplying of the SSFDR.
AFDAU Fail further to an APM Fault :
If light is OFF -> Problem on APIU,
If light is ON flashing -> Problem on the APM part of the MPC,
If light is ON steady -> General problem of the MPC (AFDAU) associated with the " SYST " light.
MPC REMOVAL
When the MPC is removed from its rack, the computer is not supply anymore by aircraft battery, and a part of the memory is erased.
To avoid that, a switch behind the front cover has to be switch on to save this memory. By switching on this device, an internal battery supply the
computer when not installed on the rack.
When a new MPC spare equipment is installed on the aircraft, the DMU software has to be uploaded by operator.
The ON/OFF switch has to be switched off when the MPC is on the rack. Uploaded procedure is described in JIC's (ref. 31.31.85 LDG 1000 & 31.31.85
PRO 10010).
The DMU list content:
- 1 CD-ROM with DMU softwares ;
- 1 PCMCIA ;
- 1 Set of identification label.
Tool necessary for DMU software upload: w Only a Personal Computer with :
- One CD-ROM driver ;
- One PCMCIA driver.
CAUTION : For MPC spare unit. Don't forget to upload DMU Software.
ATA 31 MCDU description Page 88/ 219
MCDU description
The MCDU is located on the centre pedestal.

Select "menu" on the MCDU keyboard.
The Multifunction Control Display Unit (MCDU) allows to have an access to :
- GPS -> GNSS,
- MPC -> Multipurpose computer,
- DL (data link) -> If ACARS is installed.
Select "MPC" to have access to the submenu.
The MPC options allows :
- to centralize maintenance data,
- to store maintenance data,
- to display through MCDU,
- to transfer data through ACARS if installed,
- to print data if Printer installed.
ATA 31 PCMCIA card description Page 92/ 219
PCMCIA card description
The MPC computer is located in the LH electronic racks.

PCMCIA Card architecture : Note : PCMCIA Card MUST not be formatted (direct use)
PCMCIA card is divided in several area allowing recording of data.
Architecture on card is as follow :
QAR function -> allowed space 76 % (readable only with AGS).
DAR function -> allowed space 19 % (Readable with AGS / Programmable with GSE).
Report -> allowed space 5 % (Directly readable on personal computer in .txt format).
Partitioning on PCMCIA Card allows following recording duration, depending on PCMCIA card size (values in flight hours).
RECORDING MODES Two modes of recording are provided :
CONTINUOUS MODE (recommended) : Files are continuously recorded on the PCMCIA drive. When the disk is full (i.e allocated disk ratio is full),
then the oldest recorded file is deleted, allowing the recording to continue.
SIMPLE MODE : Files are continuously recorded on the PCMCIA drive. When the disk is full (i.e allocated disk ratio is full), then recording stop.
Selection of the recording mode is done by GSE. Default mode is continuous mode.
ATA 31 CCAS description Page 96/ 219
CCAS description
The Centralized Crew Alerting System (CCAS) generates the warnings required and which cannot be generated by the systems. The CCAS draws crew's
attention when a failure is detected and guides the crew to the system affected by the failure.
Two kinds of logic are possible:
The CCAS is capable of generating various audio signal broadcast by the audio system and activating various alert lights located on the Captain's and
First Officer's main instrument panels or grouped on a Crew Alerting Panel.
The architecture of the CCAS, using the two MFC's B modules, ensures system protection against any failure.
Note that the following warnings are not processed by the MFCs:
ENG FIRE, EXCESS CAB p, EXCESS CAB ALT, NAC OVHT and SMOKE.
The corresponding warning lights on the CAP are directly illuminated by the respective system, independently of the MFCs.
The CCAS is composed of:

two Multi-Functionnal Computers (MFCs),
a Crew Alerting Panel (CAP),
two Master WARNING and Master CAUTION lights,
an EMER / AUDIO CANCEL switch,
a T.O CONFIG TEST pushbutton,
a left maintenance panel.
The CCAS receives all the WARNING & CAUTION signals from various aircraft systems.
The MFCs send an audio warning to the Captain's and F/O's loudspeakers and activate the centralized alarms on the CAP.
Three kinds of visual devices are used:

The Master WARNING and Master CAUTION lights: These flashing lights are used as "attention getters". Together, with aural signals through two
loudspeakers, they allow the crew to detect a failure and identify its degree of urgency. They may be switched off by pushing on the light. This crew
acknowledgement will also silence the associated aural warning.
The Crew Alerting Panel: Grouped on a centrally located panel, these lights are used to identify the origin of a failure. They provide condensed
information of system faults or aircraft abnormal failure configuration.
The local alert light: These lights are generally integrated in the system central panels. They give detailed information on the failure and also direct
the corrective action, being, as much as possible combined with or adjacent to the corrective action control.
The following two principles have been adopted:

"ALL FLIGHT DECK LIGHTS OUT" concept. In normal operation, all the lights are extinguished except some green, blue or white lights which
indicate system status.
Detection sequence: The detection sequence comprises three different phases:
1. DETECTION: with the attention getters and the loudspeakers.
2. IDENTIFICATION: on the Crew Alerting Panel.
3. ISOLATION: on the system control and indicating panel.
Two kinds of aurals have been defined to alert the crew:

Non specific alerts: They are always associated with an alert light.
- A Continuous Repetitive Chime (CRC) is used for all warnings directly identified by a specific CAP light.
- A Single Chime (SC) is used for all cautions directly identified by a CAP system light.
Specific alerts: They are not directly identified by a specific CAP light, the Master CAUTION light or the Master WARNING light.
The list opposite gives the audio signals generated by the system.
Please select the corresponding buttons to hear the sound.
Note: Volume of aural alerts is preset and not affected by position of Captain or First Officer loudspeaker volume control.
A priority order has been defined for aurals in case of simultaneous occurence of warnings: Priority level
1. Stall (cricket),
2. Overspeed (clacker),
3. Flaps unlocked (CRC),
4. Config. (CRC),
5. Propeller brake failure (CRC),
6. Engine fire (CRC),
7. Pitch disconnection (CRC),
8. Excessive cabin altitude (CRC),
9. Nacelle overheat (CRC),
10. Excessive cabine D pressure (CRC),
11. Trim in motion (whooler),
12. Smoke detection (CRC),
13. Oil low pressure (CRC),
14. Landing gear not down (CRC),
15. AP disconnection (cavalry charge).
The alerts are classified in four levels (0 to 3) according to their importance and to the urgency of the corrective action required.
Level 3: "WARNING"
This corresponds to an emergency situation requiring prompt crew corrective action.
The following alerts fall into this category:
aircraft in hazardous configuration or limiting flight conditions (e.g stall warning),
serious system failure (e.g engine fire).
These warnings are identified by:
the Master WARNING light flashing red associated with a Continuous Repetitive Chime (CRC) and a red warning light on the CAP.
or a specific aural warning.
Level 2: "CAUTION"
This corresponds to an abnormal situation of the aircraft requiring timely crew corrective action. Time for taking action will be left to the crew's discretion.
This level mainly comprises system failures having no immediate impact on safety (e.g hydraulic low pressure).
The cautions are identified by the Master CAUTION light flashing amber associated with a Single Chime (SC) and an amber light on the CAP.
Level 1: "ADVISORY"
This corresponds to a situation requiring crew monitoring.
This level mainly comprises failures leading to a loss of redundancy or degradation of a system (e.g Ground Proximity Warning System fault).
These advisories are identified by an amber local light without Single Chime and without amber Master CAUTION light.
Level 0: "INFORMATION"
This corresponds to an information situation and requires no special action (e.g spoilers position lights).
This information is provided by blue, green or white lights on the control panels.
Note that there is no CCAS reaction with this level.
Some alerts can be erased by two pushbuttons located on the Crew Alerting Panel: CLR and T.O INHI pushbuttons.
CLR (Clear) pushbutton enables the amber Caution lights to be cleared.
Note that the amber Advisory lights cannot be cleared by pressing this CLR pushbutton.
Note: the lights illuminated on the Crew Alerting Panel show the specific alerts which can be cleared (action on Clear pushbutton) or inhibited (action
on Take-Off Inhibit pushbutton).
Note: the lights illuminated on the CAP show the specific alerts which can be cleared (action on CLR pushbutton) or inhibited (action on TO INHI
pushbutton).
T.O. INHI (Take-Off Inhibit) pushbutton enables the amber caution lights to be inhibited, except for ENG, EFIS COMP and FLT CTL caution lights during
take-off phase. It also enables inhibition of some red warning lights such as ENG 1 & 2 OIL and the three SMOKE warning lights.
Note that the amber advisory lights can not be inhibited by pressing this pushbutton.
Those inhibitions are cancelled:

automatically as soon as one gear leg is not locked down,
or by pressing the RCL (Recall) pushbutton on the CAP.
Alert can also be inhibited by the EMER AUDIO CANCEL pushbutton located on the center pedestal. It allows the crew to cancel a nuisance aural for a
whole flight.
Aural warning will be reactivated:
at the next aircraft energization,
after MFC 1B / 2B resetting,
after pressing RCL (Recall) pushbutton,
after T.O configuration test.
Except for:
LDG GEAR warning,
VMO,
VFE,
VLE,
Stall warning,
Pitch trim whooler,
AP disconnection, which will be rearmed as soon as the triggering condition disappears.
ATA 31 CCAS cockpit location Page 114/ 219
CCAS cockpit location
ATA 31 CCAS operation with failure Page 115/ 219
CCAS operation with failure
Aircraft is in flight. Suddenly, a fire occurs in engine 1. Your attention is drawn by:
an aural warning: continuous repetitive chime is broadcast,
a visual warning: red Master WARNING lights flash on the Captain's and F/O's main instrument panel. This is the failure alert.
The "ENG1 FIRE" light illuminates on the CAP. It indicates the failure which has activated the warning. This is the failure identification.
A red indication (ENG 1 FIRE handle) illuminates on the control panel of the affected system (local alert) and guides the pilot action (Engine fire handle).
This is the failure isolation.
First of all, clear the Master WARNING light.

By pressing on the Master WARNING, the flashing light extinguishes and the aural alert is cancelled. Let's have a look at the check list for corrective
procedures.
Let's consider that you have set the Power Levers to the Flight Idle position, that the Condition Levers are now in the feather position and that you shut-off
fuel on engine 1. Pull the fire handle of engine 1.
The "SQUIB" lights illuminate white on the engine 1 fire panel indicating the AGENT pushbuttons which may be activated. The engine 1 fire handle light
remains illuminated because the failure persists. 10 seconds after having pulled the engine 1 fire handle, press the AGENT 1 pushbutton to discharge the
associated fire extinguisher bottle.
The "DISCH" legend illuminates amber on the AGENT 1 pushbutton indicating that the associated fire extinguisher bottle is depressurized.
The fire is now extinguished so the "ENG1 FIRE" light on the CAP and the engine 1 fire handle light go off. The local alert "SQUIB" white legend and
"DISCH" amber legend on engine 1 fire panel remain illuminated indicating your previous action.
Note that if the failure does not disappear, associated local alert lights and CAP light remain illuminated.
Aircraft is in flight. A low pressure in the blue hydraulic system occurs. Your attention is drawn by:
an aural warning: single chime is broadcast,
a visual warning: amber Master CAUTION lights flash on the Captain's and F/O's main instrument panel. This is the failure alert.
The "HYD" light illuminates on the CAP. It indicates the failure which has activated the warning. This is the failure identification.
An amber indication ("LO PR") illuminates on the control panel of the affected system (local alert) and guides the pilot action. This is the failure isolation.
First of all, clear the Master CAUTION light.
By pressing on the Master CAUTION, the flashing light extinguishes. Let's have a look at the check list for the corrective procedures.
Carry on with the corrective procedures. Switch the BLUE PUMP pushbutton off.
The "OFF" light illuminates white on the hydraulic panel indicating that the hydraulic blue pump is now off. Switch the hydraulic X FEED pushbutton on.
The X FEED "ON" legend illuminates white indicating that the crossfeed valve is open.
Clear the caution light on the CAP.
When the failure has disappeared, pressing the CLR pushbutton extinguishes the CAP amber caution light.
Before starting descent, switch the RCL pushbutton on as notified in the check list.
When the RCL pushbutton is pressed, the CAP light, associated with a failure or a white light "ON" will illuminate. This may affect the approach and
landing. Press CLR pushbutton.
The CAP light extinguishes. Descent can now be initiated.
The aircraft arrives at the airport gate and stops. Now you have to set the parking brake on. Do that now.
Good! The parking brake is set to on. An advisory "PRKG BRK" amber light illuminates on the CAP. No Master CAUTION or aural alert is triggered for this
alert level.
The aircraft is in approach. Several information lights can be illuminated, such as the following:
During the flight, a blue hydraulic low pressure occured and corrective actions were performed. The blue pump is now off and the crossfeed valve is
open. Two white information lights are then illuminated on the hydraulic panel.
The aircraft is currently turning to the right and then the right spoiler is extended as indicated on the spoiler indicator panel with the blue information light.
The landing gear is down and locked. The landing gear panel confirms this information by way of the three green triangles illuminated.
As you can see, the information lights do not lead to any illumination of lights on the Crew Alerting Panel.
ATA 31 CAP description Page 126/ 219
CAP description
The Crew Alerting Panel (CAP) is composed of:

a printed circuit where implanted lamps are illuminated by the different alerts,
a front face with the inscriptions corresponding to each alert,
three momentary action pushbutton switches.
Each failure indication is illuminated by two 0.67W - 28VDC lamps. The CAP is comprised of:
15 red lights dedicated to the warnings,
18 amber lights dedicated to the cautions and the advisories.
Inscriptions are sun light readable when lamps are on. The CAP face remains black when lamps are off. No dimming is provided.
The RCL (Recall) pushbutton with one stable position is provided with a single indication: RCL.
The RCL legend is permanently visible white on a black background in normal daylight conditions and is white on a black background in night conditions.
When pressed:
All inhibited or cancelled lights illuminate if the respective system is still degraded.
All aural warnings previously cancelled are reactivated. Recall is possible during all phases of operation.
Inhibits the take-off inhibit function.
The CLR (Clear) pushbutton with one stable position is provided with a single indication: CLR.
The CLR legend is permanently visible white on a black background in normal daylight conditions and is white on a black background in night conditions
The CLR pushbutton when depressed, causes amber caution lights to be cleared. Advisory amber lights can not be cleared by this pushbutton.
Note: the lights illuminated on the CAP show the specific alerts which can be cleared (action on CLR pushbutton).
The T.O INHI (Take-Off Inhibit) pushbutton with one stable position is provided with two indications: T.O for the upper legend and INHI for the lower
legend.
The T.O legend is permanently visible white on a black background in normal daylight conditions and is white on a black background in night conditions.
The INHI legend is visible blue on a sunlight readable black background when on. It is not visible when not active. This legend is dimmed by means of the
BRT / DIM switch.
Pressing the T.O INHI pushbutton when aircraft is on ground, enables amber caution lights but not the amber advisory lights to be inhibited during take-off
except for EFIS COMP, FLT CTL and ENG. ENG 1(2) OIL and all SMOKE red warning lights are also inhibited.
Note: The lights illuminated on the CAP show the specific alerts which can be inhibited (action on T.O INHI pushbutton).
This function is cancelled, either automatically as soon as the main landing gear starts retracting, or manually by action on the RCL pushbutton.
Pressing this pushbutton also enables the amber caution lights to be cleared as with action on the CLR pushbutton
ATA 31 Master warning & caution description Page 132/ 219
Master warning & caution description
ATA 31 Master warning & caution description Page 133/ 219
Each pilot is provided with a Master WARNING and a Master CAUTION lights on the main instrument panels 3VU and 5VU.
Each Master WARNING and Master CAUTION light is provided with four lamps.
The Master WARNING lights flash red when a red system failure is detected. The WARNING lights go off and associated aural warning (Continuous
Repetitive Chime) is deactivated when one of them is pressed.
The 28 VDC EMER bus supplies two lamps of each Master WARNING light while the two others are supplied by the 28 VDC bus 2.
The Master CAUTION lights flash amber when an amber system failure is detected. The CAUTION lights go off when one of them is pressed.
The 28 VDC EMER bus supplies two lamps of each Master CAUTION light while the two others are supplied by the 28 VDC bus 2.
ATA 31 TO config test description Page 134/ 219
TO config test description
The CCAS includes a Take-Off configuration warning function. With aircraft on ground, this function is armed:
either when the T.O CONFIG TEST pushbutton is pressed and held,
or when the Power Levers are in the Take-Off position.
The T.O CONFIG TEST pushbutton enables, before take-off:
checking that the aircraft is correct for take-off by simulating Power Levers at T.O position without taking the parking brake into consideration.
performing an automatic Recall (thus reactiving all aural warnings previously cancelled by the EMER AUDIO CANCEL switch).
With the engines running, no amber or white annuciator light is on in the flight compartment, except the amber "PRKG BRK" advisory light on the CAP if
the parking brake is applied.
Before take-off, the T.O CONFIG TEST pushbutton must be pressed and held. Please, perform this action ...
When activated, if the aircraft is not in the take-off configuration, this function causes:
the Master WARNING lights to flash red,
the Continous Repetitive Chime to sound,
and the "CONFIG" red light to illuminate on the CAP.
In association, "FLT CTL" or "ENG" amber caution lights come on on the CAP in case of the following conditions:
"FLT CTL" illuminates if:
pitch trim is out of take-off range (green arc),
flaps are not at take-off position (15),
a TLU is in HI SPD position (LO SPEED extinguished),
aileron spring tab is locked (ail lock illuminated on pedestal).
"ENG" illuminates if:
PWR MGT selector is not in T.O position,
Power Lever are in T.O position with the parking brake applied, in normal operation and not in test.
ATA 31 Emergency audio cancel switch description Page 140/ 219
Emergency audio cancel switch description
The EMER AUDIO CANCEL switch is located on the centre pedestal 902 VU.
The EMER AUDIO CANCEL switch is safety wired guarded.
If a false system indication generates an undue continuous aural warning, the use of this switch will cancel the aural specific to this false alert without loss
of the other aural alerts even if they are identical to the inhibited one.
For example, if this switch is used to cancel a system X failure CRC (Continuous Repetitive Chime), CRC is not cancelled for any system other than
system X.
Cancelled aural warnings will be reactivated:
at the next aircraft energization,
after MFC 1B / 2B resetting,
after pressing the RCL pushbutton,
following a take-off configuration test.
The aural alerts associated with the following will be rearmed as soon as the triggering condition disappears:
landing gear warning,
VMO, VFE, VLE,
stall warning,
pitch trim whooler,
AP disconnection.
ATA 31 LH maintenance panel description Page 144/ 219
LH maintenance panel description
The WARN section maintenance panel switch is located on the left hand side maintenance panel 101 VU.
On the LH maintenance panel, a "WARN" section allows testing of several warnings which cannot be tested on their own system.
A rotary selector is used to activate the desired warning systems which are the following:
Excessive cabin delta pressure,
Landing gear not down,
Pitch disconnection,
Excessive cabin altitude,
Smoke,
VMO,
Stick pusher / shaker by means of four different tests.
The tests are performed by pressing and holding down the PTT (Push To Test) pushbutton.
The "CHAN 1" and "CHAN 2" legends come on during stick pusher / shaker tests to check both angle-of-attack channels for correct operation.
Note that when the rotary selector is not in the "NORM-FLT" position, the "MAINT PNL" amber advisory light illuminates on the CAP.
ATA 31 Recording system description Page 148/ 219
Recording system description
The aircraft flight recorders are:

The Solid State Cockpit Voice Recorder (SSCVR) which will be described in the Communications ATA Chapter,
and the Solid State Flight Data Recorder (SSFDR).
The recorders are automatically energized as soon as the aircraft is on its own electrical supply (without external power connected) and are switched off
automatically ten minutes after engines shutdown.
When the aircraft is on external power, the recorders are off until one engine is started.
But they can be energized by selecting ON the RCDR pushbutton and de-energized by pushing the RESET pushbutton on the pedestal panel.
ATA 31 Recording system description Page 149/ 219
The AFDAU receives data from the FDAU, and adds some additional parameters to comply with the FAR regulation ;
All these data are sent to the SSFDR for recording ;
The MPC monitors the recording system.
ATA 31 Recording system cockpit location Page 150/ 219
Recording system cockpit location
ATA 31 Recording system cockpit location Page 151/ 219
ATA 31 Recorders operation controls & indications Page 152/ 219
Recorders operation controls & indications
The external power is now available and set to ON.

The external power is now available and set to ON.
The 11PG relay is then excited and the MFC internal logic causes loss of SSFDR energization.
You want to manually run the SSFDR.
Set the RCDR pushbutton to ON.
By pressing the RCDR pushbutton, the "ON" legend illuminates blue.
The associated contact closes.
The MFC logic enables the 7RK relay to be excited and the SSFDR is then supplied.
Now, you want to stop recording of the aircraft parameters that you manually initialized.
Press the RESET pushbutton.
By pressing the RESET pushbutton, the MFC internal logic causes loss of ground and the 7RK relay opens.
The "ON" legend extinguishes on the RCDR pushbutton.
The SSFDR is no longer supplied.
Note that manual recording can only be achieved with external power set to ON.
As soon as one engine is running the SSFDR is automatically supplied.
Click on the aircraft to disconnect the Ground Power Unit.
Both engines are now running and external power is no longer available.
Aircraft parameters will be recorded during the entire flight...
Aircraft is now on ground and both engines have just stopped.
Battery selector is set to ON and the external power is not available.
The SSFDR is still supplied upon aircraft energization for ten minutes because of the delay in the MFC internal logic.
As soon as ten minutes have passed, the ground is lost and the 7RK relay opens.
The SSFDR stops recording.
When the aircraft operates, the FDAU acquires several parameters which are used for check or investigation.
The figure shows the main mandatory parameters acquired.
The MPC acquires all the FDAU parameters, and others directly:
After acquisition, the parameters are processed and formatted into an ARINC 573 message for the SSFDR.
The format of the message is a FRAME comprising four SUBFRAMES each having a duration of one second.
Each SUBFRAME comprises 64 (128, or 256) words of 12 bits. The same word can contain from 1 to 12 different parameters.
The first word of each SUBFRAME is for message synchronization.
The synchronization of the recorders system is ensured by the FDAU. It transmits the clock signal (GMT) to the Solid State Cockpit Voice Recorder
(SSCVR) as soon as it has transmitted the synchronization word to the SSFDR.
For APM and APIU failure, for more details see ATA 30.
In addition to its own operation, the MPC monitors the operation of other parts of the system (SSFDR, FDAU, various parameters).
It transmits various items of failure information to several indicators.
The principle of the objective torque function is to calculate on the basis of certain parameters, the optimal torque for each engine with respect to the flight
phases.
The objective torque is calculated for each engine every second. The result of the calculation is converted into voltages proportional to the calculated
torque value and displayed on each torque indicator through amber bugs.
The parameters acquired for the calculation of the target torque are the following:
engine rating selection via the power management selector,
propeller speed,
compartment temperature High Flow switch position,
pack valves position,
Air Data Computer inputs such as pressure altitude, Indicated Air Speed and Total Air Temperature.
When the power is supplied, the objective torque function is self-tested by the FDAU.
If the test is successful, the objective torque amber bugs are positioned at 23% for approximately 15 seconds.
Then the objective torque amber bugs are positioned at 100% for 15 seconds before taking real computed value.
If the test is not successful, the bugs remain at 0%.
During operation, if an anomaly is detected, the bugs will move:
to 0% in case of FDAU internal processing unit failure,
to 23% in case of input parameters invalid or out of tolerance.
The principle of the Aircraft Integrated Data System (AIDS) function is to acquire, on ground and in flight and under certain conditions, a set of parameters
related to the engines and to store them in a mass memory with a storage capacity of at least 50 flights. This is performed by the FDAU. The same
information are stored in the PCMCIA card of MPC.
The processing unit 1 (DMU part of the FDAU equipment) receives all engine parameters and formats them into:
ARINC 573 messages for SSFDR recording, through the MPC.
ARINC 429 messages for the processing unit 2.
The processing unit 2 (FDAU part of the FDAU equipment) stores the messages in the mass memory.
When 80% of the mass memory is filled, a ground discrete activates the magnetic indicator on the maintenance panel.
This discrete is also used to indicate a failure detected at the processing level.
The parameters utilized for the AIDS function are the following:
The AIDS does not permanently store the engine parameters. Storage is made under specific conditions in the form of reports:
"Events" report:
Recording is triggered manually from the RCDR Panel by pressing the EVENT pushbutton.
When this command is given, all AIDS parameters are instantly recorded.
"Cruise" report:
This is made once per flight when aircraft meets certain stability criteria: General conditions:
Speed > 80 kts,
Altitude > 6,000 ft,
-100 ft < altitude variation < +100 ft,
-0.2 g < vertical acceleration variation < +0.2 g,
-5 kts < IAS variation < +5 kts.
Engine conditions:
-0.5% < NH variation < +0.5%,
-1% < torque variation < +1%,
-0.5% < Np variation < +0.5%.
"Threshold" report:
This is made as soon as one of the thresholds of the following parameters is exceeded for more than 3 seconds:
Torque, w NH,
Np, w ITT.
"Take-off" report:
Take-off report is made only once per flight, 10 seconds after detection of the following conditions:
Airspeed > 80 kts,
Aircraft in flight (shock absorbers not compressed).
In addition, this report contains:
Time of operation in hotel mode which is calculated every second,
Number of engine cycles.
Stored parameters can be extracted by means of a Display Memory Terminal (DMT) connected to the DMT/PC terminal.
This function is used for transferring reports from the DMU mass memory to a DMT report file located on the hard disk.
When the transfer is valid, the reports are not erased but the DMU writes a special mark in the file so as to indicate that the report(s) have already been
transferred to the DMT program.
This is done to prevent previously downloaded reports from being downloaded again.
The Aircraft Integrated Data System (AIDS) automatically, or manually records engine parameters on the PCMCIA card.
This "cruise report" is stored in the PCMCIA card in the corresponding File (xxxxxx.TXT).
With an Engine Condition Trend Monitoring (ECTM) software installed on the computer, it is possible to obtain a printout of the engine trend monitoring.
Three types of recording are available : exceedences, events and trend monitoring parameters.
ATA 31 SSFDR description Page 168/ 219
SSFDR description
The SSFDR is located in the unpressurized tail cone on the RH side of the aircraft.
The Solid State Flight Data Recorder (SSFDR), is the FA2100.
The SSFDR encloses two subassemblies, one containing the data processing part, the other containing the crash protected memory part which is placed
on equipment handle side.
The label "FLIGHT RECORDER - DO NOT OPEN" is written on one side.
The SSFDR has sufficient memory capability to provide a crash survivable record of the most recent 50 hours of flight data preceding a crash event. The
front face includes a portable analysis unit connector (or ATE connector).
An Underwater Locating Beacon (ULB) is mounted on the front face of the SSFDR. This enables recovery of the SSFDR of an aircraft sunk in deep water.
It is automatically activated when immersed in fresh or salt water through an external connection.
It can transmit a 37.5 KHz signal for up to 30 days and its detection is possible in deep sea immersion. The signal can be received by a hydrophone
located on search boats.
ATA 31 SSFDR operation Page 172/ 219
SSFDR operation
The SSFDR receives parameters from the FDAU (via MPC) in digital format and records them in flash memories. The digital recording capacity is at least
the last 25 hours (depending of number of word per second, the memory could record the last 50 hours of recordings). After these 25 hours, the new data
erases the first data.
The SSFDR BITE unit sends a status signal to the MPC and to the RCDR panel in order to indicate a failure such as :
absence of more than 10 seconds of the read and write memory signals,
faults in the recording channel,
absence of signal at SSFDR input,
SSFDR supply loss.
The Fault signals illuminate the relevant lights on MPC and on RCDR panel.
The SSFDR is power supplied by the 115 VAC standby bus.
To access to the actual data, select QAR/DAR submenu.

All the present input data of the QAR can be displayed through this submenu. QAR content is a copy of recorded data in Flight Data Recorder. Note :
QAR informations are to help workshop troubleshooting.
This menu enables the operator to display the QAR PCM output data by entering, through the keyborad, the subframe/word number of desired data to
display.
Example : enter the word 010001.
The data value is displayed in 4 ways : On first line, the raw value is in "hexa" format, in "decimal" format and in "octal" format. On the second line, the
value is in "binary" format.
Without MCDU, the recorder data can be analysed.
It is not necessary to remove the SSFDR from the aircraft to retreive the recorded data. This operation can be performed directly on the aircraft by
connecting a portable unit to the ATE connector on the SSFDR front face.
This data is stored and can be analysed in a laboratory on a playback bench.
ATA 31 FDAU description Page 176/ 219
FDAU description
The FDAU is located in the electronic rack 80VU on shelf 81VU.

The Flight Data Acquisition Unit is a short unit with black finish.
Its front face is composed of :
an ATE connector,
two lights FDAU FAIL and DFDR FAIL which can take three states :
- Green when everything is OK,
- Red when a failure has occured,
- Out when power is off.
The FDAU is functionally designed in two main parts. The first part of the FDAU performs the basic functions which consist of :
Acquisition, formatting and processing of parameters. Parameters are formatted in two formats, ARINC 573 for the SSFDR, through the MPC and
ARINC 429.
Generation of the GMT.
The second part of the FDAU is the Data Management Unit (DMU). This ensures the following functions :
Calculation of the objective torque,
Acquisition and storage of the parameters of the AIDS.
Failure of the DMU function can in no case lead to failure of the basic FDAU function which is a regulatory function. The only effect of loss of the DMU part
would be loss of acquisition of the objective torque parameter by the FDAU part.
The Flight Data Acquisition Unit is a short unit with black finish.
Its front face is composed of :
an ATE connector,
two lights FDAU FAIL and DFDR FAIL which can take three states :
- Green when everything is OK,
- Red when a failure has occured,
- Out when power is off.
The second part of the FDAU is the Data Management Unit (DMU). This ensures the following functions :
Calculation of the objective torque,
Failure of the DMU function can in no case lead to failure of the basic FDAU function which is a regulatory function. The only effect of loss of the DMU part
would be loss of acquisition of the objective torque parameter by the FDAU part.
ATA 31 FDAU operation Page 180/ 219
FDAU operation
ATA 31 FDAU operation Page 181/ 219
The FDAU is power supplied by the 28VDC EMER bus when aircraft is on ground.
As soon as aircraft is in flight, the FDAU is power supplied by the 28VDC ESS bus. This is detected by the de-energization of the Weight On Wheel relay.
The real time clock (GMT) is power supplied by an FDAU's internal battery safeguard.
Note that the synchro position transmitters sending their signal to the FDAU, are all power supplied by the 26VAC STBY bus.
The FDAU includes an analog input interface which receives the various signals from the position transmitters and the linear accelerometer and sends
them to a multiplexer. The multiplexer enables convertion of analog data to numerical data.
A discrete input interface receives the discrete signals.
Both analog and discrete input interfaces are connected to the processing unit board trough an internal bus. They are also connected to the rear
connector box and to the ATE connector on the front face.
The processing unit board manages the data coming from the other units and sends it to the output peripherals, such as the RCDR Panel and the SSFDR
through MPC.
A power supply energizes the accelerometer and the internal circuits of the FDAU. The unit also includes a monitoring function.
Inside the FDAU processing unit, a program permanently checks the correct operation of the FDAU by a self-test.
Check of PROM and RAM,
Check of analog inputs by tests channels,
Check of ON/OFF discretes by test channels,
Check of SSFDR ARINC transmission,
Check of real time clock,
Check of power supplies,
Check of FDAU/MPC ARINC transmission.
The result of those tests energizes, in case of failure, the "SYS STS" and "FDAU STS" amber lights on the RCDR Panel front face, as well as the "FDAU"
light on the FDAU front face and "FDRS FAIL" light on the MPC front face.
The failure signal coming from the SSFDR is received by the MPC front face which energizes the "FDRS FAIL" light on the front face and the "SYS STS"
amber light on the RCDR Panel.
ATA 31 MPC (AFDAU) description Page 182/ 219
MPC (AFDAU) description
All ATR A/C are equipped with FDAU : required by airworthiness autorities for recording 57 flight parameters.
All ATR A/C operating under FAA, are equipped with AFDAU : for recording 88 flight parameters.
The MPC is an upgrade of the existing AFDAU with some other new functions (up to 88 flight parameters).
ATA 31 MPC (AFDAU) description Page 183/ 219
The AFDAU is an auxiliary equipment that takes place in an already existing Flight Recording System between the FDAU and the SSFDR.
One of its function is to synchronize and acquire the data frame coming from the FDAU. It acquire also additional parameters and send all data to the
SSFDR.
This data frame that will be sent to the SSFDR complies with flight data recording requirements defined by regulatory agencies.
ATA 31 MPC (AFDAU) operation Page 184/ 219
MPC (AFDAU) operation
MPC computer AFDAU troubleshooting: If AFDAU fails, these lights are illuminated.
ATA 31 MPC (AFDAU) operation Page 185/ 219
ATA 31 Accelerometer description Page 186/ 219
Accelerometer description
The three axis accelerometer is located at the aircraft centre of gravity, under the cabin floor.
The three axis accelerometer is a rectangular unit installed on a machined base which houses the connector and can act as a reference surface.
The accelerometer package consists of :
three identical accelerators mounted in the longitudinal axis, the lateral axis and the vertical axis,
a common biasing circuit to provide the desired null outputs,
an appropriate radio noise filtering circuit.
The position of the sensitive longitudinal acceleration axis is shown by a FWD arrow and the position of the vertical acceleration axis by an UP arrow. The
arrows point in the positive acceleration direction.
All inputs and outputs are routed in a single connector. The three resulting signals are sent to the FDAU.
ATA 31 Accelerometer operation Page 190/ 219
Accelerometer operation
The accelerometer is supplied by the FDAU with the 28VDC EMER Bus when aircraft is on ground and with the 28VDC ESS Bus when aircraft is in flight.
The accelerometer sends three signals proportional to the acceleration applied on each axis to the FDAU.
The accelerations are measured in the following ranges:
Lateral acceleration: from -1g to +1g,
Longitudinal acceleration: from -1g to +1g,
Vertical acceleration: from -3g to +6g.
The accelerator output voltage ranges from +200mV to +5000mV.
ATA 31 Accelerometer operation Page 191/ 219
Select G-METER menu for function details.

This menu allows to display at the end of each flight a specific report.
Moreover this menu allows to check aircraft accelerometer validity (3 axes).
ATA 31 Indicators and recording panels Page 192/ 219
Indicators and recording panels
Look at the Crew Alerting Panel. Location: Center Instruments panel.

<1> Engine fire detected.
<2> Any gear not seen down, locked and:

flaps in Normal Landing position
- ZRA < 500 ft.
either PL at FI and
- ZRA < 500 ft (inhibited until 2.5 mn after gear up).
<3> Cabin press diff > 6.35 PSI.
<4> Cabin above 10,000 ft.
<5> Oil press < 40 PSI (inhibited for 30 sec during engine start).
<6> Elevator uncoupling.
<7> RH nacelle above 170 C.
<8> Avionics smoke.
<9> Forward cargo smoke.
<10> AFT cargo or lavatory smoke.
<11> PL at TO position and PRKG Brake Handle not fully released. PL at TO position or TO config test pressed and:
PWR MGT not at TO.
Flaps not at 15.
Trim out of Green Band.
TLU not at LO SPD.
Aileron lock actuators not fully retracted.
<12> Propeller brake not fully engaged or disengaged.
<13> Spurious retraction if more than 4 difference when flaps extended.
<14> Any MFC module fault or electrical supply loss.
<15> Hydraulic: either tank < 2.5 l or either pump case drain > 121 C or either pump delivery press < 1500 PSI and good conditions to run.
<16> Engine fire loop fault.
<17> Any door not seen locked.
<18> Loss of windshield heating, homs, prop, static probes on GND only. Common air manifold < 14 PSI, distribution valve fault, ice detector fault, Mode
Sel AUTO fault, inflation sequence not correct, Air Temp > 230.
<19> Low press system < 50 PSI.
<20> Feed Low press < 4 PSI. Fuel Tank low level < 160 kg.
<21> Any DC or AC PWR failure.
<22> Refer to Comp Temp / air bleed overheat or cabin press on instrument panel.
<23> RCAU processing board failure or power loss.
<24> ITT > 800 C (715 C in Hotel Mode):

EEC failure.
GCU fails during start.
Start light ON past 45% NH, Low Pitch detected in flight, HP pump fuel filter pressure drop > 25 PSI = Fuel Clog LT / > 45 PSI = Fuel Clog LT + Fuel
filter by pass.
PEC fault.
PWR MGT not set TO when PLs at TO Pos or TO Config Test.
Incorrect ADC switching.
ENG START selector for ENG2 selected START (with PROP BRAKE ON but Gust Lock not engaged).
<25> TO or TO Config Test: Pitch trim out of green band, flaps not at 15, AIL LOCK actuators not fully retracted, disagreement between AIL LOCK acts
and Gust Lock Lever (caution LT after 8 sec). Flaps asymmetry > 6.7 during flaps actuation. PITCH TRIM ASYM. Stick Pusher/Shaker FAULT. TLU
FAULT.
<26> Automatic idle gate system failure.
<27> Anti-skid channel fault or brake temp > 150.
<28> Two AHRS's disagree 6 (PIT/ROL/ATT). Two ILS Loc disagree 0.6. Two ILS GS disagree 0.2.
<29> Parking brake handle not fully released.
<30> GPWS computer failure or power loss.
<31> Maint panel rotary selector on either panel not in normal FLT position.
<32> When depressed: All inhibited or cancelled caution lights will illuminate if the respective system is still degraded. All aural warnings previously
cancelled are reactivated.
<33> When depressed: All caution lights are cleared (except PRK BRK, GPWS, MAINT panel).
<34> When depressed: Eng Oil, Smoke Lights, all amber lights (except EFIS comp, Parking brakes, GPWS fault, MAINT panel, ENG, FLT CTL) are
inhibited. INHI illuminates blue.
Look at the EMER AUDIO CANCEL switch and the TO CONFIG TEST pushbutton. Location: Centre Pedestal.
For more details, click on a button or an indicating light.
<1> The EMER AUDIO CANCEL switch is safety guarded. If a false system indication generates an undue continuous aural, the use of this switch will
cancel the aural specific of this false alert.
<2> The TO CONFIG TEST pushbutton is used before takeoff:

To check if aircraft configuration is correct for take-off by simulating Power Levers at TO position without taking parking brake into consideration.
To perform an automatic RECALL, thus reactivating all aural warnings previously cancelled by the EMER AUDIO CANCEL switch.
Look at the CCAS Maintenance panel. (For maintenance purposes only) Location: Left Hand Console.
<1> The rotary selector enables selection of the system to be tested. It must be replaced in the NORM-FLT position before flight.
<2> CHAN lights illuminate green when the two angle-of-attacks are checked for correct operation.
<3> The Push-To-Test (PTT) pushbutton allows the selected test to be activated.
Look at the MFC Maintenance panel. (For maintenance purposes only) Location: Right Hand Console.
For more details, click on a button or an indicating light.
<1> The BITE LOADED magnetic indicator indicates that a failure has been recorded by the maintenance system.
<2> The system selector switch is normally placed in NORM-FLT position. In all other positions, the MAIN PNL light comes on amber on the Crew Alerting
Panel. During maintenance operations, this switch enables the various systems to be selected, in order to consult the failures which have affected the
system involved.
<3> The BITE ADVISOR DISPLAY indicates, through illuminated lights, the code of the failure recorded. The combinations of illuminations of these four
lights enable to up to 14 failures per system to be coded.
<4> The PTA / ERS pushbutton enables the following:

When a system is selected, Push To Advance function allows recorded failures to be run on the failure display. The "FFFF" code indicates the end of
the list for the selected system.
When ERS position is selected, if PTA / ERS pushbutton is pressed in for less than two seconds, ARINC test is performed. The "- FF-" code is
displayed successfull. But if PTA / ERS pushbutton is pressed in for more than 5 seconds, system memory is erased and the "F- - F" code is
displayed during erasing.
<5> The TEST pushbutton is used to check operation of the BITE LOADED magnetic indicator. When pressed for more than 3 seconds, the magnetic
indicator is activated.
<6> The connector outlet enables the optional Maintenance Test Set system to be connected.
Look at the MFC PANEL. Location: Overhead.

<1> The amber light comes on and the CCAS is activated when a malfunction or electrical supply fault is detected in the associated MFC module. The
module becomes inoperative. The FAULT light also flash during self-test of the module.
<2> The OFF light is extinguished when the pushbutton is pressed in. The associated MFC module then operates. It illuminates white, when the
pushbutton is released and then stops the MFC module.
Look a the APM panel and the RCDR panel.

<1> The "weight" rotary switch is use by the crew to select the aircraft weight before take-off. This weight information is used in the MPC for the APM
function. This rotary switch has 12 positions to select the T.O. weight. The positions are: ATR 42 in Tons:
12/13/14/14.5/15/15.5/16/16.5/17/17.5/18/18.5 ATR 72 in Tons: 15/16/17/18/19/19.5/20/20.5/21/21.5/22/22.5 Max weight will be selected to access
on MFC maintenance bites.
<2> This indicator light is used to inform crew of failure in the APM function computation. In case of a fault indication, the APM shall be selected OFF
through this push-button, and in this case the OFF indication shall be illuminated. In normal utilisation, without Fault indication, the APM function shall
always in ON positions. APM Fault light means:
If AFDAU light on MPC not illuminated :
- APIU Failure.
If AFDAU light flashing on MPC:
- APM function of MPC Failure.
<3> This test push-button, shall be used to test the APM function. This test shall be performed daily by the crew, to determine if the APM components are
opertional.
<4> FDAU STATUS light. Associated with SYS STS light when FDAU or AFDAU (MPC) has failed.
<5> STATUS SYST light. Illuminates amber when the SSFDR has failed.
<6> Ground control push-button: When depressed, both cockpit voice recorder and digital flight data recorder are energized. This is the manual mode. On
light illuminates blue.
<7> Events push-button: When momentarily depressed, the records are marked to identify a special event.
<8> Reset push-button: When depressed, the RESET push-button stops the manual recording mode.
ATA 31 Transfer of AIDS reports from FDAU to terminal Page 204/ 219
Transfer of AIDS reports from FDAU to terminal
Maintenance Operations
This procedure allows all AIDS reports contained in FDAU bulk memory to be transferred into a terminal.
Task description: Check that the following circuit breakers are closed on circuit breaker panel 21 VU:
4TU DFDR / FDAU / DFDR FLT SPLY
6TU DFDR / DFDR
8TU DFDR / SYNC
159TU DFDR / FDAU / DFDR GND SPLY
Preparation:
Remove access door 213CZ.
Preparation:
Remove access door 213CZ.
Open ATE connector located on front face of FDAU.
Connect the PC to ATE connector on FDAU by means of DMT / FDAU cable.
Connect the hardware protection key to the PC.
Energization of aircraft DC and AC constant frequency network:
Aircraft is energized.
Operation of DMT / PC program:
Switch on personal computer.
Initiate DMT program and run it until display of main menu.
Transfer of AIDS reports from FDAU to terminal:
Call "REPORT FUNCTION" menu.
Select an initiate "OTHER TRANSFER / FDAU COMPLETE TRANSFER TO DMT" function.
The transfer of data from FDAU to the PC begins. Once transfer is completed, a floppy disk must be inserted into the PC to transfer data to the
ground based station.
Transfer of AIDS reports from terminal into a diskette:
Call "REPORT FUNCTION" menu.
Insert a floppy disk into the Personal Computer.
Select an initiate "STANDARD PARAMETER-DMT COMPLETE TRANSFER TO DISKETTE" function.
Remove the floppy disk from the Personal Computer.
The data from can be transferred to the ground based station to be analysed (for Engine Condition Trend Monitoring for example).
De-energization of aircraft DC and AC constant frequency network:
Aircraft is de-energized.
Close-up:
Switch off micro computer.
Disconnect FDAU / terminal connecting lead.
Remove hardware protection key from Personal Computer.
Close ATE connector located on front face of FDAU.
Close access door 213CZ. Make certain that working area is clean and clear of tools and miscellaneous items of equipment.
ATA 31 Test of MFC environment with PHOBOS Page 212/ 219
Test of MFC environment with PHOBOS
Check of MFC operation.
Check that the following circuit breakers are closed on circuit breaker panel 21VU: 2UA1 MFC/1A NORM SPLY 2UA2 MFC/2A NORM SPLY 3UA1
MFC/1B NORM SPLY 3UA2 MFC/2B NORM SPLY 4UA1 MFC/1A AUX SPLY/TRU CTL 4UA2 MFC/2A AUX SPLY 5UA1 MFC/1B AUX SPLY 5UA2
MFC/2B AUX SPLY
Check that the following pushbuttons are pressed on panel 25VU: 6UA1 MFC/1B/FAULT/OFF 6UA2 MFC/2B/FAULT/OFF 7UA1
MFC/1A/FAULT/OFF 7UA2 MFC/2A/FAULT/OFF
Preliminary operations.
Install PHOBOS software on the Personal Computer.
Energization of aircraft DC and AC constant frequency network.
Aircraft is energized.
Preparation.
Remove test plugs access panel.
Connec the PC to connectors 15UA and 16UA located respectively on shelves 91VU and 92VU through the wire delivered with the software.
Operations.
To run PHOBOS, go into directory PHOBOS and type PHOBOS command.
The link between PHOBOS and the MFC is established when the FAULT legend of the module selected on the box flashes.
This indicates that the module is in maintenance mode. It is necessary to manually reset the module to quit the maintenance mode.
ATA 31 MCDU operation Page 216/ 219
MCDU operation
ATA 31 MCDU operation Page 217/ 219
To access to MPC page, select "MENU" on the MCDU keyboard, then select "MPC" submenu.
The MPC options allows :
Effective maintenance :
- Maintenance information centralized and directly available,
- Precise diagnoses and recommendations associated,
- Anticipate maintenance tasks,
- Divide up and organize the tasks more efficiently.
Flight parameters access :
- Full and highly reliable record,
- Recorded data are simply available by removing the PCMCIA card,
- Technical staff can be sure to process correct data,
- Maintenance data can be printed (if printer installed),
- Maintenance reports can be transfer by ACARS (when installed).
ATA 31 Summary Page 218/ 219
ATA 31 INDICATING AND RECORDING SYSTEMS

General description 2
Cockpit location 11
Interfaces 13
Features 14
Safety and precautions 21
Instruments and control panels description 22
Electrical clocks description 30
Electrical clocks operation 34
Multifunction computer system description 37
Multifunction system cockpit location 40
MFC description 42
MFC overhead panel description 48
MFC maintenance panel description 50
MFC maintenance panel operation 54
MFC system operation control & indications 56
Multi Purpose System description 76
Multi Purpose System cockpit location 82
MPC operation 84
MCDU description 88
PCMCIA card description 92
CCAS description 96
CCAS cockpit location 114
CCAS operation with failure 115
ATA 31 Summary Page 219/ 219
CAP description 126
Master warning & caution description 132
TO config test description 134
Emergency audio cancel switch description 140
LH maintenance panel description 144
Recording system description 148
Recording system cockpit location 150
Recorders operation controls & indications 152
SSFDR description 168
SSFDR operation 172
FDAU description 176
FDAU operation 180
MPC (AFDAU) description 182
MPC (AFDAU) operation 184
Accelerometer description 186
Accelerometer operation 190
Indicators and recording panels 192
Transfer of AIDS reports from FDAU to terminal 204
Test of MFC environment with PHOBOS 212
MCDU operation 216

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MAINTENANCE TRAINING NOTES

T1 42-400l500 & 72-212A (MPC) ref 72

ATA 31 INDICATING AND RECORDING SYSTEMS

This publication will not be updated on a regular basis.

The indicating and recording system is divided in two main parts :

Time is indicated by 2 quartz clocks.

Many systems are controlled by the two Multi-Functional Computers (MFCs).

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The MPC improves ATR A/C situational awareness and knowledge.

The cockpit includes 4 main groups of panels:

The centre pedestal groups the following VU panels :

The consoles accomodate the maintenance panels.

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Two electrical clocks are provided in the cockpit.

The time function is ensured by the two largest hands.

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The four MFC's modules are interconnected by ARINC 429 busses.

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The MFC panel is shown in light test.

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The maintenance function of the system is centralized in the MFC 1A.

EXAMPLE OF ONE MODULE FAILURE:

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EXAMPLE OF A DUAL MODULE FAILURE:

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The MPC computer is located in the LH electronic racks.

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MPC computer troubleshooting :

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The MCDU is located on the centre pedestal.

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The MPC computer is located in the LH electronic racks.

The CCAS is composed of:

Three kinds of visual devices are used:

The following two principles have been adopted:

2. IDENTIFICATION: on the Crew Alerting Panel.

3. ISOLATION: on the system control and indicating panel.

Two kinds of aurals have been defined to alert the crew:

3. Flaps unlocked (CRC),

5. Propeller brake failure (CRC),

6. Engine fire (CRC),

7. Pitch disconnection (CRC),

8. Excessive cabin altitude (CRC),

9. Nacelle overheat (CRC),

10. Excessive cabine D pressure (CRC),

11. Trim in motion (whooler),

12. Smoke detection (CRC),

13. Oil low pressure (CRC),

14. Landing gear not down (CRC),

15. AP disconnection (cavalry charge).

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Those inhibitions are cancelled:

First of all, clear the Master WARNING light.

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The Crew Alerting Panel (CAP) is composed of:

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The aircraft flight recorders are:

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