T1 Theoretical 72-212A M154v6.PDF

MAINTENANCE TRAINING NOTES

Date of issue 03/04/09 This publication will not be updated on a regular basis.

T1 42-400l500 & 72-212A ref 72 V1.6

TECHNICAL PUBLICATION

TECHNI Presentation Page 2/ 105

VYY01 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6

Presentation



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Here are the technical publications available for ATR aircrafts, of course, depending of your job, it's not necessary to know everything, however, it's nice to know that documents exist, even if you are not directly concerned...

- MPD Maintenance Planning Document - AMM Aircraft Maintenance Manual - " D/O Description - Operation - " JIC Job Instruction Cards - " TSM Trouble Shooting Manual - IPC Illustrated Parts Catalog - " Parts Illustrated Parts Catalog - " CRT Cross Reference Table - WDM Wiring Diagram Manual - " ASM Aircraft Schematic Manual - " AWM Aircraft Wiring Manual - " AWL Aircraft Wiring List/Hook Up List - CLM Component Location Manual - SRN Structural Repair Manual - NDTM Non Destructive Testing Manual - ITEM Illustrated Tool & Equipment Manual - CMM/M Component Maintenance Manual / -- Manufacturer - CMM/V Component Maintenance Manual / Vendors - SRKM Structural Repair Kit Manual - CPCICF Corrosion Prevention / Inspection / Findings - QEC Quick Engine Change - VD Vendor Directory - VWM Vendor Warranty Manual - VPSA Vendor Support Agreement - SB Service Bulletin / Letter - AC Airplane Characteristics - FCOM Flight Crew Operating Manual - AFM Airplane Flight Manual - MMEL Master Minimum Equipment List - CL Check List - WBM Wight & Balance Manual - CCC Crash Crew Chart



The ATR MPD as well as the revisions are approved by the French Airworthiness Authorities and provide the airlines with precise guidance for establishing their own Maintenance Program subject to the approval of their local Airworthiness Authorities.



Aircraft Maintenance Manual (AMM) The Aircraft Maintenance Manual for ATR conforms to ATA Specification No. 100, Revision 21. ATR declines all responsability in the event that the instructions given in the Aircraft Maintanance Manual are not observed in their entirety. ATR Technical Publications use both metric and non-metric systems of measurement. The system used in the original reference documents is quoted first, followed by the conversion into the other system in brackets. The Aircraft Maintenance Manual has been split into two manuals:

The Description and Operation Manual whose technical content corresponds to pages 1 to 99 of the conventional Aircraft Maintenance Manual. The Job Instruction Card Manual whose technical content corresponds to pages 201 to 899 ; this manual contains the necessary data to cover

Scheduled Maintenance Procedures prescribed by the Maintenance Review Board (MRB) or the Minimum Master Equipment List (MMEL). The Job Instruction Card manual has been divided into two sections:

Section 1 contains general information. Section 2 contains the Job Instruction cards only.

Trouble Shooting Manual - TSM Scope of the Trouble Shooting Manual The TSM is a manual for use when the aircraft is on the ground. It is intended to provide ground maintenance crews by means of isolating faults in order to reduce downtime. Its aim is to enable detection of faulty components within a failed system by analyzing fault symptoms appeared in flight or on the ground (Test).



IPC A FAIRE The Illustrated Parts Catalog includes:

All removable A / C manufacturer items with associated detail parts. All vendor units covered by a specific documentation (CMM) and associated maintenance-removable breakdown parts. All standard parts (screws, washers, connectors, pins, etc...).

The IPC is so arranged to allow for very convenient utilization in conjunction with job cards. This publication complies with the requirements of the ATA specification No. 100.



It is divided into 4 sections:

The alphanumerical list of Part Number (PNs) with: optional PNs optional vendors.

The list of Functional Identification Items corresponding to PNs listed in the alphanumerical index, with entries arranged: by FIN (Functional Item Number) by PN.

The list of identifications of access doors / panels listed in the alphanumerical index, with entries arranged: by FIN by PN.

The list of Local Manufacture PNs (X file), with entries arranged: by PN of finished part, with cross-referencing to the material to be used by PN of the material to be used, with cross-referencing to the PN of the finished part.

This table is furnished to the customer in the form of cassette and is not customized. It is reissued with the same frequency as IPC revisions.



Diagram Make-Up The schematics contained in these manuals have been prepared to meet ATA specification No. 100 requirements and include four types, as follows:

Block Diagrams : have broard scope but little depth. Simplified Schematics : have schematic symbols but do not show sufficient detail to permit fault isolation. Schematics : show all line replaceable items, all A/C wiring, within a sub-sub system and give sufficient depth for A/C fault isolation. Wiring Diagrams : show all components and wires. Charts

In some cases, simplified schematics, logic diagrams or block diagrams have been incorporated in schematics whenever it has been deemed necessary, for full understanding of system operation.



Contents of manual This document is divided into six sections as follows:

ATA entry FIN entry ATA zone zoning access location figures.



This manual is organized per ATA chapters as follows: 51 - General 52 - Doors 53 - Fuselage 54 - Nacelles / Pylons 55 - Stabilizers 56 - Windows 57 - Wings



This manual does not deal with standard tools and equipment. However, it does cover the particular adaptations required for their operation. Ground equipment such as passenger stairways, luggage loading device, towing truck, etc... which is considered as airport equipment is not covered in this document. The information supplied is more or less comprehensive depending on whether the tool or equipment is of a complex nature, or not. In the case of a complex tool or equipment requiring specific information on its operation, maintenance and overhaul, the Manual gives identification data and cross-reference to Ground Equipment Manuals. In the case of a tool requiring no specific information, the Manual gives identification data for that tool and, if required, for the tool components.



A maintenance program for corrosion is required to prevent corrosion occurences that may jeopardize the continued airworthiness of the aircraft. The ATR MRB Document which represents the baseline maintenance program has been established during the MSG-3 analysis process upon mean environment and utilization conditions and is assumed as the optimum previsional maintenance program to meet the regulatory requirements and the needs of the typical operator. Systematic corrosion damages in the fleet will result in a modification of the MRBD requirements, initiated by ATR. Operators remain responsible, under the surveillance of their respective competent Authorities, to adapt their maintenance program to non typical conditions, as corrosion is concerned, taking into account their corrosion findings between successive scheduled or unscheduled inspections.



The Product Support Agreement are those negociated by SOCIETA AEROSPAZIALE ITALIANA ALENIA and EADS whilst they reflect the contractual provision for Product Support by the Vendors, they do not change or negate any provision contained in existing agreements separately negociated between Vendors, Operators and ALENIA and EADS (ATR).



The Warranty and Special Warranty conditions are those obtained from the Vendors by ALENIA and EADS during negociations of the General Terms Agreements and transferred to ATR Operators. To facilitate utilization of this document, the index of Vendors, in alphabetical order (see chapter 2) provides the types of guarantees offered to by each Vendor:

a- Standard Warranty b- Reliability Guarantee c- Maximum parts cost guarantee and a shop labour guarantee d- Special Guarantees As mecanics, don't worry ... But they exist anyway...



This document provides, in a standardized format, the recommended minimum airplane characteristics data that are needed for general airport planning information. Since operational practices vary among airlines, specific data should be coordinated with the using airlines prior to facility design. This document will be distributed to appropriate airlines and their staff, airports where the ATR is likely to be operated, and their architects and consultants. The document will also be distributed to other agencies, such as the FAA and others engaged in the air transportation industry where the need exists.

TECHNI Example 1 of using technical publication Page 41/ 105


Example 1 of using technical publication



Example 2 of using technical publication

TECHNI Summary Page 105/ 105


TECHNICAL PUBLICATION Presentation 2

Example 1 of using technical publication 41

Example 2 of using technical publication 89



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 00 GENERAL FAMILIARIZATION

ATA 00 Introduction Page 2/ 21

V0001 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6

Introduction

ATA 00 Production chart Page 3/ 21


Production chart

ATA 00 Main dimensions Page 4/ 21


Main dimensions

ATA 00 Weights and loading Page 5/ 21


Weights and loading

ATA 00 Cabin layout Page 6/ 21


Cabin layout

ATA 00 Cabin cross section Page 7/ 21


Cabin cross section

ATA 00 Cockpit Page 8/ 21


Cockpit

ATA 00 Composite materials Page 9/ 21


Composite materials

ATA 00 Engine Page 10/ 21


Engine

ATA 00 Performances Page 11/ 21


Performances

ATA 00 Hotel Mode Page 12/ 21


Hotel Mode

This mode, available on the RH engine, is used only on ground, to provide aircraft electrical supply and air conditioning. Hotel Mode works with the LP and HP stages running and the propeller brake locked. Hotel Mode = Right engine running + Propeller brake on + Gust lock on + right condition lever at feather

ATA 00 Catering Page 13/ 21


Catering

ATA 00 Presentation Page 14/ 21


Presentation

In normal operation, all the flight compartment lights are off. The use of lights to indicate correct operation is limited to a minimum (green illumination for normal operation).

CAUTION Amber Configuration not requiring immediate action. Time for taking action will be left to the crew's discretion. Indication Blue Normal transient configuration Indication White Control position indication. Neutralized abnormal configuration. Indication Green Normal operation Warning Red Configuration or failure requiring immediate action

ATA 00 Introduction Page 15/ 21

S0001 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6

Introduction

ATA 00 Main dimensions Page 16/ 21

S0003 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6

Main dimensions

ATA 00 Weights and loading Page 17/ 21

P0004 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6

Weights and loading

ATA 00 Composite materials Page 18/ 21


Composite materials

ATA 00 Engine Page 19/ 21


Engine

ATA 00 Performances Page 20/ 21


Performances

ATA 00 Summary Page 21/ 21


ATA 00 GENERAL FAMILIARIZATION Introduction 2

Production chart 3

Main dimensions 4

Weights and loading 5

Cabin layout 6

Cabin cross section 7

Cockpit 8

Composite materials 9

Engine 10

Performances 11

Hotel Mode 12

Catering 13

Presentation 14

Introduction 15

Main dimensions 16

Weights and loading 17

Composite materials 18

Engine 19

Performances 20



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 05 TIME LIMIT

ATA 05 Maintenance checks Page 2/ 6


Maintenance checks



INSPECTION DEFINITIONS For the check of an aircraft, various types of inspections are carried out.

Line checks: Checks and Zonal Visual Inspections. A checks and multiple: Zonal Visual Inspections, Lubrication, Servicing, Operational Checks. C checks and multiple: Zonal Visual Inspections. Operational and Functional checks on aircraft and powerplant systems. Structural inspections: General Visual Inspections (GVI). Detailed Visual Inspections (DVI). Special Detailed Inspections (SDI). STANDARD INSPECTION INTERVALS These inspections are carried out with regular intervals. F Line Check:2 days.

Weekly Check: 7 days. A check: 500 Flight Hours (FH). C check: 4000 Flight Hours (FH). STRUCTURAL INSPECTION INTERVALS Three structural inspection categories exist:

Fatigue damage: Thresholds: 24000 / 36000 Flights. Repeat Intervals: 3000 / 6000 / 12000 / 18000 / 24000 Flights. Environmental damage: Thresholds: 2 / 4 / 8 Years. Repeat Intervals: 2 / 4 / 8 Years. Accidental damage: Intervals: 2 / 4 / 8 Years. MAINTENANCE PLANNING DOCUMENT (MPD) F Tasks identified in the MRB Report are broken down into a comprehensive Maintenance Planning Document. F The MPD references each task and provides details on Zone, Accesses, Description, Job Procedure, Manpower required, Man-hours required, Efficiency, Interval.

The program defined in MRB/MPD documents is based on an average daily utilization of 5.5FH for 8.2FL (2000 FH/YE and 3000 FL/YE). In the event that operation appreciably differs from these figures, the program should be adapted to account for A/C utilization.

Maintenance Planning Document (MPD) MAINTENANCE PRECAUTIONS

BACKGROUND : Following a series of accident involving large commercial aircraft, the influences on Fuel Tank Safety have been widely discussed in recent years, to establish means by which fuel tank explosions can be prevented in future. The FAA and EASA issued special requirements for maintenance and inspection, focused on prevention against fuel tank explosion risk-adjacent systems and on Fuel Tank Airworthiness Limitations.

CDCCL : An important concept of the new regulation is the introduction of Critical Design Control Configuration Limitation (CDCCL). As applied to fuel tank safety policy, this term covers all items of the fuel tank and adjacent systems that are considered as critical ignition source prevention features. All precautions shall be taken to prevent unsafe conditions to develop from configuration changes caused by maintenance action, repair or alteration of these critical items. All CDCCLs are included in the time limit section of the MRB and are highlighted into AMM task cards and CMMs to provide the list of critical parts that should not be repaired out of the scope.

CAUTION: All along the ATA 28 (FUEL) covered in this course, the trainee will have to pay a particular attention to the safety precautions. ENGINE AND PROPELLER MAINTENANCE Engine Maintenance Hard Time:



F Removal of the engine at the defined time limit: - HSI (Hot Section Inspection). - OVH (OVerHaul).

Engine Maintenance On-Condition: F No scheduled Hot Section Inspection (HSI) / Overhaul (OVH). (2 HSI for 1 OVH recommended by P&WC). F Engine removal for refurbishment driven by on wing task and ECTM. F Proven to be the most cost effective way of maintaining engines. Propeller Maintenance Major Inspection Intervals (MII): Aircraft typePropellerInterval ATR42-300/-320:14SF-510000 FH ATR72-200:14SF-1110500 FH

ATR42-400/500/ATR72-500:568 8100 FH COMPONENT MAINTENANCE Components have scheduled overhaul:



ATA 05 TIME LIMIT Maintenance checks 2



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 08 WEIGHING AND LEVELLING

ATA 08 Weighing and levelling Page 2/ 9


Weighing and levelling



WEIGHING METHODS Three Weighing technics can be used:

Weighing on jack, Weighing on wheels, Weighing on jack and wheels.

Prior to weighing:

Defuel the tanks by suction and drained. During defueling, pitch and roll attitude must be at 0. The remaining fuel quantity must be check in weight and balance manual (one table for each aircraft version).



AIRCRAFT PREPARATION Place aircraft in a closed hangar. Equip with one clinometer, at level of cargo compartment door between frame 14 and frame17, for measuring aircraft pitch attitude = 0. The aircraft configuration must be as follows:

Flaps retracted. Control surfaces and trim in neutral position. Spoilers retracted. All doors and exits closed. Blanking plates, protection and covers removed. No object workstand in contact with aircraft.

Make out list of missing equipment: Hydraulic system is topped up. Engine oil replenishing has been accomplished. Replenish toilets with water and applicable materials. Top up with potable water system. Note tire characteristics.

Clean aircraft to remove all trace of grease, dirt or water. CAUTION : do not weight wet or iced aircraft.



WEIGHING ON JACK Jacking and load cell point location must be as follows:

1 or 2 on the nose. 1 for each wing. 1 safety stay on tail cone.

Note : Load cell depend on ATR version. The maximum permissible load on each point is given in Job Instruction Card (reference n 08-12-00).



WEIGHING ON WHEELS The mechanical scales must be located as follows:

1 on the nose. 2 for the main gears.

Note : Mechanical scales depend on ATR version. The three scales must have pans large enough to contain the landing gear tires.



WEIGHING ON JACK AND WHEELS The mechanical scales and jacking point must be located as follows:

1 scale and 1 jack for the nose. Nose landing gear structure will be suspended by jack assy positioned on floor mechanical scale. 1 scale for main gears. Both main landing gear left and right tires will be positioned on same floor mechanical scale.

Note: Mechanical scales depend on ATR version. The two scales must have pans large enough to contain the landing gear tires. The aircraft must be leveled at 0 attitude by lifting the nose gear structure.



ATA 08 WEIGHING AND LEVELLING Weighing and levelling 2



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 10 PARKING AND MOORING

ATA 10 Parking Page 2/ 10


Parking



INSTALLATION The following operations must be carried out:

Park aircraft into wind. Check that parking brake is applied. Engage gust lock. Install main and nose landing wheel chocks. Install propeller securing straps. Install engine nacelle covers. Blank the two NACA inlets. Blank the two air conditioning inlets. Install the cover assies on static port. Install pitot probe covers. Install the temperature probe cover. For additional installation in cold weather conditions, refer to SL 42-30-5011.



REMOVAL The following operations must be carried out:

Remove all installed covers and protective devices. Store protective devices in bag provided. Remove safety pins from landing gear struts and stow. Remove wheel chocks. Reference: from Job Instruction Card N 10-10-00

ATA 10 Mooring Page 5/ 10


Mooring

GENERALITY Mooring is necessary when wind speed exceeds a limit calculated in function of aircraft weight and center of gravity. Preparation:

Position the aircraft so that main landing gear de-bogging fixtures and nose landing gear towing fixtures correspond to mooring shackles on ground. Perform the last meters of any taxiing procedure straight forward so that no torsion load is exerted on tires and landing gears hinge points. Connect aircraft to ground.



GENERALITY Ground mooring is carried out at each main and nose landing gear.



Ground mooring of main landing gear can be carried out with: Cables or ropes Turnbuckles



Ground mooring of nose landing gear can be carried out with: Cables or ropes Turnbuckles



LIMITATIONS

Wind speed up to 95 Km/H: - Moor aircraft.

Wind speed ranging between 95 Km/H and 120 Km/H: - Moor aircraft. - Lock rudder.

Wind speeds greater than 120 Km/H: - Shelter the aircraft in a hangar.

Reference: from Job Instruction Card N 10-21-00.



ATA 10 PARKING AND MOORING Parking 2

Mooring 5



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 12 SERVICING

ATA 12 Main external dimension Page 2/ 74


Main external dimension

ATA 12 Ground clearance Page 3/ 74


Ground clearance

ATA 12 Exhaust temperature contours Page 4/ 74


Exhaust temperature contours

ATA 12 Danger areas of the engines Page 5/ 74


Danger areas of the engines

ATA 12 No step areas Page 6/ 74


No step areas

On the aircraft, a black point strip shows the NO STEP areas. A black hatched strip limits the area where you can walk.

ATA 12 Aircraft servicing with jetways Page 7/ 74


Aircraft servicing with jetways

ATA 12 Exterior inspection Page 8/ 74


Exterior inspection

The exterior inspection is primarily a visual check to ensure that the general condition of the aircraft, the visible components equipment are safe for the following flight. It is normally performed by the maintenance personnel or if not present by the first officer prior to each originating flight.

ATA 12 Ground service connections Page 9/ 74


Ground service connections

ATA 12 Air conditioning ground connection Page 10/ 74


Air conditioning ground connection

ATA 12 Air conditioning ground connection Page 11/ 74


Pre-conditioning Caution : Before supplying external air, make certain that at least the cargo venting door or the captain communication door is open and remain open during the servicing. 1- Start up ground air conditioning unit. Note : To avoid air back pressure at level of underfloor ducts, make certain that both recirculation fan 1 and 2 are off. 2- On ground conditioning unit, select the desired cooling or heating temperature.

ATA 12 Electrical ground connection Page 12/ 74


Electrical ground connection

ATA 12 Electrical ground connection Page 13/ 74


Pre-conditioning Caution : Before supplying external air, make certain that at least the cargo venting door or the captain communication door is open and remain open during the servicing. 1- Start up ground air conditioning unit. Note : To avoid air back pressure at level of underfloor ducts, make certain that both recirculation fan 1 and 2 are off. 2- On ground conditioning unit, select the desired cooling or heating temperature.

ATA 12 Refueling electrical control panel Page 14/ 74


Refueling electrical control panel



Automatic refueling operation

The refueling panel and refuel / defuel coupling are located on the RH main landing gear fairing of the aircraft: During refueling and defueling operations, fire services have to be ready in case of an emergency and fuel safety precautions have to be applied.

This tool is used to keep refuel / defuel valves in open position in case of valves failure.

Each 28 VDC refuel / defuel valve is equipped with a metal ring located under the electrical connection. The element called manual override enables the valves to be operated manually, in the event of an electrical control failure.

Two restrictors located at the valve outlet allow fuel flow in the circuits to be balanced for simultaneous filling of tanks. Fuel through the lines is admitted into the tanks at the tank low points.

Diffusers are located at the end of the two filling lines to limit formation of foam and vapor. The fuel / defuel assembly is installed in a dry bay which is drained.

ATA 12 Gravity refueling port Page 18/ 74


Gravity refueling port



Gravity refueling is performed through two overwing gravity filling ports installed on the wing upper surface between ribs 22 and 23. Each gravity filling port includes a support attached to the structure and a filter.

Remove cap from refueling connector located on wing upper surface by means of a screwdriver, loosen the screw by 4 to 5 turns.

Press cap, turn by a quarter turn and release. Gravity refueling

Start up ground refueling equipment For each tank, perform refueling and check quantity indicator located on refueling panel. Take care not to damage wing leading edge equipped with de-icing boots. From JIC 12-11-28 FLG

ATA 12 Manual fuel quantity reading Page 22/ 74


Manual fuel quantity reading



Each tank is equipped with two manual magnetic indicators. Access to the indicators is gained from the wing lower surface. A dipstik is mounted between rib 5 and 6 near the feeder tank.

The other one is mounted between rib 22 and 23 near the vent surge tank. By means of a graduated scale, the dipstik gives an indication of the residual fuel quantitycontained in the tank.

When not being used for manual checks, the dipstick is locked in its raised position. A chart is used to convert cm into liters and units of weight (Kg or lbs) as a function of A/C attitude and fuel density.

A clinometer located on the left rear landing gear fairing gives the A/C roll attitude in order to perform the corrections for limiting A/C attitude effects for dipstik reading.

The dipstik comprises a gauge body with a mounting base. Inside the gauge body are : an assembly consisting of a magnet and float, which defines the position on the scale during a level check, a graduated scale, a stop (or lock) which receives the control knob when the assembly is locked, a control knob which, by simple rotation, releases the gratuated scale, a stop ring, which holds the measurement and check assembly.

Locked position : the control knob is flush with the outer face of the gauge body and wing lower surface. Unlocked position : by pressing and turning the control knob, the rod magnetically linked to the float, falls under its own weight. The fuel level is read in cm

on the section of the scale which protrudes from the wing lower surface.

ATA 12 Hydraulic reservoir filling Page 26/ 74


Hydraulic reservoir filling

ATA 12 Hydraulic reservoir filling Page 27/ 74


Procedure Caution: Reservoir replenishing by gravity without installation of the filter basket could cause system fluid pollution.

Open the reservoir filler cap. Wash with fresh skydrol the filter basket. Install it on the reservoir. Fill the reservoir with skydrol (02-003) until the level on the sight glass indicator reaches the "TOP FULL" mark. Note: A general rule products can be found in 20-31-00 (standard practices). Example: 02-003 above. From JIC 12-12-29 SRV

ATA 12 Potable water service Page 28/ 74


Potable water service



Draining On potable water service panel, remove blanking plug from union, place handle in open position: drain water tank into service vehicle. During draining keep pushing the faucet lever

Note: in the event of freezing, perform draining after the last flight.

Replenishing On potable water service panel, with valve handle in open position, connect service vehicle and replenish water tank: 15 liters (4 US gallons) approx. Place valve handle in closed position

Note: Filling pressure must not exceed 1 bar (14 PSI). In the event of topping up operation, stop replenishing when water flows through overflow port, in the event of freezing, perform filling just before the flight.

Caution: In order to avoid blocking of plugs and valves by ice, thoroughly wipe dry threads, potable water service panel and access door. From JIC 12-15-38

ATA 12 Toilet service Page 32/ 74


Toilet service

ATA 12 Toilet service Page 33/ 74


Toilet assembly must be serviced after each scheduled flight by, emptying flushing and re-charging the tank with fluid containing a dye-deodorant-chemical-water solution.

ATA 12 Service interphone jack Page 34/ 74


Service interphone jack

ATA 12 Service interphone jack Page 35/ 74


ATA 12 Landing gear safety pins Page 36/ 74


Landing gear safety pins

ATA 12 Landing gear safety pins Page 37/ 74


In the flight compartment : a set of three landing gear safety pins are stowed behind of the First Officer's seat.

ATA 12 Jacking up for wheel removal Page 38/ 74


Jacking up for wheel removal

ATA 12 Jacking up for wheel removal Page 39/ 74


ATA 12 Free fall assister nitrogen charging Page 40/ 74


Free fall assister nitrogen charging

ATA 12 Free fall assister nitrogen charging Page 41/ 74


The free fall assister assists the main landing gears extension in emergency. A poor pressure will be indicated by a red mark. A task (12-14-32) in the AMM JIC provides data to perform the job.

Caution: To ensure correct free fall assister inflation, take extreme care of detailed charging procedure. Failure to do so may result in thermal unbalance during the charging activity and may affect final pressure requirements. Procedure as per JIC 12-14-32

Check the red marker at next flight, if it will be visible, re-perform the nitrogen charging. If the red marker will be visible, at the following flight remove at the first opportunity the free fall assister and evaluate it.

ATA 12 Towing Page 42/ 74


Towing



Procedure Make certain that tow bar is in horizontal position and that towing point or towing vehicle is not higher than 16 inch. Caution: Towing with the hydraulic system pressurized can result in steering system damage.

Before towing the aircraft, make certain that N/W steering switch is in the "OFF" position. Caution Use only tow bar designed for this aircraft.

Never tow the aircraft at an angle which will cause the main gear tires to slide. Be careful when towing at sharp angles; tow very slowly. When towing from the nose gear do not exceed the turning angle indicated by the pointer installed on the leg structure and the graduated plate bonded to the turning tube.

Never tow the aircraft if wind exceeds 50 knots. From JIC 09-11-00

ATA 12 Inflating tyre pressure Page 46/ 74


Inflating tyre pressure

ATA 12 Inflating tyre pressure Page 47/ 74


Main gear and nose gear tire pressures are given in accordance with aircraft normal operating take-off weight in order to optimize tire wear (ref. Job instruction card 32- 41- 00 CHK 10010 for tyres pressures).

ATA 12 Check of tyre wear Page 48/ 74


Check of tyre wear



PlacardTire wear limit MLGGOODYEAR328Q28-1 (RETREADABLE) MLGGOODYEAR328Q28-2 (TBD) It is recommended that the tires be removed from the A/C when the bottom of any groove is reached at any location or when the first layer of fabric becomes exposed, whichever occurs last. Note: It is permissible to wear the tire beyond the bottom of the grooves if the first fabric layer has not been exposed. When fabric exposure is reached before the bottom of the groove is reached, this is not a reason for concern, but the tire must be removed if it is to be retreaded. If retreading is not desired, the tire may be worn until the second layer of fabric is exposed. The tire should be removed as soon as the fabric layer becomes visible. Exposure of any portion of this fabric layer makes the tire unsuitable for retreading. NLGGOODYEAR459M08-2(RETREADABLE) NLGMICHELINM09601(NOT RETREADABLE) It is recommended that the tire be removed from the aircraft when the bottom of any groove is reached at any location.



Note: Perform the check when the wheel is cold and with aircraft on wheels.

Remove tire inflating valve cap. Note: It is necessary to check tires pressure in cold climates, always apply heat to inflation valve and surrounding areas before unseating valve seal.

Connect a pressure gauge to the tire inflating valve, read the pressure and verify that the valve is in accordance with the following table:

ATA 12 Braking reservoir fluid level check Page 52/ 74


Braking reservoir fluid level check

ATA 12 Braking reservoir fluid level check Page 53/ 74


Note: Two persons are required to remove the radome. The radome weighs 60 lbs (27.2 kg). Check: 1- Check that the fluid level in the reservoir is between the level indicators marked on the reservoir. 2- In case of low level refill

Remove the filler cap Fill the brake reservoir with the proper grade of oil to the max mark on the reservoir.

From JIC SRV 12-12-32

ATA 12 Tail bumper Page 54/ 74


Tail bumper

ATA 12 Tail bumper Page 55/ 74


At each walk around, inspect tail bumper. If it is stripped, check the red indicator: If this indicator does not show evidence of wear, aircraft can be flown. If this indicator shows evidence of wear, maintenance action is required.

From JIC 05-51-18

ATA 12 Tail prop Page 56/ 74


Tail prop

ATA 12 Tail prop Page 57/ 74


On ground during passengers boarding / unboarding, the tail prop must be installed on the tail skid to avoid a possible pulling-up. Note: When not used, the tail prop is stored in the rear unpressurized area of the aircraft (beyond the aft bulkhead).

ATA 12 Oil tank level check access Page 58/ 74


Oil tank level check access

ATA 12 Oil tank level check access Page 59/ 74


ATA 12 Draining of air data system Page 60/ 74


Draining of air data system

ATA 12 Draining of air data system Page 61/ 74


ATA 12 Aircraft jacking Page 62/ 74


Aircraft jacking



Forward fuselage jack adaptor These steel adaptors consist of a 38 mm (1.5 in.) DIA ball at one end (jack side) and of a threaded part screwed into the forward fuselage or mlg fairing. Wing or aft fuselage jack adaptor These steel adaptors consist of a 38 mm (1.5 in.) DIA ball at one end (jack side) and of a threaded part screwed onto the aft fuselage or wing. If retreading is not desired, the tire may be worn until the second layer of fabric of fabric is exposed. The tire should be removed as soon as the fabric layer becomes visible. Exposure of any portion of this fabric layer makes the tire unsuitable for retreading. NLGGOODYEAR459M08-2(RETREADABLE) NLGMICHELINM09601(NOT RETREADABLE) It is recommended that the tire be removed from the aircraft when the bottom of any groove is reached at any location. DAMAGES INTERCHANGEABILITY MIXABILITY Refer to J.I.C. 32-41-00 CHK Note: Perform the check when the wheel is cold and with aircraft on wheels.

Remove tire inflating valve cap. Note: It is necessary to check tires pressure in cold climates, always apply heat to inflation valve and surrounding areas before unseating valve seal.

Connect a pressure gauge to the tire inflating valve, read the pressure and verify that the valve is in accordance with the following table:

ATA 12 Wing fuel tank draining Page 66/ 74


Wing fuel tank draining

ATA 12 Wing fuel tank draining Page 67/ 74


When it is required, the draining of water from fuel tanks will be performed when the water in the fuel is at the buttom of the tanks, i.e. preferably: before the first daily flight or minimum half an hour after refuelling or engine shut down.

Note: Before weighting, the aircraft must be defueled by suction at the fueling station and the remaining fuel drained by the water drain valves. 8 underwing water drain valves identified as above. Water draining is possible from tanks at any aircraft attitude between 3.

ATA 12 Fuselage water drain Page 68/ 74


Fuselage water drain

ATA 12 Fuselage water drain Page 69/ 74


ATA 12 Ground clearance Page 70/ 74


Ground clearance

ATA 12 Exhaust temperature contours Page 71/ 74


Exhaust temperature contours

ATA 12 No step areas Page 72/ 74


No step areas



ATA 12 SERVICING Main external dimension 2

Ground clearance 3

Exhaust temperature contours 4

Danger areas of the engines 5

No step areas 6

Aircraft servicing with jetways 7

Exterior inspection 8

Ground service connections 9

Air conditioning ground connection 10

Electrical ground connection 12

Refueling electrical control panel 14

Gravity refueling port 18

Manual fuel quantity reading 22

Hydraulic reservoir filling 26

Potable water service 28

Toilet service 32

Service interphone jack 34

Landing gear safety pins 36

Jacking up for wheel removal 38

Free fall assister nitrogen charging 40

Towing 42

Inflating tyre pressure 46

Check of tyre wear 48



Braking reservoir fluid level check 52

Tail bumper 54

Tail prop 56

Oil tank level check access 58

Draining of air data system 60

Aircraft jacking 62

Wing fuel tank draining 66

Fuselage water drain 68

Ground clearance 70

Exhaust temperature contours 71

No step areas 72



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 20 STANDARD PRACTICES

ATA 20 AMM (Aircraft Maintenance Manual) Page 2/ 6


AMM (Aircraft Maintenance Manual)

GENERALITY This chapter sets out instructions relative to standard nut and bolt work together with procedures for:

Line installation, Cable checking, Bonding, Sealing, Protective treatment and Paint Some principle of repairs, swaging, fixing process and the products and ingredients implementation are described too in this chapter.

ATA 20 AMM (Aircraft Maintenance Manual) Page 3/ 6


ATA 20 AWM (Aircraft Wiring Manual) Page 4/ 6


AWM (Aircraft Wiring Manual)

GENERALITY This chapter covers the description, part numbers and installation procedure of electrical equipment installed on aircraft: The standard practices information available allows all operations and repairs of electrical equipment. For every kind of equipment, at least 3 types of information are given:

A description / identification section. The corresponding allocation tables. A tool identification / allocation table including the basic accomplishment instructions.

ATA 20 AWM (Aircraft Wiring Manual) Page 5/ 6




ATA 20 STANDARD PRACTICES AMM (Aircraft Maintenance Manual) 2

AWM (Aircraft Wiring Manual) 4



T1 42-400l500 & 72-212A ref 72 V1.6

ATA 21 AIR CONDITIONING

ATA 21 General description Page 2/ 205


General description

The air conditioning system is provided to keep the passenger and flight compartments to the required pressure, temperature, humidity and cleanliness for the comfort of the passengers and crew, both on ground and in flight.

This air also ventilates: w Components located in the avionics compartment, w The lavatory. The conditioning air is bled from:

The aircraft air conditioning packs supplied with air from engine compressors (on ground or in flight), or by the ground cart. The temperature and pressure of the air is controlled and distributed to the pressurized compartment. It is then discharged overboard; the air flows

continuously through the cabin.

The air pressure variations are automatically kept within limits compatible with passenger comfort.

ATA 21 Cockpit panels Page 3/ 205


Cockpit panels

ATA 21 Interfaces Page 4/ 205


Interfaces

ATA 21 Features Page 5/ 205


Features

ATA 21 Air conditioning safety precaution Page 8/ 205


Air conditioning safety precaution

ATA 21 Air conditioning safety precaution Page 9/ 205


ATA 21 Air conditioning system description Page 10/ 205


Air conditioning system description

ATA 21 Air conditioning system description Page 11/ 205


The conditionned air ventilates the cabin and the flight compartment then the air is evacuated and channeled to the outflow valves; part is then discharged overboard the rest recycled to the cabin and flight compartment through a recirculation fan.

The air bleed from engine compressors is pressure controlled by a pack valve, before entering the air conditioning unit. It is then pre-cooled by an air heat exchanger and routed to the air conditioning pack.

The temperature control system controls air temperature at the conditioning pack outlet and inside the pressurized compartments. The conditioning air temperature is obtained by mixing air from:

A hot air source upstream of the conditioning pack (air bleed from engines). A cold air source from the conditioning heat exchangers.

Temperature control is regulated independently for the flight deck and the passenger compartment (cabin). Independant packs are located on each side of landing gear fairing. The air conditioning is divided into four parts. The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack. It supplies the pressurized

zones of the aircraft with cool and conditioned air. The air cooling system consists of two identical air conditioning packs, each comprising airflow regulation, a refrigeration unit and a water separator.

ATA 21 Compression system description Page 12/ 205


Compression system description

The pneumatic air for the air conditioning system is bled from either low or high bleed port of each engine. It is ducted to two identical independent air cooling units (packs) installed respectively in the left and right landing gear fairings.



Each engine feeds the pack on its respective side through a pressure regulating and shut-off valve (pack-valve) and through a service pressure regulator which transmits a pressure to the temperature control valve.

Hot air from the engine is admitted through pack valves and conditioned (cooled, dried, compressed) in the packs. The pack valve is pneumatically operated and electrically controlled. It has two functions:

Pack shut-off, Pressure control and hence flow control. Normal and high flow are available. The selection of high flow mode increases the pack entrance pressure

resulting in conditioning performance improvement.

Without air pressure, and regardless of electrical command, the pack valve is spring-load closed. It will also close without electrical supply. The ducts connecting the engines to the respective air cooling pack are interconnected by a crossfeed valve (ground operation only).

ATA 21 Compression system operation Page 16/ 205


Compression system operation

ATA 21 Compression system operation Page 17/ 205


Here is the simplified schematic of pack valve 2 operation. The pack valve is controlled to open when the bleed air shut off valve is open and the valve is selected "ON" or with X FEED valve open and provided no fault is detected.

When all the conditions are met the signal is delayed by 6 s (not shown on the screen). Note: delay is only applicable to pack 2.

When the time is elapsed the shut-off valve solenoid is energized and, as air pressure is available the pack valve opens and regulates at 22 PSI (normal flow). Note that the pack control relay provides information to the cabin pressure controller and to the cabin temperature sensor ventilation fan.

To increase the flow, the "flow" push button has to be selected on, this acts on the high pressure differential solenoid. Now the pack valve regulates at 30 PSI (high flow). The "flow" push button is common to both packs. Note that a signal is sent to engine electronic control to decrease slightly the fuel to prevent ITT increase.

In case of pack overheat (204C). The pack valve will close automatically. Fault light illuminates because the pack valve selection (on) disagrees with the valve position (closed). In addition, on the RH maintenance panel the "bite loaded" magnetic indicator turns on to indicated the fault. Comments: a pack overheat could be due to a dirty heat exchanger or a turbo fan failure.

ATA 21 Pack valve description Page 18/ 205


Pack valve description



This valve is located on the forward landing gear fairing and regulates, or shuts off the flow of the engine bleed air to the pack. The solenoid-controlled shut-off valve is a pneumatically-actuated, butterfly type, with a variable pressure regulator. Two pack valves, one in each pack, pneumatically operated and electrically controlled, regulate the air flow and pressure. These valves also work as shut-off valves. The valve consists of a: 1) High reference regulator (30 PSI), 2) Low reference regulator (22 PSI), 3) Shut-off solenoid valve assembly, 4) High differential solenoid valve assembly, 5) Actuator assy 6) Flow section 7) A position indicator switch assembly

ATA 21 Service pressure and regulating valve description Page 22/ 205


Service pressure and regulating valve description

ATA 21 Service pressure and regulating valve description Page 23/ 205


The service pressure regulator located in the landing gear fairing is a pneumatically activated poppet-type differential pressure regulator. The service pressure regulator is pneumatically activated poppet-type differential pressure regulator. It provides a constant source of regulated supply air to the temperature control valve. The service pressure regulator is a bleed on type regulator designed to deliver a regulated outlet pressure when provided with a higher, unregulated

supply at the inlet.

It provides a constant source of regulated supply air to the temperature control valve.

ATA 21 Service pressure and regulating valve operation Page 24/ 205


Service pressure and regulating valve operation

Input pressure from the bleed air duct (upstream the pack valve) is applied to the service pressure regulator. The poppet modulates in response to the interaction of output pressure acting on the diaphragm, throught the feedback orifice, and the calibration spring to deliver a regulated supply pressure of 16,4 PSI to the temperature control valve.

When the balance between the opening force and closing force is upset (change in supply pressure or change in output usage) the poppet valve will find a new position and return to the calibrated output.

ATA 21 Cooling system description Page 25/ 205


Cooling system description

The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack in order to supply the pressurized zones of the aircraft with cool air.

A cooling turbo-fan provides cooling air on ground or in flight when the aircraft speed is lower than 150 KTS and landing gear is down. In other cases, cooling air is provided by ram-air. The temperature of air supplying the pressurized zones of the aircraft with conditioned air is regulated by the temperature control system.



The air cooling system consists of two identical air conditioning packs, each one comprising an air flow regulation, a refrigeration unit and a water separator. These packs enable airflow temperature and humidity to be controlled.

Air is supplied by the right engine for the passenger compartment and by the left engine for the flight compartment and 32 % of the passenger compartment.



The cooling air generation assembly consists of : a cooling inlet (ram air), a ground cooling turbo-fan which circulates the air in the heat exchangers.

The ground cooling turbo-fan is energized by bleed air, which is controlled through the turbo-fan shut-off valve. Two check valves are installed in the cooling air duct. There is also a nozzle spraying water in front of the heat exchangers. In the cooling system, there are also :

an air cycle machine comprising a compressor and a turbine, a condenser, a water extractor, a turbine temperature inlet control valve, an additional de-icing pressure switch, a pack overtemperature switch.

ATA 21 Cooling system operation Page 30/ 205


Cooling system operation

ATA 21 Dual heat exchanger description Page 38/ 205


Dual heat exchanger description

ATA 21 Dual heat exchanger description Page 39/ 205


The dual heat exchanger is located in the forward landing gear fairing. The dual heat exchanger is an air-to-air, plate-fin unit. In reality, it is two heat exchangers contained in a single housing. There is a primary and a secondary section. Each section consists of a rectangular plate- fin core with an inlet and outlet pans welded on opposite ends.

ATA 21 Air cycle machine description Page 40/ 205


Air cycle machine description

ATA 21 Air cycle machine description Page 41/ 205



Documents

T1 Theoretical 72-212A M154v6.PDF