AIRCRAFT MAINTENANCE ENGINEERING

MA 4872

Lecture 12

Aircraft Systems
Nanyang Technological University

03 Feb 2017
(Friday)

MA 4872 - Aircraft Reliability 1

MA 4872 - Aircraft Reliability 2
A380

MA 4872 - Aircraft Reliability 3

MA 4872 - Aircraft Reliability 4
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 Aircraft Systems
21 Air Conditioning and Pressurization 1. Electrical Systems
22 Auto Flight 2. ARINC 429/629 Bus
23 Communication 3. FMS
24 Electrical Power 4. F-B-W Autopilot
27 Flight Controls
28 Fuel Quantity
29 Hydraulic
32 Landing Gears
34 Navigation
36 Pneumatic
39 Electronic Display
45 Central Maintenance System
46 Information Systems
49 Airborne Auxiliary Power

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Design Features of the 747-400 Electric Power System

The 747-400 Electric Power System is an integrated drive generator

(IDG) based parallel system, providing 360 kVA of 400-Hz, three-
phase, 115-Volt power.

Computer controls provide automatic non-interrupt power transfer, load

management and fully selective protection to significantly reduce crew
workload.

The controls also provide continuous caution, advisory, status and

maintenance information for flight deck display. Sophisticated built-in-
test (BIT) and added levels of redundancy increase operational
integrity.

This EPS provides benefits in the quality of power and maintainability

while, providing a decrease in crew workload.

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TYPICAL ELECTRICAL SYSTEM ON A 4-ENGINE AIRCRAFT

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The 787: A more-electric system
The 787 Dreamliner uses more electricity, instead of pneumatics, to power airplane systems such as hydraulics,
engine start and wing ice protection.
B787 - 1,500 KVA
Benefits of the more-electric design include:
•More efficient power generation, distribution and use — incl new remote power distribution
units, reducing wiring and saving weight. (approx. 32 km, less wiring than on the 767).
•Better fuel efficiency
•Lower maintenance costs and fewer maintenance tasks.
•Less drag and noise.

The 787 generates more electricity, via six generators: two on each engine and two on the
auxiliary power unit (APU). On ground, the APU battery starts the APU which provides electrical
power to start the engines.

In flight, the four engine generators are the primary sources of electrical power. Power runs from
the generators to four alternating current (AC) buses, where it is either distributed as is (235 V AC)
or converted to what other systems need.

Other power sources for the 787 include the main battery, used primarily for brief ground
operations and braking; the APU battery, which helps start the APU; and ground power, which can
connect through three power receptacles. The main battery, APU battery and ram air turbine also
are available as backup power in flight in the unlikely event of a power failure.

Boeing has demonstrated that the 787 can fly for more than 330 minutes on only one engine and
one of the six generators and land safely.

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Cockpit 747-200

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 DH

FD GSL
0
2
F
0 1
400 1 9 FEET 1 25
350 60
1
8 40 8
1 , 6 00 2
20 2
300
MACH9
80 2 7 10 15 RAD ALT
250 120
1 X 100 FT 3
7 3 10
IAS
5 4
240 KNOTS 140
S 2 1 0 1 3 2 9.9 2
5

220
RW 6 4
200 180
T Y 5
AT
TEST

DME 1 DME 2

1988 2127
MILES MILES
3 5 0 5 8 4
11000FT2PER MIN
MLS GND SPEED

4
.5 VSI
N
33 3 UP 6
0DOWN
N 30 6
VERTICAL
6
.5 SPEED
W E
1 4
2
W

24 12
A A
D D 21
F F 15
S S

VOR VOR

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 400
350 60
1
300 8 4 0 80
MACH 9

250 120
IAS
240 KNOTS
140

220
180
200

,
5
5.5 75.5
DME - 1 DME - 2

N
ECAM
EFIS W
EFIS OR EFIS EFIS

E
PFD V
O
R
ND V
O
R EICAS ND PFD
S

ADF ADF

ECAM
OR
EICAS
LDG GEAR
5
GRVTY EXTN
RESET
OFF
DOWN

MA ECAM
4872 - Aircraft
DISPLAYReliability 18
 DATA
DATA
INPUT
OUTPUT
ARINC 429 DATA BUS
TWISTED AND SHIELDED
WIRES

TX RX

ARINC 429 BUS

ARINC 429 INFORMATION FLOW ARINC 429

TRANSMITTER RECEIVER

RX

MAX NUMBER OF RECEIVERS CONNECTED TO THE

SAME BUS IS 20

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 OVERHEAD
PANEL
LRU NO 1 LRU NO 3 LRU NO 5

ARINC 629 CURRENT

MODE COUPLER N0 1
(MAXIMUM 120) OPAS

ARINC 629 ARINC 629 TWISTED PAIR

TERMINATION OVERHEAD PANEL
RESISTORS ARINC SYSTEM
MULTIPLEXES PANEL
SWITCHES FOR TX ON
ARINC 629

LRU NO 2 LRU NO 4 LRU NO 6

BOEING 777 ARINC 629

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Flight Management System has 4 main functions :

1.Automatic Flight Control

FMS - SYSTEM MONITORING
2.Performance Management
3.Navigation and Guidance
• INTEGRATED FULL FLIGHT
4.Status & Warning
REGIME CONTROL AND
INFORMATION SYSTEM.
FMC receives information from :
• AIDS THE FLIGHT CREW BY
1.Flight Control Computer ELIMINATING MANY ROUTINE
2.Thrust Management Computer TASKS AND MANUAL
3.Air Data Computer COMPUTATIONS.
4.EICAS or ECAM
• OPERATES CONTINUOUSLY
FMC loaded with updated data on : ONCE INITIALISED.

1.Airports • CAN BE COUPLED WITH

2.Standard flight Routes AUTOPILOT, FLIGHT
3.Nav Aid DIRECTOR AND AUTO-
THROTTLE.

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Major functions :

1.Stores Nav, aerodynamic and engine data Pilot can select 3 strategic modes :
2.Automatic data for alignment of INS
3.Manage Flight Plans 1.ECON - min operating cost per mile
4.Optimise performance travelled.
5.Provide data to generate maps for cockpit displays
6.Calculation of aircraft position 2.MIN FUEL – speed/mach targets for
7.Tune in communication and Nav aid stations min fuel used.
8.Send commands to autopilot and auto-throttle
for optimum flight 3.MIN TIME – speed/mach based on
max flight envelop speeds.
Performance modes operated in 4 phases :

1.Take-off
2.Climb
3.Cruise
4.Descent and Approach

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 TOP OF
CLIMB
STEP
CLIMB
CLIMB WPT
WPT
WPT
CRUISE

ORIGIN
AIRPORT

WPT

WPT

TOP OF
DESCENT

COURSE
ALTERATION
WPT

LANDING

OUTER MIDDLE
MARKER DESTINATION
MARKER AIRPORT

FMS MA 4872 - Aircraft

FLIGHT Reliability
AUGMENTATION 23
What is an Autopilot?
An autopilot is a device than guides an aircraft without direct assistance from the pilot. Early autopilots were
only able to maintain a constant heading and altitude, but modern autopilots are capable of controlling every
part of the flight envelope from take-off to landing.

Autopilot integrated with navigation systems can control all phases of flight.

Take-off power is set and adjusted as the climb progresses. As the aircraft climbs, appropriate speed is set for
its changing mass and ambient conditions.

As aircraft levels off at the required altitude or flight level, power is adjusted to achieve the desired flight
characteristics. At the same time, the aircraft follows the flight plan route.

On commencing descent, power is adjusted to descend at the appropriate speed and on the required routing,
leveling as required in accordance with flight clearance until the approach is commenced.

On a Cat III ILS approach (Autoland), the autopilot controls the aircraft flight path following the Localiser and
Glide Path, adjusting the power to maintain the appropriate speed and commencing the flare as required to
achieve a safe landing without the runway being visible until the final stage of the approach. The autopilot can
guide the aircraft to roll-out, maintaining the runway centre-line until it stops.

At any stage of the flight, the pilot can override the autopilot and take over control, usually by pressing a switch
mounted conveniently on the control column. Modern aircraft have another switch which allows the pilot to
change instantly from approach to go-around mode if necessary. Aircraft not fitted with a go-around switch
must disconnect the autopilot and fly the missed approach manually.

The safe and efficient operation of automatic systems relies on clear understanding of the capabilities and the
design philosophy of the equipment. Failure to do so has resulted in several fatal accidents.

Modern autopilots are normally integrated with the FMS.

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The Autoland System
The autoland system incorporates numerous aircraft components and systems such as
the autopilot, autothrust, radio altimeter, and nose wheel steering. The autobrake system is often
used in conjunction with an automatic landing.

System Safety
Autoland systems are normally designated Fail Operational or Fail Passive.

A Fail Operational system must have at least two autopilots engaged for the approach. The
failure of one autopilot will still allow an autoland to be carried out. This allows a “no decision
height” approach to be conducted.

A Fail Passive system is normally associated with a single autopilot approach. In this case, failure
of the autopilot will not result in any immediate deviation from the desired flight path. However, the
pilot flying must immediately assume control of the aircraft and, unless he has sufficient visual
reference to land, carry out a missed approach. The lowest allowable decision height (DH) for a
fail passive system is 50 feet.

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FLY BY WIRE FLIGHT CONTROLS

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AUTOPILOT
COMMANDS

ELAC NO 1
ELAC NO 2

SEC NO 1
ELAC NO 2
ELAC NO 3

ROLL CONTROL (AILERONS & SPOILER)

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 REDUNDANCY (PITCH CONTROL)

NORMAL ALTERNATE DIRECT

CONTROL CONTROL CONTROL MECHANICAL
LAW LAW LAW BACK UP

CONTROLLED CONTROLLED STICK TO

MECHANICAL LINK
BY BY ELEVATOR
TO PITCH TRIM
ELACs SECs CONTROL

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 HYDRAULIC
PROCESSED PRESSURE
COMMAND
COMMAND
SIGNAL
SIGNAL

SIGNAL
CONTROL
MODULE
SPOILER
PANEL
FEEDBACK
SIGNAL POWER
CONTROL
ACTUATOR
POSITION
TRANSDUCER
COMMAND ELECTRICAL HYDRO-MECHANICAL
SIGNAL

SPEEDBRAKE
LEVER

FLY BY WIRE
POSITION
SIMPLIFIED OPERATION
TRANSDUCER

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 ANALOG

ANALOG ACTUATOR
CONTROL
ELECTRONICS POWER
CONTROL
UNIT
POSITION
TRANSDUCER CONTROL
SURFACE

BACKDRIVE
ACTUATORS
PRIMARY
FLIGHT
COMPUTER

FLIGHT CONTROL - ARINC 629 BUS (X3)

AFDC AIMS ADIRU SAARU

AUTOPILOT
AIRCRAFT AIR DATA SECONDARY
FLIGHT
INFORMATION INERTIAL ATTITUDE
DIRECTOR
MANAGEMENT REFERENCE AIR DATA
COMPUTER
SYSTEM UNIT REFERENCE
UNIT

EXAMPLE OF PRIMARY FLIGHT CONTROL SYSTEM SCHEMATIC

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