RESTRICTED

AIR/TSC/W/31 1er avril 1982 ACCORD GENERAL SUR LES TARIFS

DOUANIERS ET LE C O M M E R C E Distribution spéciale

Accord re la t i f au commerce des aéronefs c iv i l s

SOUS-COMITE TECHNIQUE

Renseignements additionnels concernant certains produits

CEE

La CEE a f a i t parvenir au secrétariat la communication ci-après en date du 17 mars 1982. On y trouvera sept fiches distinctes contenant des renseignements additionnels sur quelques-unes des propositions présentées par la CEE.

Des renseignements additionnels concernant d'autres propositions émanant de la CEE seront communiqués sous peu.

Les fiches ci- jointes peuvent fa i re l 'objet de modifications touchant, entre autres, la classification tar i fa ire.

AIR/TSC/W/31 Page 2

FICHE DE PROPOSITION 1/82 : N C C D : Voir rubrique 2

1 - Désignation du produit -

Ensembles, sous-ensembles^parties et_£ièces_détachées (parts), c'est-à-dire élé­

ments et rechanges spécifiques pour aéronefs civils, identifiables par un numéro

de codification, suivant l'ATA 100, donné par le constructeur et repris dans le

catalogue illustré (I.P.C. où I.P.L. (1)) des aéronefs, des moteurs ou des équi­

pements et systèmes de bord.

Ces éléments et rechanges sont des constituants des aéronef s, des moteurs

ou des équipements et systèmes de bord, ils sont nécessaires à la construction,aux

entretiens périodiques et aux réparations.

Sont exclues de cette définition les parties et pièces détachées non

spécifiques, d'usage général.

NOTA : Les utilisateurs sont tenus contractuellement, et en particulier pour

des raisons de sécurité, d'approvisionner ces rechanges durant toute la vie des

matériels. Toute substitution de pièce doit recevoir l'accord préalable du cons­

tructeur.

Supprimer les droits de douane sur les moteurs, les équipements et les

systèmes de bord des aéronefs civils et les maintenir sur les éléments et parties

et pièces détachées /rechanges spécifiques est une mesure contraire à l'objectif

de l'Accord relatif au commerce des aéronefs civils. C'est une mesure discrimi­

natoire, dissuasive et pénalisante par ses effets à moyen et long termes qui va

à 1'encontre d'une concurrence équitable entre matériels de même nature.

2 -Classification tarifaire - Demande de_levéè_de_l^exclusion_actuelle -

NCÇD TSUS T. Can.

73-38

84-07

84-08

84-10

84-13

84-12

84-15

84-18

84-21

84-22

84-59

P.C. : Illustreted Parts Catalogue de l'aéronef

P.L. : Illustreted Parts List de l'équipement

ensembles, sous-ensembles,

parties et pièces détachées

actuellements exclus de

l'Accord aux positions :

( ) ( ) ( ) (

ensembles, sous -ensembles , )

p a r t i e s e t p i èces dé tachées )

exclus de l 'Accord aux (

p o s i t i o n s : ( )

NCCD 84-63 85-01 85-08

85-12

85-14

85-15

85-17

90-14

90-18

90-29

( ( p a r t i e ) ) ( des ) ( ( 90-24)

( ( 9° Z / ) ) ( 90-'28) ( ( 94-01)

TSUS

AIR/TSC/W/31 Page 3

T. Can

3 - Exemple d'utilisation -

Fabrication, entretien et réparation d'aéronefs civils au sens donné

par l'Article 1 de l'Accord relatif au commerce des aéronefs civils.

Voir fiches annexées illustrant l'identification des rechanges.

4 - $ e s c r i p ^ i o n _ t e ^ h n i g u e "

Sans obje t - , v o i r f i c h e s s u s - v i s é e s .

5 - Importance d u _ b e s o i n ~

élevées.

Très important durant toute la vie de l'aéronef, concerne des valeurs

6 - Obstacles au détournement de destination -

- -

ZSJC-l' ÎŒSÏ)

• Spécificité technique ) Matériels spécifiques, parfaitement iden-

, . ,. , \ tifiânlés; répondant à des exigences parti-

( culières, à des normes nationales et/ou • Sources s p é c i a l i s é e s

4 P e r s o n n a l i s a t i o n ' '

) lité. * Prix élevés

* rersoanaiisatiwu C internationales et à des contrôles de qua-

) Problème de prix. '.iwp 3supi*3t/eno: '•- »• »»(,**'

• csusncîà's ^3 i3x313 ,

TION SUE

: 29 .12 .81 : 15. 2.82 : iSmktWM. î ^'"slivniB^'ïïoîH^ïTIfiP^ ^ M n

AIR/TSC/W/31 Page 4 FICHE DE PROPOSITION 2/82 : N C C D : Voir rubrique 2

1 - Désignation du produit -

"Robinetterie1 de bord ou plus spécifiquement équipement de distribution, de régu-

gulation pour circuits de fluides, ensembles, sous-ensembles leurs parties et piè­

ces détachées spécifiques identifiables. •

2 - Classement tarifaire - Position_nouyelle_demandée -

NCCD TSUS T. Can.

•Robinetterie" 84-61

(Dispositifs de contrôle et/ou de corn-) 90 - 24 ) (mande lorsque ceux-ci agissent à dis-( ) (tance ) 90 - 28 )

3/4 - Exemple d'utilisation - Description technique -

La circulation d'un fluide entre la source d'énergie et les systèmes de

bord fait intervenir un certain nombre d'organes plus ou moins complexes de dis­

tribution : robinet, vanne, valve, distributeur, limiteur de débit, diviseur de

débit, répartiteur de débit, sélecteur, détendeur, soupape, clapet, etc .

Leur organe de commande, inclus ou non à l'équipement, peut être mécani­

que, électrique, hydraulique ou pneumatique, il peut fonctionner soit en boucle

fermée, soit en boucle ouverte (feed back ou non feed back).

Ces équipements se retrouvent dans les systèmes de bord des aéronefs :

- circuits de carburant (remplissage des réservoirs et alimentation des moteurs

- circuits hydrauliques (commandes de vol, atterrisseurs, aérofreins, freins de-roues, commandes de portes, et autres servitudes de bord),

- circuits pneumatiques (pressurisation et conditionnement d'air : poste de pilotage, cabines passagers, soutes et compartiments divers, distribution d'oxygène, dégivrage....).

Ces équipements de distribution font l'objet de normes aéronautiques qui

les distinguent des autres équipements similaires, ils ont en conséquence une spé­

cificité aéronautique incontestable et reconnue à travers leur certification ou

qualification délivrée par les Autorités aéronautiques gouvernementales (FAA, DGAC, ;

AIR/TSC/W/31 Page 5

5 - Importance du besoin -

Ces matériels équipent, comme exposé ci-dessus, les circuits de carburant,

les circuits hydrauliques et les circuits pneumatiques des aéronefs, leurs fonctions

sont vitales pour la sécurité.

De nombreux matériels de l'espèce équipent les aéronefs, la valeur globale de

ceux montés sur un avion gros transporteur (vide body) peut être estimée à un mini­

mum de 1 million de francs.

6 - Obstacle au détournement de destination -

* Spécificité technique

f Sources spécialisées

* Personnalisation

* Prix élevés

Matériels spécifiques, parfaitement identi-

* fiables,répondant à des exigences particulières,

) à des normes nationales et/ou internationales

\ et à des contrôles de qualité très contraignants.

( )

Problème de prix..

'

si . •

: :.; ;" i-Wim

LDITION

ISSUE : 29.12.81 :

• -

-

?•"'.,.

• • • • • •

_ ^ _ ^ ^ _ _ ^ ^ _ _ _ ^

AIR/TSC/W/31 Page 6

FICHE DE PROPOSITION 3/82 : N C C D : Vo i r rubr ique 2

1 - Désignation du produit -

Equipements de pressurisat ion e t de conditionnement d ' a i r , ensembles

sous-ensembles, leurs par t ies e t pièces détachées ident i f iab les .

2:+ Classification Çarifaire_- positions nouvelles demandées -

NCCD TSUS T. Can.

tuyauteries rigides en acier, prêtes à l'emploi 73-18

. ... (en acier 73-20 raccords et colliers ( e Q alufflinium _ . 76_07

tuyauteries rigides en aluminium prêtes à l'emploi 76-06

tuyauteries rigides en titane prêtes ) à l'emploi, raccords et colliers en ( 81-04 titane )

échangeurs de température 84-17

injecteurs et séparateurs d'eau/humidi­ficateurs, déshumidificateurs 84-59

soupapes, régulateurs, vannes 84-61

NÇ34 : Voir page 3 in fine

3 - Exemple d'utilisation -

Assurer l'environnement climatique normal au sol et en vol de l'équi

des passagers, des équipements et des soutes à bord des aéronefs.

Cette fonction est assurée par les systèmes de :

- pressurisation des cabines équipage et passagers, des soutes de fret,

- conditionnement d'air du poste de pilotage, des cabines passagers, des

équipements (soutes radio, armoires électroniques, e t c . ) , des soutes

fret.

Ce système comporte des équipements de régulation de la température

de l'humidité.

4 - Description technique -

Ces systèmes font intervenir de nombreux équipements, notamment

) (couvert) ( 84-11 ( sauf ) ) (parties)

) (couvert) - des compresseurs entraînés : ( 84-11 ( sauf )

4 soit mécaniquement par les moteurs,

* soit par prélèvement d'air sur les réacteurs (turbo­compresseurs),

+ soit par un groupe auxi­liaire de puissance (APU)

AIR/TSC/W/31 Page 7

NCCD TSUS T.Can

-'des groupes turbo réfrigérateurs ) (turbinçs de détente) (

• des échangeurs de chaleur

des injecteurs d'humidité (water aspirator) ou humidificateurs,

des séparateurs d'eau (vater separator) ou déshumidificateurs

des tuyauteries spécifiques souples

des tuyauteries spécifiques rigides

- des raccords et colliers spéciaux

des soupapes et régulateurs pneu­matiques ou électroniques de régulation de pression

des vannes de conditionnement d'air, de régulation de débit ou d'arrêt

des sondes de température, amplificateurs, vannes de régu­lation de température,

des ventilateurs d'extraction d'air de conditionnement,

(couvert) 84-15 ( sauf )

(parties)

84^17

84-59

84-59

( _non ) (couvert)

( non ) (couvert)

( non ) (couvert)

39-07 (couvert)

40-09 (couvert)

40-16 (couvert)

83-08 (couvert)

( non ) (couvert)

73-18

76-06

81-04

73-20

76-07

81-04

84-61

90-24

( non ) (couvert)

( non ) (couvert)

( non ) (couvert)

( non ) (couvert)

( non ) (couvert)

( non ) (couvert)

(couvert) ( sauf.) (parties) ( 90-29 )

90-28 (couvert)

84-61

84-61

( non ) (couvert)

( non ) (couvert)

90-24 (couvert)

90-28 (couvert)

84-11 (couvert)

etc.

Voir documents annexés donnant des exemples.

AIR/TSC/W/31 Page 8

5 - Importance du besoin -

Ces matériels sont très importants, ils assurent les conditions de vol

des aéronefs, ils sont vitaux pour la sécurité des équipages et des passagers

ainsi que pour le bon fonctionnement des instruments et systèmes de bord.

La valeur des systèmes de pressurisation et de conditionnement d'air

représente approximativement 11 7. de la valeur des systèmes de l'aéronef (cel­

lule, moteurs et A P TJ exclus).

€ - Obstacles au détournement de destination -

* Spécificités techniques

* Sources spécialisées

4- Personnalisation

* Prix élevés

Matériels spécifiques, parfaitement id€

tifiables, répondant à des exigences par­

ticulières, à des normes nationales et/ou

internationales, à des essais de conform!

té qui conditionnent la certification des

aéronefs.

Problème de prix.

Actuellement dans le domaine "pressurisation et conditionnement d'air"

ne sont couverts par l'Accord aéronautique GATT que les "groupes pour le condi­

tionnement de l'air comprenant, £|H2i£_SS»H2_££Hi.£2EBE» "^ ventilateur à moteur

"et des dispositifs propres à modifier la température et l'humidité, à l'exception

"de leurs parties et pièces détachées", ce qui est loin de couvrir les échanges

entre pays signataires. A titre d'exemple, aucun appareil de ce type "réunis en

un seul corps" n'équipe les avions de transport de plus de 15 Tonnes.

Les demandes visées au § 2 sont illustratives de matériels entrant dans

les équipements de pressurisation et de conditionnement d'air choisis comme exemple

Bien entendu, la demande d'extension porte sur toutes les tuyauteries rigides en

acier, en aluminium et en titane prêtes à l'emploi et reprises aux 73-18, 76-06

et 81-04. Il en est de même pour les échangeurs de température du 84-17 et la"robi-

netterie"du 84-61 que l'on retrouve dans divers systèmes des aéronefs civils.

JOTA : Voir fiches sur : - ensembles, sous-ensembles, parties et pièces détachées,

- robinetterie.

EDITION

ISSUE 30,12.81

AIR/TSC/W/31 Page 9

NORMALISATION DE LA DOCUMENTATION TECHNIQUE DES CONSTRUCTEURS

SYST/ SOUS-SYS/ ,'CHAP. SECTION

21

-00 -10

-20

-30

-40

-50

-60

-70

TITRE

CONDITIONNE-MENT D'AIR

Généralités Compression

Distribution

Régulation de la pression

Réchauffage

Refroidis­sement

Régulation de la tempéra­ture

Régulation de l'humidité et de la conta­mination de l'air

DEFINITION

Equipements et composants assurant la pressuri­sation, le réchauffage, le refroidissement, la régulation de l'humidité, le filtrage et la puri­fication de l'air utilisé pour ventiler les zones pressurisées du fuselage. Comprend le compresseur de cabine, le refroidissement des équipements, le réchauffeur, le circuit carburant du réchauffeur, la turbine de détente, les vannes, manches à air, canalisations,, etc.

Partie du système et de ses commandes qui fournit l'air comprimé à la cabine. Comprend, par exemple, les commandes et contrôles des compresseurs, le câblage, etc. Ne comprend pas les comma'ndes'et contrôles du circuit de pressurisation cabine. Partie du système servant à l'admission et à la distribution de l'air. Comprend les circuits de refroidissement des armoires d'équipements et, par exemple, les ventilateurs, manches à air, canalisations, prises d'air, clapets d'arrêt, câblage, etc. Ne comprend pas ies vannes servant à la régulation de pression et de température. Partie du système servant à la régulation de la pression à l'intérieur du fuselage. Comprend, par exemple, les vannes de régulation, soupapes de décharge, dispositifs de signalisation/contrôle, commutateurs, amplificateurs, câblage, etc. Partie du système et de ses commandes qui fournit l'air réchauffé à la cabine. Comprend, par exemple, les réchauffeurs, circuit carburant et commandes, circuits d'allumage et de signalisation/contrôle, liés au fonctionnement des réchauffeurs, le câblage, etc. Ne comprend pas les circuits de régulation et de signalisation/contrôle de la température.

Partie du système et de ses commandes qui fournit l'air frais à la cabine. Comprend, par exemple, le groupe de réfrigération, les circuits de signalisa­tion/contrôle liés au fonctionnement du radiateur, le câblage, etc. Ne comprend pas les circuits de régulation et de signalisation/contrôle de la température. Partie du système servant à la régulation de la température de l'air à l'intérieur de la cabine. Comprend, par exemple, les vannes de régulation, . sondes de température, commutateurs, dispositifs de signalisation/contrôle, amplificateurs, câblage, etc. Partie du système servant à la régulation de l'hu­midité de l'air, à contrôler le degré de concen­tration d'ozone, à filtrer les déchets radioactifs présents dans l'air conditionné et à purifier l'air à l'aide de désodorisants, inseccicides, etc.

--m #• •

^310 ^ i r c©ndStSoBiitîîg system 21 CONTENTS 1 AIR GENERATION AND

TEMPERATURE CONTROL 2 AIR DISTRIBUTION IN FLIGHT

DECK 3 AIR DISTRIBUTION IN

PASSENGER CABIN 4 GALLEY AND TOILET

VENTILATION 5 ELECTRIC AND ELECTRONIC

EQUIPMENT VENTILATION 6 CABIN PRESSURE CONTROL

SYSTEM 7 CARGO COMPARTMENT

HEATING AND VENTILATION

1 AIR GENERATION AND TEMPERATURE CONTROL (See Fig. 21-1) The A310 system philosophy and

major components are similar to those of the A300.

The air supply is taken from the engine bleed and alternatively, from the APU. Two high pressure supply points are also provided. Conditioned air can also be supplied direct to the cabin air distribution by a low pressure ground connection. A ram air inlet is also provided for fresh air ventilation in flight when the packs

are not operating.

The fresh air quantity required for air conditioning is defined to supply 12 cubic feet per minute per occupant (standard seat layout) and also to meet the heating and cooling requirements.

The system may be subdivided into two identical air conditioning groups and a temperature control subsystem.

Each air conditioning pack incor­porates a three wheel "Bootstrap" air cycle machine with an air-to-air heat exchanger. This pack is identi­cal to that of the A300. It is known to be reliable and needs little maintenance.

The packs and all' associated equip­ment are installed (as on A300) under the central wing box. They are access­ible via the main landing gear wheel well.

The air intakes to the heat ex­changers are equipped with flaps to protect the heat exchangers against dirt injection during take-off and landing.

Upstream of each pack, a pack valve is fitted which can operate in two modes : normal mode which provides the specified performance of the air

conditioning system, and economic mode which enables the crew, for fuel economy, to reduce the bleed air demand whenever the loading condi­tions of the aircraft permit.

The conditioned air (temperature, humidity) from the two packs is fed into a common cold air manifold. Hot air is supplied directly from tapping downstream of the bleed air flow control valves via a pneumatic pres­sure regulating valve into a hot air manifold.

The temperature may be automati­cally or manually regulated in four zones (flight deck, forward, mid and aft cabin) by varying the pack outlet temperature and adding trim (hot) air.

In automatic operation, the tem­perature at the pack outlets (cold air) is regulated as follows :

- one pack only operating : the pack discharge temperature is con­trolled by the zone requiring the lowest inlet temperature.

- two packs operating : if the flight deck requires the lowest inlet temperature, pack 1 is controlled by the flight deck and pack 2 by the cabin zone requiring the lowest inlet temperature. If one of the three cabin zones requires the lowest inlet

A310 Mr condjijaonJBig system 21 temperature, packs 1 and 2 are con­trolled by this zone.

If there is a failure in the auto­matic control, the outlet temperature of either pack can be varied manually on the pack temperature panel.

The air temperature in each zone is normally adjusted to the selected valve by automatic control of the trim air valves. These may also be posi­tioned by manual selection on the overhead panel if the automatic con­trol system fails.

An APU and pack temperature demand controller, in automatic mode, acts as an interface between the zone tempera­ture controller and the pack tempera­ture controllers. It also acts as an interface between total system demand and the APU electronic control when the APU is the air supply source.

MCMMtci PACK TEMP IIMP CH VtlVC

•v > 0> M

u i

A310 Air c©iîdlitioning system 21 T) » . 01 M IO 50 n) ••».

H - » </>

" \ »

Ram air inlet

Ground conn.

Compart. temp. contrôler 1 APU/pack

demand contrôler

Pack contrôler

APU control pox

élfelrQ Pre regulator

33

^ >— Location of

cooling packi

Fig. 21-1 Air Generation and Temperature Control

Â310 Mw condifioming system 21 2 AIR DISTRIBUTION IN FLIGHT

D E C K (See Fig. 21-2)

The flight deck air distribution system is similar to that of the A300. Air is supplied along the left hand side of the aircraft to the following outlets :

- from the ceiling at the rear of the flight deck,

- below the front windscreen windows,

- at floor level on the*left hand side of the flight deck.

At these three points, the airflow is manually adjustable in quanti­ty.

- on the left hand side of the Captain's station,

- on the right hand side of the First Officer's station,

- near the cei l ing at 3rd occupant stat ion, 2 outlets.

For these four la t ter points, the airf low 1s adjustable in quantity and direct ion.

Extracted a i r is passed out of the f l i gh t deck Into the electronic com­partments.

Foot warmers (optional)

Airflow adjustable •

Fig. 21-2 Flight Deck Air Distribution

-o > ID JO n >»

- i -» C/» U4 r>

w

• - * i f # 1

A310Air'conditioning system 21 •o >

*» o

3 AIR DISTRIBUTION IN PASSENGER CABIN

Cold air supplied from the packs is split into three riser ducts, one per temperature zone. (See Fig. 21-3).

Hot air is added in the requi­red proportion in the riser ducts, which pass up between the cabin fra­mes and furnishing panels to the cabin ceiling.

The ducted fresh air is then mi­xed with the recirculated air in the cabin ceiling main supply ducts, be­fore it is distributed in the cabin by ducts above the lateral hatracks. (See Fig. 21-4).

The fresh air to recirculated air proportion is 60 % to 40 % in normal mode.

Recirculated air is supplied to the main air supply ducts by three electric fans, one in each tempera­ture zone. Extracted air is passed out of the cabin through vents in the walls near the floor.

Tappings from the main supply ducts are taken to supply air for the individual ventilation of the toilets and galleys. Restrictors are installed in the supply ducts downstream of the tapping points to raise the pressure level for correct

functioning of the Individual air outlets.

Individual ventilation for the passenger compartment is provided as an option. (See F1g. 21-5)

The air for the Individual venti­lation Is taken from the main cabin fresh air supply via separate distri­bution ducts in the cabin ceiling through the hatracks to the Indivi­dual air outlets provided In the passenger service units. The airflow from the Individual air outlets is adjustable 1n quantity and direction.

1/4

Rising ducts

@ ® @ Galley and toilet , | individual ventilation

"^sfitâli

Forward temperature zone Central temperature zone Rear temperature zone

Fia. 21-3 Cabin Air Distribution (general Layout)

A310 Ékw corcdBtBonEng system 43a •

F/g. 27-4 A/r Circulation

Supply duct

Fig. 21-5 Cabin Air Distribution (Optional Individual Air Outlets)

T> > Q> t-i

CQ so n -»

-t - » CO

a

. - - * m .

A310 Air condit ioning system 21 01 t-* ta » » »».

H - » CO O n

4 GALLEY AND TOILET VENTILATION (Sce f 1 g 21.6)

The galley and toilet venti» lation system is an entirely new de­sign for the A310.

Air is supplied to the toi­lets and galleys from an individual ventilation system. In addition, air

OJ

from the cabin can enter the toilets through inlet grills.

Air 1s extracted from the toilet boxes, toilet bowls and galleys via a pipe In the cabin roof. This pipe has many adaptors provision for installation of galleys and toilets

1n various positions in the cabin. Cabin pressure differential provides extraction during flight, while a fan is used when the aircraft Is on the ground. All extracted air Is passed directly overboard at a point located on the bottom of the aircraft, aft of the bulk cargo compartment.

Basis L+G extraction duct

Toilet tank vent

Shut-off valve

Fig. 21-6 Galley and Toilet Ventilation

A310 Mv G&nûltlomng system 21 5 ELECTRIC AND ELECTRONIC

EQUIPMENT VENTILATION (See Fig. 21.7)

Ventilation is provided for the main equipment racks complying with ARINC 600 (or ARINÇ 404A in some cases). Some other equipments in the main racks, as well as the pedestal and the flight deck panels are venti­lated by air blown over the equipments and ambient air is extracted from around the equipment.

The air is drawn through a dust separator and filter by one of two identical blowing fans. The«other fan is available as a standby. One of these fans is normally running whene­ver electrical power is available on board the aircraft. Automatic switch over to the other fan occurs after each flight or in case of failure (the latter case being indicated in the flight deck).

Additional ventilation is pro­vided from a tapping in the flight deck fresh air duct when the air con­ditioning system is running. This air is not filtered.

The air through and over the equipment is normally sucked out by an extractor fan and,via two valves» passed overboard or into the forward cargo underfloor area to provide floor heating. The position of these two valves is controlled automatically

depending on the situation (ground/ /• flight, cold/hot day). The overboard valve can also be controlled manually. Battery ventilation is provided by a separate small fan, and the ducting is separated from the main electrical and electronic ventilation system.

A number of smoke detectors are placed in the system. Smoke detection is assisted by a flight deck "sniffer" for the smoke emergency shelf.

An optional refrigeration unit, complete with an additional cooling fan, is available for main equipment cooling on the ground. It is inten­ded that this unit can be used when the APU is not running.

VENT EQPT C00L

EXTRACT VALVE

OVBO U / F L O O R C B

FAULT

OFF

MODE SEL

FLOW

OVBD. s AVIONICS

BIDWERS

FLOW

ALTN J£r&>

-O 3» 0) HI (O TO n >*

- i - » c/> ->l o

Ul

&m % « i

Â310 Mv condlt5©nirag system 21 -o > «o » «0 -«.

H -» M 00 n

l A l

m ^ ^ s s s . ' r f j h r r t,' Aircraft skin

11 \_Optional refrigeration unit

1 Flight deck fresh air duct

\ Restrictor

F/g. 21-7 Electronic Bay Ventilation

ÂgjQ Mr conjjtjonSBig system 21 6 CABIN PRESSURE CONTROL SYSTEM (See Fig. 21-8)

The A310 Pressure Control System consists of two identical, independent, automatic systems, one being active, the other in stand-by. Switch-over from one to the other is automatic after each flight and in case of failure of the active system. Failure of a system is indicated in the flight deck, as well as an indi­cation of which system is active. Manual selection is possible.

In each system, the pressure is con­trolled by two electro-pneumatic out­let valves, one situated forward of the air conditioning bay, the other aft of the bulk cargo compartment. The system function is dependent on pre-programmed cabin pressure alti­tude and rate of change of cabin pressure, aircraft altitude and pre­selected landing airfield elevation. It is possible to close the electro-pneumatic valves manually by switches on the flight deck. It is also possible to manually control the cabin pres­sure by means of the ground depressur-isation valve, adjustable by a switch on the overhead panel in the event of failure of both normal sys­tems. Alternatively, a mechanically controlled valve may be used in this situation. This valve 1s situated below the flight deck, with control by means of a wheel on the first

officer's lateral console. Ground depressurisation 1s achieved automa­tically by electrically opening the pneumatic valves and the ground de-pressurisation valve.

Cabin excess altitude, excess pressure and negative excess pressure are prevented by additional automatic functions of the electro-pneumatic valves.

Automatic prepressurisation of the cabin before take-off is provided to prevent a noticeable pressure fluc­tuation in the cabin during rotation on take off. To achieve this prepres­surisation, outlet valves and the depressurisation valve are closed for approximately 1 minute. Prepres­surisation is maintained for 15 se­conds after take off, when the cabin pressure control is automatically switched to Its normal inflight mode.

ALTIMETERS

Auto change­over logic (ground/flight failure)

•o >

CAI

Agio Air condjjjonjng system 21? SE

- o r>

1/4

Electro pneumatlcal outlet valve*

Fig. 21-8 Cabin Pressure Control System

A310 Mr CQBidStSoBiBiig system 21 7 CARGO COMPARTMENT

HEATING AND VENTILATION

The bulk cargo compartment of the A310 standard aircraft is heated and ventilated. A similar sys­tem can be fitted in the forward car­go compartment as an option.

The air is supplied to the heated cargo compartment through a distribution duct along the left hand side of the compartment. The air is extracted from the cabin, reheated by additional hot air bled from the hot air manifold. The hot air supply 1s controlled by a trim valve, which re­gulates the cargo compartments tempe­rature. Temperature control of the cargo compartment is achieved in a similar manner to that of the cabin, using inputs from the flight deck preselector, the cargo compartment air temperature sensor, and the air supply duct sensor to control the trim air valve. The air is extracted from the cargo compartment through vents near the ceiling on the right hand side by an electrical fan. The extracted air from the bulk cargo compartment is passed under the compartment floor to provide floor heating. The extrac­ted air from the forward cargo com­partment is passed directly aft to the forward outlet valves. Underfloor heating of the forward cargo compart­ment is provided by extracted air from the electrical and electronic racks.

Temperature sensors

Air in —I

Air out

Fig. 21-9 Cargo Compartment Ventilation

•D > Ql t-t (O 30 n -v.

-» o

AIR/TSC/W/31 Page 22

FICHE DE PROPOSITION 4/82 : N C C 0 : Voir rubrique 2

1 - Désignation du produit -

Equipements de génération et de distribution de l'énergie électrique

de bord, ensembles, sous-ensembles, leurs parties et pièces détachées identi­

fiables.

.2 - £lassifacation_tarifaire_-_gositions nouvelles demandées -

NCCD TSUS T. Can.

Transformateur inférieur à ) 1 E V A (

Batteries d'accumulateurs ) électrochimiques.. (

85-01

85-04

Dispositifs d'interruption,) de commutation et de con- ( 85-19 nexion )

câbles (pieuvres & harnais) 85-23

3 - Exemple d'utilisation -

Voir document annexé :

- extrait A T A 100, chapitre 24

4 - Description technique -

La fourniture de l'énergie électrique au sol et en vol à l'ensemble

des systèmes de bord, utilisateurs d'électricité dans un aéronef,est assurée

par des installations :

- de génération électrique

- de distribution électrique.

Ces installations font intervenir de nombreux matériels à vocation

spécifique aéronautique, notamment :

- des générateurs :

. alternateurs avec ou sans ) variateur de vitesse, avec ( ou sans changeur de fré- ) 85-01 (couvert) quence pour le réseau 400 ( Hz. )

. générateurs à courant con- ) tinu assurant ou non le dé-( 85-01 (couvert) marrage de turbo-machines )

b a t t e r i e s d'accumulateurs ) électrochimiques au plomb ou( au nlckel-cadad.ua )

AIR/TSC/U/31 Page 23

85-04 ( non ) (couvert)

des dispositifs de mesure de régulation, de protection, de détection

et de commande :

voltmètres, ampèremètres, fréquencemètres, etc..

boîtiers de régulation de générateurs,

boîtiers de commande et de protection de générateur

) ( ) ( ) ( ) ( ) ( ) (

systèmes de gestion de la distribution électrique (la répartition, le contrôle, la protection)

systèmes de surveillance des) installations électriques ( inhérents à la sécurité des ) vols (délestages automatique^ circuits de secours), détec-) teurs de sous-tension, de .. ( surtension, de sous fré- ) quence, de surfréquence,etc (

90-28 (couvert)

des dispositifs d'interruption et/ou de commutation:

. contacteurs

. contacteurs disjoncteurs

. conjoneteurs disjoncteurs

. commutateurs, interrupteurs /

. relais ) ( )

85-19 ( non ) (couvert)

disjoncteurs

déclencheurs

- des dispositifs de conversion

trans forma teurs

convertisseurs

transformateurs redresseurs

redresseurs

chargeurs de batteries

(

) ( •T ( ) ( ) ( ) ( )

( couvert ) (en partie)

(couvert)

( non ) 85-01 (couvert)

(dans le) ( NCCD )

(couvert) (dans le) ( TSUS )

682-08

682-61

'

AIR/TSC/W/31 Page 24

des dispositifs de connexion

. connecteurs 85-19

. câblages (pieuvres & harnaid 85-23

( non ) (couvert)

(couvert) (dans le) ( NCCD ) (couvert) (partiel) (lement ) (par le ) ( TSUS )

688-14

5 - Importance du besoin -

L'énergie électrique est indispensable au fonctionnement de la

quasi totalité des équipements d'un aéronef, donc au déroulement des vols

dans des conditions de sécurité admissible.

6 - Obstacle, au détournement de destination -

Ces matériels assurent une mission spécifique pour le bon dérou­

lement des vols (voir par exemple, document ci-joint relatif aux spécifica­

tions techniques d'une installation électrique d'avion), ils sont parfaite­

ment identifiables, ils répondent à des exigences particulières, à des nor­

mes nationales et/ou internationales et doivent satisfaire à des contrôles

sévères.

Problème de prix.

-

EDITION

ISSUE 28.12.81

AIR/TSC/W/31 Page 25

A1K TRANSPORT ASSOCIATION OF AMERICA

NORMALISATION DE LA DOCUMENTATION TECHNIQUE DES CONSTRUCTEURS

SYST. CHAP.

24

SOUS-SYST/ SECTION

TITRE

GENERATION ELECTRIQUE

-00

-10

-20

Généralités

Entraînement génératrices

Génération alternative

-30 Génération continue

-40

-50

Alimentation extérieure

Distribution

DEFINITION

Equipements et composants électriques qui pro­duisent, commandent et distribuent du courant alternatif et/ou continu à d'autres circuits, y compris génératrices, relais, convertisseurs, batteries, etc., par l'intermédiaire des barres secondaires. Comprend aussi des éléments élec­triques courants- tels que câblage, commutateurs, prises, etc.

Mécanismes entraînant les génératrices à un régime prévu. Comprend, par exemple, le circuit de graissage, les dispositifs de connexion, les circuits de signalisation/contrôle et d'alarme de 1'entraînement, etc.

Partie des systèmes qui assure la génération, la régulation, la commande et la signalisation/ contrôle de la génération alternative. Comprend, par exemple, les convertisseurs, alternateurs, éléments de commande et de régulation, circuits de signalisation/contrOle, etc., tous les câblage jusqu'aux barres principales non comprises.

Partie des systèmes qui assure la génération, la régulation, la commande et la signalisation/ contrôle de la génération continue. Comprend, par exemple, les génératrices et alternateurs, trans­formateurs, redresseurs, batteries, éléments de commande et de régulation, circuits de signalisa­tion/contrôle, etc., tous les câblages jusqu'aux barres principales non comprises.

Partie du système à l'intérieur de l'aéronef reliant l'alimentation électrique extérieure au circuit électrique de l'aéronef. Comprend, par exemple, les prises, relais, commutateurs, câblages, alarmes lumineuses, etc.

Partie des systèmes permettant le branchement des sources de courant alternatif ou continu aux circuits d'utilisation. Comprend, par exemple, les barres principales et secondaires alternatives et continues, disjoncteurs des circuits principaux, dispositifs du circuit d'alimentation, etc.

$31© Elect Heal power :4 0» M (Q »

CONTENTS

1 GENERAL 2 NORMAL FLIGHT

CONFIGURATION 3 ABNORMAL FLIGHT

CONFIGURATION 4 AIRCRAFT GROUND SUPPLY 5 ELECTRICAL POWER

GENERATION CONTROLS

1 GENERAL The power,generation of the A310

is similar in principle to that of A300 B2/B4.

However, better overall perfor­mances will be achieved by use of new technology components. For example, the air cooled generators coupled to Constant Speed Drive (A300 definition) are replaced by compact, light weight Integrated Drive Generators (IDG)

In normal flight condition, the electrical power supply of the A310 is provided by two IDG's, one per engine (see fig. 24-1).

The IDG's are integral spray-o1l cooled ; this oil then being cooled in turn by both an air/oil and fuel/ oil heat exchangers ; the air and fuel being engine supplied.

N * '">'*».

*M&S&*t*

Flg:24'190kVAI.D.Q.

A@1@ Ejeejgjcaj power 24 A third auxiliary generator

driven by the APU can replace one of the main generator. This genera­tor is built with the same electro­magnetic components as the IDG but without the constant speed drive. A new housing connects the generator to the constant speed output of 12,000 RPM on the APU gearbox. (See F1g. 24.2 and 24.3) APU oil is used for cooling.

Three transformer rectifier units provide the direct current network supply.

In the event of main generator loss, three batteries and a static inverter provide emergency power for systems required to control the aircraft.

The overall block diagram of the generation and distribution is given 1n fig. 24-4.

2 NORMAL FLIGHT CONFIGURATION

In normal flight configuration, each IDG, which is capable of provi­ding 90 KVA 1n steady state con­ditions, supplies a so-called normal 115 V/400 Hz a.c. distribution net­work via its generator line contac­tor (GLC). These two networks are not paralleled.

- N° 1 distribution network comprises :

. N° 1 normal a.c. busbar (AC BUS 1)

. The essential a.c. busbar (AC ESS BUS) which is supplied by N° 1 normal busbar via a contactor (ETC 1).

. The emergency a.c. busbar (AC EMERG BUS), which is supplied by * the essential busbar.

- N° 2 distribution network corres­ponds to N° 2 normal a.c. busbar (AC BUS 2).

Two so-called normal 150 A (nomi­nal) transformer-rectifiers (TR 1 and TR 2) each supplied by a normal a.c. busbar, supply, in parallel, the normal 28 V d.c. busbar (DC NORM BUS) via their respective split con­tactors.

A third so-called essential trans­former rectifier (ESS TR), identical to the other two and supplied In parallel with the essential a.c. busbar, supplies the essential d.c. busbar (DC ESS BUS) via its split contactor.

The normal and essential d.c. busbars are connected by a bus tie breaker.

.

TJ 3» 01 1-4 (Q TO «P « V

-I ru </>

5:

2&3H0 Electr ical p@wer !4 -o > Q> M

H i v c/> oo r>

DC NORM BUS

I I BUS TIE [ 8 A T ÏE BATCC B A T Ï L

-TT -q Tj

r r £* T

DC ESS BUS

i l uuDu mm TRI

UJUJ

ESSTR

ETC1

AC BUS 1

GLC1

j A A A-,

BTC1

GLC3

I 1

]

INV

I

TR2

I AC ESS BUS

IDG1

ETC 2 A

pvi AC EMERG BUS

ÏL AC BUS2

EPC^

BTC2 - A A_

a ETC 3

A _

AI r\ l GEN J | ( QEN 1

GLC2 l\

I rëiôl l_! IJMOT I

APU

A EXT PWR

IDG 2

I, I !©! • I CSO i

M0T2L' L-i

Fig. 24-4 Electrical Generation and Distribution Block Diagram

Three 25 Ah batteries are connec­ted to the essential d.c busbar. During most of the f l i g h t , they are disconnected from the network (charge control) and in standby condition, awaiting an automatic reconnection signal (additional battery charge, autoland, busbar recovery).

3 ABNORMAL FLIGHT CONFIGURATION

Any one of the three generators is capable to power all the A.C. bus bars up to 90 KVA if the other two are failed (partial load shedding of galleys loads).

In case of loss of A.C. power generation from the generators (emer­gency condition) the 1 000 VA static inverter is supplied by the essential d.c. bus-bar (powered by the batteries) in order to supply the A.C. emergency bus-bar.

The batteries and the Static Inverter are capable of supplying emergency power for a minimum of 30 minutes, including two attempts to start the APU, in order to allow a safe landing with a minimum of radio and navigation equipments.

Oi

A310 pow©? 24 4 AIRCRAFT GROUND SUPPLY

On the ground, the entire air­craft network can be supplied via the two bus transfer contactors (BTC 1 and BTC 2) :

- either from the auxiliary gene­rator (APU GEN) via its Une contactor (GLC 3) ;

- or from the ground power unit (EXT PWR) via the ground power contactor (EPC).

When both these sources are avail­able simultaneously, the ground power unit has priority for supplying the aircraft.

It should be noted that:

- for ground servicing operations, it is possible to supply only part of the normal a.c. and d.c. networks.

- it is also possible to perform refuelling operations without a ground power unit by using one of the aircraft batteries and the static inverter as a source of electrical power.

5 ELECTRICAL POWER GENERATION CONTROLS

The electrical power generation and distribution control, indication and monitoring equipment is located on the flight deck overhead panel: (See fig. 24-5).

a) Main Panel (See Fig. 24-6)

This panel represents the general layout of the system and groups together the main controls and indi­cations, and Shows each of its compo­nents in detail ;

Fig. 24-7

Fig. 24-6

Fig. 24-5 Electrical Power Generation and Distribution Control

-o > (O TO

n -^ -t

rv» c/i

04

A310 EI@©tric@B pewer & & & » %

m ON

AC ESS ON INV

eviii CN

KU.I

OFF/R

IOC 2

rami (DISC J

i 4

• o

— Smoke detection warning in the cooling system of corresponding racks

— Effective load shedding indication — Guarded control for setting into "Minimum Equipment" configuration in "Smoke emergency"

procedure

— Control for setting into " t a v Land" configuration in "Smoke emergency" procedure

— Control for setting into operation of battery/charge monitoring unit and indication of battery contactor position

— Thermal runaway warning for any of the three batteries

— Control for connecting the three batteries (charge monitoring unit overriding)

— Smoke detection warning in battery ventilation system — Warning for D.C. essential bus bar powered by battery only

— Warning for D.C. normal bus bar loss

— Indication of A.C emergency bus bar powered by static inverter

— Warning for A.C essential bus bar toss

— Guarded control for essential bus bar and TR power transfer and indication of contactor . position

— Warning for A.C normal bus bar loss

— Indication of external power availability — Control and indication of external power utilization

— A.C generator failure warning — Control for exciting and connecting A.C generator

— Overload warning for any of the three A.C generators — Control and indication of galley load shedding

— Guarded control for EOG disconnection — IDG overheat warning — IDG oil pressure drop warning

Fig. 24-6 Electrical Power Panel

04 C/> O O

UJ

A31Û Ele©tri<ea! p@wer !4

b) Monitoring Panel (See fig. 24-7)

An adjacent panel accommodates the monitoring instruments :

- A.C. : voltmeter, frequencymeter and load indicator associated with a rotary switch for selec­ting the source of the infor­mation presented (generation, distribution busbars).

NB : A rotary switch is provi­ded on the maintenance panel for selecting the voltage phase to be indicated.

- P.C. : voltmeter and ammeter associated with a rotary switch for selecting the source of information to be displayed (generation or distribution busbar).

BUS'E S S EMER , C E N

I A.C. INDICATIONS SELECTOR

Frequencymeter

dx. ammeter

B

Fig. 24-7 Monitoring Panel

dx. voltmeter

j - * dx . indications selector

-o > 01 HI IO » n **

-t

u i

AIR/TSC/W/31 Page 32

FICHE DE PROPOSITION 5/82 NCCD: Vo i r rubr ique 2

1 - Désignation du produit -

Equipements de protection contre l ' incendie (Fire protection) à bord de

aéronefs c i v i l s , ensembles, sous-ensembles, pa r t i es , pièces détachées 'spécifi­

ques.

2 - C la s se^n t_ t a r i f a i r e^_£os i t i ons_nouy^ le s^ -

T.Cn

) ( )

(

NCCD

(1) 84-21

- (2) 84-61

85-19

TSUS

cartouches pour extincteurs

vannes de décharge

clapets anti-retour

sélecteurs de bouteilles d'extinction

poignées d'extinction 85-19

3 - Eacemgle^d^utilisation. -

Tout avion de transport civil doit obligatoirement.posséder des systèmes

de détection d'incendie et des systèmes d'extinction. Ceux-ci sont complétés par

des systèmes de détection de fumée (cabine, soute).

4. - Description technique -

Il y a complète indépendance entre systèmes de détection et d'extinction

L'extinction est commandée par le personnel navigant, afin d'éviter un déclenche­

ment intempestif des extincteurs.

a) Systèmes de détection :.

- détecteurs ponctuels ) ou linéaires ( 85"17 (couvert)

- boîtiers de détection) nn no , ^ et de test ( 90"28 < c o w e « >

- alarmes visuelles et/) (couvert) ou sonores ( (détecteurs d'échauf- ) fement, de fumée) (

b) systèmes d'extinction (zones : moteur, AFU et soutes)

- poignées de commande , 85-19 , ^N r 6 ( (couvert)

(1) Voir Fiche 1/C2 (2) Voir Fiche 2/82

- sélecteurs de boutéil-) les d'extinction ( 85-19 ( non )

- extincteurs - cartouches

teurs.

- vannes de'décharge

(couvert)

84-21 (couvert)

( non )

AIR/TSC/W/31 Page 33

662-52 (couvert) pour extinc-) , 0 - , (

( (couvert) ) ( non ) '. 84r61 ) """ ' ( (couvert)

c) systèmes d 'extinct ion portatifs(zone cabine) ou automatiques ( to i l e t t e s ) .

- ext incteurs 84-21 (couvert) 662-52 (couvert)

- boute i l les d'oxygène ) » - , « « / *.\ •»«« , e i \ e t masques ( 9 0 ~ 1 8 < c o w e r t > 709-46 (couvert)

5 - Importance du besoin -

Ces systèmes sont indispensables à la sécuri té des vols.

6 - Obstacle au détournement de destination -

. Spécifici té technique

. Sources spécial isées

. Prix élevés

Les matériels u t i l i s é s (y compris les extincteurs)sont spéci f iquesr environnement pa r t i cu l i e r ^ nature des f lu ides u t i l i sés- , construction légère, normes, e t c . ~ -

7 - Observations -

Extincteurs mis. à par t , les équipements de ces systèmes ne sont pas cou­

verts par l'Accord. I l s représentent une part non négligeable du coût des i n s t a l ­

lations de bord de protection contre l ' incendie et de leur entret ien.

EDITION ISSUE 22.1.82 15. 2.82

AIR/TSC/W/31 Page 34 AIR TRANSPORT ASSOCIATION OF AMERICA

SPECIFICATION DE LA DOCUMENTATION TECHNIQUE DES FABRICANTS

(6) SYST/ SOUS-SYST/ (25) CHAP. SECTION

26

(16)

-00

-10

-20

-30

TITRE

PROTECTION CONTRE L'INCENDIE

Généralités

Détection

Extinction

Protection contre l'explosion

DEFINITION

Equipements et composants fixes et portatifs qui détectent et signalent la présence g'un incendie ou de fumée, et emmagasinent ou dis tribuent le produit d'extinction dans toutes les zones protégées de l'aéronef. Comprend les bouteilles, clapets, canalisations, etc.

Partie du système servant à détecter et à signaler la présence d'une surchauffe, de fumée ou d'un incendie.

Parties fixes ou portatives du système ser­vant à éteindre l'incendie.

Partie du système servant à détecter, à Signaler et à éteindre les flammes qui se propagent dans la mise à 1' air libre ou les bouches de ventilation du circuit carburant, afin de prévenir l'explosion de ce circuit.

AIR/TSC/W/31 Page 35

26-00.00.00 FIRE PROTECTION

26-IO.OO.OO FIRE DETECTION - MAIN ENOINES

•01.00 A continuous element dual loop type f i r e detect ion system RFC 6-1! w i l l be provided for each engine.

.02.00 The systems wi l l be independent with maximum emphasis on RFC 6-1! r e l i a b i l i t y and freedom from fa l se alarms due t o a short or open c i r c u i t , t o allow dispatc l iab i l i ty with one c i r c u i t inopera t ive .

•03.00 Tne system w i l l allow a crew member t o check the elements RFC 6-1 : for cont inui ty and ident i fy an inoperat ive c i r c u i t in f l i g h t .

• Ob.00 Fire detector elements and connectors w i l l be secured and RFC 6-12 | routed so t ha t :

.OU.01 The element has positive protect ion from damage during RFC 6-12 maintenance including cowling operation and engine component replacement ;

«OU.02 Elements with different alarm se t points w i l l be a t l e a s t RFC 6-12 6 inches d i f ferent in length . Elements with the same alarm set point w i l l be e i t h e r the same length or a t -l eas t 6 inches different in length ;

.01*.03 Clearance between .the element and adjacent s t ruc ture w i l l RFC 6-13; be maintained ;

•OU.OU Fi re detect ion elements w i l l be e a s i l y replaceable ; RFC 6-13

.OU.05 Element connections w i l l be moisture proof. RFC 6-13

• 05*00 When operated normally as a dual system, a short t o ground RFC 6-lU or open in one loop c i r c u i t w i l l not i n i t i a t e a f a l se f i r e alarm.

.06.00 An engine f i r e warning w i l l be indicated by :

.06,01 i l luminat ion of a red l i r t i t on the cen t ra l warning panel

.06.02 i l lumination of a red l i gh t in the respect ive f i r e control and f i r e extinguishe'r lever

.06.03 a f i r e b e l l

.07.00 Activation of the fire control lever will turn off and reset the fire bell.

.07.01 A fire bell audio cancel push button will be provided RFC 2J.91* behind the fire control lever.

A.300 B/ATLAS

AIR/TSC/W/31 Page 36

26-11.00.00 FIRE DETECTION - APU

.01.00 A dual continuous f i r e detect ion system w i l l be i n s t a l l e d for the pro tec t ion of the APU and i t s equipment.

•02.00 The number of components in the detect ion systems w i l l be kept t o a minimum and i t w i l l be poss ible t o replace them v i thou t removing the APU.

• 03*00 The f i r e de tec t ion systems v i l l be of t he same type as t h a t used for the main engines and v i l l be ins t a l l ed in the APU compartment.

•04.00 A f i r e warning w i l l be indicated by :

• OU.01 A l i g h t on the f l igh t deck APU panel

.04.02 A warning b e l l

.04.03 An e l e c t r i c horn which w i l l operate when the a i r c r a f t i s on the ground, t o provide a warning t o t he ground crew.

26-12.00.00 SMOKE DETECTION

•01.00 A smoke de tec t ion system w i l l be provided for the f o l l o ­wing compartments :

•01.01 Front equipment-compartment

•01*02 - Front f r e igh t compartment •01.03 Centre f re igh t compartment •01.04 Rear f re ight compartment RFC 5-42 SI •01*05 Outlet of t he b a t t e r i e s v e n t i l a t i o n duct RFC 5=51 •02.00 Red warning l i g h t s ind ica t ing the source of smoke w i l l be

provided in the f l i gh t deck. •02.01 A smoke warning in the c e n t r a l warning panel w i l l repeat RFC 2-57

a l l smoke warnings. •02.02 Automatic shut down of the SMOKE red l i g h t s when the smoke RFC 2-69

disappears w i l l be provided. 26-20.00.00 FIRE EXTINGUISHING - MAIN ENGINES

.01.00 Fire ext inguishing w i l l be provided for the accessory zone in the fan cowling and t h e forward zone around the gas generator , in the form of a two-shot system, each shot being supplied by a single-head b o t t l e .

•01.01 There w i l l be two b o t t l e s for each pod connected to a s ing le d i s t r i b u t i o n system.

A. 300 B 2/ATLAS

AIR/TSC/W/31 Page 37

26-20.02.00 Connections in the fire extinguishing system, subject RFC 6-142 to relative notion between components, will be made of flexible and fire-resistant materials.

.03.00 Magnetic indicators will be provided on the flight deck to give indication of extinguisher bottle discharge.

26-21.00.00 FIRE EXTINGUISHING - AFP

.01.00 The fire extinguishing system will comprise a Freon bottle and necessary plumbing to discharge into the APU compartment.

.02.00 In the event of a fire warning an automatic system will shut down the APU and, after a delay of 5-10 seconds, will operate the fire extinguisher.

.02.01 This automatic system will operate on the ground only, manual operation being required under normal flight conditions.

26-22.00.00 FIRE EXTINGUISHING - FRONT FREIGHT COMPARTMENT

.01.00 A one shot fire extinguishing system for the front or centre freight compartment will be provided.

A.300 B2/ATLAS

w m *

A310 IFi^e pro tec t ion •o >

01 M

00 o

CONTENTS

1 INTRODUCTION 2 FIRE PROTECTION FOR

ENGINES AND APU 3 FIRE PROTECTION FOR

ELECTRONIC BAY 4 FIRE PROTECTION FOR CARGO

COMPARTMENTS

1 INTRODUCTION Aircraft fire protection systems

are provided for :

engines and APU comprising fire detection and extinguishing system ;

electronic bay with a smoke detec­tion system ;

cargo compartments comprising a smoke detection and fire extingui­shing system.

2 FIRE PROTECTION FOR ENGINES AND APU

. The fire detection systems for the engines and the APU are from SYSTRON-DONNER. The detection loops are of

pneumatic type. (See fig. 26<-l). Basically, they consist of a stainless steel tube (1,6 mm diameter) filled with helium. The helium is prepressu-.rized (2-3 bar).One end of the tube is equipped with two pressure switches, one of them detecting continuously the prepressure (fault switch), the other one providing an alarm signal as soon as the helium pressure rises above a preset value due to overheat. In order to achieve a sufficient Increase of gas pressure even with a discrete fire, a metal hybrid core element 1s provided in­side the tube. This metal hybride releases a significant amount of hydrogen when being heated, thus

Alarm switch

Power i

Signal

Electrical isolator/pneumatic manifold

Core element Metal hybride

Sensor tube

Fault switch

Fig. 26-1 Engine or A.P.U. Fire Detection (principle)

&310 Fire APU panel Engine 2 panel

Extinguisher bottles

Engine core fire detector

Fig. 26-2 Engine Fire Protection System

-o > (O TO « «̂

- I W CO

04

A310 Fore protection 26 operating the alarm switch in case of a local fire.

. All the detector loops are dupli­cated (loop A and B). In a control box (one per engine and APU), the alarm signals of the two loops are AND - gated in order to avoid false warnings. On the respective fire pro­tection panel (one for each engine and for the APU,'located on the overhead panel), the fire alarm signal illuminates the indicator in the fire handle, both Loop-lamps, and activates the flight warning system (See fig. 26-2).

The fault signal and the alarm signal of each loop are OR - gated in order to indicate a loop failure by the respective LOOP light.

. In each nacelle, one duplicated detector loop is located in the lower part of the pylon and a second one on the engine core (GE engines having a third one on the fan). The APU compartment is equipped with one duplicated loop. The alarm tempera­tures are different for the various locations ; they are preset via the prepressure in the detectors.

. The fire extinguishing system for each nacelle consists of two extin­guisher bottles (APU : one bottle), installed in the rear part of the

pylon and filled with Halon 1301. The two bottles are connected via a tube to the spray nozzles, the locations of which depending on the type of engine. Each bottle can be discharged by means of a double wired cartridge. The continuity of the doubled wiring can be tested by pushing the Squib test button on the fire protection panel. The light SQUIB comes on when both wires are intact (while one of them being sufficient to fire the cartridge).

. In case of engine fire, the extin­guishing procedure is as follows :

- throttle to idle

- shut high pressure fuel cock (which is lighted due to the fire alarm)

- pull fire handle (which shuts hydraulic suction lines, fuel LP valve, appropriate bleed air val­ve, and which opens the generator field circuit)

- wait 10 seconds (slow down of engine)

- push the button AGENT 1 to dis­charge one of the extinguisher bottles (only possible after the fire handle has been pulled)

- if alarm persists, push the

button AGENT 2.

In case of APU fire, the APU will be shut down automatically or will have to be shut down manually depen­ding where the fire is detected.,

The extinguishing procedure is then similar to the procedure used for engine (only one AGENT).

3 FIRE PROTECTION FOR ELECTRONIC BAY Smoke in the electronic bay is

detected by four smoke detectors which are of the ionisation type. They detect smoke 1n the cooling air ex­traction ducts of the different groups of equipment, as shown in fig. 26-3.

The signals are elaborated in the detector box (the same as used for cargo compartments) and the respective smoke warning light on the overhead panel comes on.

The presence of smoke in the smoke emergency shelf and in two of the three inertial reference systems can be confirmed by a sniffer which Is provided with a small fan.

AM® (Fire prot©©ti®ei If FLT COMPT. or MAIN BAY smoke

warning light has been triggered, the procedure consists of shedding all busbar loads except for some essential equipment (which are concen­trated in the smoke emergency shelf).

The push button MIN EQPT for this procedure is located adjacent to the warning lights. By use of the push button SMOKE DRILL NAV. LAND, a part of the previously cut-off supplies can be restored to allow an instru­ment approach after a smoke drill has been performed.

In case of smoke warning (and con­firmation by the sniffer) in the mi­nimum equipment bay, all equipment in this bay can be shed using the circuit breakers grouped on the spe­cially marked part of the overhead circuit break panel. In case of bat­tery smoke, the three batteries can be switched off individually.

A fault in one of the four detec­tor circuits is indicated on the front panel of the detector box and on the maintenance panel (BITE DISPLAY). The circuits can be tested by use of the selector and the test push button on the maintenance panel. In the electronic bay, a 1 kg portable fire extinguisher is installed.

Fig. 26-3 Smoke Detection for Electronic Bay

Batteries

Smoke emergency shelf

1RS

Main electronic recks

Under floor equipment eir suction

Smoke detector

(Q 50

?3 OJ

£kM® Fire pro1

4 FIRE PROTECTION FOR CARGO COMPARTMENTS

(See fig. 26-4)

Smoke in the cargo compartments is detected by two detectors per compart­ment (six total). They are of the ionisation type and installed in the ceiling of the compartments.

The signals of the two detectors of the fwd compartment are OR - gated. Since the aft and bulk cargo compart­ment are divided only by a net with a non-sealed curtain and thus these two compartments are considered (for the fire protection) as being one, the signals from all four detectors are OR - gated.

The signals of the six detectors are elaborated in the same detector box as used for the electronic bay.

In case of smbke, the respective SMOKE light on the overhead panel is illuminated (plus FWS) and the valves of the respective cargo compartment heating and ventilation system are closed automatically.

For fire extinguishing, two iden­tical extinguisher bottles are ins­talled at the right hand side of the fwd cargo compartment. They are filled with Halon 1301.

Each bottle is equipped with two

independent discharge cartridges and ducted to the spray nozzles 1n the cargo compartments such that both bottles can be used for either appli­cation (fwd or aft/bulk).

The discharge cartridges are electrically ignited by use of two guarded switches which are located on the overhead panel.

In case of smoke warning, bottle no. 1 will be discharged (feed back signal DISCH. 1 illuminates). After one hour, the indicator DISCH. AGENT 2 will Illuminate automatically. This reminds the crew to discharge bottle no. 2 in order to compensate the leakages of extinguisher agent out of the compartments. (See illustration next page).

A®HO Fire pro tec t ion Detection box

COMPT SMOKE DET Anai reuiK A m i rBUlK UfU

ISMOKE I «11

AGENT I

AGENTS

On overhead panel

I I

V V — From electronic bay

« f t

T Only provided if optional heating and ventilation system is installed _-

Extinguisher bottles

ippppf. yap2*-] FWD cargo compt

I 1 _ & *

•MM—MM—

^3CI Hot air

té

Smoke detectors

Aft cargo come

Pressura switch

Spray nozzles

-D > 01 t-t

* * CO CMr>

Discharge cartridges Fig. 26-4 Fire Protection for Cargo Compartments J à

AIR/TSC/W/31 Page 44

FICHE DE PROPOSITION' 6/82 NCCD: voir rubrique n° 2

1 - Désignation du produit -

Equipements pour le chargement et le déchargement (automatique ou non)

du fret à bord d'avion, ensembles, sous-ensembles, leurs parties et pièces déta­

chées Identifiables.

^ " £1*2£Îfi£2tion__tarifaire_-_gositions_^nouvelles demandées -

HCCD TSUS T.Cn

Rouleaux à billes l _, ..

Rouleaux à billes motorisés )

Moteurrréducteur d'entraînement) /w

j . .r j i TTT* / 85-01 682-42

de moins de 1 HP ( Dispositifs de blocage 84-22 664-12

Dispositifs de détection lumi- ) aç_ 2 1/ Q O_ 2 a 7i?-nfi neuse, de commande d'avancement ( 35-21/90-28 712-06 et de verrouillage )

Bottiers de commande 85-19

3 . Exemgle_d^utilisation -

Le système décrit ici est celui de la version standard des avions gros

porteurs tels : B-747, DC 10 - Lockheed 1011 - B-707 - Airbus A-300 et A-310,

Les avions gros porteurs disposent d'importantes soutes pour le trans­port de marchandises.

Certains avions civils sont conçus pour le transport exclusif ou partiel

de fret : avions cargos, avions convertibles (quick change), avions mixtes.

Four permettre une mise en place rapide, le fret est conditionné en

containers ou sur palettes normalisés.

Par suite de leur exiguité, il est nécessaire d'équiper les soutes de

dispositifs :

a) Facilitant le déplacement des charges :

- plancher à billes 88-03 (couvert)

- billes avec- réceptacle 84-22 (couvert)

- plancher de roulement à ) ao _, / .% *^ . _ , 88-03 (couvert) rouleaux (

- rouleaux à billes 84-22 , \ (couvert)

FICHE DE PROPOSITION 6/82

b) Permettant leur immobilisation :

- Verrlns de verrouil lage 84-22 (couvert)

- Dispositifs de blocage 84-22 ?

AIR/TSC/W/31 Page 45

664-12 (couvert)

664-12 î

Le temps imparti aux opérations de déchargement et de chargement en

escale étant très court, il est nécessaire de les automatiser. Ce qui conduit

à utiliser, en plus des précédents dispositifs :

a) un système de commande centra-) 9 Q - 2 8 ( c o u y e r t )

lise (

b) un système d'entraînement des conteneurs

- verrins de chargement

- rouleaux motorisés

- moteur-réducteur d'entraînement

c) un système de contrôle :

- dispositif de détection lumineuse (émetteurs, récepteurs)

84-22

) ( ) (

84-22

85-01

) ( )

)

85-21

- "boîtiers de commande (pour la mise en route des( rouleaux motorisés impli-) qués et l'effacement des ( verrous, à mesure que le ) 85-19 container progresse vers ( l'emplacement qui lui est) affecté: Il assure le ver( rouillage du container en) fin de parcours) (

(couvert)

( non ) (couvert) (parties)

( non ) (couvert) ( -moins •) (de 1 HP)

( non ) (couvert)

( non ) (couvert)

664-12 (couvert)

682-42

( non ) (couvert) (.moins ) (de 1 HP)

5 - Lanortance du besoin -

On assiste à la généralisation de ce type d'aménagement sur les avions,

moyens et gros porteurs avec le développement mondial du fret aérien.

La valeur des matériels entrant dans un tel système n'est pas négligeable

elle dépend de l'importance des soutes aménagées et de leur degré d'automaticité.

6 - Obstacles au détournement de destination -

Spécificités techniques :

Ce matériel se distingue des autres équipements de manutention par sa

conception ultra-légère nécessitée par .le fait que le dispositif de chargement

reste à demeure sur avion. Il obéit, par ailleurs aux règlements très strictes

en usage dans l'aéronautique pour la sécurité.

AIR/TSC/W/31 Page 46

FICHE DE PROPOSITION 6/82

Sources s p é c i a l i s é e s :

Comme conséquence de ce t te spéc i f ic i t é , i l y a peu de fournisseurs

sonde capables d 'o f f r i r ce matériel ( t r o i s à quatre) .

Prix élevés

7 - 0DS££ïfHî22f ~

Les Accords aéronautiques du GATT prévoient une exonération des "machines

et appareils de chargement et de déchargement (84-22 - 664-12) à l'exclusion de ii

leurs parties et pièces détachées. Il est souhaitable de savoir quels sont les

matériels qui entrent effectivement dans ces positions et d'assurer une parfaite

réciprocité.

1 !

^

J;

r/

.J**"

:!*£

Mfcri,-

fci 4

7/ ji^aa

AIR/TSC/W/31 Page 47

tfcva. ~-

Cargo compatibility. The extra wide body of the Airbus A300 and

A310 enables interline LD3 containers to be carried side by side.

Full width pallets, common to the long range wide body aircraft, can be flown directly onto regional routes.

When you operate an Airbus fleet, short haul air cargo becomes a profitable proposition.

More good reasons why the Airbus A300 and A310 are called the number one twin-aisle twins.

©Airbus Industrie

A3H0 EgpgpBiient/FyrnBsiiing .3 CARGO COMPARTMENTS

a) General

Two large underfloor cargo com­partments can accomodate up to 21 860 kg (48, 200 lbs) of cargo in containers or on pallets of the same standard as those used on present modern wide-bodied aircraft. In addition, a bulk hold can accomodate up to 2770 kg (6,100 lbs) of cargo.

All compartments are designed as category C compartments. They are equipped with a smoke warning and fire extinguishing system (refer to chapter 26).

bjF'W'D and AFT Cargo Compartments The fwd and aft compartments are

designed to be compatible with the requirements for certified and non-certified unit load devices (ULD). A selection out of the possible loading combinations is shown in Fig. 25-14.

The loading of the following ULD's is possible in the standard aircraft :

- LD1 certified containers type NAS 3610-2K2C (IATA A2) limited to a maximum gross weight of 1587 kg (3500 lbs) each

n ^ -<

«-> CO 00 o

Max. total load 24,630 kg (50.300 lb)

U l

n f~\ » 'an: : f [ oooooooooo oooooooon00000000O0000000000000OO0O0O I 10 j

I FWD P----.4-AFT '

Bulk 17.3 m3 (610 cu.ft)

8LD3

3 pallets 88"x125"

(LD7)

Mixed LD1, LD7, LD6

Engine modules

6LD3

Mixed LD3, LD1

3LD6

€&ffl

3 pallets 96" x 125' 7LD3

Some options

Fig. 25-14 Cargo Flexibility

AQUO Ecpip - LD3 certified containers type

NAS 3610-2K2C (IATA Al) limited to a maximum gross weight of 1587 kg (3500 lbs) each.

- LD5 certified full size con­tainers type NAS 3610-2L2C limited to a maximum gross weight of 3175 kg (7000 lbs) each.

- LD7 pallets (88" x 125") type NAS 3610 2A1P, 2A2P, 2A3P, 2A4P, and 2A6P limited to a maximum gross weight of 4627 kg (10 200 lbs).

Provided that the requirements of the Weight and Balance Manual are met, all non-certified half and full size containers as defined above can be loaded to the maximum gross weight equivalent to 2K1C/2L1C (2830/5660 lbs).

The volumetric dimensions and the maximum load values (limited by structure) for the three compartments are given in Fig. 25-15. As an addi­tional information, the cargo load is indicated for an average loading density of the LD3 containers.

Bratt/FytrroBshimg c) Bulk Cargo Compartment

This compartment is designed for bulk cargo and the transportation of livestock (for heating and ventilation refer to chapter 21).

A net separates the aft cargo from the bulk cargo compartment. This net is equipped with adequate tensioners to prevent sagging in service, and is covered with a screen,which can be removed without the use of special tools, on the bulk cargo compartment side.

This screen is adequately attached to the net and to the compartment at its edges to act as a seal between the aft and bulk cargo compartments for air conditioning purposes. There is no special opening for access pur­poses.

The bulk compartment is divided by nets into three parts, the forward part (11,5 eu. m ) , the middle part (4,0 eu. m . ) , and the crew baggage partment (1,7 eu. m.).

Cargo hold

Forward

Aft

Bulk

Total

Use for

Freight on pallets or in containers

Cargo or pass, baggage in containers

Bulk cargo

' —

Fig. 25-15 Volumetric and Weights Figures

Overall Palletized ^ Max. load volume volume containers (structural limit)

50.3 m' (1 780 cu.ft)

34.5 m' (1218 cu.ft)

17.3 m' (011 cu.ft)

102.1 m* (3 609 cu.ft)

31.4 m1

(1 llOeuft)

—

—

31.4 m* 1110 cu.ft)

35.8 m> (1248 cu.ft)

26.5 m1

(936 cu.ft)

—

62.3 m1

(2 184 cu.ft)

12 340 kg (27 200 lb)

9 520 kg (21 000 lb)

2 770 kg (6 100 lb)

24 630 kg (54 300 lb)

-1

Average load <180kg/m> = 11.25 Ib/cu.ft)

8 440 kg (14 200 lb)

4 820 kg (10 630 lb)

—

11 260 kg (24 830 lb)

•o > (Q JO

H <0 O

OJ

m s w

A3H0 Eeguipmenï/IFyfi'nisBiing d) Cargo Loading System Both the forward and aft cargo

compartments are provided with a semi­automatic electrically powered cargo loading system.

The cargo loading system is con­trolled by an operator using a control panel equipped with a joystick, which returns to the neutral position once released (See Fig. 25-16).

The control panels for the forward and aft compartments are located behind service doors in the outer skin on the right hand side of each doorway.

It is possible to load and unload containers singly or in pairs and to load and unload the forward and aft compartments simultaneously.

The cargo loading system permits manual loading/unloading of the ULD's if the power drives are inoperative for any reason.

Both cargo compartments are equip­ped with one way overrideable door sill latches, a safety device to pre­vent ULD rollout. These door sill latches can be used for ULD alignment purposes. A handle to lower them manually is provided in the cargo loading system control panel.

Locking and unlocking of contai­ners and pallets in the cargo compart­ments is carried out manually.

In the forward and aft underfloor cargo compartments, tie down points are installed.

q> n (O SO n .»».

- i i n GO O o

U4

Fig. 25-16 Cargo Control Panel J

AIR/TSC/W/31 Page 51

FICHE DE PROPOSITION 7/82 NCCD: voir rubrique 2

1 - Désignation du produit -

Equipements de communication de bord, ensembles, sous-ensembles,

leurs parties et pièces détachées identifiables.

2 - Classification tarifaire - Positions nouvelles demandées -

NCCD TSUS

Interphones de bord, combinés téléphoniques

Commutateurs d'écoute, casques d'écoute

Boîtes de commande, boîtes de jonction, supports de branchement (racks)

Enregistreurs de voix (cock­pit voice recorder)

Câbles coaxîaux d'antennes (Feeders)

Annonceurs automatiques, reproducteurs de musique

Antennes, coupleurs d'anten­nes, excitateurs HF, sous-ensembles radio

Amplificateurs de puissance HF

85-13

85-22

85-19

92-11

85-23 (complément)

92-11

85-15 (complément)

85-22

T. Can

684-72 (couvert)

685-41

685-41

- Sous réserve que ces matériels ne soient pas compris dans : assem­

blages et sous-assemblages de ces appareils.

3 - Exemgle d'utilisation -

Système de communication radioélectrique de bord, interphone, sono­

risation cabine, enregistreur de sécurité.

Pour assurer sa propre sécurité et celle des autres aéronefs, per­

mettre sa prise en charge par les services de contrôle au sol et recevoir des

instructions en vol, tout avion doit posséder un système de communication. Il

faut également assurer les contacts entre personnels de bord.

AIR/TSC/W/31 Page 52

FICHE DE PROPOSITION 7/82

Un tel système peut se décomposer en :

a) Systèmes de_communication_avec l'extérieur (services au sol et autres

avions)

. Postes HF, VHF, Selcall, ) ., ., , . .. ,..,. . , 85-15 (couvert)

radio-téléphone (

2£5S£YtSî2S£ Les émetteurs, récepteurs, émetteurs-récepteurs

sont couverts par l'Accord, par contre les sous-ensembles complémentaires tels que :

. amplificateurs de puissance, coupleurs d'antenne,

. boîtiers d'appel sélectif (Selcall),

. boîtiers de commande,

. supports de branchement (Shockmount, rack)

. décodeurs,

ne sont pas couverts puisque les parties et pièces détachées du 85-15 sont exclues de l'Accord, de même que les assemblages, et sous assemblages autres que ceux des appareils de radio­guidage, de radio-détection, de radio-sondage et de radio-té lé commande.

b) Systèmes d1intercommunication de bord, personnels navigants/moyens

de communication (audio system) :

. Interphones, combinés ( g5 13 ( n o n ) téléphoniques ( " (couvert)

. commutateurs téléphoni-) Q513 ( non ) ques ( ~ (couvert)

. boîtes de jonction 85-19 \ n o n X •* ( couvert;

. microphones 85-14 (couvert) 684-72 (couvert)

. casques d'écoute- 85-22 S n o n \ 684-72 (couvert) ^ (couvert)

c) Systèmes de sécurité

. enregistreurs de voix ) / \ (cockpit voice recor- ( 92-11 , A 685-41 (couvert) der) ) (couvert)

d) Systèmes de communication vers les passagers

. (public address) 85-14 J n o n J. r (couvert)

e) Systèmes de sonorisation cabines

reproducteurs de musi-) , \ que, annonceurs automa( 92-11 ; n ° n ; 685-41 (couvert) **. N (couvert) txques ;

AIR/TSC7W/31 Page 53

FICHE DE PROPOSITION 7/82

5 - Importance du besoin -

Mis à part le système de sonorisation cabine, les autres matériels son

d'une importance vitale pour l'avion. S'agissant presque uniquement de matériels

électroniques, dont la valeur unitaire est élevée (5 000 à 30 000 $ l'unité,

soit approximativement de 30 000 à 180 000 F), le coût du système de communi­

cation de bord est de l'ordre de 100 000 $ (600 000 F) sur les avions de trans­

port moyens et gros porteurs. Sur ce montant on peut estimer que les accords

GATT n'en couvrent que la moitié.

6 - Obstacles au détournement de destination -

Spécificité technique

Sources spécialisées

Prix élevés

7 - Observations -

(le matériel radio de bord est tout

/à fait spécifique (Avionique)

( Un petit nombre de constructeurs dans

,1e monde a la compétence nécessaire pou

(développer un tel matériel

( Voir S 5, prix élevés compte tenu des ( ( conditions de fonctionnement et des

(normes exigées

Ainsi qu'il est dit au paragraphe 5, l'Accord Aéronautique GATT

ne couvre qu'une partie (en valeur) des équipements du système de communi­

cation. En outre, apparaissent des doutes sur la couverture de certains

sous-ensembles ainsi que sur la réciprocité entre listes TSUS, NCCD et tarif

canadien.

EDITION ISSUE

: 28.

-

1.82 : 15. 2.82 : •

AIR/TSC/W/31 Page 54

AIR TRANSPORT ASSOCIATION OF AMERICA

SPECIFICATION DE LA DOCUMENTATION TECHNIQUE DES FABRICANTS

SYST/ SOUS-STS/ CHAP. SECTION

23

-00

-10

-20

-30

-40

-50

-60

-70

TITRE

COMMUNICATIONS

Généralités

Haute Fré­quence (HF)

Très Haute Fréquence et Ultra-Haute Fréquence (VHF/UHF)

Sonorisation de la cabine, information et distrac­tion des passagers

Interphone

Radio communication

Déperditeur de potentiel

Surveillance auditive et télévisée

DEFINITION

Equipements et composants permettant de commu­niquer entre deux parties de l'aéronef, entre l'aéronef et un autre aéronef ou les- stations au sol. Comprend les équipements de communica­tions en phonie et en graphie, la sonorisation de la cabine des passagers, l'interphone et le magnétophone ou tourne-disques.

Partie du système servant aux communications entre l'aéronef et le sol par ondes porteuses à haute fréquence. Comprend, par exemple, les émetteurs, récepteurs, alimentation, panneau de commande, antenne, coupleur d'antenne, etc.

Partie du système servant aux communications entre l'aéronef et le sol par ondes porteuses à très haute ou ultra-haute fréquence. Comprend par exemple, les émetteurs, récepteurs, panneau de commande, décodeur selcal, antenne, etc.

Partie du système permettant de s'adresser aux passagers et de les distraire. Comprend, par exemple, les amplificateurs, haut-parleurs, combinés, magnétophones, panneaux de commande, etc. Comprend également des équipements radio, video et cinématographiques.

Partie du système servant au personnel navigant et au personnel au sol à communiquer entre dif­férentes parties de l'aéronef. Comprend, par exemple,' amplificateur, combiné, etc. Ne comprend pas le circuit d'interphone du poste d'équipage qui fait partie du circuit radiotéléphonique.

Partie du système commandant la sortie des récep­teurs de communication et de navigation appliquée aux écouteurs et haut-parleurs de l'équipage et la sortie des microphones de l'équipage appliquée aux émetteurs de communications. Comprend, par exemple, panneau de commande de commutateur télé­phonique, microphones, casques, haut-parleurs du poste d'équipage.

Partie du système qui est utilisée pour dissiper l'électricité statique.

Installations qui enregistrent, ou surveillent, les conversations ou les mouvements de l'équipage ou des passagers en vue du maintien de l'ordre et de la sécurité. Comprend enregistreurs de conversations, télévision, avertisseurs, etc.

AIR/TSC/W/31 Page 55

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COMPAATt

tn

AFT. PART F U S C I A 0 I W I N t t T I F

tn

T T T T T T T -• T I T

I K V I C f OH

CAPTAIN AUOiO

« tt.lNM*ICR AOTM

S I A V K I M P * AMPII

MAW IOWA CMTIR M M

« I I I » M M R AUDIO

r m t o i r i c e * A U D I O

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PUAUC M M . AHFl l

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POWER

DISTRIBUTION

©SB

C A I I N / S t A V K I

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AUPIIPItR oeea r i

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F N I - A I C O I 0 C O

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F A f R R I A N I

IWKMMUMIlin

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• ANT I N O I N I OIL F R U S U R t SWITCH AUTO V o l CONTROL

•CALL S Y S r t M

A.300B 2 ATIA.S

AUDIO SYSTEM BLOCK DIAGRAM

FIG.: 23.40A

PAGE:109B

ISSUE»1

rxx A C A R I N S F I A K I A S

SERVK

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AIR/TSC/W/31 Page 58

..a. FAIRCHILD INDUSTRIAL PRODUCTS » O I V I I I O N e l I I K C M I I B t i « l * i

COCKPIT V02CE RECORDER

Designed for superior performance. The Fairchild Cockpit Voice Re­corder (CVR) system provides a continuous 30-minute record of all voice -communications originating in the cockpit, the individual-crew stations and the Public Address system.

In operation with many carriers and in many countries, the Fairchild CVR meets and exceeds all require­ments of FAA Technical Standard Order TSO—C84 and Aeronautical Radio {ARINQ Characteristic 557.

'-.'.' ^

Fairchild CVR's are approved for installation by all major airframe manufacturers. Over 3000 systems have been delivered for the fleets of Aer Lingus. Air Canada. Air India, All Nippon, American^ BOAC, Braniff. CP Air. Delta, Eastern. El AI. Iran Air.

Northwest, Olympic. PSA. Pan Am. Piedmont. Qantas. TWA, Universal. Western, World and many other users in all parts of the world. Many unique features insure opera­tional quality of the highest order. Positive test meter indication for sequentially checking the 4 record­ing channels — High quality internal playback system incorporated for qualitative evaluation — Four track in-line heads record signals free from time base error and cross talk — Low intermodulation distortion and high signal-to-noise ratio far exceeding TSO requirement assures maximum range of information —

Fast automatic gain control assures optimum perfor­mance of microphone and preamplifier under all cockpit conditions — AC erase is employed in both erase modes ensuring always "clean" tape for record­ing. Bulk erase circuit contains electrical interlocks to provide fail-safe protection against accidental erasure.

AIR/TSC/W/31 Page 59

S U R V I V A B I L I T Y

FAA survivability requirements are exceeded. Qualified per TSO C-84 the CVR has also been successfully tested to more stringent requirements for Flight Data Recorders (TSO-C51a). Excellent survivability is assured by high strength steel casing designed for impact, crush and shear protection, and a unique thermal barrier. Successfully tested et: Impact of 1000g applied to 3 orthogonal planes with 5 ms duration—Impact shear of 500 pound steel bar dropped from 10 feet on each side of enclosure in most critical plane with contact point of Î4" diameter—Static crush of 10 tons applied to 3 axes (4 times the 5000 pound TSO C51a)—Fire test for one hour at 1100°C (double the requirements of TSO C-84, C-51e). The recording tape is exceedingly well protected by a multi-stage protection system consisting of an inner aluminum case, thermal barrier, outer stainless steel case and exterior dust cover. The unique thermal barrier is encapsulated to protect it from scuffing and damage in normal operation. When submitted to high heat the thermal barrier maintains the enclosed tape transport at safe temperature.

SERVICEABILITY Simplified design and ready accessibility facilitates rapid inspection and overhaul. The self-contained playback and internal design permits complete incoming or maintenance tests without disturbing in­spection seals.

Mechanical and electrical assemblies may be tested as individual entities. Detailed system checks, electrical and mechanical, require removing only the dust and crash pack covers to expose all subassemblies. Test points and controls on individual electronic modules are readily accessible. Al l transistors are socket mounted.

GENERAL SPECIFICATIONS

Era

MODEL A100 RECORDER (Standard)

Size: .

Colon Weight: Power:

Connector: Connections: Tape:

(Endless Loop) Transport drive: Tape Speed: Channels: Recording duration: Head assembly:

H 1/2 short ATR 4-7/8" W x 12-9/16" L x 7-5/8" International Orange 21.5 pounds 115 vol t . 400 Hz. 50 watts max. bulk erase: 20 watts max. normal op.: 28 ' VDC. 21 watts max. DPXB - 57-34P-0101 ARINC Characteristic 557 1/4" preconditioned magnetic recording tape, mylar base Direct — no clutches Standard NARTB; 1-7/8 i.p.s. 4 in line — coincident recording 30 minutes minimum Pre-aligned — 3 heads

RELIABILITY Rugged construction results in a CVR that requires l itt le maintenance during normal operational life. Reliability fea­tures include: A l l Fairchild transistor cir­cuitry — Fail-safe, double relay bulk erase — Simple single stage drive assembly — High temperature lube sealed bearings — fully captured tape path — Precondi­tioned polyester recording tape. r * r w - m.

u ram* 'msm*S»***mj,

- WW %

Bulk erase:

Operational testing: Recorded audio frequency response:

Recorded signal to noise rat io:

Monitor system:

Monitor output : Harmonic distort ion: Flutter: Audio input

impedance: Basic subassemblies:

Fail-Safe, double electrical interlock Total erase in excess of 35 db Automatic 4 channel sequential

300 to 5000 ±3 db

45 db min. Composite 4 channel playback. Perform­ance can be verified on enclosed u n i t Headphone jack. 600 ohms, 10 mw Less than 5% 1.5% rms (maximum)

5000 ohms each channel 9 plug-in boards — tape transport — en­vironmental protection — test meter — test switches (5)

MODEL A152 CONTROL UNIT (Standard)

Size: ATA panel S I / 2 " W x 2-1/2" H x 2-1/2" D

Color: Grey Weight: 1.2 pounds Connector: MS 3112-20-41P Connections: ARINC Characteristic 557 Internal components: Microphone preamplifier — microphone

— meter — test switches (2) — headset jack

AGC: Fast reacting 30 db range — low distor­t ion, true AC attenuation

Audio input impedance:

Audio input level: Output impedance: Output level: Audio frequency

response (pin selected):

Audio gain: DC supply:

20Kohms 3mv 300 ohms 500 millivolts

1000-5000 700-5000 Hz

Pin selected 6.12.24 db steps Plus 18 volts

NOTE: Model AI 51 Control Unit (without miciophonel may beem-oioyed m conjunction with Model A55 Microphone Module il cockpit conditions leauire.

MODEL A55 MICROPHONE MODULE

H x 3-1/2" Size: Colon Weight:

2 " W x 2" Black 0 3 pounds

Connector Mating connector:

Mounting:

Cannon Twinax #TM-RB1-M-0 Cannon Twinax £TM-PL-F-39 or #TM-PL2F-39 (P/N 9300-457) Front or rear panel

!.•--.••: o f f . c -

•.•.:c7cc-v--

ir. 'Yiô!.. V.rj

Fairchild Industrial Products 75 Mall Dr.ve. Commack.N.Y. 11725 (516) 864-8500; Cable: FAIRPROD Fairchild Industrial Products 5921 E. Sheila St.. Los Angeles. CA 90040 (2131 723-9601; Cable: FAIRHARB

Fairchild Industrial Products - Rietsuasse 12. EHrctikon. Zurich CH e307. Switzerland (052)325465: Cable FAIRCON

FAIRCHILD INDUSTRIAL PRODUCTS * o i v i i i o K or r t i i c m i o c • • I l i A N D I N l t f t U M C M I C 0 * » 0 * A 1 1 0 h

AIR/TSC/W/31 Page 60

czszzz: rra

INDUSTRIAL PRODUCTS

COCKPIT VOICE RECORDER OVERHAUL

D. Group Assembly P a r t s L i s t

ELAPSED TIME COUNTER (OPTIONAL)

i

! • -

INVERTER (OPTIONAL)

CONTROL

AREA MICROPHONE(OPTIONAL)

Cockpi t Voice Recorder System (Model A100 Shown) F igu re 20

23-70 108

O c t o b e r 1 5 , 1 9 ^ 2

T F = / = \ I R C H I L P fcni* • . « w . -. .• ^ -•--• 'rtSl

INDUSTRIAL PRODUCTS

COCKPIT VOICE RECORDER OVERHAUL

AIR/TSC/W/31 Page 61

.

Janua ry 1 , 1967

Main Recorder Assembly A100, A113 F igure 21

23-70 109

A@HO (D@eiraEmyirai<eati@Bi

CONTENTS

1 GENERAL 2 ANTENNAE 3 EQUIPMENT INSTALLATION 4 SYSTEMS DESCRIPTION

1 GENERAL In accordance with the fail safe

principle adopted for the complete aircraft, a dual radio and navigation system is provided in the A310. Both pilot and co-pilot have an integra­ted instrument system combining heading, attitude, flight director and radio information.

All radio systems are designed such that a failure is indicated or immediately recognizable by compari­son.

The location of the avionic equipment (see fig."23-1) has been carefully studied and the coaxial length requirement has been taken into account.

- The HF antenna coupler is close to the HF antenna

- The radio altimeters are close to the antennas.

Fig. 23-1 Avionic Equipment Location " \

H F antenna coupler

Forward equipment bay — Weather radar

\ _ Main equipment bay - Avionic equipment - Communication - Navigation - AFCS

Aft equipment bay - Voice recorder - Flight recorder - Underwater locator (option)

TJ > 0) l-t «Û TO to «v

- I C* GO N O

W

Plugs and sockets and wire termi­nations are of the crimped type. Radio wiring is separated from other wiring and routed clear of hot air ducts. Protection is provided to ensure that electronic units, compo­nents, connectors and cables will not be contaminated by water, hydrau­lic and other fluids. If not other­wise stated; the equipment mounting and wiring is in accordance with ARINC standardization.

Adequate space is provided to allow for system growth and develop­ment during the operational life of the aircraft.

Static Dischargers

Static dischargers are installed on the wing and tail unit trailing edges to minimize corona discharge Interference resulting from precipi­tation, static or engine charging.

M>cOû ©omuïïBunicsition 2 ANTENNAE (see fig. 23-2 for location)

The following antennas are in­stalled :

VHF-COMM. omnidirectional 2

VHF-NAV.omnidirectional Dual

LOCALIZER Dual

GLIDE SLOPE Dual

MARKER 1

ADF 1 (2nd optional )

DME omnidirectional 2

Weather radar scanner (+ 90° azimuth, + 15° pitch, X band,30 Inches) 1

Radio altimeter (low range) 2 sets

HF 1

Provisions are made for the following antennas :

Third VHF-COMM.omnidirectional 1 space provision

OMEGA 1 space provision

Maximum practical decoupling is provided between each VHF antenna and between VHF antenna and VOR antenna.

The dual omnidirectional VHF/NAV antenna is connected by two separate coaxial cables to the receivers. The same principle is adopted for the GLIDE SLOPE and LOCALIZER antennas.

DME antennas are located to avoid mutual interference between each other and the ATC transponder antennas.

Radio altimeter antennas are located to avoid mutual interference between each other and the DME antennas. The weather radar radome is designed so as to be capable of being opened or closed by one man.

All antennas are removable from outside the aircraft, requiring no disassembly of cabin or cargo com­partment linings.

-o > Q> »-i IQ TO

H &• «/>

--«• * •¥ £ ; I

AS10 Goimi'rounicatâion Fig. 23-2 Antenna Location

'.*niiT<iiiiriTli>iiiiiMi<i n o u n

Weather radar (30° reflector)

Localiser

VHF1 VH F 3 (struct, prov.) ADF 2 (provs.)

ATC1 ATC2 (prov. DABS)

o _ Glide slope

•o > 01 M

u i

L. DME 2 >- Marker

LATC1 ATC2

LDME1

OMEGA (provs.)

Radio altimeters

uroicsAion 3 EQUIPMENT INSTALLATION

The radio avionics are located below the cabin floor in the for­ward section of the pressurized com­partment. It gives access space for several maintenance personnel.

Quick access is provided from the flight deck through a hatch, and from outside either through the cargo com­partment or through an access door in front of the nose landing gear ; a folding ladder is stowed near the door. This allows simultaneous cargo loading and avionics maintenance (fig. 23.3).

Two large compartments are loca­ted on each side of the centreline just forward of the cargo compartment. This disposition gives a very good access to the black boxes and the routing of the harness. Wiring is easily accessible and capable of re­placement without removal of plugs and sockets.

Equipment rack is marked so that equipment is easily identified with the units installed.

the racking length is designed accomodate MCU according to ARINC 600 and long or short ATR units according to ARINC 404A. Electronic units mounted on racks in this com­partment are cooled by forced air.

to TJ 3»

CO 30

n -̂ H

o co W1 o

c

^310 ChMnmunicaftion 23 *S 4 SYSTEMS DESCRIPTION

The communication system includes all transceivers necessary for trans­mitting and receiving messages from other airplanes and from ground sta­tions. (See Fig. 23.4)

Following installations are pro­vided for the communication system :

SYSTEM

H F (option)

VHF

Se leal

Passenger address system

Tape reproducer (option)

Audio-Interphone system

Cockpit voice recorder V

ARINC

719

716

714

715

539 A

—

NUMBER PER AIRCRAFT

0

2

1

1

0

1

1

REMARK

Full provision for No. 1

Space provision for VHF No. 3

Full provision for one music and prerecorded announcement system

(B.F.E)

J

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W

A: 110 ©©MiMaBT}i<eati@Bi 23 f

1 1

IO I VL

O \ _

^

Çj

Ç|

Audio tetoctor câpt

Audio selector F/0

Audio «elector 3rd crew member

Audio selector 4th crew.membec

Option

Option Audio «elector avionics

V O R t

V 0 R 2

ADF 1

A 0 F 2 ( 0 p t . )

0 M E 1 •'

DME2

MARKER

* *

•»-

— -

Inttrphont

Audio

integrating

system

Flight Interphone

Fig. 23-4 Con

f—

- 4 i i L

"

H F radio set control

VHF 1 com.

control pend

VHF 2 com. control panel

Selcal control panel

L i i l

J . | 1

—

-

imu

Passenger eddreu

Cockpit voice recorder

microphone monitor

nications Block L

h —

5/as

H F trensceiver

__̂r.

VHF 1 transceiver

1 VFH 2 transceiver !

,

Selcal

\

Service interphone

i

Fuselage ground connections

Passenger address loudspeaker Installation

Recorder cockpl'voice

f

tram

n r enienna ana antenne coupler |tuner-HF|

« J

-+—

=r

VHF 1 antenne

VHF 2 antenna

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AS10 ©oinrairaauroicslliiQn "0 > 01 ID IV

M .50

^. H o> t/ j 00 O

a) HF System (Full provision)

A single system allows two way long range communications with ground stations and other aircraft on the frequency range of 2 to 29.999 MHz providing a selection capability of 28.000 channels spaced 1 KHz apart (See Fig. 23.5)

Description

The HF system comprises :

- a control panel (see Fig. 23.6) located on the overhead panel

- a transceiver located in the main compartment bay (See Fig. 23.1)

- an antenna coupler and one antenna, both located in the leading edge of the vertical stabilizer (See Fig. 23.1 and 23.2)

A space provision is provided for a second HF.

Connection with other systems

The HF system is connected with :

- the flight interphone which provides microphone and push-to-talk signals

- the flight recorder which re­ceives a ground signal during HF transmission

- the radio master supply panel.

« • • « < « * •-! .V.» • -. -*,

•

HF

tntvnns

, i

HF antenna

coupler

Fig. 23-5 H F. Block Diagrarr

HF convoi

panel

HF

transceiver

)

•

Flight

Interphone Sdcet

Oi

Mmmmm mumiMifmjK.Tm*%M**Mtmm4m*^**rwMu>im • n

Fig. 23-6 H F. Control Panel

A3H0 Communication b)VHFSystem (Fig. 23-7)

The very high frequency (VHF) sys­tem is one of the means of communica­tion between ground stations and the crew and between different aircraft.

The aircraft is equipped with two identifical VHF installations which are idependent of each other.

Space provision has been provided for installation of a third VHF system.

The VHF transceivers operate in the range of 118 to 139.95 MHz fre­quency with 25 kHz spacing.

The VHF system comprises :

- two control panels (see Fig. 23.8) located on the pedestal

- two transceivers located in the main equipment bay (see Fig. 23.1)

- two antennas VHF 1 and VHF 2 (see fig. 23.2)

The VHF system is connected with :

the flight interphone which provides microphone and push-to-talk signals the flight recorder (flight data acquisition unit) the sel cal system -

V H M

•nunn* '

VHF COM.1 control ptntl

VHF1

trinicolvor

VHF 2

•nttnni

VHF 2

kaniorivor

,,

VHF COM. 2 control canot

Flight dou •oqubltlon

unit

T Flight

IntcrpnofM

T

1

Balcal

Fig. 23-7 V H F. Block Diagram

VHF COMM

»l8.00l-@-fÏÏÔÔ TFR

Fig. 23-8 VHF. 1/2 Control Panel I I

•D I» 01 1-1 (Q TO IP «>»

H o» c/> •Ort

Oi

À @[FMiMi©ati©ii •o > 0) M (O 71 «S —*

-i O o

04 c) Selective Calling System

The Selcal system allows the ground operator to call a single air­craft among a group of aircraft in flight without requiring the crew to listen in constantly on the ground station frequency. The calling code

is identified by a combination of four letters selected from among the twelve available letters 'A to M'.

The Selcal system comprises :

- a control panel (see fig. 23.9) - a Selcal decoder equipped with

two channels.

- a code selection box

The decoder accepts inputs from VHF1 and 2 and VHF3 or HF1 and 2 if installed. Selcal indication and reset functions are included in the control panel.

SELCAL

HlVHF j ]

ll 1 — ! " i

VHF 2

VHF 1

•rnïv»

1 1 1 1

n — h "L J'I

HFI

Fig. 23-9 SELCAL Control Panel J V

r

VHF 2

receiver

\ — \ i

i l I i L

w — 1 ^

HF

receiver

— — - * : —

1 i i J

VHF1

receiver

Selcal

control

panel

Selcal decoder

Channel

No. 1

Channel

No. 2

**

i

Selcal 1

indicator

light

^ \

Selcal 2

indicator

light

Audio

warning

Fig. 23-10 SELCAL Block Diagram ,

A©HO ©©01ÎB!ïïl5.QBli©ati©BÎ

Control I wheel Î PTT

R/T OFF INT

Capl t in ' i u n i o n

Jack panel Mask mie box

First o l l i ce t ' i t u t l o n

M i l k m i t bo» J ick panel

M l C i e l t c t heedsel Oxy © O

Boom a Hand mic )ack

L H

On o i l volume push but ton

D> Cockpit loudspeaker

P* {Stmt I I capt)

Control

PTT

H i n d mic

RH rr

a a a a a a a VHF1 HF1 INT PA

. VHF2 H F 2 ^ C e b « »

M a r k e r © 0 0

0 Ovpn0 0 O 0 O M H 0 Voice Radio

U only

3-E <p s> Audio o w n i n g

On o i l volume push but ton

(UJ)

[0"

R/T OFF INT

Audio select (lame a i capt)

< Cockpit loudspeaker

Note gear f»ck

Mask mic box Jack panel

(Same a i capt)

Fourth occupant

Audio (Same at capt)

m w ^ m 1

Headtet jack Matk mic box Jack panel

n i g h t ". in terphone" amplif ier (amplifier i audio «• : integrating) 1

• V ' it '

• VHF1Ï

. . H F >

A U H |

! Y 0 B r •

1 ' •**£*.' 'CM£1

Marker

-

To

F

Audio select (Same as capt)

(Same as capt)

Third crew members

station

I n : 1 HAND MIC JACK

(Third crew member and four th occupant)

H To public address

amplifier

Fig. 23.12

To cabin service interphone amplifier

Fig. 23.12

VHF2

Voice recorder

A 0 F 2 I

- t V 0 R 2

ILS2

0 M E 2

d) Audio Interphone System

The audio Interphone system pro­vides means of telephone communi­cation between the crew members and integrates the selection possibi l i t ies of reception and transmission through the radio communition and radio navi­gation systems (HF, VHF, VOR, e tc . ) . See Fig. 23-11 and 23-12).

Options

4 th station

Fig. 23-11 Audio System Block Diagram I

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H -» r»

A3tù fâ@mm%Mm<&&tmm 4 Fig. 23.11

Call system

Oil Pre». switches

j Boarding ; I music and 1 », | prerecorded I |_announcementsJ

^Boarding T I muse and | j prerecorded i I announcements: ! controller '

. attendant i _ f -I station Ç . _

R.H attendant'i station Mid passenger entry doors

Mid cabin

_ _ _ _ _ | Loudspeakers

Aft cabin

R.H attendant's station

Aft passenger entry doors

Service outlets for PJ051 plugs

Radome

Main equipment center

External power connector

Forward cargo compartment

Air conditioning bay (2)

M.L.G well

Hydraulic bay

Aft cargo compartment (2)

Aft fuselage (2)

Wing tips (2)

No. 1 engine

No. 2 engin*

Fig. 23-12 Audio System Block Diagram II

WW BlB©aui©[il

- Flight Interphone System Description

The f l i g h t interphone i ns ta l l a ­t i on comprises (See F ig . 23-13 and 23-14)

- 3 audio selector panels (as per F ig . 23-15)

Loudspeaker

Intercom lever

Oxygen mask mike

Jack box panel

Hand mike

Hand mike jack

- 4 jack boxes - 2 loudspeakers

- 2 interphone radio push-to-talk switches on handweels

- 1 4th occupant push-to-taIk switch

1 ground connection on the nose gear

4 oxygen mask microphones

3 hand microphones

3 boomsets

1 headset

Loudspeaker

Intercom lever

Oxygen mask mike

Hand mike

Hand mike jack

Jack box panel

Audio panel Fig. 23-13 Flight Interphone Location

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..-M-*- * ' w r » ' W f l i

A®H0 ©oroBtmuinicaiûion £,:sa '

0). M (O »

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F/g. 23-15 Audio Selector Panel

Fig. 23-14 Flight Interphone Location

Maintenance panel

Hand mike

.Jack box panel

For 3rd Crew Member

Audio selector panel

L Jack box panel

Hand mike -

^©HÛ ©@Bifôûifiî™i<eafti®ei

Fig. 23-16 Cockpit Voice Recorder - Block Diagram

Power supply on

engine running or

aircraft in flight

Erase

Microphone

monitor

assembly

Aircraft

on

ground

Interphone

junction

box

Cockpit

voice

recorder

- Cockpit Voice Recorder The cockpit voice recorder is

designed to record on an endless mag­netic tape, crew communications and conversations during flight and to preserve such record in the event of an aircraft accident. In operation the system records four separate channels of information simultaneous­ly on a half hour magnetic tape.

Playback is not possible unless the recorder is removed from the air­craft.

The recorded conversations and communications can be completely and instantly erased as soon as the air­craft has landed.

Description (See fig. 23-16)

The cockpit voice recorder in­stallation consists of :

- a microphone control panel - a cockpit voice recorder

located in*front of the rear pressure bulkhead.

-o » CO JO n ^

-I uin

CJ

A3H0 ©@&?aBfWBii©at£i®Gi

Fig. 23-17 Service Interphone - Block Diagram

Crew nations

Ground craw call

•tation

Service interphone

amplifier

t Interphone

Junction box

with built-in

flight interphones amplifier

Servica INTPH ^ y OFF

ON

Attendant itationi

Fuselage ground

connactiom

Nota gaar station

Avionics station

Cockpit

craw call station

- Service Interphone (See Fig. 23-17)

T> > 0»-H IO TO fP >».

- I -si «/» r> o

Ul

allows The service interphone

- in flight, service telepho­ne communications between crew members and cabin attendants.

- on the ground, telephone communications between crew members, cabin attendants, and the parts of the aircraft fitted with ground connec­tions in order to facilitate maintenance.

The service interphone ins­tallation comprises :

5 attendant telephone stations comprising :

- 1 telephone handset switch

- 1 telephone jack box

- 1 telephone handset

- 17 jack boxes for ground ser­vice jack audio system (See Fig. 23-18)

- a service interphone amplifier

\ «

JI3130 QoïïfDimunDcsiïioBi

1. Radome 2. Electrical ground power receptacle 3. Forward cargo compartment 4. Forward air conditioning bay 5. Main landing gear forward well 6. Air conditioning bay under wing box

7. LH engine 8. Tip of LH wing 9. Rear fuselage section

10. Aft equipment bay 11. Aft cargo compartment 12. Main LH gear well

13. Main RH gear well 14. Tip of RH wing 15. RH engine 16. Electrical compartment 17. Nose landing gear

(flight interphone)

-o > 01 M

CO TO n ^ -t

> j «/»

Fig. 23-18 Service Interphone - Location of Jacks

A@1Û ©@KiirBiisBîi©atS©Bi - Passenger Address (See Fig. 23-19)

The passenger address system includes :

(a) The passenger address system, which provides :

- aural announcements to the passengers

- chime tones to alert the cabin attendants of a call from passen­ger' seats or lavatories

- changes in cabin signs. - calls from flight deck.

Announcements over the system to passengers are initiated through Handsets which are located at the cabin attendant's station and the flight deck.

(b) Music and prerecorded announcements (BFE).

The reproducer, which is remote controlled from the forward attendant station, broadcasts either music or recorded announcements.

The emergency oxygen announce­ment is automatically activated by a pressure switch, in case of rapid decompression.

Description

The passenger address system com­prises :

- a passenger address amplifier - sufficient number of loudspea­

kers fitted within the cabin with or without central hatrack and the lavatories.

«a -£> H

oo o

w 3 cabin attendant stations with PA announcement (L/H side only)

Full provision for :

- a music and prerecorded an­nouncement reproducer

- a music reproducer control box.

r—

r i i i i i_

Tape

reproducer

Attendant

stations

Avionics

audio sal panel

Crew

stations

Fig. 21

"1 1

1 „ I 1

J

Passenger

address

amplifier

t Interphone

Junction box '

• r f l

.rfl LLJ

3-79 Passenger Address System - Block Diagram

Cabinet

lavatory

speakers

Attendant

speakers

£kS°Û0 ©OBOTIifRUnflCSl&EOn

- Call System

A - Between flight deck and ground crew

The system permits :

(a) The flight crew to alert the ground crew,

(b) the ground crew to alert the flight crew.

The installation consists of :

. Mechanic call (MECH CALL) Indica-dicator light and button, and a reset button located on the pilot's over­head panel. (See Fig. 23.20)

. A warning horn located in the nose landing gear well.

. A call from the flight compart­ment is initiated by pushing the 'MECH CALL' push-button on the over­head panel. The 'COCKPIT CALL' light illuminates and the warning horn sounds.

A call from the ground to the flight compartment 1s initiated by pushing the 'COCKPIT CALL' push­button. The 'MECH CALL' light appears in the flight compartment with an associated one second buzzer audio warning.

B - Between flight deck and cabin

Call from flight compartment to attendants

All ATTND call Button : Action on this button results 1n a pink light and a CAPT call light appearing at all the attendant stations, and aural Hi-lo tone through the passenger com­partment and the attendant loudspea­kers.

PURSER call Button : Action on this result in a CAPT call light appearing at the purser's station, and aural Hi-lo tone through the passenger compartment and attendant loudspeakers.

MID ATTND call, and AFT ATTND call buttons : Action on these but­tons result 1n the CAPT call light appearing at the corresponding atten­dant station and a Hi-lo tone through all attendant loudspeakers.

Call from attendant to flight deck (See Fig. 23-21 and 23-22)

Action on the CAPT call button results in the respective CALL lights (PURS, MID or AFT), appearing on the flight deck and a one second buzzer aural signal. The CAPT call buttons on all attendant stations will be illuminated.

CALLS

ALL ATTEND

AFT

CALL

MID

CALL

RESET

PURS

CALL

MECH

CALL

DOORS TEST

Fig. 23-20 Interphone Call System

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Call from attendant to attendant Note

Action on either of PURS or 2L/R, 3L/R or ALL ATTN buttons results in the respective PURS or ATTN light appearing on the called attendant station or on all attendant stations and a Hi-Lo tone through all attendant station loudspeakers. The call button on all attendant stations will be illuminated.

All call lights are of the reset type. Reset is achieved at flight deck and attendant stations through hook up of handset.

For long routes several en* tertainment systems may be installed

- Passenger individual enter tainment system (music, hard wired)

- Multiplex passenger enter­

tainment and service system (music, steward call and reading lijjht command in arm rests)

- Super 8 movie systerm with or without central hatrack together with an entertainment system (2 different languages are possible)

- ARINC 723 Video projection sys­tem with or without central hatrack together with an entertainment sys­tem (two different languages are poss ib le) .

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Indication lights (Detail A)

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Detail A

CAPT ATTN

Detail B

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ALL ATTN

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Call buttons (Detail B) Fig. 23-22 Attendant Communication Controls

NOTE : Purs button blanked off at purs station