M'ARMS EC225 Training Manual

8/18/2019 M'ARMS EC225 Training Manual

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M’ARMS EC 225 - EC725


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SUMMARY

Introduction p3 - p4

Presentation p5 - p10

Acronyms p11

1. Equipment and Description p13 - p55

2. Communication p56 - p66

3. Operating with the system p67 - p86

4. Usage Analysis p87 - p1045. System Analysis p105 - p109

6. Health Domain p110 - p118

7. Health Monitoring p119 - p133

8. Ground-Station Computer p134 - p173

9. Ground Tools p174 - p220

10. Quick Health p221 - p230

11. Multibase Principle p231 - p232

12. Health Indicators p233 - p257

Appendix p258 - p262


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M’ARMS : Modular Aircraft Recording Monitoring System HUMS system on EC 225 has been built for the following purpose:

- Satisfy to JAR OPS3’s compliances relative to flight data parameters

- Automation of flights and their analysis

- Provide a maintenance report and optimise help for maintenance

- Deliver a diagnostic for the main mechanical “critical parts”.

Airborne architecture has been developed on EC155 experience.

In the same way M ’Arms architecture on EC 225 is built following 3 concepts:

CVFDR for the flight data recording parameters (crash recorder)

UMS

HUMS defining the ARMS system

M’ARMS installed on EC225 is a full M’ARMS configuration. It will integrate the Ums

function and HUMS function. It has been developed using Euroarms MKII

experience and EC 155 architecture (M ’Arms).

Introduction


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1. CVFDR : Combined Voice and Flight Data recorder

The first purpose of this recorder is to save any time the last historical data : mandatory parameters and recommended

will be used for expertise in case of crash or investigation.

CVFDR will be downloaded by maintenance team for data validation and for investigation on overshooting.

2. UMS: Usage monitoring

Way of aircraft utilisation in flight. Monitoring flight data condition on every flight.

UMS function will integrate the historic of counting hours for maintenance job: mechanical main parts following.

The customer will have to provide data to keep his data base updated by downloading flight data daily.

3. HUMS : Health monitoring

Indicators qualified as “Health indicators” extraction from vibration spectrum will allow the identification of any degradation

of performance

This function will provide an important help for following mechanic trends

The M’ARMS system has been defined in 3 parts :

- An airborne segment to collect flight data acquisitions on board. - A ground Segment will assist the treatment, the analysis, the historic management and data coming from UMS and HUMS

This is called GSC or Ground station

- A PCMCIA card will collect all data under a file name. These files will be called under the word of “sessions”.

At the end of each session, after the last engine shut down, Arms data will be transfer automatically o

PCMCIA card . This card will be downloaded daily on GSC

Introduction


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1. CVFDR Purpose : Crash recorder storing in memory FDR data and audio signals for CVR function.

Compliance with CAA authorities.

FDRS= CVR+FDR

FDR : Data collected on helicopter. These data coming from the frame, engines, navigation, systems installed.

At power on, ”mandatory ” and recommended will be recorded under frame and subframe

CVR : 3 “audio“ signals insure the CVR function:

“Pilot“ et “copilot” audio signals collected on audio and mike issued from P and CP jacks

An ambiance mike will care about audio recorded in cabin.

Recording parameters will start at battery switched on. Supplied on battery (essential network).

CVFDR Objectives

Main goal on data recording is:

a) To confirm overshooting parameters exceeded during the flight detected by the Arms le system ARMS :Overtorque, NR and Engines

b) to deliver a real diagnostic : after downloading data in case of accident

Nota: SSCVFDR will not deliver any message after flight in case of exceedance.

Download operation will be realized by an operator to check and confirm data stored inside the equipment.

For this purpose a computer Kontron called AHMU will be used for investigation.

Presentation


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2. Function UMS or Usage

Monitoring Counters associated to component to inform maintenance about time reached and alarms displayed

in flight:

- Time in operation

- Flying time

- Landings

- NR cycles

- Engines cycles N1(NG) et N2 (NF).

Exceedances monitoring on usage threshold in order to generate overshooting message in caseof overshooting with flight manual:

- TQ1+TQ2 for Overtorque detection (damaging on MGB),

- Engines exceedances (limitation on these 3 modes T4, NG, NF )

- NR exceedance NR max (MRP damaging)

- Engine Power check basic function on EC 225 will be done from VMS. M’ARMS system will record datafor trend following.

All these functions will be automatically linked with operator after downloading data in he flight reportThey will be saved inside GSC

UMS Objectives

Deliver useful parameters to maintenance in order to mention all exceedance about overshoot about enginesand frame.

Provide information about the flight helpful for maintenance purpose

Presentation


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3. HUMS Function or Health

Provide vibration data on main mechanical parts.

Generate maintenance message when threshold will be overshooted.

Analyse monitoring will be displayed on the following components:

- MGB: input shafts 23000, left & right ancillary gearbox, ….

- TDS : shafts and bearings on tail transmission

- IGB : Shafts and pinions

- TGB: input shaft and pinions

- ROTORS : vibration level in n

All the acquisitions are realised on these components in a predefined order automatically on board.This function will be automatic and doesn’t need any pilot action. (less of load for operator)

HUMS function will realise also the « Rotor Tuning » function.

These specific acquisitions will be launch manually by the crew and will request a specific flightconfiguration in accordance with flight manual.

HUMS Objectives:Safety

Improve safety on board by detection abnormal vibration level Anticipate detection on cracks, misalignment , unbalance, corrosion.

In-condition benefits

Improve comfort on board

Help and anticipate maintenance workload

Maintenance benefits

Adjust rotors : doesn’t request a specific technical flight

Help monitoring : daily spectrum on all mechanical components

Presentation


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+ AircraftSensors +

MFDAU SSCVFDR

AHMU

= CVFDR function

= UMS function

= HUMS function

+

DTU

VPU

GSC

GROUND

SEGMENT

CVFDR

USAGE

HEALTH

FD

R

S

+

I.H.M

+

P

C

M

C

I

AU

M

S

H

U

M

S

ACMS HUMS

MFDAU

Sensors

ACMS FDR

Magnetic Top

+

AIRBORNE

SGEMENT

Presentation


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Airborne Segment is composed of:

For CVFDR function

- A recorder (voice and parameters)- A module MFDAU (Miscellaneous Flight Data Acquisition Unit) used to concentrate data to the flight recorder.

it will be called MFDAU_ FDRS.

For ACMS function (Arms)

- A second module MFDAU ; heart of HUMS system will be called MFDAU_ ACMS.

Both MFDAU are identical (same P/N). They will be loaded with the same software but with different configuration tables

(ICT and DFS) introduced by Eurocopter.

These module are not interchangeable.Each MFDAU will receive a different pin code (recognised at installation).

A single control unit including CVFDR et ACMS functions called IHM will insure

- failure monitoring

- Access to ARMS menu displayed on the screen pad

Flight Data : Acknowledgement about flight data

Data Transfer: Data Transfer at engine shut down

Rotor Tuning : acquisitions requested on rotors

A DTU called also MDR (Data transfer Unit) will receive flight data on PCMCIA card (link RS 422)

A VPU (Vibration Processing unit) will acquire HUMS the vibration data base on specific accelerometers.

These accelerometers are mandatory to collect vibration monitoring on aircraft.

Two magnetic pick-up used to deliver rotor speed and phase balancing

A set of magnetic electric plugs will monitor for the ACMS any alarm coming from gearboxes on A/C.

Presentation


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EC 155, EC 135, AS 365 N3, EC145,EC225

M’ARMS

AS 365 N3

EC 155 EC 135

EC 145

EC 225

Presentation


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N O T E S


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1. Equipment Description

CVFDR

CVFDR ARCHITECTURE

SUMMING AMPLIFIER

AMBIANCE MIKE

IMMERSION UNIT

INERTIA CONTACT

CVR FUNCTION

CVR LISTENINGCVFDR INTERFACE WITH AHMU

IHM CONTROL UNIT

DTU CONTROL UNIT

DTU CONNECTION

PCMCIA CARD

HEALTH ARCHITECTURE

VPU

MAGNETIC PICKUP ON MRH & TRH

ACCELEROMETERS

MGB SINGLE AXIS ACCELEROMETERS

TGB SINGLE AXIS ACCELEROMETERS

TDS SINGLE AXIS ACCELEROMETERS

ENGINES ACCELEROMETERS


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1

BITE

A

A 3

4

2

3

5


CVFDR


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Definition

Recorder Unit Solid State technology

HONEYWELL (ALLIED Signals) called Black Box

Function

Recording data parameters mandatory representative of theflight (engine configuration, altitude, airspeed) and audio signalpilot, copilot and cabin.

Passive system which doesn’t modify aircraft input parameters.

Description

- An orange unit including the static memory (1)

- A logic circuit including power supply and control commands(2).

- An acoustic beacon ULB (4) supplied by an internal battery isfitted in its front face: low frequency transmission to localize theunit.

Front face a connector to download data for laboratoryoperation (3).

An amber light (5) “BIT” on unit will display an internal failure .This light is associated to FDR light on IHM control unit

Power supply: +28v essential (pin 55 )

Supplied through inertia contact and logic immersion unit.

Localisation

Inside tail boom to minimize damaging in case of crash.

Characteristics

Choc Résistance : 15 g

Resistance temperature: 1100°C/ 1 hour

Immersion : 1 month /20 000 ft.

No fan installed

24 hours recording data (FDR function)

2 hours recording for CVR each mike

Maintenance

Before flight: manual Test on IHM (check list)Periodicity : Battery on ULB. (SLL 6ans)

Data Downloading every 18 months.

IHM/ CDU

FDR

Synoptique de la fonction

CVR/FDR


CVFDR


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Start Recording

SSCVFDR is recording as soon as power on.

Mandatory for >2730 kg.

Operative after BIT done (few ms after initialization test)

CVR et FDR flashing on IHM at power on

List of parameters mandatory and recommended coming fromMFDAU_FDRS are captured under Arinc 573 format.

Parameters are recorded under frames and subframestransmitted under 12 bits at speed of 128 word/s.

One frame is fitted with four subframes. Each subframe will besampled every 4 seconds.

Stop of record:- At battery switched off or In Case of crash or immersion:

- an inertia switch

- a logic unit associated with an immersion probe

On of these condition will cut SSCVFDR line.

At this level; data cannot be overwritten. CVR light is coming onIHM control unit.

Input

FDR Data : transit par MFDAU-FDR

CVR Data : signaux audio pilot , co-pilot, ambiance mike.

IHM Functions dedicated to CVFDR

TEST Manuel:

During test no light will come onOnly an audio signal : “800 Hz” is generated through CVFDRheadset.

ERASE:2 Pushbuttons should be set to initialise Erase function Audiosignal is cancelled from recording data.

(private flight)

Helicopter on ground with rotor brake applied and action on:

1. Erase on IHM2. Erase on switch Erase in luggage compartment.

(2 operators required)

3. EVENT : Provide a mark on the CVFDR graph to investigate after anabnormal configuration

Analyse cannot be done alone and request a download operationon CVFDR


CVFDR


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Inertia Contact ambiance MikeSumming Amplifier

Immersion Probe

Immersion Logic Unit

CVFDR

A.H.M.U

MFDAU/ FDRS

I.H.M

VMS

Airborne Segment

Ground Segment

(PGS: Software used to download CVFDR data and analyse in real time )

AHRS


CVFDR

ARCHITECTURE


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SUMMING

AMPLIFIER


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Micro Out +

Micro Out -

39

38

Ambiance mike

Area Micro signal -

16

15

Summing Amplifier

Channel B Audio Copilote24

Channel A Audio Pilote279

8

Copilote Audio In -

Pilote Audio In +

Pilote Audio In -

+ 28 V dc46

Ground47

0 Vdc45

A

J1

37

45

5 VDC

Return 5 V

GND

S10 +

S10 -

PWR +

PWR -

49

54

-12 dB

31

46Rouge

Noir

Blanc

Vert+ 5 VDC

Return 5 VDCGround

+ 28VDC 55

Return 28 VDC 53

GROUND

- 6 dB 48 Attenuation ambiance mike

Commun Attenuation

3839

Mike signal+ Mike signal -

audio Copilot IN +

audio Copilot IN -

Pilot audio IN +

+Pilot audio IN -

Mike Out +

Mike Out -

CoPilot Mike

Pilot Mike +

Audio Pilot +

Audio CoPilot +

4

1

9 Audio Co-Pilot -38

Audio Pilot -

17

33

21

11

SSCVFDR


SUMMING

AMPLIFIER


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Definition

Channels summing amplifier

FunctionDedicated Equipment dedicated for CVR function : amplifier

Audio signals+ Mike are directly linked from from jacks P and CP

Description

Mixing Amplifier for the signals Mike and audio coming from channels pilot et copilot.

Location

Inside Cargo

Characteristics

Weight : 500 g

Operation

Test equipment CVR will be realized through a special headset impedance 600 ohms.

Connexion

input = Audio Pilot et Copilot

output = to flight recorder unit

Power supply

Double supply with a +28 V Battery / protection par breaker 3 A


SUMMING

AMPLIFIER


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SUMMING

AMPLIFIER


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Definition

Ambiance Mike

Function

Monitoring noises and frequencies coming from cabin to identify rotor regime for adding information for analyze purpose.

Location

On the overhead panel between pilot et copilot seats.

Characteristics

Frequency band:150 -6000 Hz.

Operation

Audio issued from ambiance mike can be checked :

1. in real time (PGS software) To test ambiance mike will be tested through a specific headset (real time audio check)

2. after downloading CVR function (PGS software) through AHMU

Connection

INPUT = signals audio and micro

OUTPUT = CVR recording

Power supply

Ambiance mike receives a 5volts input to supply its internal amplifier provided by CVFDR unit


AMBIANCE

MIKE


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Immersion Probe

Logic Immersion Unit


IMMERSION

UNIT


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Definition

Electronic Immersion logic

Function

Detection following a major incident (A/C ditched).

Logic unit is linked with an external probe

Cut the main power supply of the CVFDR unit keeping in memory the last hours recorded on board.

Description

An immersion probe fitted with two resistors, one hot and one cold.

When immerged probe resistors become equal unbalancing logic unit input : “CVR” light is coming on IHM control unit.

Location

Immersion probe is fitted inside right side.

immersion logic unit fitted rear cargo side (close to BTP)

Characteristics

Weight : 80 g.Periodic check : Maintenance every 18 months.

Power Supply

+28 V / 3 A


IMMERSION

UNIT


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Logic unit Immersion

+ 28 V dc power supplyA

0 VdcB

Immersion probe

A

D

B

C

Thermo probe 1

Thermo probe 2

J

M

K

L

Hot Probe

Cold probe

Output 28v to SSCVFDRF

Input 28v controlC

B

C

Inertia contactA

A

+ 28 V Battery

V Ground


INERTIA

CONTACT


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Definition

Ball contact compressed through a spring.

FunctionStop recording CVR and FDR following a hard landing

Cut the line over an acceleration of 6,5g.

This detection (open contact) will cut the CVFDR power supply. CVR light will come on on IHM.

Description

Electrical Contact.

This equipment will be replaced after release.

When it is new, it is delivered with a cutter pin to avoid any activation.

Localisation

Back MGB on top.

Characteristics

Weight :105 g

Operation

Contact is closed between pin B and C


INERTIA

CONTACT


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Erase : to cancel audio data

IHM

Hydraulic switch on rotor brake

“Erase”

switch 2

“Erase”

switch 1

Ambiance mike SSCVFDR

summing Ampli

« Erase » Operation : “400 Hz” Tone is generated in

CVFDR headset (transmission signal 3s, blanc 1s)


CVR

FUNCTION


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CVR in real time

Luggage Compartment

Inside tail boom


CVR

LISTENING


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Download processing and real time analysis

Download is possible from plug 552Vc

552Vc

552VC

SSCVFDR ALLIED

TX -

TX +

ATE Présent

RX -

RX +

CTS +

CTS -

FDR Data + IN

FDR Data - OUT

FDR Data+ OUT

RTS -

RTS +

7

1

2

3

33

41

3442

21

22

6

14

13

B

A

N

K

J

ML

C

H

G

D

E

F

TEST et

déchargeme

nt CV/FDR.

Lignes

Arinc 573

FDR Data - IN

Test Plug

maintenance 7

1

2

3

33

41

34

42

21

22

6

14

13

552 VC


CVFDR INTERFACE

WITH AHMU

CVFDR INTERFACE


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CVFDR INTERFACE

WITH AHMU

IHM CONTROL


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Definition

I.H.M : Interface Helicopter Monitoring

Description

Control unit fitted with :

- A screen pad displaying :

- HUMS menu (function used by crew)

- status PCMCIA card (ARMS+ CVFDR)

- An alarm system status indicating:

- alarms on CVR, FDR and HUMS

Function

Permanent Check on : CVFDR, MFDAU and ACMS

CVFDR : CVR, FDR

ACMS : HUMS light to detect

- inconsistency between software MFDAU/ACMS

(configuration files ) and pin code

- Missing signals NR, NG or NF or not updated over

than 10‘’- dialogue loss between equipments

Location

On pedestal control unit

Characteristics

Weight: 600g

Consumption = 30 w

CVFDR Functions – Test

– Event

– Erase

HUMS Functions

- Rotor Tuning

- Flight Data

- Data transfer

Operation

Following initialization sequence (few seconds after power

on) main menu will take place

Connexion

input : MFDAU ACMS / MFDAU FDR

output : CVFDR and HUMS purpose

Alimentation

+28v Essential network / 3 A


IHM CONTROL

UNIT

DTU CONTROL


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TARGA

Magnetic Detector


DTU CONTROL

UNIT

DTU CONTROL


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Definition

Data transfer unit.

Allow to read files fitted on PCMCIA card.

Function

PCMCIA should have to be inserted inside DTU before flight

Interface between MFDAU and PCMCIA card. Flight data issue from MFDAU are transferred under RS 422 format.

Block of raw data 4Kb capacity will be transferred every 4 seconds.

File .225 (ACMS) file will be transferred at the end of flight

At the end of transfer a message ” transfer Done” will be displayed. Card can be removed

Description2 types of DTU

- One on the GSC which request an external power supply 15v

- One on aircraft 28v fitted with a cover

Opening front cover on airborne DTU will affect the message “No card” on IHM.

Location

Rear side of Cargo bay

Characteristics

Weight : 750g

Power supply

+28 V / 3 A


DTU CONTROL

UNIT

DTU


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MFDAU HUMS

C2DTU

19

+ 28 V

+ 28 V

12

13

A

DTU/MFDAU +

DTU/MFDAU -

10

9

MFDAU/DTU +8

MFDAU/DTU -18

27

28

GND7

GND

RTS + (RS 422)11

CTS + (RS 422)14

RTS - (RS 422)20

CTS - (RS 422)21

RTS (RS 232)22

CTS (RS 232)17

Ground1

DTU présent

29

30

26

C1

6

DTU IN +

DTU OUT -

DTU OUT +

DTU IN -

ACTIVATION ACMS 5

RS 422


DTU

CONNECTION


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File format:

The card will contain files created on board. Each session will get 2 files:- One file with extension “.225” where HUMS data will be

recorded (Usage and Health data).

- The other one with extension “.raw” which contains the

defined list of FDR data used for FDM.

PCMCIA card is not affected to a special aircraft. It can be installed on any

helicopter fitted with M’ARMS system

Possibility to record files coming from different helicopter

2 types of Messages relative to card status:

”No Card ” : missing card

“Full Card” : memory available < 8Mb

PCMCIA description:

High capacity : 256 MB solid state (non volatile memory)

PCMCIA characteristics:

MTBF> 1000 000 Hours / Temp -40 à +85° C« .raw » file « .225 » file

Session

FDM data HUMS data


PCMCIA CARD


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File Format:

Each file will be identified as below:

- software version helicopter

- pin program (family, S/N)

- session number

File format and session number will be displayed in

hexadecimal.

At session starting MFDAU /ACMS memorise time and dateof the session.

Every start, airborne segment will generate a new session.

This session will be recorded and displayed in GSC

computer.

ACMS data coming from different cards and helicopters will

be recorded inside GSC.

1FF41 02d

Pin code in Hexadecimal

File List displayed under Windows Explorer

Extension file

Session number

in Hexadecimal

1FF41 02d

(Decim al = 130881)

225

raw

(Decimal = 45)

FDM

HUMS


PCMCIA CARD


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Such file is the result of 128 parameters recorded on configurable input defined on MFDAU DFS table. This file

created at each starting will generate raw data for a maintenance help.

This is to provide « replay » of the flight and analyse the exceedance limitation.

A « .raw » file will integrate pin helicopter code and session number. It will be displayed on GSC through PGS

software.

Input data are read by blocks of data and recorded on DTU every 4 seconds without coding under format A429.

Frequency of each data identified is 2 Hz.

MFDAU time will be a parameter user can select on parameters list

SSQAR function « downloading in continuous flight data » is a part of module MFDAU/ ACMS and will

be closed correctly if a «watchdog is deactivating the system.

If during continuous data recording DTU front cover is opened or card removed, data will be lost temporally .


PCMCIA CARD

« .RAW » File Definition:


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Parameters list fitted in. Raw files

Provided by VMS

Date

TimeNr

P0

OAT

Airspeed (IAS)

Trq 1

Trq 2

Dng 1Dng 2

N11

N12

N21

N22

TOT 1 (Eng 1 temperature)

TOT 2 (Eng 2 temperature)

Engine configuration (Training,OEI ou AEO)

Flight/ground Logic

Altitude ZB

MGB Oil Pressure

MGB Oil Temperature

Weight

FLI 1 (first limitation)

FLI 2

Provided by FDRS

Vertical Acceleration (Gama Z) GAM Z

TR Position TR_Pos

Collective pitch

Altitude Radio altitude ZRS

Pitch Position Pitch

Roll Position Roll

Heading Hdg

Pitch Attitude Pitch attitudeRoll Attitude Roll attitude

Pitch rate Pitch rate

Roll rate Roll rate

Yaw rate Yaw rate


PCMCIA CARD

HEALTH


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GSC M ’ARMS AHMU

PCMCIA

I.H.M

D.T.U

Pickup TR

MGB

MR1

TR

TDSTGB Engines

MR2

MR3VPU

2 M.F.D.A.U++

+

Airborne SEGMENT

Ground

SEGMENT

Load

AmplifiersIGB Fan

(5) (1) (8) (2)(1)(1) (4)


HEALTH

ARCHITECTURE


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Vibration Processing Unit

Health interface for the HUMS function.

- Realize Health monitoring for all the components

monitored

- Compute the results for rotors adjustment

VPU is a generic equipment loaded with a software to beinstalled on a EC 225. It can be installed on any ECF family

Software downloading will be done before installation.

MFDAU_ACMS will pilot VPU for acquisitions processing.

For each demand requested by VPU, VPU sends back a

message “correct acquisition” or “incorrect acquisition”.

Acquisitions correct: MFDAU_ACMS asks VPU to send back

its results before to pass to next acquisition.

During the session VPU is used for the following check :

-rotors monitoring

-gears on MGB, IGB,TGB-TDS monitoring shafts and bearings

- Bearings monitoring on MGB, IGB and TGB

- Engines vibration monitoring in stabilized mode and at starting

- Rotors adjustment MR and TR

Acquisitions are executed following a predefined cycle

This determine VPU cycle from beginning to end of session

Some acquisitions called priority can be requested any time

interrupting the normal cycle, time to realize the acquisition.

On ground In flight

priority 2: rotor monitoring priority 2:eng vib stabilized

priority 1: engine start monitoring priority 1: rotor monitoring

priority 0: Rotors adjustment priority 0: rotor adjustment


VPU


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VPU Characteristics

Integration of a new software on VPU could be done with AHMU using CMT software ( uploading process)

MFDAU_ACMS and VPU will be linked through an RS

422 line.

VPU defect

At power on

VPU generates its “BIT” and elaborates its status. ACMS (MFDAU) sends a status command “status” and

receive in return VPU status “Go” or “No Go”

If VPU doesn’t answer or sending a bad result (No Go)

(checksum error ) in Status mode a VPU failure will be

recorded. This code (result of Status) coded under 8 bits.

If pin code is not recognized health acquisitions will be

inhibited

If the status is “Go” then the MFDAU reads the ACMS version

addressed to VPU and the one waited by the S/W downloaded

onto the VPU. If it is not compliant, “ACMS/VPU

inconsistency” is recorded.

Defects on VPU:

In normal operation

For each acquisition , VPU sends back a message to MFDAU

about the result acquisition.

If OK: Result is sent to MFDAU/ACMS

If no OK:

1/ No response from VPU or response unclear: major failure

recorded on VPU, interruption of acquisition cycle (major

defect)

2/ acquisition not acquired :out of range: minor failure


VPU


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Tachometers:Capacity: 8 channels available

4 used for phonic wheel as N11,N12, N21,N22.

2 used for magnetic pick up MR and TR.

2 not used

Accelerometers

Capacity: 36 input axis

Capacity:12 discrete input

8 discrete available to identify aircraft pin coding

4 discrete available for maintenance (VPU reconfiguration) (Reset,

Reprog, flight/ground position, presence computer RS232)

“Discrete Input”


VPU

MAGNETIC PICKUP


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TRH

+

Interruptor on MGB

target

MRH


MAGNETIC PICKUP

ON MRH & TRH

MAGNETIC PICKUP


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Function

Determine airspeed and phase rotor position.

Mandatory to validate acquisition RTB on VPU

Description

Magnetic pick up is fitted in face of a target in order to generate the speed signal.

Process

Used to tune rotor AR (software Steady Control Rotor) to define track and balance and determine unbalance

phase position.

This information is required to optimize level of vibration on aircraft.

Characteristics

Distance between sensor and target: 1.25 mm -/+0.25.


MAGNETIC PICKUP

ON MRH & TRH


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Z

Function

Provide vibration data on VPU for health acquisitions

Description3 type accelerometers (Mono-axis, Bi-axis, Tri-axis)

Fitted at different places they are monitoring:

- Bi-axis is monitoring Health on MR an TR

(automatic acquisitions ground and flight )

- Rotor tuning (specific function for rotors) MR and TR

Characteristics

Rotor Tuning

3 Accelerometers with amplifier integrated

Tri-axis

Vertical/ Lateral /Longitudinal

Y

ZX

Y

Z

Rotor Tuning

Bi-axis : Measures vertical acceleration (interchangeable

between main and tail rotor)

Y

Z

Health monitoring on components

Pinions/Shafts/Bearings

Type: Single with internal amplifier

Engines

Specific single axis on engine resisting to high temperature. Two

amplifiers by engine associated to 2 accelerometers.

+

Y

Bi-axis Vertical /Lateralsingle Vertical MR

TR


ACCELEROMETERS


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Main Rotor and Tail Rotor

4 accelerometers dedicated on adjustment : 3 MR;1TR

Vibrations acquisitions are necessary for the following configurations (FPOG, Hover, Cruise 100 knts, MCP)

to obtain the correct adjustment will be requested by a crew member

Result on balancing will be displayed on IHM control unit


ACCELEROMETERS

Tail Rotor Bi-axis on tail

Main rotor

Accelerometer

Single axis under

pilot seat

Main rotor

Tri-axis under cabin floor

Main rotor Accelerometer Bi-axis under

copilot seat


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MGB Health monitoring


ACCELEROMETERS


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TDS Health monitoring


ACCELEROMETERS

MGB SINGLES AXIS


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MGB SINGLES AXIS

ACCELEROMETERS

MGB SINGLES AXIS


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Interchangeable Single axis on MGB monitoring components on MGB :

Input Monitoring 23 000 rpm Epicyclic module monitoring


ACCELEROMETERS

MGB SINGLES AXIS


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MGB

Left Ancillary Box


ACCELEROMETERS

TGB SINGLES AXIS


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Monitoring

Input TGB


ACCELEROMETERS

TDS SINGLES AXIS


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A single axis fitted on transmission for shaft and engine monitoring


ACCELEROMETERS

ENGINES


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Engine accelerometer ( 2 per engine interchangeable)

Accelerometer linked with load amplifier

4 Amplifiers in cabin


ACCELEROMETERS

N O T E S


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N O T E S


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2. Communication

ARCHITECTURE FDRS/HUMS

INTERCONNECTION

SYSTEM

MFDAU MODULE

ARCHITECTURE


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CVFDR

There are 2 MFDAU modules fitted on the aircraft and powered up by direct battery:

- One for CVFDR data

- The other for HUMS & FDM data

HUMS & FDM MFDAU modules pow ered up by directbattery

MFDAU CVFDR MFDAU HUMS & FDM

DTU

2. Communication

FDRS/HUMS


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VMS - MFD- FADEC- APM

M’ARMS GSC

ARINC 429

ARINC 573

RS 485

RS 422

VPU

RS422

Vibration sensors

MFDAU

FDRS

CVFDR HMI - CP

Ground segment

Flight segment

NR,N1, N2

out

in MFDAU

ACMS

DTU

INTERCONNECTION2. Communication


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The system stores in memory all data recorded as soon as

one engine start .

The session will be linked to one helicopter only and

identified as Helicopter Type _ serial number_ session

number

A session = A flight or a ground run

A/C S/N and A/C type are identified through a pin code. This

pin code is made by straps rear side on MFDAU

Each file will be identified on the airborne segment and a

packed session will be generated if the last flight was

not transferred correctly.

How to define a session?

First engine start

Start engine 1: N11>5% or N12> 5 %

Last engine Stop : N11


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The number of session is automatically increased after each use and re-initialise after each MFDAU replacement or

download of a new ACMS S/W version onto MFDAU.

This number is recorded at file transfer on PCMCIA and compared with the last MARMS number session recorded onto

GSC for the associated aircraft. This makes the operator aware about any missing or non downloaded sessions.

In case of, the user is able to create missing flight on GSC and so update the usage cycles counters.

Regarding the on-board, before engine start, it is necessary to check the system status.

If the last flight has been correctly downloaded, it will be deleted from the memory of the MFDAU.

On contrary, if the session has not been correctly downloaded, the message « transfer » will be displayed on IHM

requiring a manual download through the command « Data Transfer ». At this step, if the transfer is not done, an

abbreviated session will be generated and saved on MFDAU memory. Such session contains only usage information. A

maximum of last 20 files could be saved like this.

SYSTEM2. Communication


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A 2

Miscellaneous Flight Data Acquisition unit

Module fitted with a lock handle

PACKAGING EQUIPMENT LINE CONCEPT « AVIONIQUE NOUVELLE »

MFDAU-ACMSMFDAU-FDRS

PELICAN Rack

MFDAU MODULE2. Communication

2. Communication


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Fitted with internal memory (RAM) in order to save ACMS dataon the last flight. Keep on memory for 5O hours throughcapacitor. If the flight has been downloaded correctly data on RAMwill be erased.

To operate MFDAU_ACMS and FDRS will receive a software.

One version only will be provided on both MFDAU++ fitted on EC

225.

On MFDAU FDRS the software will be grounded (software

inhibited)

2 tables ICT and DFS will be loaded on equipment : un code

707A…..will be set.

These tables will be different according to the module functionFDRS or ACMS : two pin program different.

Pin code linked with (helicopter family, configuration system, DTU

presence...). Their position on the rack are essential.

They are not interchangeable.

Pin code is defined by jumpers rear side of the connectors.

18 bits recognising :

Position: discrete

Type : coding on 5 bits : EC 225 (family)

Configuration :coding on 7 bits (engines, Fadec)

Serial Number :coding on 6 bits

System configuration is identified at power on through theconfiguration file but also through pin code which is different oneach helicopter.

Definition FDR et ACMS

Function

MFDAU is an acquisition unit which convert flightparameters format under different format.

Flight data are coming from different sensors withdifferent input data entrée

- analog (NR,NG,NF)

- digital (APM, VEMD, FCDM, FADEC)

- discrete (Alternat Radio, logic input)

Process is to record flight data in order to compute ACMS function on board. This will insure HUMS function

through VPU to provide health purpose.

Dialog with different interface working with VPU,IHM,

CVFDR.

A link between MFDAU Arinc 429 checks the

consistency between acquired signals

Description

MFDAU++ ACMS is fitted with a lithium battery to maintain

date and time on board generating starting session time

(OTL : 5ans)

MFDAU MODULE

O2. Communication


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Pin code type + configuration defined on EC225

APIRS will be used to provide accelerations under three axis . No adding accelerometers will be fitted for this

function

Difference between MFDAU modules

MFDAU_ACMS & MFDAU_FDRS realize a status process and auto validate the processing.

Memory inside MFDAU_ACMS will not be saved over 50 h.

MFDAU MODULE



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code Pin module MFDAU power supply

MFDAU MODULE



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Operation

ICT /DFS tables are loaded inside MFDAU EEPROM.

(Electrical Erasable Programmable Read only Memory)

At power on: each MFDAU is sending a “BIT” (Built in test)and elaborate a status validity following its function and itsposition.

MFDAU -FDRS can generate two status failure introducing

FDR alarm :-failure type “incompatibility” between helicopter type(pin code) and version table configuration.- Failure type “logic” internal to MFDAU module or CVFDR.

Nota: A MFDAU module failure will not interrupt the ACMSsoftware

MFDAU -ACMS can generate HUMS alarm on IHM :

lost of validity or invalidity NR, NG1 or NG2 mandatory to

define data status of the system

On ground : no starting session

During flight : 10s disconnection of ACMS (watchdog)

A429 to dialog between modules

.

Power Supply

Double power supply 28 v (pin 34 and 35 connector C)

Essential Network and direct battery

Consumption : 25 w each

Input

VMS: data coming from vehicle and engines (alarms and flight

parameters.).

APM modules

PU: EID/MFD navigation parameters navigation control

RCU: Reconfiguration system unit

FADEC 1 and 2: digital computers managing both engines

block of data coming from analog sensors (NR), (NF), PA settings,

discrete).

Output

Interfaces aux formats:

A 573 for SSCVFDR treatment of parameters

(Solid State Cockpit Voice and Flight Data Recorder)

RS 422 data link DTU and VPU

RS 485 interface with IHM control unit

MFDAU MODULE

N O T E S


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3. Operating With The System

PROCESS

IHM CONTROL UNIT

IHM MENU

FLIGHT DATA ACCESSFLIGHT DATA ACKNOWLEDGEMENT

ROTOR TUNING

DATA TRANSFER

MARMS GSC

MARMS GSC DOWNLOADING

FLIGHT REPORT

MAINTENANCE REPORT

DISCREPANCY REPORT

DIAGNOSTIC REPORT


PROCESS


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PROCESS OPERATOR

STEP1: PRE-FLIGHT

STEP2: IN FLIGHT

STEP3: POST FLIGHT

STEP4: TRANSFER to GSC PILOT/ENGINEER

STEP6: MAINTENANCE

ACTION

MAINTENANCE

EXPERT

ENGINEER /

HUMS EXPERTSTEP5: ANALYSIS AND

DIAGNOSTIC

PILOT/ENGINEER

FDM data

HUMS data

SESSION

File stored on GSC Hard Disk to be used later on…

… PGS s/w

or other.AMM

EC SUPPORT

GSC M’ARMS

DATABASE

« .raw » file

« .225 » file

MAINTREPORT

-------------

---------

PRINTER

PROCESS

IHM CONTROL

UNIT3. Operating With The System


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BACK ENTER TEST

ERASE

EVENT

1 2 3 4 6

7 8 9 10 12 13 11

CVR

FDR

HUMS

5

No . DESCRIPTIO N FUNCT ION

1 SCREEN

3 rows of information 19 al hanumeric charactersmaximum)displayed :

Menu selection and scratchpad zone Page Number displayed on right hand bottom area.

2 MENU zone

Selection of Menu options: Flight data / Data Transfer / Engine check/ Rotor Tuning View status and results of acquisition (Run,Done,Fail…)

3 EVENT Marker Create a marker on CVFDR to take note of fli ht dataarameters in event of an unusual incident encountered b

the pilot/ crew during flight.

4 ERASE buttonTo erase audio tracks recorded in CVFDR on ground only. Activation of this erase button is associated with eraseswitch located in the luggage compartment. (2 persons)

5 TEST pushbutton Initialize the CVFDR built-in test.

6 CVR indicator light Indicates an audio recording fault.

7 FDR indicator lightIndicates a flight data recording failure or a MFDAU modulefailure.

8 HUMS warning light Indicates a major failure of the ACMS.C.

9 ENTER key

It is used: To activate a selected command To reach a sub-menu . To manage the option type field in flight data menu (Y/N)

10 SCRATCH PAD zoneDisplays on ground only with engines and rotor stopped. “Full Card” or “No Card” message : PCMCIA status“Transfer “ message in case of last flight not downloaded

11UP arrow keyDOWN arrow key

Provide Initialisation of IHM self-test rocedure bsimultaneously pressing both arrow keys for more than

5 seconds Scrolling through the menu.

12 Dashed line Permanently displayed on the screen.

13 BACK key Return to previous selection o f menu option.

UNIT

IHM MENU3. Operating With The System


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A. At power on (engines stopped) B. Rotor running

. “HUMS” Alarm Software Pb MFDAU/ACMS or helicopter pin code not recognised (No Data from Hums)

Inconsistency between MFDAU/ACMS and tables configuration

NR ,NG or NF parameters invalid

• Alarm “FDR”

FDR alarm or module MFDAU failure or FDR function not operating

• Alarm “CVR”

CVR function not operative or power supply missing on SSCVFDR unit.

PCMCIA not installed

Flight DataFlight Data

Full Card

Data Transfer Data Transfer

No Card

Rotor Tuning

2/21/2

Not enough Memory

1/2

IHM MENU

FLIGHT DATA

ACCESS3. Operating With The System


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After flight: Possibility to display the last flight data

Once automatic data transfer has been realised, crew member can get access to “ Usage” data contained on last session.

(engines shut down , main battery on)

1. Get access to ”Flight Data” menu then Press “Enter “

2. Use index “Down “or “Up” to access to the different pagesIn case of exceedance it will be shown : the type; max value reached ;duration ; and date of it.

Cycles NG / mot 1

Airborne 1 H 43

Landing 2

N11 Cycle

N21 Cycle 1.0

1.20

Oat at take off

OAT +18.0 C

ENG 2

N12 CYCLE

N22 CYCLE 0.9

1.20

Cycles NF/ mot 1

Cycles NG/mot 2

Cycles NF/mot 2

NR None TORQUE None ENG 1 None None

NR exceedance Torque exceedance Eng 1 exceedance Eng 2 Exceedance

Wow 9500Kg

ACCESS

FLIGHT DATA

ACKNOWLEDGEMENT3. Operating With The System


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“Acknowledge” (last page of the menu FLIGHT DATA)

Objective: check & acknowledge flight data

Crew member can provide data validation about each parameter mentioned of the flight (command Y/N ) then confirm by

pressing « Enter » inside the “Acknowledge” menu. Acknowledgement flag is then sent to the file already transferred in

PCMCIA.

It’s the way on board to process the “Lock” of the file. Then file locked cannot be modified any more

Eurocopter advise to do it on board after every session.

If the process is not done on board it should be done by the maintenance operator in front of the GSC during flight

downloading.

data Validation under processing Validation done

Acknowledge Done Acknowledge Run Acknowledge Fail

Validation fail

ACKNOWLEDGEMENT

ROTOR TUNING3. Operating With The System


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• Rotor Tuning on MR Determine main rotor adjustment to optimise vibration level in 1, 2 , 5 for processing adjustment on weight,

pitch rods, tabs angles

MAIN.R-100KT Main R-FPOG RUN

MAIN.R-HOVER MAIN.R-MCP

Main R-FPOG DONE

• Flight Configurations in MR tuning

FPOG: low pitch with NR>245 rpm and Delta NR< 5rpm

HOVER ground effect: Flight logic - ZRS < 50 ft - IAS hover < 50 kts

CRUISE 100kts: 90 kts < IAS < 110 kts

CRUISE PMC: IAS>130 kts

Minimum on rotor acquisition: One engine running

1. Highlight « ROTOR Tuning » . Select Main Rotor then

Enter.2. Select configuration FPOG, then valid by pressing

« Enter », acquisition will be displayed few seconds later

Main Rotor

Tail Rotor

Result Acquisition

FAIL

Acquisition in process

ROTOR TUNING

ROTOR TUNING



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Tail rotor

Tail.R- FPOG DONE

Main Rotor

Tail Rotor

Tail.R-FPOG RUN

• Rotor Tuning on TR

Determine tail rotor adjustment to optimise vibration level in 1 and realise the weight adjustment for each blade on TR

One configuration possible : on ground

Regime : FPOG flat pitch on ground with NR > 245 rpm and Delta NR< 5rpm + Top validity presence

FAIL

Acquisition in process Result on acquisition

TAIL.R FPOG

ROTOR TUNING

Minimum on acquisition: One engine running

1. Highlight menu « ROTOR Tuning » press « Tail Rotor »

then press « Enter ».

2. Select FPOG, then valid by pressing « Enter », Done

will appear few seconds later

Selection

ROTOR TUNING



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File transfer on

floppy

Value on acquisition

No threshold : use AHMU for adjustment process

ROTOR TUNING



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Function

Optimise rotor adjustment to obtain comfort on board without

any additional installation (maintenance job)

Washers added on tail rotor

Input Parameters 1 accelerometer bi-axis 41RK2

Ground/Flight Logic sol

NR 245trs

Top RA

Configuration :

1 acquisition recognised under IHM control menu : FPOG

Inside ACMS:

Identification

NR and ground configuration valid

Number of revolution to take to catch one acquisition on MR:

24 rpm

Acquisition will be done 5 times in a row before to provide the

result. Priority on VPU cycle

Inside VPU

Acquisition realised on accelerometers 41Rk2 synchronised on

TR pick up

If instability during acquisition: a message will be sent and

acquisition aborted

« acquisition impossible » or « fail »

If acquisition OK: VPU will compute amplitudes and phases

issued from signals accelerometer, a flag validity on phonic

wheel and MR magnetic pick up

Inside ACMS

One acquisition stored only : the last one

On ground

Results will be identified after a manual transfer without shutting

down the engines.

For any correction to be applied use Steady Control Rotor

application

Rotor tuning /Main Rotor

On IHM, a message “Run “then ”Done” or “Fail” will followacquisition result

Ground Station

Rotor Tuning/ Main rotor.

Y and Z amplitude levels monitored.

Amplitude in “ips”

No threshold , no adjustment proposal under GSC application

Possibility to transfer rotor data afterwards on floppy disk

ROTOR TUNING



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acquisition Value

No threshold : use AHMU for rotor adjustment

ROTOR TUNING


DATA TRANSFER


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Data transfer monitoring

Transferring data remains an automatic operation. A« manual transfer » can be done by the operator through IHM control unit.

In automatic : when Ng and NR parameters pass under the defined threshold. All data are transferred to PCMCIA card

During transfer phase « Data Transfer » will be displayed to the crew until done is done.

Following messages can be displayed on IHM

For any reason a session not downloaded automatically can be done manuallyIf this operation is not done, a packed flight will be recorded on board at next start

If fail message appear after transfer operation:

Get in menu « Data Transfer” and activate « ENTER »

Transfer activated Transfer realised

Transfer Done Transfer Run

Failure during transfert

Transfer Fail Or

DATA TRANSFER


MARMS GSC


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M‘ARMS Ground Station Computer : GSC

GSC software is working under Windows Server 2003 associated to SQL server 2000 software

PCMCIA unit to download data

DAT driver to make back-up and restore database

GSC purpose is to collect data from flight to save them on mirroring drive

Software GSC version V 5.1 called “Groundstation” has been defined by ECF . Its purpose is- to give access to different groups of work (crew, maintenance, expert, administrator)

- Store data coming from one aircraft or fleet of aircrafts

- Display flight report (where all usage data will be displayed: alarms, exceedance in flight domain)

- Inform operator on health acquisitions overshooted on main mechanical components

- Print and keep history flight report and maintenance message

- Provide rights to administrator to modify settings inside GSC (threshold modification, new users, new

groups creation )

MARMS GSC


MARMS GSC


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M‘ARMS Menu

MARMS GSC


MARMS GSC

DOWNLOADING


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At downloading .225 and raw present on PCMCIA card a consistency : A/C identification, compliance session date & GSC date,

PIN code identification.

• Files not acknowledged on board will be locked on GSC

• A flight report will be delivered.

Flying time, operating time and landings, engines cycles, exceedances, alarms detected during flight and engines power

check .

Any exceedance detected by ARMS will be compared to raw file

To update usage and health counters on the different parts monitored it’s necessary to pass by flight analysis .

After analysis operator will be driven by maintenance message:

Apply work cards MMA chap.45

Confirm overshoot by using raw file

Use communication form with ECF technical support

DOWNLOADING


FLIGHT REPORT


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A/C Family A/C Reference Date and starting session

Engines Airframe

FLIGHT REPORT


MAINTENANCE

REPORT


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MAINTENANCE ACTION

Maintenance report will be the result of the flight analysis.

Each message monitored will be linked with a work card associated.Each message identified by session date are classified in 3 categories: usage, system and health

Purpose: Produce to maintenance operator the work card reference

Messages can be acknowledged after checking

maintenance Messages

Maintenance

Report


DISCREPANCY

REPORT


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System : MARMS Customer :

Fault repor t-DR Customer ref. :

Page : 1 / 1

Modification request EC ref.:

Report / Request : Test site :

A/C tail number :

ACMS-C S/N & S/W version :

GSC S/N & S/W version :

EMU S/N S/W version :

DSP S/N & S/W version :

FDAU S/N & S/W version :

Date & Flight report # :

Problem description :

Writer : Approved by :

Visa : Visa :

Transmitted to EC the : By FAX :

EC answer : Evolution decided? Yes No

Units involved :

Evolution description :

S/W evolution :

Availability :

Writer : Approved by :

Visa : Visa :

Transmitted to Customer the : By FAX :

Concerning a problem: airborne orsoftware, equipment module as

MFDAU, VPU, EMU, GSC ...

Official Link: DR


DIAGNOSTIC

REPORT


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Usage or Health overshooting on a red or

amber threshold, abnormal Trend

detected on a component

[email protected]

[email protected]

[email protected]

Official Health form: EDR

Tel : 04.42.85.99.25Tel : 04.42.85.17.04

N O T E S


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4. Usage Analysis

OPERATING TIME

FLYING TIME

FLYING TIME & LANDINGS

NR CYCLES

TORQUE CYCLES

ENGINE EXCEEDANCE

NR EXCEEDANCE

TORQUE LIMIT MONITORING

ENGINE POWER ASSURANCE CHECK

4. Usage Analysis

OPERATING TIME


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Function

- accurate time for maintenance calculation

- Consistency check with flying time computation

- Provide low temperature flag information for special flightconditions

Input Parameters Signal source

OAT A429 APM

N11 et N12 Arinc Fadec

NR Phonic wheel

Operation

Take in account time at first engine starting :Tf0

Take in account temperature at take off: OAT

Take in account time at last engine shut down: Tff

Time in operation = Tff_- Tf0

Invalidity on OAT if flight condition not activated (ground run).Message « invalidity » on this parameter will be recorded on thissession

Pilot Confirmation

yes

Flight Report

Duration in operating Time

OAT at take off ( ***** ex: PF or after crank or engine washing)

Maintenance Message

In case of pilot disagreement > 3° “System message”

Ground Station Affect operating time counters to parts.

Cumulated operating time since beginning.

4. Usage Analysis

OPERATING TIME


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N11 and N12 < 5%

Start of Session End of Session

N1_1

N1_2

NR

N11 or N12 > 5%

with NR < 85 rpm

T running = Tf end - Tf init

Session will start: at first engine starting (NG < 5%) and close at last engine shut down (NG < 5% et NR


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Function

Helpful for TBO and SLL

Accurate time computation

Record the number of landings

Input Parameters Signal sourceFlight/ground Logic Discrete train

Weight A 429

Operation

Computation flying time by storing starting flying time and

end flying time :

Flying Time = (Tf take off – Tf landing)

On each take off it will be stored max weight to estimatetime in overload

Implement landing counters after each landing

Pilot Confirmation : yes

Flight Report

Duration

Landing Number

Maintenance Report

In case of pilot disagreement “System message “

”Airborne time has been declared faulty” if t >5mn.

“Landing count has been declared faulty” if =+/-1

«Flight in overweight: duration xxx »

Ground Station

Displayed time and landings

Under « Usage »/ Airframe/Time : Counters Access to total« Flying time » and « Landings » monitored.

Flying time cumulated or by session

Landing numbers cumulated or per session

4. Usage Analysis

FLYING TIME &

LANDINGS


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Time spent in flight

By session

Counter cumulated

Landings session

and cumulated

4. Usage Analysis

NR CYCLES


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Function

Recording NR cycles to determine spectrum domain.

Can be used for manufacturer for mechanical parts

expertise

Input Parameters Signal Source

Phonic wheel NR

Operation

Detect NR regime to compute NR cycles

NR cycle=1 when NR pass over a threshold max andpass lower a threshold min

Compute and store session cycles

Flight Report : none

Maintenance Report

“Reasonableness check failure, NR cycle


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0

50

100

150

200

250

300

350

400

Time

R P M

NR_cycle_max = 245 rpm

NR_cycle_min = 220 rpm

NR cycle = 1

4. Usage Analysis

TORQUE CYCLES


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Function

Recording TQ cycles to determine spectrum domain.

Can be used for manufacturer for mechanical parts expertise


TQ1, TQ2: Engine Torque A429 VMS

Operation

Detect TQ regime to compute TQ cycles

One torque cycle is defined when pass over a threshold max

and pass lower a threshold min

Compute and store session cycles

Flight Report : none

Maintenance Report :

“Reasonableness check failure, NR cycle


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Torque

0

20

40

60

80

100

120

Time

E n g i n e T o r q

u e

( % )

TQ_cycle_min = 30 %

TQ_cycle_max = 70 %

Torque cycle = 1 FPOG

HOVER

CRUISE

4. Usage Analysis

ENGINE

EXCEEDANCE


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Function

Automate cycle counting on NG and NF cycle:

getting accurate counting

evaluate next inspection on


N11/N12 (NG) cycle A429 Fadec

N21/N22 (NF) cycle A429 Fadec

Operation

N1 and N2 cycles taken from Fadec computers:

4 counters per engineN1 cycle session = N1 cycle end - N1 cycle end N2 cycle session = N2 cycle end - N2 cycle start

Flight Report

N1/ session

N2/ session

Maintenance Report

Maintenance Message if pilot disagreement

“Eng N° xx N1cycle count has been declared faulty” or

“Eng N° xx N2cycle count has been declared faulty”

Ground Station

USAGE/ Engine1or 2 /Engine damage

cycles counters N1 and N2 displayed session/cumulated

By session Cumulated

4. Usage Analysis

ENGINE

EXCEEDANCE


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4. Usage Analysis

NR EXCEEDANCE


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Function

Detect and measure NR exceedance to determine

maintenance operation.

This value can be acknowledged by the crew


NR NR phonic wheel

System in operation

Each NR exceedance duration will be identified and stored

following NR max conditions

- NR max value for NR>310 rpm

- NR min value for NR


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310

400

Time

N R (

r p m )

NR low = 290 rpm

NR high = 310 rpm

NR exceedance duration

200

0

290

4. Usage Analysis

TORQUE LIMIT

MONITORING


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Function

Detect and measure TQ exceedance to introduce maintenance

actions following flight configuration and power transmitted on the

mechanic (MRP et TR)

Input Parameters (Arinc line VMS) Value

Torque threshold in OEI 95 %

Torque threshold in MTP 104,6 %

Torque threshold in climb 1 103,6 %

Torque threshold in climb 2 102,7 %

Torque threshold in Cruise 100,5 %

IAS Threshold in MTP 45 knts

IAS Threshold in climb 1 57 knts

IAS Threshold in climb 2 70 knts

TR position for torque limitation 80 %

Operation

Store exceedance under 4 ranges in OEI and 11 in AEO and

for each exceedance (OEI, MTP, Spot Turn, CLIMB, CRUISE)

IAS , TR position, TRQ max value and duration

Maintenance Report :

Case of exceedance: « Overtorque has been detected”

In case of pilot disagreement on TQ value:

” TQ exceedance max value has been declared faulty ”

“TQ exceedance duration has been declared faulty ”

Ground station: «Usage/airframe/ TQ exc

Flight Report : yes

Time, configuration Type, Max Value reached/duration

4. Usage Analysis

TORQUE LIMIT

MONITORING


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REGIME DEFINITION

MTP Tq > 104,6 % IAS < 45 kts TR position < 80 %

SPOT TURN Tq > 104,6 % IAS < 45 kts TR position > 80 %

CRUISE Tq > 100,5 % IAS > 70 kts

Torque limit in AEO

85

90

95

100

105

110

0 20 40 60 80 100

IAS (kts)

T O R Q U E ( % )

MTP

CRUISE

CLIMB 1

CLIMB 2

CLIMB 1 Tq > 103,6 % 45 knts 102,7 % 57knts


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EPC Function (engine power check)

Provided by VMS.

ACMS module collect results and output parameters from

VMS and Fadec

Acquisition Parameters Source

N1 Fadec

N2

TRQ 1+TRQ2

OAT

Marg TOT 1/2 Fadec

Marg TRQ 1/2 Fadec

TOT 1 + TOT 2IAS

ZB

Parameters provid ed by VMS

Marg TOT1 corrected T4 margin1

Marg _TRQ1 corrected TQ margin 1

EPC1_STAT status EPC eng1

EPC2_STAT status EPC eng2

Marg TOT2 corrected T4 margin 2

Marg _TRQ2 corrected TQ margin 2

Aircraft Configuration Air intake closed

VMS is checking that EPC conditions are required before to sendthe command to Fadec to compute engine margins

Once the computation is done each Fadec sends back a

transmission status message 5 times in a row

- If one engine doesn’t mix VMS conditions a message « EPCinvalid » will be displayed .

- If one parameter is not valid a message « EPC not available »

will be displayed.

- If a EPC is requested with Air intake opened; a message bleed

valve opened will be displayed

During acquisition phase MFDAU/ACMS is monitoring the status

messages « EPC STAT_VMS » and « EPC Trans FADEC» .

Both engines are monitored independently

20 EPC (2 X10) per session max

S

VMS

Demande

CSM

VMS/ Fadec

0 60

Margin computation

by Fadec

80

Computation Margin

by VMS

90

Status VMS

(EPC_Stat_VMS

Status VMS

(EPC_TRANS)

paramètres calcul + marges

Fadec 5X

Margins computation VMS

5X

Stab Phase VMS

CSM request

APM

4. Usage Analysis

ENGINE POWER

ASSURANCE CHECK


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1

2

Display in flight report

TOT Margins

TQ Margins

Trend in TOT and TRQ

EPC Eng 1 under Health

N O T E S


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5. System Analysis

ALARMS

SYSTEM STATUS

5. System Analysis

ALARMS


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Function

Stores and displays alarms displayed in flight to:

- Identify failures to analyse discrepancies

- Help for maintenance- Confirm Pb appear during the flight

Input Parameters Source

Chip detection discrete

Red Alarms MFDAU

Logic ground /flight discrete

Activation Condition

Starting Activation start /end session for chip detection for a

discret status >5s (logic Flight/ground not taken into account)

Activation for all the others failures only in flight configuration

Each failure can be record no more than 3 times.

Each one will be identified (date start , date end)

Maintenance Report

Yes if chip detection on MGB /TGB /IGB / Engines

Message : «Oil debris has been detected on P/N ..S/N… »

Ground Station

Aircraft Status (Warning /failure) for alarms appeared during

flight.

- Duration

- Occurrence

System Status ( minor/major defects) for any equipment failure

Flight Report : yes

Number of alarms and occurrences appeared in flight

5. System Analysis

ALARMS


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Maintenance report

(ex: chip detection)

Click« Aircraft status » alarms displayed

« Failures » and « Warnings »

WARNINGS

FAILURES

5. System Analysis

SYSTEM STATUS


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Minor defects will be stored over 30’ flight

Minor defects

Major defects

Displayed major and minor defects appeared in flight

N O T E S


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6. Health Domain

HEALTH GENERALITY

SIGNAL TREATMENT

6. Health Domain

HEALTH GENERALITY


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VIBRATION

MONITORING

TGB ENGINES MGB TDS ROTORS

LEFT RIGHT GEARS / BEARINGS / SHAFTS

Engine Power up

Engine Stabilized Engine Power Up

Engine Stabilized

MAIN TAIL

- Balance

- Tuning

- Balance

- Tuning

6. Health Domain

HEALTH GENERALITY


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An accelerometer delivers a signal representative of all vibrations registered in the vicinity of its attachment. This signal contains

information from gears, shafts and bearings in close proximity: this will define the ACCELEROMETER RAW vibration signal.

To identify the vibration signal of each element, a signal from phonic wheels (toothed wheel associated with a sensor delivering a

pulse with each passage of tooth) is used to obtain its own rotation speed. With this information, the vibration signal of each

element could be extracted from the raw signal and will elaborate the vibratory SIGNATURE.

6. Health Domain

SIGNAL TREATMENT


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Signal Treatment

The Signal issued from the accelerometer will be sampled to obtain a number of points constant per shaft revolution and thiswhatever the variation speed : This is called synchronous sampling average

NF phonic wheel (1or 2) will be the reference for the synchronous sampling: For each Rpm we will take a number constant of

points.

This reference should be in phase with the different reduction rate of the train drive shaft.

The synchronous average

Synchronous average is composed of: signature of the shaft monitored + signals issued from the other shafts around

Sampling will be done following a number of revolution known by the system. Noise will be erased from the shaft signatures

Mesh frequency is not a perfect multiplier of the shaft period.

Conclusion: Synchronous average will allow to filter the signal in order to obtain a revolution of a shaft removed from its noise

around

6. Health Domain

SIGNAL TREATMENT


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Signal Interpolation

0

1

2

3

4

5

0 100 200 300 400 500 600 700 800

0

1

2

3

4

5

0 100 200 300 400 500 600 700 800

-1

-0.5

0

0.5

1

0 100 200 300 400 500 600 700 800

Signal of the phonic wheel

Multiplier

Accelerometer signal

points

sampling

Phonic wheel NF

The signal is multiplied to obtain a number of tops equal to

numbers of points requested

Superimpose to the accelerometer signal to the multiplier

of tops.

This is called signal interpolation

6. Health Domain

SIGNAL TREATMENT


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Synchronous average

N signaux/ N

6. Health Domain

SIGNAL TREATMENT


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Fast Fourier Transform

Fast Fourier Transform FFT is a treatment of the signal : Breakdown of the signal in sinusoids amplitude and frequencies different

in order to identify the frequencies of a part monitored

It’s the graphic representation in harmonics in the frequencial domain.

One revolution

of the part monitored

FFT Spectrum

Fundamental

Harmonic 2

Harmonic 3

(Harmonic 1)

6. Health Domain

HEALTH GENERALITY


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0 5 10 15 20 25 30 35 40 45 500

0.2

0.4

0.6

0.8

1

0 10 20 30 40 50 60 70 80 90 100-1.5

-1

-0.5

0

0.5

1

1.5

OM-1

OM-5

0 10 20 30 40 50 60 70 80 90 100-1

-0.8

-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.8

1

Temporal Signal FFT Spectrum

N O T E S


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7. Health Monitoring

MAIN ROTOR

TAIL ROTOR

GEARS

SHAFTS & TRANSMISSIONS

BEARINGS

ENGINES

Function Inside ACMS


MAIN ROTOR


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Function

Detect and anticipate defects on MR by monitoring indicators

to check daily health on rotor and its harmonics.

Input Parameters Source Magnetic pickup 1 top per rev MR

NR rotor threshold >245 rpm

IAS cruise threshold >125 knts

ZB altitude ZB245 rpm with NR< 5trs

CRUISE: stabilized with IAS 125knts and IAS245, NR< 5trs and ZB 30mn

“Check accelerometer MR04/MR05 and Main Rotor Top” in

minor defect


MAIN ROTOR


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Numbers of acquisitions par session: 5 max

Health /MR/ Balance Monitoring in ground and flight configuration

Health Graphic extraction

(ips en Y et Z harmonics in OM1,OM2,OM5,OM10)

Fixed threshold on indicators OM1(red and amber) and OM2

(amber)

Start acquisition NR average

flight configuration

Ground configuration

Function Inside VPU


TAIL ROTOR


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Detect and anticipate defects on TR by monitoring indicators

to check daily health on TR and its harmonics

Input Parameters

Magnetic pickup 1 top per rev TRNR rotor Threshold >245 rpm

IAS cruise >125 knts

ZB altitude ZB 245 rpm with NR< 5trs

CRUISE: stabilized at IAS 125knts and IAS245 and NR< 5trs ( ZB30mn

« Check accelerometer TR and tail rotor top » in minor

defect


TAIL ROTOR


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GSC:

Health /MR/ Balance Monitoring in ground and flightconfiguration

Health graphic extraction des signaux MR en indicateurs santé

(ips in Y and Z in harmonics 1, 2,4)

-Threshold monitoring in learning period

Numbers, start time and NR average on acquisition

TR monitoring in flight

TR monitoring on ground

Function


GEARS


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Anticipate on gears deteriorations MGB,IGB,TGB

No acquisition on ground

Parameters

For VPU

identify sensor validity for acquisition

Phonic wheel NF1or 2

Ratio between phonic wheel and gear monitored

10 accelerometers valid (8 on BTP, 1 on BTI, 1 on BTA)

For ACMS:

TR position

TRQ1+TRQ2

flight/ground logic

Operation

Included in VPU cycle

2 conditions requested

For IGB and TGB gears: flight and TR position> 70%For MGB gear: flight and TRQ1+TRQ2> 45%

-Acquisitions are realised based on 10 accelerometers tours

Following gears number of rpm could be different

(48rpm, 100rpm or 200 rpm )

If acquisition rejected: VPU follows up next one

-5 acquisitions max stored in MFDAU.

(Acquisition recorded with 30 mn interval)

If flight logic is lost interruption on acquisition.

Maintenance Report

Exceedance on a health indicator for a gear monitored.

“ indicator “XX” has exceed its amber threshold on LH

first reduction pinion”

No data over 5 hours

“LH double pinion is not monitored for > 5hours““Check accelerometer xx and the corresponding VPU treatment”

GSC

date

Time for each acquisition

signal accelerometer for the gear monitored

Average (TRQ1+2) or Tr position displayed

Indicators affected:OM1, OM2,nOM, MOD,RMS,RMSR, Km, Kr, Kg

.


GEARS


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Signal issued from computation

Convertion in FFT

(harmonics)

Function


SHAFTS &TRANSMISSIONS


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Anticipate on gears deteriorations shafts and bearings on TDS No acquisition on ground

Parameters

For VPU

Identify validity of the sensor requested to acquire acquisition

Phonic wheel NF1 or 2

Numbers of revolution 200trs

Ratio between phonic wheel and shaft monitored

6 accelerometers valid (1 per shaft)

For ACMS:

TR position

Flight /ground logic

Operation

Including in VPU cycle

Condition: flight/ground = flight and TR pos >70%

Acquisition on 200 rpm on the shaft monitored.

If acquisition rejected, VPU follows up next one

-5 acquisitions max stored inside MFDAU.

(Acquisition recorded every 30 mn interval )

If flight logic is lost interruption on acquisition

Maintenance Report “ indicator “XX” has exceed its amber threshold on

TRD forward shaft element”

If no data from more than 5 hours, following message sent :

“TRD center shaft 3 is not monitored for >5hours “

“Check accelerometer xx ”

Ground Station

-harmonic monitoring in OM1 and OM2

Time on Acquisition

Accelerometer signal on 200 rpm

TR position during acquisition


SHAFTS &TRANSMISSIONS


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OM1 monitoring

Shaft n°3 health monitoring

Health SPECTRUM

Function Inside VPU


BEARINGS


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Ground Station:

Associated indicators : FI, FE, M6, RMS, H2FE.

Control and Anticipate on bearings problems to avoid bigger

damage on the mechanic around

Parameters

For VPU

identify validity of the sensor requested to acquire acquisition

Phonic wheel NF1 or 2

Numbers of revolution 200trs

Ratio between phonic wheel and shaft monitored 128/256pts rpm

17 accelerometers

For MFDAU/ACMS:TRQ1+TRQ2

TR position

Flight/ground logic

Operation

Belong to VPU cycle

Recognising configuration:

For IGB and TGB bearings: flight and Tr pos> 70%For MGB: Flight and TQ1+TQ2> 45%

For MRH bearings : Flight and IAS> 125 knts

Inside ACMS

Acquisition identification to be done according VPU cycle. If

TRQ1+TRQ2 or RA pos or Vi a

M'ARMS EC225 Training Manual

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