AGUSTA AW139

AGUSTA AW139
MAINTENANCE TRAINING COURSE
B.1 and B.2

TRAINING MANUAL
VOLUME 1

REVISION 0
ISSUE: 2011

For Training Purposes Only

 AGUSTA AW139

Copyright © 2012 CAE

All Rights Reserved
June 2012, Rev 0
The information contained within this Training Manual is based on information excerpted
from the Agusta Westland AW-139 Maintenance and Service Documentation. Excerpted
materials used in this publication have been reproduced with permission of Agusta Westland.
As this information is for TRAINING PURPOSES ONLY, if any conflict exists between this
document and the official technical publication, the official technical publication will take
precedence.

CAE is pleased to provide this publication to further meet the valued requests and
expectations of the Agusta Westland AW-139 Maintenance Technician. Any suggestions for
changes or improvements to this manual are welcome, and may be forwarded to:
CAE SIMULATION TECHNOLOGIES,
ATTN: TRAINING SOLUTIONS (A6L5)
8585 Cote de Liesse,
Saint-Laurent, Quebec,
H4T 1G6, CANADA

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MANUAL INDEX

CHAPTER SUBJECT

00 Aircraft General

06 Dimensions and Areas

07 Lifting

08 Leveling and Weighing

09 Handling and Taxiing

10 Parking and Mooring

12 Servicing

18 Vibration and Noise

21 Heating and Ventilation

24 Electrical Power

25 Equipment and Furnishing

26 Fire Protection

28 Fuel System

29 Hydraulic Power

30 Ice and Rain Protection

31 Indicating and Recording Systems

32 Landing Gear

33 Lights

45 Central Maintenance System

52 Doors

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53 Fuselage

55 Stabilizers

56 Windows

62 Main Rotor

63 Main Rotor Drive

64 Tail Rotor

65 Tail Rotor Drive

67 Rotor Flight Controls

71 Power Plant

72 Engine

73 Engine Fuel and Control

74 Ignition

75 Air

76 Engine Controls

77 Engine Indicating

78 Exhaust

79 Engine Oil

80 Starting

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AGUSTA AW139

MAINTENANCE COURSE
TRAINING MANUAL
B.1.3

CHAPTER 00
AIRCRAFT GENERAL
CONTENTS

SUB-CHAPTER SUBJECT

00-00 AIRCRAFT GENERAL

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AW139 GENERAL

GENERAL DESCRIPTION

The AB139 is a twin engine helicopter designed for the following:

- Transport of passengers (including VIP and Corporate)
- Transport of material
- Flying ambulance services (EMS)

and be adaptable to the following secondary roles:

- air taxi
- transport of under-sling loads
- search and rescue (land, sea, mountain)
- off-shore
- fire-fighting
- ecologic, radio-logic, surveillance
- civil protection
- law enforcement and to paramilitary roles.

The various roles will be performed by the basic aircraft by adding to it the equipment
required for each role. The AB139 type is certificated under Category A and B of JAR/FAR
29 Airworthiness Standards. The AB139 is also type certificated under:

- The Instrument Flight Rules (IFR) defined in: Appendix B to JAR 29 equal to FAR 29
CAT A
- The icing conditions defined in: Appendix C to JAR/FAR 29.

Both certifications will require installation of appropriate packages kit to the basic aircraft
configuration. Certification shall cover also:

- Taxiing from prepared surfaces

- Cat. 1 or 2 ILS approaches
- Over-water operations (no amphibian operations)
- Carriage of external loads
- Cold weather operations
- Hot and high operations.

STRUCTURE

The cockpit, the front part of the fuselage, include the pilot (RH) and co-pilot or passenger
(LH) side-by-side seating positions, adjustable crashworthy seats, the instrument panel and a
forward opening hinged door on each side provided with a push-out type window. The
middle part of the fuselage is composed by cabin and rear fuselage. The cabin includes the
passenger seating area, a sliding door on each side, the fuel tanks housing, the main gearbox
and engine attachments, main landing gear attachments and housing. The rear part of the
fuselage includes the baggage bay.

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Cabin size is adequate for the following internal arrangements:

- Normal density civil transport 2 +11 passengers (all looking forward) in crashworthy
seats.
- Normal density civil transport 2 + 12 passengers
- High density civil transport 2 +15 passengers.
- Civil EMS 6 litter patients, 2 non-litter patients and 2 medical attendants.

The tail boom, the final part of the fuselage, shall include the stabilizer, the fin, the
intermediate and tail gearbox attachments. The parts mentioned above are considered
primary structure. The remaining parts of the fuselage, which are considered secondary
structure, includes:

- Pilot doors
- Passenger doors
- Inspection doors
- Windows
- Main gearbox cowlings
- Fairings
- Radar dome.

LANDING GEAR

The landing gears is a nose tricycle, telescopic arm, fully retractable type with separated
retracting actuator. The main landing gear is a single wheel type with hydraulic wheel
brakes. The nose landing gear is a dual wheel, free swiveling type and shall be fitted with a
centering device to ensure the gear is centered before retraction; the capability for pilot to
lock/unlock the nose gear in centered position is provided. Wheel Brake Hydraulic System.
The wheel brake system uses a separated hydraulic system, operated and controlled by the
Pilot or Copilot. The wheel brake parking brake is manually "controlled". It is used when the
helicopter is parked and it holds brake pressure up for 1 hour on slopes up to 10°. The wheel
brake system is capable of stopping the helicopter at maximum running speed of 40 kts.

POWERPLANT

The powerplant is comprise from: engines and related installation, fire detection and
extinguishing system.

Engines

The helicopter is powered by two PT6C-67C turbine engines. The engines are installed in
separated fireproof areas above the cabin roof and supply power to the input gears of the
drive system by means of a rotating shaft that transmits pure torque.

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The engines are connected to the helicopter airframe by means of two attachment points on
the engine body and to the main gearbox by means of a tube and gimbaled joint. Air is
supplied to the engine via individual, side facing air inlets. The engines are started by a DC
electrical starting system and are feed by the fuel system. Engine control is achieved via a
control panel located in the cockpit and manual back-up of the engine control via push-pull
cables. The engines are provided with torque sensing and matching and with automatic
power increase of one engine in case of failure of the other engine.

Fire Detection I Extinguishing

The fire detection system operates on 28 VDC and consists of a continuous wire detector
installed in the powerplant fire zones, routed in a way that allows coverage of all critical
areas such as ventilation outlets, combustor, tailpipe sections, fuel supply, control regions,
etc. The fire suppression system, required for the two main engine bays, consists of
directional flow valves which allows discharge of the contents of one bottle while sealing the
connection to the other bottle and allows subsequent discharge of the other bottle in the same
bay on pilot's command.

DRIVE SYSTEM

The drive system consists of a main gearbox (MGB) and a tail rotor drive system.

MGB
The main gearbox is mounted on the main cabin by means of four struts and an anti-torque
device, and driven by two PT6C-67C engines. The main gearbox has three stages of
reduction. The main gearbox includes its own autonomous, duplicated oil lubrication system.
It also provides the attachment points for a hydraulically actuated rotor brake, coaxial with
the tail rotor drive output. The main gearbox drives three hydraulic pumps, a spare for two
AC generators, a fan for main gearbox oil cooling and a spare for the compressor of the air
conditioning.

T.R Drive
The tail rotor drive system consists of three drive shaft driven by the main gearbox, an
intermediate gearbox and a tail gearbox. Both gearboxes are oil splash lubricated.

ROTORS

The rotor system consists of a main rotor and tail rotor.

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Main Rotor
The main rotor is a five blades, completely articulated rotor composed by the following major
components:

- Main rotor head

- Rotating controls
- Blades.

The main rotor head consists of hub, elastomeric bearings, tension links, hydraulic type
dampers, droop stops, pitch change levers and blade connection bolts. The rotating controls
are obtained by means of a rotating and stationary swashplate separated by grease lubricated
ball bearings. The stationary swashplate is connected to the main rotor servos, while the
rotating swashplate is connected to each blade by means of an adjustable pitch link, and to
the rotor head by means of two scissor links. The basic, non de-iced blade is a complete
composite structure with a fiberglass epoxy spar. A parabolic tip is provided. The leading
edge is protected by stainless steel erosion shield. The blade is protected against lightning
damage by an appropriate connected from the tip to the root of the blade. When de-icing is
installed, an electrical heater mat shall be provided under erosion shield.

Tail Rotor
The tail rotor is a four blade articulated rotor. The blades are of composite material
construction, with leading edge protected by a metallic strip. The hub is titanium with
elastomeric bearings providing the capability of pitch, flap and drag blade motions; an
elastomeric damper for each blade is provided. When de-icing is installed, an electrical
heather mat shall be provided under the anti abrasive strip. The rotating controls are internal
to the mast and consist of a control rod connected on one side to the yaw servo and on the
other to a four arm pitch change lever, which in turn is connected to the blades by four pitch
links.

FIXED FLYING CONTROL SYSTEM

The fixed flying control system is part of the system used to control the helicopter flight. The
fixed flying control system includes four channels to control the flight: longitudinal cyclic,
lateral cyclic, yaw, collective. The control system is basically a single system operated by a
pilot with dual copilot quick removable controls in a side-by-side cockpit. The fixed flying
control system includes all the elements (levers, rods, supports, etc.) from the pilot or copilot
input (i.e. cyclic and collective sticks and pedals) up to the main gear box servo actuators and
up to the tail rotor servo actuator. The fixed flight control system includes:

- The series actuators of the autopilot for the three channels (longitudinal and lateral
cyclic, yaw).
- The parallel trim actuators in pitch, lateral, yaw (3-axis autopilot) and collective (4-axis
autopilot) used to guarantee the artificial sensibility and full operation of the autopilot.

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FUEL SYSTEM

The fuel system is composed of crash resistant fuel tanks, filler cap, fuel selector manifold,
boost pumps, fuel quantity gauging system, drain valves, pressure switches, non-return
valves, fuel venting system and fuel lines. The crash resistance fuel tanks are located in the
rear area of the cabin (behind the passengers cabin) and each contains a boost pump, fuel feed
line to supply the onside engine and a fuel and water drain valve.
Filling is achieved by gravity only through the filler cap on the RH SIDE of the fuselage.
The fuel selector manifold allows fuel supply to each engine, engine integrated shut-off and
engine cross-feed. The fuel quantity gauging system is composed of four capacity probes,
fuel computer unit and a fuel low level sensor for each tank. The fuel venting system consists
of lines from appropriate diameter for each tank and are designed to prevent leakage in case
of roll-over after crash landing.

HYDRAULIC SYSTEM

The hydraulic system is divided in Flight Control and Landing Gear Hydraulic Systems. The
hydraulic system comprises two separated independent and redundant circuits (Circuit 1 and
Circuit 2) each supplied by hydraulic pumps. Each of the two circuits by itself is capable of
providing the power to flight controls servo actuator. The hydraulic power for Circuit 1 is
provided by the HPS1 (Hydraulic Power Supply) and by the EP (Electrical Pump). The
electrical pump is only able to satisfy the flow requirements of the flight controls during the
pre-flight check. The hydraulic power for Circuit 2 is provided by the HPS2 and by the
HPS4. On each circuit a PCM (Power Control Module) is installed that receives the
hydraulic fluid flow from the Hydraulic Power Supplies (pumps) and distributes it to the
flight controls actuators and to the Landing Gear circuit. On the Circuit 2, on the pressure
line going to the Tail Rotor Actuator, an isolation valve TRSOV (Tail Rotor Shut-off Valve)
is also provided. For ground test and emergency condition, a flight controls circuit shut-off
valve is integrated in each PCM to allow to shut-off the flight controls hydraulic circuit, to
check the functioning of the Flight Controls actuators section and isolate the Flight Controls
actuators in case of circuit over-temperature, increasing the survivability of the other section
of the Flight Controls actuators. For safety reason, another shut-off valve is installed in each
PCM to allow shut-off of the utility circuits, increasing the survivability of the Flight Control
functions. Hydraulic power to the Landing Gear actuators is provided by the PCMs to extend
and retract the main and nose landing gears. The normal function (extension and retraction)
is supplied by PCM 2, while landing gear emergency down function is supplied by PCM 1.
The Main and Nose Landing Gear are maintained in the UP position by the hydraulic
pressure (no mechanical up-locks are provided). The extended DOWN position is
maintained with the use of mechanical locks in the Main and Nose gear actuators.

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ELECTRICAL SYSTEM

D.C. Generating
The DC power is provided by two 28VDC / 300 Amp air cooled generator. The power
supply is distributed through two lower distribution panels to the MAIN- ESSENTIAL and
NON-ESS buses. The two batteries (40 Ah and 13 Ah or optional a 27Ah) provide a back-up
source of emergency DC power in the event dual DC generators failure. The two batteries
are also use for starting the engine when the extend power supply is not available: the main
battery (40 Ah) provides power to starter generator while the auxiliary (13 Ah or 27Ah)
supports the essential bus loads during the start sequence. The external power can supply
power to all the aircraft buses.

AC. Generating
An AC electrical power system will be installed whenever the full aircraft anti-ice system is
selected by the operator. The AC generators will be than mounted and driven by the main
gearbox.

LIGHTING

The lighting system includes interior and exterior lighting subsystems. The interior lighting
subsystem consists of instruments lighting, panels lighting, overhead panels lighting and
cockpit utility lighting. The exterior lighting subsystem consists of anti collision lights,
position lights and landing lights. Night Vision Goggles compatibility can be provided at
customer option.

COCKPIT AND CABIN VENTILATION SYSTEM

The ventilation system consists of two separate subsystems for cockpit and cabin ventilation.
Heating and cooling systems are provided as optional kits.

Cockpit
The system draws outside air from two intakes in the nose section and provides separate
(pilot and co-pilot) ventilation and windshield defogging. Each individual system is fitted
with a blower and provides control of ventilation and defogging airflow. It shall be possible
to interface the system with the optional heating and cooling systems.

Cabin
The system uses ram air drawn from an inlet duct located on the cabin roof. Air is then
routed to the high side of the cabin and cockpit by appropriate ducts.

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AVIONICS

The Primus Epic is an integrated avionics system that hosts the subsystems and functions
necessary to operate the aircraft. The subsystems are:

- Autopilot
- Flight Management System
- Indicating and Recording Systems
- Aural Warning Generator
- Radio Navigation
- Crew Alerting System
- Central Maintenance Systems

The Primus Epic system has Modular Avionics Units (MAUs) that contain the hardware units
called modules. The Primus Epic uses 4 flat panel display units to show data in the cockpit.
The Primus Epic includes dual Modular Radio Cabinets (MRC’s) with the replaceable
modules that supplies aircraft radio- and navigation functions. The aircraft features antennas
for the following systems:

- VHF
- VOR/ILS
- ADF
- DME
- Transponder

The MAUs, the display units and the MRC are directly connected to the Avionic Standard
Communication Bus-D. The ASCB-D network lets these units send and receive data at the
highest speed possible, based on reliability and availability. The bus moves data at a speed of
10 Mb/s. The AB139 Primus Epic system is available in dual pilot 4-display units IFR
configuration. Some earlier AB139 models where equipped with a 3 display unit
configuration.

Various options are also available within these configurations. Both configurations use the
same display formats, controllers and sensors.

DISPLAY SYSTEM

The Primus Epic provides the flight crew with all the necessary displays for aircraft control
and navigation on up to four identical and interchangeable 8"x10" Active Matrix Liquid
Crystal Displays (AMLCD). The display system includes the following components:

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- Flat panel display units

Two (IFR) primary flight and navigation display units (PFD) with integrated engine
instruments and crew alerting information

- Two multi-function display units (MFD) for enhanced display of navigation, weather radar
and engine and aircraft system instruments

- An additional MFD/video display for the SAR and under-sling configuration (optional).

- Display controllers.
Two (IFR) PFD controllers.
Two (IFR) Cursor Control Devices (CCD).
Two Remote Instrument Controllers.
Menu selections from the MFD
One Reversion Control Panel (RCP)
One Dimming Control Panel
Inertial Measurement Unit control switches.

- Standby instruments . One self-contained attitude indicator.

One airspeed indicator.
One altimeter with encoder.

- Master Caution and Master Warning lights are provided at each crew station.

OPTIONAL EQUIPMENT

The following systems shall be treated as Special Kits:

- Air conditioning system

- Engine air particle separator (EAPS)
- Windshield washing system
- Anti / De-icing system
- Heated windshield
- Cargo hook kit
- External mirror
- Emergency float kit
- Twin life raft installation (17 places)
- External electrical hoist kit with utility hoist light
- External loudspeaker
- Wire strike protection
- Night-Sun search light SX-16
- RH & LH electrically operated passenger steps
- Closed circuit refueling system

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- Auxiliary fuel tank kit (500 liters / 400 kg)
- Snow ski kit
- Slump protection kit (soft terrain pads)
- Main cabin bubble window
- Cockpit/cabin separation panel
- Fast roping kit
- Litter kit (up to 4 places)
- Cockpit voice & flight data recorder
- Weather radar
- Autopilot 4 axis (additional to standard 3 axis AFCS)
- Autopilot 4 axis plus IRS (SAR automatic approach)
- HUMS
- Night Vision Goggles compatibility (cockpit & external light)
- PA system (on std. ICS)
- TCAS I Honeywell
- FLIR (Ultra 7500)

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DIMENSIONS and GENERAL DATA

EXTERNAL DIMENSIONS

Width:
Rotors turning 13.80m(45.27ft)
without rotors(stabilizer span) 3.50m (11.48ft)

Length:
Rotors turning 16.62m (54.53ft)
Without rotors 13.53m(44.39ft)

Height:
Overall,rotors turning 4.98m(16.34ft)

Clearances:
MR to ground, rotors turning 3.02m(9.92ft)
TR to ground, rotors turning 2.30 m(7.50ft)

INTERNAL DIMENSIONS

Cabin:
length 2.70 m (8.85 ft)
width 2.00 m (6.56 ft)
height 1.42 m (4.66 ft)
Volume 8.05 m3 (283 ft3)
Doors 1.68 m x 1.35 m (66" x 53")
Floor resistance (uniform load) 1000kg/m2(1.42PSI)
Floor resistance (concentrated load) 200 kg/100 mm2 (44.9 Ib/0.15in”
Normal density seats 12
High density seats 15

Baggage:
Length 3 m (9.84 ft)
Width (max) 1.2 m (3.94 ft)
Height 1.02 m (3.35 ft)
Volume 3.4 m3(106 ft3)
Doors 0,93 m x 1.00 m (37" x 39")

Weight
Empty 3700 kg (81571b)
Minimum flyable 4400 kg (10582 Ib)
Take off 6400 kg (13227 Ib) optional 6800 Kg

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PERFORMANCE (ISA)

VNE 167 Kts

Hovering IGE 3658 m (12000 ft)
Hovering OGE 3017 m (9900 ft)
Rate of climb (at TOP) 11.4 m/s (2244 ft/1')
Service ceiling (AEO at MCP) 5931 m (19460 ft)
Operating temperature - 40°C to +50°C

Noise (ICAO Annex 16)

Fly-over 96,6 db
Approach 98,6db
Take-off 97.6db

Landing gear
Tread of main wheels 3.04 m (9.97 ft)
Wheel base 4.34 m (14.24 ft)
Fuselage ground angle
at BDGW (Nose up) 0°23'

Main rotor
Type Fully articulated
Diameter 13.8 m (45.27 ft)
Number of blades 5
Tip speed 214,16 m/s (702.6 ft/s)
Rpm (100%Nr) 296.4
MR Shaft tilt (forward) 5°
Direction of rotation CCW,viewed from above

Tail rotor
Type Fully articulated
Diameter 2.70 m (8.86 ft)
Number of blades 4
Tip speed 202.97 m/s (665.9 ft/s)
Rpm (100% Nr) 1435.7
Direction of rotation CW, viewed from left

Fuel
Standard tanks 1300kg/1588ltr (2756Ib/412.6USgal)
Auxiliary tank 400kg/500ltr (882Ib/132.1USgal)

Hydraulic system
Operating pressure 207bar(3000PSI)

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Drive system
Main gearbox reduction ratio 70.85: 1
Tail drive reduction ratio 14.63 : 1

Transmission ratings
AEO take off power (6 sec/100%) 2240 HP (1671 kW)
AEO take off power (5 min/100%) 2200 HP (1641 kW)
AEO continuous power 2000 HP (1492 kW)
OEl 2,5 min power 1600 HP (1194 kW)
OEl continuous power 1400 HP (1044 kW)

Engine
Manufacturer PRATT& WHITNEY CANADA
Model PT6C-67C
Type Free turbine turboshaft
Combustor chamber type annular
Turbine speed (output shaft) 100% 21000 rpm
Rotation (view from AGB) CW
Gas generator speed 100% 38200 rpm
Compressor pressure ratio 12 : 1
Maximum oil consumption 0,8 kg/10 h (2Ib/10 h)
(measured over a 10h period) 1ltr/10hr (1.2 US quart/10 hr)
Average specific fuel consumption 286 gr/HP/h (0.63Ib/HP/h)
Length 1634 mm (64.3")
Diameter 642 mm (25.3")
Weight (dry) 190.3 kg (419.5 Ib)
Total weight 212.2 kg (467.8 Ib)

Engine power ratings (ISA. sea level)

AEO take off power (5 min/102%) 1680 HP (1253 kW)
AEO continuous power 1531 HP (1142 kW)
OEl 2.5 min power 1872 HP (1396 kW)
OEl continuous power 1680 HP (1253 kW)

Servicing
Lubrication oil DOD-L-85734,MIL-L-23699
Fluid: MIL PRF 83282D
Fuel: Jet A-1

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Electrical system
Starter-generator:
Capacity: 300 Amp, 28 VDC, Air cooled with integral fan.
Starter cuts out at 5500 RPM approx. (49% Ng).
Generator cuts in at (50% Ng)
Rated speed range 6800/11078 RPM
Maximum allowable starter
current and voltage 1600 A MAX, 30 VDC MAX

Main battery
Capacity: 40 Ah
Nominal terminal voltage: 25.24 VDC.
Functions: Supplies main power for engine start and
provides stored energy for the essential buses in the
event of loss of generator power.

Auxiliary battery
Capacity 13 Ah or optional 27Ah
Nominal terminal voltage: 25.2 VDC . Functions provides stored energy for
the essential buses during engine start and in the event
of loss of generator power

Modular avionics unit

Nominal supply voltage
for MAU No.1 28 VDC (MAIN No.1) (MAIN No.2)
for MAU No.2 28 VDC (ESS No.1) (ESS No.2)

NOTE: During the starter phase, the MAU No.1 primary power comes from the
ESS. No.2 through a K19 relay.

Modular radio cabinet

Nominal supply voltage
for MRC No.1: 28 VDC (MAIN No.1)
for MRC No.2 : 28 VDC (ESS No.2)

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Agusta AB139 – Overview -
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Agusta AB139 – Cabin Configurations -
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AB139 ACRONYMS LIST
AC Alternating Current; Advisory Circular; Autopilot Controller
ACCB Air Conditioning Control Box
ACP Audio Control Panel
ADA Air Data Application
ADI Attitude Director Indicator
ADF Automatic Direction Finder
ADM Air Data Module
ADS Air Data System
AEO All Engine Operative
AFCS Automatic Flight Control System
AGB Accessory Gearbox
AGL Above Ground Level GearBox
Ah Ampere Hour
AHRS Attitude And Heading Reference System
AHRU Attitude Heading Reference Unit
AIOP Actuator Input/Output Processor (Module)
ALT Barometric Altitude
ALTA Altitude Acquire
ALTSEL Altitude Select
AMLCD Active Matrix Liquid Crystal Display
AMM Air Management Module
AoA Angle of attack
AP Autopilot
APM Aircraft Personality Module
ARINC Aeronautical Radio Inc.
ASCB Avionics Standard Communication Bus
ASEL Altitude Preselect
ATC Air Traffic Control
ATT Attitude Retention Mode
AWG Aural Warning Generator

BC Back Course
BDGW Basic Design Gross Weight
BIT Built in Test
BL Buttock Line
BOV Bleed Valve
BRG Bearing

CAA Civil Aviation Authority

CAN Control Area Network
CAS Crew Alerting System
CCD Cursor Control Device
CCU Cockpit Control Unit
CCW Counter Clock-Wise
CG Center of Gravity

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CIO Control Input/Output (Module)

ClP Collective lever Pitch
CMC Central Maintenance Computer
CMC-RT Central Maintenance Computer Remote Terminal
CMS Central Maintenance System
COMM Communication
COV Crossover Valve
CSIO Custom Input/Output (Module)
CT Current Transformer; Compressor Turbine
CVR Cockpit Voice Recorder
CW Clock-Wise
CWS Central Warning System

DAU Digital Acquisition Unit

DBM Data Base Module
DC Display Controller; Direct Current
DCL Deceleration
DCM Detachable Configuration Module
DCU Data Collection Unit
DEOS Digital Engine Operating System
DF Directional Finder
DFDAU Digital Flight Data Acquisition Unit
DG Directional Gyro
DGPS Differential Global Positioning System
DH Decision Height
DME Distance Measuring Equipment
DMG Digital Map Generator
DTD Data Transfer Device
DOTS Duct Overheat Temperature Switch
DITS Digital Information Transmission System
DPST Double Pole Single Throw
DTS Duct Temperature Sensor
DU Display Unit
DVS Doppler Velocity System
DWS Debris Warning System

EAPS Engine Air Particle Separator

ECL Engine Control lever
ECP Engine Control Panel
ECS Environmental Control System
EDS Electronic Display System
EEC Electronic Engine Control
EGPWS Enhanced Ground Proximity Warning System
EICAS Engine Instrument and Crew Alerting System
ELT Emergency Locator Transmitter

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EMC Electromagnetic Compatibility
EMF Electro-Motive Force
EMI Electromagnetic Interference
EP Electric Pump
EPGDS Electrical Power Generation and Distribution System
ESIS Electronic Stand-by Instrument System
ET Elapsed Time

F/C SOV Flight Control Shut-Off Valve

FAA Federal Aviation Administration
FCU Fuel Control Unit
FD Flight Director
FDAU Flight Data Acquisition Unit
FDR Flight Data Recorder
FH Flying Hours
FHDB Fault History Database
FLIR Forward Looking Intra Red
FMCW Frequency Modulated Continuous Wave
FMM Fuel Management Module
FMS Flight Management System
FOG Fiber Optic Gyro
FV Flapper Valve

GBS Ground Based Software

GC Guidance Controller
GCU Generation Control Unit
GFE Government Furnished Equipment
GLS GPS Landing System
GOV Governor (Engine)
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Glide Slope
GSE Ground Support Equipment

HCB Heating Control Box

HOG Heading
HECTM Helicopter Engine Condition Trend Monitoring
HF High Frequency
HP High Pressure
HPS Hydraulic Power Supply
HPU Hydraulic Power Unit
HSI Horizontal Situation Indicator
HUMS Health and Usage Monitoring System

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IAS Indicated Air Speed

ICS Intercommunication System
IFR Instrument Flight Rules
IGB Intermediate Gearbox
IGE In Ground Effect
ILS Instrument Landing System
ISA International Standard Atmosphere
ITT Interstage Turbine Temperature

JAA Joint Aviation Authority

JAR Joint Airworthiness Regulations

LAN Local Area Network

LCD Liquid Crystal Display
LCF Low Cycle Fatigue
LDI Loadable Diagnostic Information
LDG Landing Gear
LGCL Landing Gear Control Lever
LGCP Landing Gear Control Panel
LGCV Landing Gear Control Valve
LH Left Hand
LLLTV Low Light Level Television
LOS Line-of-Sight
LP Low Pressure
LRM Line Replaceable Module
LRU Line Replaceable Unit
LSS Lightning Sensor System
LVDT Linear Variable Differential Transformer

MAU Modular Avionics Unit

MB Marker Beacon
MCDU Multifunction Control Display Unit
MCL Master Caution Light
MCP Maximum Continuous Power
MCP Miscellaneous Control Panel
MDA Minimum Descent Altitude
MFD Multi-Function Display
MGB Main Gear Box
MIL-SPEC Military Specification
MIL-STD Military Standard
MLG Main Landing Gear
MM Maintenance Manual
MMH Maintenance Man Hour
MMI Man-Machine Interface
MPFDR Multipurpose Flight Data Recorder

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ATA 00–11 ACRONYMS LIST

MRA Main Rotor Actuator
MRC Modular Radio Cabinet
MSL Mean Sea Level
MSU Magnetic Sensor Unit
MTBAF Mean Time Between Attributable Fault
MTBF Mean Time Between Failures
MTBM Mean Time Between Maintenance
MTBO Mean Time Between Overhaul
MTBR Mean Time Between Removal
MTTR Maintenance Time to Replace
MWF Monitor Warning Function
MWL Master Warning Light

NATO North Atlantic Treaty Organization

N/A Not Applicable, Not Available
NC Normally Closed
Nf/Npt Engine free turbine speed
Ng Engine Gas Generator Turbine/Compressor speed
NIC Network Interface Controller
NIM Network Interface Module
NLG Nose Landing Gear
NM Nautical Mile
NO Normally Open
Nr Rotor rpm
NVM Non-Volatile Memory

OAT Outside Air Temperature; Outside Ambient Temperature

OEI One Engine Inoperative
OGE Out of Ground Effect

PCM Power Control Module

PDP Power Distribution Panel
PFD Primary Flight Display
PLA Power Lever Angle
PMA Permanent Magnet Alternator
PMS Power Management Switch
P/N Part Number
PROM Programmable Read Only Memory
PRV Pressure Relief Valve
P/R Partial Retraction
PSM Power Supply Module
PT Power Turbine

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00-11 ACRONYMS LIST

R/A Retract Actuator
RADALT Radar Altitude
RAM Random Access Memory; Reliability, Availability & Maintainability
RB Rotor Brake
RCB Radio Control Bus
RCCB Remote Controlled Circuit Breaker
RCP Reversion Control Panel
RH Right Hand
RHT Radar Altitude Hold
RIB Remote Image Bus
RIC Remote Instrument Controller
RNAV Area Navigation
RoC Rate of Climb
RPM Revolution Per Minute
RSB Radio System Bus
RTD Resistence Temperature Device

SA Shortening Actuator
SAR Search and Rescue
SAS Stability Augmentation System
SCMS Software Configuration Management System
SHP Shaft Horse Power
SIN Serial Number
SOV Shut Off Valve
STA Station line
SIW Software
SSM Sign Status Matrix
VFR Visual Flight Rules

TACAN Tactical Air Navigation

TAS True Airspeed
TBD To Be Determined
TBO Time Between Overhaul
TCAS Traffic Alert and Collision Avaidance System
TCPS Temperature Compensated Pressure Switch
TCV Temperature Control Valve
TEV Thermostatic Expansion Valve
TGB Tail Gear Box
TO Take Off
TOP Take Off Power
TQ Engine Torque
TR Tail Rotor
TRA Tail Rotor Actuator
TRSOV Tail Rotor Shut-Off valve
TSO Time Since Overhaul
TWD Threat Warning Display

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ATA 00–11 ACRONYMS LIST

UHF Ultra High Frequency
ULB Underwater Locator Beacon
UTC Coordinated Universal Time
UTILSOV Utility Shut-Off Valve

VDR VHF Data Radio

VHF Very High Frequency
VIDL Vor/ILS Data Link
VIP Very Important Person
VMO Maximum Operating Velocity
VMS Vehicle Monitoring System
VNE Velocity Never Exceed
VOR VHF Omni-directional Range
VR Takeoff Rotation Speed
VREF Reference Speed
VROC Vertical Rate Of Climb
VS Vertical Speed
VSI Vertical Speed Indicator
VTA Vertical Track Alert

XFEED Crossfeed

WL Water Line
WOW Weight-On-Wheels
WXR Weather Radar

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ATA 00–12 CONVERSION TABLES

MEASUREMENT UNITS

Measurement Unit name Unit symbol

Angular velocity Radian/second rad/s

revolution/minute r/min
Capacitance farad F
Electric charge Coulomb C
Electric current Ampere A
Electric resistance Ohm Ω
Force Newton N
pound-force Lbf
Frequency Hertz Hz
Length Meter m
Millimeter mm
Kilometer km
Inch in
Feet ft
Nautical mile nm
Mass kilogram kg
pound lb
Moment of force Newton meter Nm
pound-force inch lbf in
pound-force feet lbf ft
Plane angle degree °
Power watt W
Pressure Pascal Pa
kilopascal KPa
bar bar
pound-force/square inch lbf/in2
Temperature
- Thermodynamic kelvin K
- Technical use Degree Celsius °C

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ATA 00–12 CONVERSION TABLES

Measurement Unit name Unit symbol

Time Second sec
Minute Min
Hour Hr
Velocity Meter/second m/s
Kilometer/hour km/h
inch/second ips
feet/minute ft/min
knots kts
Volume Cubic meter m3
Cubic decimeter (litre) Dm3
Cubic inch in3
Us gallon US gal

CONVERSION TABLES

Multiply By To get

bar 100 kPa

bar 14.50377 lbf/in2
dm3 0.2641721 US gal
ft 0.3048 m
ft3 0.0283168 m3
ft3 28.31685 dm3
ft/min 0,00508 m/s
in 0.0833333 ft
in 25,4 mm
kg 2.204623 lb
kgf 9.80665 N
km 0.539 nm
kts 1 nmi/h
kts 1,852 km/h
kPa 0,01 bar

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ATA 00–12 CONVERSION TABLES

Multiply By To get
kPa 0.1450377 lbf/in2
lb 0.4535924 kg
lbf 4.448 N
lbf/in2 6.897757 kPa
lbf/in2 0.0703 kgf/cm2
lbf/in2 0.0689475 bar
m 3. 28084 ft3
m3 35.31467 ft3
m/s 3.281 ft/s
m/s 196.86 ft/min
N 0.225 lbf
Nm 0.7375 lbf ft
Nm 8.8503 lbf in
US gal 3.785412 dm3
US gal 0.0038 m3

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ATA 00–12 CONVERSION TABLES

DENSITY / PRESSURE ALTITUDE CONVERSION TABLE

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ATA 00–20 HELICOPTER SAFETY FOR MAINTENANCE

HELICOPTER SAFETY FOR MAINTENANCE

MAINTENANCE INFORMATION

In order to prepare the helicopter for a safe maintenance, the following steps must be
achieved:

- Connect an earth point to the helicopter

- Make sure the BATTERY MASTER switch is set to OFF
- Open the following circuit breakers under FADEC system on the overhead console:

. IGN 1
. IGN 2
. START 1
. START 2

- Disconnect the quick-disconnect plug from the main and auxiliary batteries.

SAFETY PRECAUTIONS

- You must connect the bonding cable to the earth (ground) point before you connect it to the
helicopter. If you do not obey this instruction you can cause an injury to persons and/or
damage to the equipment.
- Make sure that the Global Position System (GPS) is not energized when the aircraft is in a
hangar. If you do not obey this instruction, you can cause damage to the GPS.

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ATA 00–20 HELICOPTER SAFETY FOR MAINTENANCE

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ATA 00–40 TECHNICAL PUBLICATIONS

TECHNICAL PUBLICATIONS

GENERAL DESCRIPTION

The flight and maintenance operations must be carried out according to the officially issued
documents that consists of:

- Rotorcraft Flight Manual

- Flight Manual Supplements for certified kits
- Integrated Electronic Technical Publication., which include:
- Maintenance Publication.
- Integration to Maintenance Manual for additional certified kits.
- Component Repair and Overhaul Publication.
- Structural Repair Publication.
- Illustrated Parts Publication.
- Fault Isolation Publication.
- Wiring Diagram Publication.
- Illustrated Tools and Equipment Publication.
- Master Minimum Equipment List
- Aircraft Maintenance Planning Information

Rotorcraft Flight Manual

It provides all the information required to operate the helicopter in normal and emergency
conditions. It contains the following sections:

- 1 Airworthiness Limitations
- 2 Normal Procedures
- 3 Emergency And Malfunctions Procedures
- 4 Performances
- 5 Optional Equipment
- 6 Weight and Balance
- 7 Systems Description
- 8 Handling and Servicing
- 9 Supplemental Performance Information.

Flight Manual Supplements for certified kits

It provides al the information required to operate the certified kits installed on the helicopter in
normal and emergency conditions.

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ATA 00–40 TECHNICAL PUBLICATIONS

Interactive Electronic Technical Publication (IETP).

The IETP is a computerized publication that includes the follow aircraft maintenance
publications:

Maintenance Manual
It provides all the information required to perform all the procedures used to preserve the
airworthiness and flight characteristic of the helicopter. It contains the following information:
- Inspection requirements
- Maintenance procedures
- Removal and installation procedures
- Test and inspection procedures.

Integration to Maintenance Manual for additional certified kits.

It provides all the information required to perform all the procedures used to preserve the
airworthiness and flight characteristics of the certified kits installed on the helicopter.

Component Repair and Overhaul Publication.

It provides all the information required to the disassembly, inspection, repair and reassembly of
the major helicopter components when applicable.

Structural Repair Publication.

It provides all the information required for the identification of structure damages and the repair
associated.

Illustrated Parts Catalogue Publication.

It provides the illustration and identification data about the replaceable parts of the air vehicle for
which the maintenance procedures has been provided.

Fault Isolation Publication.

It provides the information and procedures required by the user to isolate faults not identified by
built-in test equipment.

Wiring Diagram Publication.

It provides all the electrical/electronic wiring diagrams required for maintenance tasks.

Illustrated Tools and Equipment Publication.

It provides all the characteristics and the illustrations of all the special tools and equipment,
including test equipment recommended for the maintenance of the air vehicle.

Master Minimum Equipment List

It provides the list of all the airborne equipment, mandatory to achieve a safe flight condition.

Aircraft Maintenance Planning Information Publication. (ATA 04 and 05)

Contains all recommended inspections and maintenance checks that need to be performed to keep
the helicopter in an airworthy condition. It also contains unscheduled inspections that need to be
performed after pre-described incidents.

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ATA 00–40 TECHNICAL PUBLICATIONS

MAINTENANCE MANUAL

GENERAL

The maintenance manual is divided in data modules that provide the required information to
perform maintenance on the helicopter. The data modules are identified by the following code:

The data module can be descriptive or procedural.

PROCEDURAL DATA MODULE

The data about a procedural data module are included below the following headings:
- References
- Preliminary requirements
- Procedures
- Requirements after job completion.

References
Below this heading you find a list of the data modules and technical publications that are included
as references in the data module.

REFERENCE SECTION – EXAMPLE -

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ATA 00–40 TECHNICAL PUBLICATIONS

Preliminary requirement
Below this heading you find all the data you must know before you do the procedure. The
preliminary requirements are written below these headings:
- Required conditions
- Support equipment
- Supplies
- Spares
- Safety conditions.

Preliminary requirements section – Example -

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Required conditions
Below this heading you find a list of the tasks to be performed before starting the procedure.

Support equipment
Below this heading you find a list of the special tools and support equipment that are necessary to
do the procedure. The identification number is the same number as used in the Illustrated Tool
and Equipment publication.

Supplies
Below this heading you find a list of all of the consumables, materials and expendables necessary
to do the procedure.

Spares
Below this heading you find a list of the spares that are necessary to do the procedure.

Safety conditions
Below this heading you find the general warnings, cautions and notes that are applicable to the
data module.

Procedure
Below this heading you find the sequence of the steps and illustrations that give the instructions
necessary to do the procedure.

Procedure section – Example -

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ATA 00–40 TECHNICAL PUBLICATIONS

Requirements after job completion

Below this heading you find all the instructions necessary to put the helicopter back to operation.

Requirements after job completion – Example -

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

INTEGRATED AVIONIC SYSTEM

GENERAL

The integrated avionics system contains the systems and functions necessary to operate the
helicopter.

These systems and functions are:

– Auto flight.
– Communications.
– Indicating/recording.
– Navigation.
– Central maintenance.

The integrated avionics system has modular avionics units. The modular avionics units contain the
hardware units that make the subsystems and functions necessary to operate the helicopter. The
integrated avionics system uses flat-panel display units to show data in the cockpit. It uses mechanical
and virtual controllers to control the helicopter. It includes a maintenance system to monitor the
operation of the helicopter.

List of subsystems
The integrated avionics system includes the subsystems that follow:
– The Automatic Flight Control System (AFCS)
– The Modular Radio System
– The VHF Data Radio (VDR)
– The Airborne Audio System
- The Central Warning System
– The Electronic Display System (EDS)
– The Air Data System (ADS)
– The Attitude and Heading Reference System (AHRS)
– The Radio Altimeter System
– The VOR/ILS Data Link (VIDL) system
– The Weather Radar (WXR) system
– The Lightning Sensor System (LSS) (optional)
– The Distance Measuring Equipment (DME) system
– The Air Traffic Control (ATC) Transponder (XPDR) system
– The Automatic Direction Finder (ADF) system
– The Global Positioning System (GPS)
– The Flight Management System (FMS)
– The Central Maintenance System (CMS).

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ATA 00-50 INTEGRATED AVIONIC SYSTEM
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System interfaces
The integrated avionics system also supplies the interfaces for the equipment that follows:
– The Flight Data Recorder (ARINC 573/717)
– The Cockpit Voice Recorder (analog)
– The Electronic Engine Controllers (RS-422)
– The Fuel Computer(s) (ARINC 429)
– The Passenger Address System (analog)
– The Health and Usage Monitor System (optional) (ARINC 429)
– The Doppler Sensor (optional) (ARINC 429)
– The VHF NAV, ADF and DME radios (optional) (ARINC 429)
– The Flight Management System (optional) (ARINC 429).

MAU architecture
The MAUs in the helicopter have Digital Engine Operating System (DEOS) compliant processing,
and include the modules that follow:
– Power Supply Module (PSM)
– Network Interface Controller with Processor (NIC/PROC)
– Custom I/O (CSIO) module
– Control I/O (CIO) module
– Actuator I/O Processor (AIOP) module
– Central Maintenance Computer (CMC)
– Database Module (DBM)
– Global Positioning System (GPS) (optional)
– Video CIO (optional).

The MAUs transmit and receive the data through the ASCB-D bus and the LAN bus. The Custom I/O
(CSIO), Control I/O (CIO) and the other modules send the data from the sensors and the systems to
the processor modules. The processor modules process the data to control and monitor the helicopter.
The NIC transmits and receives data from the ASCB-D and the LAN, and makes them available to the
other modules in the MAU. The data are made available through a special Peripheral Component
Interconnect (PCI) backplane that has this name: Virtual back Plane Peripheral Component
Interconnect (VbPCI) bus. The VbPCI is a 32-bit wide passive, parallel back-plane bus. The system
uses this bus to connect the NIC to all the modules in the MAU on the ASCB-D. All module data in
these units (I/O included) are available to all other modules or to the ASCB-D in the integrated
avionics system. A standard hardware interface the name of which is Back-plane Interface Controller
(BIC) supplies the connection to the MAU VbPCI. The BIC is installed on the MAU modules. The
BIC stores and sends the ASCB-D and LAN data it receives from the NIC to the modules in sequence.
But the transmission occurs only when the modules are prepared to receive the data. The hardware
mechanism to store, transmit and receive the data in sequence is the BIC frame buffer. The BIC frame
buffer has dual ports and uses Random Access Memory (RAM). The NIC and the MAU can read and
write to the BIC frame buffer. To decode and encode the data to and from the BIC, the MAU modules
use a software function of the module processing circuit. This is a standard function the name of
which is Periodic Device Driver (PDD). The PDD is a high-integrity, table-driven routine. It applies
ASCB-D data to software functions available on the modules that are synchronized with the ASCB-D
network.

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

Each module in the MAU can read and write to the primary and buses on the same ASCB-D channel.
Each module can only read from the primary ASCB-D channel on the opposite side.

Data bus system Introduction

The data bus system is the primary system for the transmission of data between the subsystems, the
units and the modules. The data buses supply the electrical circuits and connections necessary for data
transmission between the subsystems, the units and the modules.

The most important function of the avionics system is the transfer of data between subsystems and/or
units or module. Some of these data are discrete data. The discrete data move on one wire only and
usually change between + 28 V dc and open, or between ground and open. The subsystems, units and
modules use the discrete data for the annunciators and warnings, and all the times when these data are
sufficient. Most of the data transfer is between the subsystems, and through the use of the digital data
buses. The data bus system has the buses that follow:
– Avionics Standard Communication Bus - Version D (ASCB-D)
– Local Area Network (LAN)
– Virtual backplane Peripheral Component Interconnect (VbPCI)
– Remote Image Bus (RIB)
– Control Area Network (CAN)
– Weather Radar Picture Data (WXPD)
– Digital audio bus
– Digital microphone bus
– Radio Control Bus (RCB)
– ARINC 429 data bus
– RS-422 control bus.

All units and modules in the data bus system have different addresses. The data transmitted on the
ASCB-D and RSB include these addresses. When a unit or a module reads its address, it transmits
data on the bus during a specified time. After a unit or a module completes the transmission of the
data, it goes back to the monitor only mode.

ASCB-D data bus

The ASCB-D data bus is the primary interface between the MAUs and the MRCs. The ASCB-D data
bus is a high-speed data bus of the fail-operational type that includes four data buses: the left primary,
the right primary, the left backup and the right backup data buses. The fail-operational data buses are
those that continue to operate also if one or more units or modules connected to them become
unserviceable. Each data bus is made of sets of twisted wires that are electrically isolated, and have a
shield and resistor terminations. Each data bus transmits the serial data in two directions (one
direction at a time) at a rate of 10 MHz. The data configuration is equivalent to that of a high-level
data-link control. The isolation bus couplers isolate the four ASCB-D buses from each other. Thus a
short circuit on one bus has no effect on the other buses. A NIC/PROC module in the MAUs and a
NIM in the MRCs controls the data transmitted on the ASCB-D. Each NIC/PROC module and NIM
that is attached to the ASCB-D is related to one side (right or left), and connected to three buses: the
onside primary, the onside backup and the crossside primary buses. Each NIC/PROC module and
NIM transmits data on the onside buses at the same time. Each NIC/PROC module and NIM receives
data from one of the onside buses (through a switching algorithm), and also from the cross-side bus.

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

LAN data bus
The LAN is available to all units that connect to the ASCB-D. The LAN is a high-speed, non-
essential bus without redundancy that is used for the maintenance and test functions. It is also used to
upload the data and software in the MAU modules and the NIMs of the MRCs. The maintenance is
done on the ground by connection of a standard laptop computer to the LAN. The configuration of the
laptop computer must be that of a remote maintenance terminal (RMT) to the LAN: Ethernet 10-Base-
2 hardware and proprietary software. The maintenance terminal and its CD or 3.5 inch disk drive are
used to upload/download the data. Database files and/or software are uploaded to the system. Stored
data (memory) or the fault history files are downloaded.

The LAN is connected to the same NIC/PROC as the ASCB-D. Each NIC/PROC includes a hardware
LAN connector. All MAU modules transmit and receive on the LAN through the backplane bus. The
NIC/PROC operates as an interface between the virtual LAN and the LAN hardware. The LAN
hardware is a thin coaxial cable connected point-to-point to the NIC/PROC, NIM and CMC modules.
The LAN is continuous internally to the same modules.

Virtual backplane Peripheral Component Interconnect (VbPCI) data bus

The VbPCI is a parallel bus that operates at high-speed and transmits in two directions. It connects
the NIC/PROC to most MAU modules, but not to the power supply module and the GPS module. The
bus structure is the same as that of the standard PCI bus you have in personal computers. Each
channel of an MAU has a VbPCI that operates independently. The NIC/PROC modules control the
transmission of data on the VbPCI. These NIC/PROC modules operate as the VbPCI masters. A
standard hardware interface the name of which is BIC gives the connection to the backplane of the
MAU VbPCI. The BIC is installed on the client modules. It lets the NIC/PROC move the data
received from the ASCB-D and LAN to the memory of the client module. It also lets the NIC/PROC
retrieve the ASCB-D and LAN data the client module wants to transmit. The hardware mechanism
that does these operations is the BIC frame buffer. The BIC frame buffer is a dual-port RAM that can
be read and written to by the NIC/PROC and the client module.

ARINC 429 data bus

The ARINC 429 data bus system is made of transmitters and receivers connected through sets of two
twisted wires that have a shield. The data are transmitted by one transmitter to one receiver or to a
group of as many as 20 receivers connected in parallel. Each ARINC 429 bus transmits the data in
one direction only. Two sets of transmitters, receivers and two twisted wires with a shield are
necessary to transmit the data in two directions (to and from two units or modules). The ARINC 429
data transmissions contain words of 32 bits. These words are transmitted at 12.5 kHz (low-speed) or
100 kHz (high-speed). Bit number 1 is always the first bit transmitted and bit number 32 is always the
last bit transmitted. Bits 1 thru 8 are the octal label, which identifies the type of data contained in the
word. Bits 9 and 10 usually are the source/destination identifier, which shows what source unit or
module transmitted the word. Bits 9 and 10 can also be used as data bits in high-resolution data words.
Bits 11 thru 29 are the data field. Bit 11 is the least significant bit and bit 29 is the most significant
bit. Bits 30 and 31 usually are the sign-status matrix, which identifies the sign and validity of the data.
Bits 30 and 31 can be used as data bits in high resolution data words, as occurs with bits 9 and 10. Bit
32 is used for parity.

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

RS-422 control bus

The RS-422 buses are made of sets of two twisted wires that have a shield. The controllers in the
other avionics systems use the RS-422 buses to transmit data. These controllers include the guidance
panel, display controller and the WX control bus (the MAUs supply this bus). The data transmitted on
an RS-422 data bus are for control of the flight director. The display controller transmits RS-422 data
for the manipulation of the display data on the PFD and MFD.

INTEGRATED AVIONIC SYSTEM (1 OF 2)

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

INTEGRATED AVIONIC SYSTEM (2 OF 2)

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

ASCB-D and LAN DATA BUSES

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

VIRTUAL BACKPLANE BUS STRUCTURE

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ATA 00-50 INTEGRATED AVIONIC SYSTEM

AC Autopilot Controller
ADF Automatic Direction Finder
ADM Air Data Module
AFCS Automatic Flight Control System
AHRS Attitude and Heading Reference System
ANT Antenna
AP Audio Panel
APM Aircraft Personality Module
ASCB Avionics Standard Communication Bus
ATC Air Traffic Control
CCD Cursor Control Device
COMM Communication
CVR Cockpit Voice Recorder
DC Display Controller
DME Distance Measuring Equipment
FDR Flight Data Recorder
FMS Flight Management System
GC Guidance Controller
GPS Global Positioning System
GS Glide Slope
HUMS Health and Usage Monitor System
LAN Local Area Network
LP Lighting Processor
LS Lightning Sensor
LSC Lightning Sensor Controller
MAU Modular Avionic Unit
MB Marker Beacon
MCDU Multifunction Control Display Unit
MRC Modular Radio Cabinet
NAV Navigation
RA Radio Altimeter
RMT Remote Maintenance Terminal
RIC Remote Instrument Controller
VIDL VOR / ILS Data Link
XPDR Transponder
WRC Weather Radar Controller

ABBREVIATIONS

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