MD-11
P & W ENGINE 4462 DIFFERENCES ATAs 26, 36, 30
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TABLE OF CONTENTS
SUBJECT
PAGE
FIRE PROTECTION. 5 PNEUMATICS........... 27 ICE AND RAIN ......... 55
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MD-11
FIRE PROTECTION
PRATT & WHITNEY 4462 DIFFERENCES
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PW 4462 ENGINE
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FIRE DETECTION LOOP INSTALLATIONS
The Engine Fire Detection System causes fire warnings in the Flight Compartment if a fire or overheat condition occurs. Each engine has a dualelement Fire Detector Assembly installed at important locations. The two (2) elements (Loop A and B) of each fire detector assembly can independently cause a fire warning. This makes sure the system continues to operate if one element becomes damaged. A Fire Detection Control Unit, for each engine, monitors the fire detector assemblies. If a fire occurs, the control unit sends the signals that cause the FIRE WARNING indications in the flight compartment. The Fire Detection Control Units also monitor their related fire detector assemblies for failures. If a failure occurs, the Fire Detection Control Unit causes an alert message to come into view on the Engine and Alert Display.
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FIRE DETECTION LOOP INSTALLATIONS
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THRUST REVERSER COWL (LEFT SIDE)
The Fire Detectors are installed so the most critical fire zones are monitored for Overheat and Fire. The Fire Detectors are installed at the lower section of the Thrust Reverser Cowl inner structure: 1. To detect Engine Fires from flammable fluids that leak on hot surfaces 2. During some engine operation, it can detect an overheat condition from blown bleed air ducts. The elements monitor the left lower areas to include: 1. The Intermediate Case Group 2. The Main. Gearbox Group 3. To the Diffuser and Combustion Group. The two (2) Responders (loop A and B) are installed vertically at the forward section of the cowl assembly. It extends horizontally to the rear and a short section vertically. The routing of the fire detector wire assembly goes vertically around the forward inner section. It ends at the top of the cowl door to an electrical disconnect point.
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THRUST REVERSER COWL (LEFT SIDE)
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FIRE DETECTOR INSTALLED (LEFT SIDE)
The Fire Detector is installed at the lower, left section of the Thrust Reverser Cowl Door. The Responders are attached to a flat piece of metal with four (4) bolts, washers and nuts. The stainless-steel support tube is permanently attached to the flat piece of metal. The detector tubes are attached to the support tube by the clamp assemblies. The clamp assemblies are permanently attached to the support tube.
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FIRE DETECTOR INSTALLED (LEFT SIDE)
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THRUST REVERSER COWL (RIGHT SIDE)
The Fire Detectors are installed so the most critical fire zones are monitored for Overheat and Fire. The Fire Detectors are installed at the lower section of the Thrust Reverser Cowl inner structure: 1. To detect Engine Fires from flammable fluids that leak on hot surfaces, 2. During some engine operation, it can detect an overheat condition from blown bleed air ducts. The elements monitor the right lower areas to include: 1. The Intermediate Case Group 2. The main Gearbox Group 3. To the Diffuser and Combustion Group. The two (2) Responders (loop A and B) are installed at the forward section of the cowl assembly horizontally. It extends to the rear makes a curve, horizontally and a short section vertically. The routing of the fire detector wire assembly goes vertically around the forward inner section. It ends at the top of the cowl door to an electrical disconnect point.
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THRUST REVERSER COWL (RIGHT SIDE)
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RIGHT THRUST REVERSER DOOR (OPEN)
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PYLON FIRE DETECTORS (ENGINES 1 AND 3)
The top fire detector is installed at the bottom section of the wing pylon for the number 1 and 3 engines. The top fire detector assembly is put in that position: 1. To detect a fire/overheat condition in the top section of the core compartment 2. And to detect a torch type fire. NOTE: Torch-type fires are cause by a burnthrough of the combustion case.
This torch-type flame would hit the burn-through barrier and move in all directions. The elements must send the Fire Alarm signal before the fire can go into the pylon area.
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PYLON FIRE DETECTORS (ENGINES 1 AND 3)
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PYLON FIRE DETECTORS (ENGINE NUMBER 2)
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FIRE AGENT- DISCHARGE LINE
The engine discharge line stops at five (6) discharge nozzles in each engine compartment. Four (4) discharge nozzles are located in the lower section of the pylon above the engine. A flex hose is connected to a tube from the center of the pylon discharge nozzle line. This line is installed for the agent discharge at the accessory gearbox fire area.
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FIRE AGENT DISCHARGE LINE
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MD-11
PNEUMATICS
PRATT & WHITNEY 4462 DIFFERENCES
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PNEUMATIC SYSTEM DIAGRAM
The pneumatic system supplies bleed air from the aircraft engines or the auxiliary power unit for the operation of aircraft systems. The air comes from the 8th and/or 15th stages of the engine compressors. Each engine usually supplies air only to its related systems. For example, number one engine supplies the air for the number one air conditioning pack and left wing anti-ice. The number three engine supplies the air for number three air conditioning pack and right wing anti-ice. Two isolation valves, in the pneumatic manifolds, make it possible for one air source to supply all the aircraft pneumatic systems. This lets you use air from the auxiliary power unit or a ground air supply to pressurize different systems. If an engine related malfunction occurs, you could close its air supply and use a different engine to continue systems operation. The isolation valves are also important for engine starts. During a start, the valves open and send air from the air source to the applicable engine starter. The pneumatic system is automatic in its operation. Electronic systems controllers operate the different valves in the system. The valves control the air flows, the air pressures, and the air temperatures through the system. A manual mode of operation is also available from the flight compartment.
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PNEUMATIC SYSTEM DIAGRAM
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PNEUMATIC SYSTEM COMPONENT LOCATION (ENGINES 1 AND 3)
The primary pneumatic-system components installed on the wing engine are: 1. 2. 3. 4. 5. 6. 7. Precooler Fan Air Valve Pressure Regulator Valve Left side Low-Stage Check Valve Right side Low-Stage Check Valve High-Stage Valve Anti-ice Valve.
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PNEUMATIC SYSTEM COMPONENTS LOCATION (ENGINES 1 AND 3)
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PNEUMATIC SYSTEM COMPONENTS LOCATION (ENGINE NUMBER 2)
The primary engine components in the number 2 engine pneumatic system are identical to the wing engine pneumatic components. The engine pneumatic components are: 1. 2. 3. 4. 5. 6. 7. The pre-cooler The fan-air valve The pressure regulator valve The left low-stage check valve The right low-stage check valve The high-stage valve The anti-ice valve.
Due to the location and installation, the number 2 engine pneumatic manifold is different than the wing engine pneumatic manifolds.
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PNEUMATIC SYSTEM COMPONENTS LOCATION (ENGINE NUMBER 2)
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ENGINE 1 AND 3 (LEFT SIDE)
PNEUMATIC SYSTEM COMPONENT INSTALLATION This shows the pneumatic components installed on the engine left side; 1. This left low-stage check valve 2. The high-stage valve 3. The pressure regulator valve 4. The fan-air valve.
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ENGINE 1 OR 3 (LEFT SIDE)
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LOW-STAGE CHECK VALVES
During engine operation, two (2) each low-stage check valves (LSCV) open to supply engine bleed air from the 8th stage manifold. Low stage engine bleed air is then directed to the pressure regulator valve to supply a source of pneumatic air supply. The LSCV prevents reverse flow of the pneumatic airsupply pressure when it has greater pressure then the low-stage bleed air supply. The LSCV has two (2) flappers that are connected at the middle of the LSCV by a hinge. When greater pressure or reverse air enters the outlet side of the LSCV, it moves the flappers closed. This procedure isolates the 8th stage engine duct and the 8th stage engine ports. The LSCV is installed between the 8th stage duct and the duct that goes to the pressure regulator valve. One (1) valve is found on the upper right side of the engine core. The other LSCV is found on the upper left side of the engine.
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LOW-STAGE CHECK VALVES
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LOW-STAGE CHECK VALVE (ENGINE LEFT SIDE)
LEFT SIDE LOW-STAGE CHECK VALVE LOCATION This shows the low-stage check valve installed in the 8th. stage manifold on the left side of the engine.
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LOW-STAGE CHECK VALVE (ENGINE LEFT SIDE)
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COMPRESSOR CASE GROUP (CENTER RIGHT SIDE)
RIGHT SIDE LOW-STAGE CHECK VALVE INSTALLATION This shows the low-stage check valve installed on the upper right side of the engine.
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COMPRESSOR CASE GROUP (CENTER RIGHT SIDE)
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HIGH STAGE VALVE
15th stage bleed air, supplies the pneumatic system with a source of high stage bleed air supply. During engine operation the high stage valve (HSV) controls the quantity of 15th. stage bleed air used for pneumatic supply. When necessary high stage air is used when low-stage (8th. stage) air pressure is too low for pneumatic system supply. When low-stage air is used for pneumatic system supply and does not have the necessary temperature or pressure. Some high stage air will be used to help the low-stage air pneumatic system supply. The HSV also functions as a check valve, and closes to prevent reverse air pressure flow. This function isolates the 15th. stage manifold. The HSV is located on the left side of the engine. It is installed between the 15th. stage manifold and the duct that goes to the pressure regulator valve.
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HIGH STAGE VAVLE
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HIGH-STAGE VALVE (ENGINE LEFT SIDE)
HIGH-STAGE VALVE LOCATION This shows the high-stage valve installed between the 15th stage manifold and the duct that goes to the pressure regulator valve.
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HIGH-STAGE VALVE (ENGINE LEFT SIDE)
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PNEUMATIC PRESSURE REGULATOR VALVE
When necessary, the pressure regulator valve (PRV) modulates to adjust the pneumatic system output pressure. The PRV uses low-stage pneumatic supply (8th stage engine bleed air) and/or high-stage pneumatic supply (15th stage engine bleed air) as the source of pneumatic supply system. The PRV also functions as a check valve (it closes to prevent reverse air flow). This function isolates the low and high stages of engine bleed air sources. The PRV is found on the upper left side of the engine. It is installed between the intersect duct and the pylon interface duct.
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PNEUMATIC PRESSURE REGULATOR VALVE
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PNEUMATIC PRESSURE REGULATOR VALVE (ENGINE LEFT SIDE)
PNEUMATIC LOCATION PRESSURE REGULATOR VALVE This shows the pneumatic pressure regulator valve installed between the intersect duct and the pylon interface duct.
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PNEUMATIC PRESSURE REGULATOR VALVE (ENGINE LEFT SIDE)
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FAN-AIR VALVE SIDE VIEW (ENGINE LEFT SIDE)
FAN-AIR VALVE SIDE VIEW This is a side view of the fan-air valve (FAV) that shows the spring-loaded open butterfly actuator. The FAV is found on the upper left side of the engine near the pylon.
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FAN-AIR VALVE SIDE VIEW (ENGINE LEFT SIDE)
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FAN-AIR VALVE TOP VIEW (ENGINE LEFT SIDE)
FAN-AIR VALVE INSTALLATION This shows a top view of the fan-air valve (FAV) installed on inlet side of the FAV duct. The FAV is found on the upper left side of the engine near the pylon.
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FAN-AIR VALVE TOP VIEW (ENGINE LEFT SIDE)
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MD-11
ICE AND RAIN
PRATT & WHITNEY 4462 DIFFERENCES
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ENGINE ANTI-ICE
The engine anti-ice system uses engine bleed air from the high pressure compressor to prevent ice on the engine inlet cowl. An anti-ice control valve on each engine controls the airflow to its inlet cowl. When the valve opens, the air flows through a manifold into the cowl assembly. This hot air increases the temperature in the inlet cowl, and prevents ice. An Anti-ice Control Panel in the flight compartment contains the engine anti-ice control switches. Disagree lights on each switch tell you if a valve does not open or close with relation to its switch position.
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ENGINE ANTI-ICE
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PNEUMATIC SYSTEM DIAGRAM
The pneumatic system supplies bleed air from the aircraft engines or the auxiliary power unit for the operation of aircraft systems. The air comes from the 8th and/or 15th stages of the engine compressors. Each engine usually supplies air only to its related systems. For example, number one engine supplies the air for the number one air conditioning pack and left wing anti-ice. The number three engine supplies the air for number three air conditioning pack and right wing anti-ice. Two isolation valves, in the pneumatic manifolds, make it possible for one air source to supply all the aircraft pneumatic systems. This lets you use air from the auxiliary power unit or a ground air supply to pressurize different systems. If an engine related malfunction occurs, you could close its air supply and use a different engine to continue systems operation. The isolation valves are also important for engine starts. During a start, the valves open and send air from the air source to the applicable engine starter. The pneumatic system is automatic in its operation. Electronic systems controllers operate the different valves in the system. The valves control the air flows, the air pressures, and the air temperatures through the system. A manual mode of operation is also available from the flight compartment.
Ground Idle
8th 140 F (60oC) <20 PSI
o
15th 340 F (171oC) 45-70 PSI
o
Take Off
440oF (227oC) 110 PSI 490oF (255oC) 90 PSI 340oF (171oC) 45 PSI 265oF (130oC) 40 PSI
815oF (435oC) 410 PSI 865oF (465oC) 340 PSI 640oF (338oC) 160 PSI 540oF (282oC) 125 PSI
Max Climb
Cruise
Flight Idle
Airflow at 70% N1 1&3 45 + or - 15 Lbs/Hr 2 90 + or - 25 Lbs/Hr
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PNEUMATIC SYSTEM DIAGRAM
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ENIGNE 1 OR 3 (LEFT SIDE)
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ANTI-ICE VALVE AND PRESSURE INDICATION
The anti-ice valve regulates the airflow to the inlet cowl. The anti-ice pressure switch monitors the antiice valve operation. The anti-ice pressure switch and anti-ice valve are both installed on the right side of the fan cowl. The anti-ice pressure switch senses pneumatic pressure on the downstream side of the anti-ice valve. If a disagree condition occurs (over-pressure or under-pressure), the anti-ice pressure switch sends information to the flight deck about valve position and disagree fault logic.
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ANTI-ICE VALVE AND PRESSURE INDICATION
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ENGINE ANTI-ICE VALVE
The anti-ice valve is located on the lower right side of the fan cowl. The valve regulates the pressure sent to the inlet cowl at high engine power. At low engine power, the valve will be full open due to low engine bleed air pressure. The anti-ice pressure sensor (adjacent to anti-ice valve) receives pneumatic air from the downstream side of the anti-ice valve. It monitors anti-ice valve position and pressure sent to the inlet cowl.
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ENGINE ANTI-ICE VALVE
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INLET COWL ANTI-ICE SWIRL TUBE
Fifteenth stage pneumatic air is sent through the antiice duct to the swirl tube. The swirl tube has a single calibrated opening that increases the movement of the air into the inlet cowl. High airflow and increased movement of the hot air into the inlet cowl correctly heats the outer skin and prevents ice. The pneumatic air is then sent past the D-duct bulkhead through air discharge holes to the overboard exit duct.
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INLET COWL ANTI-ICE SWIRL TUBE
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INLET COWL ANTI-ICE EXIT DUCT (WING ENGINE)
After the pneumatic air is used to heat the forward edge of the inlet cowl, the air is sent overboard through an exit duct. This duct is installed on the bottom of the inlet cowl at the 6 o'clock position. The exit duct prevents over-pressure of the inlet cowl. During flight, the shape and location of the exit duct causes a low pressure area outside of the exit duct. The airflow over the engine cowl causes a suction that helps pull the air out of the exit duct.
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INLET COWL ANTI-ICE EXIT DUCT (WING ENGINE)
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ENGINE ANTI-ICE VALVE CROSS SECTION
The engine anti-ice valve is controlled by its electrical solenoid and is operated by engine pneumatic air. OPEN A torsion spring and pneumatic pressure keep the valve in the open position when the solenoid is deenergized. CLOSED The solenoid must be energized to close the anti-ice valve. When the pneumatic pressure under the actuator diaphragm is greater than the spring force, the piston moves. The movement of the piston closes the valve.
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ENGINE ANTI-ICE VALVE CROSS SECTION
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ANTI-ICE VALVE
To manually lock the anti-ice valve: 1. Loosen the lock screw in the center of the position indicator 2. Use wrench on hex head to open (clockwise) or close (counterclockwise). The force required to turn the valve shaft is less than 75 inch pounds. Tension springs lock the position indicator in the open or closed position 3. Tighten the lock screw in the center of the position indicator.
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ANTI- ICE VALVE
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ENGINE NUMBER 2 (RIGHT SIDE)
Air is sent through ducts from the engine pneumatic manifold to an anti-ice valve. The anti-ice valve is installed at the five o'clock position on the fan case (same as engines 1 and 3). Routing of the ducts downstream of the anti-ice valve is different on the number two engine. The ducts on the numbers 1 and 3 engines go forward to the inlet cowl at the four o'clock position. The ducts on the number 2 engine 90 up to the two o'clock position. They then go forward through the inlet adapter to the inlet forward lip.
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ENGINE NUMBER 2 (RIGHT SIDE)
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ENGINE NUMBER 2 ANTI-ICE DUCT
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HORIZONTAL STABILIZER
The tail section of the aircraft includes the number 2 engine. Access to the number 2 engine is through the aircraft tailcone.
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HORIZONTAL STABILIZER
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NUMBER 2 ENGINE INLET COWL ANTI-ICE AIR FLOW
The pneumatic air enters the inlet cowl area through a single duct. The air is sent into the D-duct and flows into a passage between the inner and outer skin. The air heats the outer skin and flows overboard through an anti-ice exit duct located at the seven o'clock position on the inlet duct.
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NUMBER 2 ENGINE INLET COWL ANTI-ICE AIR FLOW
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INLET COWL ANTI-ICE EXIT DUCT (ENGINE NUMBER 2)
After the pneumatic air is used to heat the forward edge of the inlet cowl, the air is sent overboard through an exit duct. This duct is installed on the left side of the number 2 inlet cowl at the 7 o'clock position. During flight, the shape and location of the exit duct causes a low pressure area outside of the exit duct. The airflow over the engine cowl causes a suction that helps pull the air out of the exit duct.
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INLET COWL ANTI-ICE EXIT DUCT (ENGINE NUMBER2)
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COWL DUCT THERMAL SWITCH (ENGINE NUMBER 2)
The cowl duct thermal switch sends a signal to the flight deck if a pneumatic manifold failure occurs. This switch is installed adjacent to the anti-ice duct on the number 2 banjo spar.
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COWL DUCT THERMAL SWITCH (ENGINE NUMBER 2)
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ENGINE NUMBER 2 INLET DUCT
The anti-ice duct on the number 2 engine inlet assembly is at the 2:30 position. The duct delivers the hot air to the inlet cowl. A shroud around the duct prevents damage to the structural components if a duct failure occurs. If the anti-ice duct fails, a thermal leak detector on the number 2 banjo spar alerts the flight crew about the fault.
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ENGINE NUMBER 2 INLET DUCT
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ENGINE 2 COWL ANTI-ICE SCHEMATIC
The Engine 2 Anti-ice Valve is powered by the 28 VDC 2 Bus. When the Engine 2 Anti-ice switch is set, power is removed from the Anti-ice Valve. The valve will open and send a position signal back through the Anti-ice Panel (AIP). On the engine a Nose Cowl Pressure Switch is used to monitor Anti-ice air pressure. With anti-ice on a pressure of less than 70 PSI will turn on the DISAG (disagree) light. If the anti-ice Is off, a pressure of more than 85 PSI will turn on the DISAG light. The Environmental System Controller (ESC) receives a disagree signal and sends disagree information to the Display Electronic Units. Engine 2 has a leak detector. The leak detector sends a ENG-2 ANTI-ICE DUCT FAIL signal to the ESC. Engine 2 also has a Heated Drain Hose. The Heated Drain Hose is not used on engine 1 or 3.
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ENGINE 2 COWL ANTI-ICE SCHEMATIC
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WATER DRAIN SYSTEM (ENGINE NUMBER 2)
Due to the engine number 2 inlet length and installation, it is important to make sure that water does not collect in the inlet. If water collects and freezes, the ingested ice can cause engine damage. There is a water drain system installed in the engine number 2 inlet. The drain system helps remove water from the inlet cowl. The water is sent overboard through a drain hose that has an internal 28VDC heater. This heated drain makes sure that water or ice does not collect and cause damage to the engine.
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WATER DRAIN SYSTEM (ENGINE NUMBER 2)
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INLET COWL
The Ice Detector is installed on the inlet cowl of engines number 1 an 3. The Ice Detector Probe and Sensing Elements extend into the airflow at the 8:00 position of the inlet cowl.
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INLET COWL
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ENGINE NUMBER 1 ACCESS PANELS
Access panel number 411 AL may be used for inspection, removal, and replacement of the Ice Detector Probe (engine 1 and 3).
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ENGINE 1 ACCESS PANELS
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INLET COWL ICE DETECTOR (ENGINES 1 AND 3)
The Ice Detector will detect ice formation on the sensing element. This element is installed in the patch of the airflow that enters the inlet cowl. The Ice Detector is an electrical unit and sends inputs to the Ice Detection Processor. The electrical wires from the ice detector to the aft bulkhead of the inlet cowl are found in the inlet cowl structure. The inlet cowl has access panels to permit inspection and maintenance of the ice detector, and electrical wires and connections.
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INLET COWL ICE DETECTOR (ENGINE 1 AND 3)
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ICE DETECTION SENSOR (ENGINES 1 AND 3)
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ICE DETECTOR INSTALLATION
The Ice Detector assembly is installed on the engine inlet at the 4 o'clock position. The air that enters the engine, flows directly over the sensing element. When ice collects to .020 of an inch, the Ice Detector will send the signals to the flight compartment.
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ICE DETECTOR INSTALLATION (ENGINES)
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DUAL PRIMARY ICE DETECTION SYSTEM BLOCK DIAGRAM
There are two separate Ice Detection systems on the MD-11 aircraft. The two systems must operate for primary ice detection. The three main components in each system are: 1. Ice detection probe 2. Ice detection controller 3. Environmental System Controller (ESC). The Ice Detector probe is in the engine inlet cowl (numbers 1 and 3 only). Dirt. oil, or other foreign material does not affect this unit. When there is no ice, the probe sensor tube vibrates at 40 KHZ. The ice detector controller is the main processor in the ice detection system. The controller receives signals from the ice detector probe and sends information to the ESC about: 1. Ice detected /no ice detected 2. Ice detector probe condition and faults 3. Ice detector controller condition and faults. When ice conditions occur, the ICE alert shows on the EAD. Also, the ice detector controller sends an input to the probe heater. The heater operates for 5 seconds to melt the ice built-up on the sensor tube. This is enough heat to melt light to moderate ice build-up.
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The ESC sends the ice information to the Display Electronic Unit (DEU). There are four alerts that appear on the DEU for the Ice Detection system: 1. ICE (Level 2) 2. NO ICE DETECTED (Level 1) 3. ICE DET (detector) SINGLE (Level 1) 4. ICE DETECTOR FAIL (Level 1) A built-in test function in the ice detector controller monitors the condition of the system and components. All faults found in the system go to the Central Fault Display System.
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DUAL PRIMARY ICE DETECTION SYSTEM BLOCK DIAGRAM
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ICE DETECTOR CONTROLLER
There are two Ice Detector Controllers on the MD-11 aircraft. There is one Controller for each Ice Detection system. The two Controllers are in the forward edge of the wing (one on the left wing and one on the right wing) and inboard of the engine pylon. The Ice Detector Controller has all of the electrical hardware to operate the Ice Detection system. This unit also has built-in test functions. The Controller sends drive signals to the ice detector probe, and the probe vibrates at a specific frequency. The Controller receives feedback signals from the probe and monitors conditions. In ice conditions, the Controller sends an ICE alert to the flight deck. The flight crew must manually turn on the anti-ice systems. The ICE alert goes out when all anti-ice switches (wing, tail, and engines 1, 2, and 3) are on. A NO ICE DETECTED alert comes on when ice is no longer present. The NO ICE DETECTED alert goes off when the flight crew turns the anti-ice switches off. A fault in one of the Ice Detector Controllers shows on the Engine and Alert Display (EAD) as an ICE DET (Detector) SINGLE. A fault in each of the two Controllers shows on the EAD as ICE DETECTOR FAIL. The faults go to the Central Fault Display System.
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ICE DETECTOR CONTROLLER
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COWL ICE DETECTION SCHEMATIC
ENG 1 ICE DETECTION PROCESSOR is powered by 115 VAC from AC Generator Bus 1. ENG 3 ICE DETECTION PROCESSOR is powered by 115 VAC from AC Generator Bus 3. Internal circuits send 115 VAC to heat the (ENG 1 and ENG 3) ICE DETECTION SENSORS. The OSCILLATOR MONITOR circuit sends a signal to: 1. The drive coil 2. The 39.87 KHZ detector circuit. The detector circuit compares the signal from the drive coil and the feedback coil. The output of the detector circuit goes to a 60 second (SEC) delay circuit and to the heater control circuit. The output of the 60 second (SEC) DELAY (on BRK) circuit will send a low to the Environmental Systems Controller (ESC). The ESC then sends an Engine 1/3 ICE signal (through XMTR A and XMTR B) to the Display Electronic Units (DEUs), for the air crews attention. The OSCILLATOR MONITOR circuit sends a SENSOR FAULT signal to the ESC when an ICE DETECTION SENSOR fails. The INTERNAL FAULT MONITOR circuits send a CONTROLLER FAULT signal when the ICE DETECTION PROCESSOR fails.
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COWL ICE DETECTION SCHEMATIC
For Training Purposes Only
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