Table of Contents Drive Systems Electrical Mast Torque System 3 Main Rotor RPM 8 ‘XMSN Oil Temperature and Pressure 14 Drive Oil Temperature and Pressure 15 Drive System Status Page 20 42 and 90 Degree Gearbox Indications a Review 2 a . Ona Mission. BH nelicopter- ‘A Textron Company Expon Classsiation G, EGCN EAR 99 WARNING - The document contsne technoal data whose export ie resticied by the Arms Export Conta Ac (Title 22, US C., See 2751, ‘eu eq) ot the Export Administtion Act of 1579, as amended, Tile 60, U.S.C., App. 2401 et. 96, Vilation ofthe export iawe aro Subject o severe enminal pena. Disseminate in accordance with provisions of DoD Diecive 823025,Revision Record Rev No. Date Revision Details Revised by 7 ZO1@JANO8 | Changes based on ary un Puckett 3 porsoorse | Replaced Drive Sys Temporesaure |p aycg indication graphic pago 4-13 | incorporated Display Retrofit Kt 472-706- jj 2019AUG8 | 131 and 41ZEPX Information, PUSKETT ‘cnr soronvoos 42 2201030 Toston Cmany ‘por Classicaten ©, ECON EAR 99 [ARights Reserved. For Tring Papo OnlyDRIVE SYSTEM ELECTRICAL Mast Torque Signal Conditioner Mast Torque Filter Assembly Lower Loft, Aft Avionics Mast Torque System 442EPI SIN 37002 Through 37082 and 412EP modified by EPI STC SRO9600RC The mast torque system was retained from the 412EP helicopter. The Mast Torque Signal conditioner is located in the aft left Avionice bay. A mast torque sencor and a signal conditioner measure and transmit signals to the Aircraft Data Interface Unit (ADIU). Both channels of the ADIU are used for system redundancy. The ADIU converts the signals to ARINC-429 Data to indicate the mast torque (QM) in percent (9%) on the EICAS display. The mast torque (QM) indication system includes the following components: = Mast torque sensor © Mast torque signal conditioner © Mast torque filter box During manufacture of the mast, the twist rate of the mast is determined, and the mast data plate is. stamped with a letter from A to R indicating the stiffness of the mast. The electrical signals from the reference and signal pickups are in phase at zero torque and 145.4° out of phase at 100% torque, which corresponds to 4,8* of mechanical twist for an H-graded mast. ‘The torque signal conditioner has a cover plate on one end covering 2 15-position switch marked A through R. This ewitch must be set fo the lettor corresponding to the letter on the mast data plate. {P| FUT 207@AUGOS 43 ©2018 bla Texon Company Export Claefeaton ©, ECON EAR 99 [Alps Reserves Fr Trang Puposes OnDRIVE SYSTEM ELECTRICAL Mast Torque Sensor |. Cea t ‘@ AEAA.6240_900004 (Typical) ‘Mast torque measurement is accomplished by @ sensor located on the bottom of the transmission and extending up into the bottom of the mast. The sensor consists of two monopole pickups that are ocated inside two sets of mast splines to detect the torsional displacement between them, ‘The bottom sensor is solid in the mast and is the reference sensor. ‘The upper pickup is located on the lower end of the torque tube and is the signal sensor. 44 ©2010 Bol, 2 Teton Comsny [AIRgte Reserved ex Tring Purpones OxyDRIVE SYSTEM ELECTRICAL MAST TORQUE SIGNAL CONDITIONER (MTSC) (LOWER LEFT AFT AVIONICS COMPARTMENT) (#12EPx SIN 39101 AND SUBSEQUENT) Mast Torque Signal Conditioner (MTSC) 412EPX S/N 39101 And Subsequent ‘The ACA mast torque signal conditioner (MTSC) is a solid-state processor that receives two mast torque rotational input signals and @ remote temperature sensor bulb signal and converts these into @ mast torque output signal, This calculated output is a linear 0 to 6 V DC analog output signal to the ADIU. The MTSC provides for three independent DC analog outputs and two Open/Ground discrete outputs for Overtorque indications. ‘The smaller MTSC replaces the existing signal conditioner unit and removes signal conditioner filter assembly used for 412EP and 412EP|. ‘The MTSC also reports via the Maintenance Port (RS-422 PC interface) the input and output values. ‘These inputs and outputs include the tach input, temperature bulb impedance, mast stiffness setting, test signal output voltage, torque output voltage, phase measurement, overtorque output status, latched overtorque status, BIT status, overtorque reset status, and any failures in the MTSC system are detected using a PC running the MTSC Maintenance Application, RS-422/USB Adapter, and the Maintenance Interface cable. N26 _uT_20'@aLGOS 45 (©2019 Bal, 2 Tewon Company spor Ciassifeaton C, ECCN EAR 09 [AlRghts Reserve, For Tring Purposes OnyDRIVE SYSTEM ELECTRICAL va a= os Seen aE swum: | get meet ee 1s st Fr itcsceceer beaeesere! Ee fas i: (aeeee Sacer eee op ee =n (Sa ee Export Clasieaten C, ECON EAR 98 cs 46 442EPX SIN 39101 And Subsequent (©2010 0,2 Tewten Company [AlRghts Reserved For Tring Purpowe On)DRIVE SYSTEM ELECTRICAL Mast Torque System Operation The signal sensor is connected to the top of the mast and is displaced in relation to the reference sensor when the mast is under a torque condition. The mast torque signal conditioner provides VDC. ‘output to the ADIU, which scales the DC input voltage and sends the signals via ARINC-429 data to indicate the mast torque in percent (QM %) on the EICAS display. A temperature sensor mounted on the transmission top case provides temperature compensation above and below 77°F (25°C) for changes in mast elasticity. A digital readout is provided during All Engines Operating (AEO) to show the main rotor mast torque value. which normally corresponds to the total of the two engine torque values adjusted for mast torque contribution. The value displays in yellow when in the 5-minute takeoff range or in red when at or above the mast torque limit When mast torque information is not available, the QM value is replaced by a total torque readout labeled QT, which is the sum of the measured engine torques (Qe), for easy reference. This occurs when the rotor speed value is below 60% or if the mast torque signal conditioning system fails. «26P1_FMT_zoveaucos ar (©2018 8en, 2 Teen Company ‘Ber Classen ©, ECON EAR 99 [NI Rges Reserved. For Tring Purposes OnDRIVE SYSTEM ELECTRICAL Nr Generator-Tachometer ‘Transmission Lower Right Side Main Rotor RPM 412EPI SIN 37002 Through 37052, 412EP modified by EPI STC SRO9600RC and 412EPX SIN 39101 And Subsequent. ‘The main rotor speed indicating system consists of @ generator-tachometer sensor that measures and transmits its signal to both Electronic Engine Control (EEC) units. ‘The EEC units provide the primary signal sources for the display units, and the ADIU (fed by NR signals from the EEC units) is the alternate data source. ‘The signals are sent to the display units to indicate the NR speed in percent (%) on the Power Situation Indicator (PS!) Triple Tachometer. ‘The rotor speed sensor is mounted on the main transmission and is used to indicate the rotational ‘speed of the main rotor mast. The monopole sensor has two coils that output the same signal. Each of the two coils is electrically independent and protected against a short circuit in the other coil. Coil A provides the primary input to the EEC 1 and coil B provides the primary input to the EEC 2. -4s20P1_Fur_2oronucos 48 (©2010 t, 2 Tewon Compsny [spor CiasefeaonC, ECON EAR 99 ‘A Rights Reserved Fer Training Purponos OyDRIVE SYSTEM ELECTRICAL Signal Redundancy NR Data Source DU 4 and DU2 DUB.and DUA Primary EEC 1 EEC2 ‘Secondary FEC? EEC 1 Third (Tertiary) ADIU CHA ADIU CHB Notes 49 ©2018, s Toten Compe -126PL FMT z0v@auG08 Exgot Gassifeaton C, ECCN EAR 08 [Alors Reserves, Foe Traring Purposes OnDRIVE SYSTEM ELECTRICAL Wamning/Cauton Panel RPM Push Button Annunciator (PBA) ‘The RPM PBAs are located on the instrument panel above DU 1 for the copilot side and above DU 4 for the pilot side. ‘The RPM PBA is a single sleeve type LED annunciator and momentary switch assembly with a built- In connector. The ADIU 28 VDC Lamp Driver output #3 controls and illuminates the RPM segment. The RPM PBA also provides the Press to Test/Reset function through the momentary switches. ‘The ADIU RPM logic monitors the NR speed from the EEC RS.422 NR data word inputs and lluminates RPM annunciator with the rotor RPM: * Between 20% to 95% + Above 104.5% ‘The ADIU also gonoratos the Low Rotor RPM aural alert to the ICS eystom. “126PL_FUT 20104608 440 (©2019 Bo, = Teton Company Export GlaseatonC, ECON EAR $9 [AlRighe Reserved. For Tring Purpose OnlyDRIVE SYSTEM ELECTRICAL Tmple Tach Bar Format Noma Powered Flt Bar Format om nan React aust 10439 00% Wont Sovemance Retro 7 Spd ee Nas Rane Rew select 10% a a ‘uD 0" 103% Triple Tach Section The triple tach section of the PSI presents the power turbine speeds (NP) for each engine and main rotor epeed (NR). Presentation is in one of two formats: ‘© Bar or tape format for normal, powered flight + Anare format for un-powered auto-rotation or severe rotor droop ‘The bar format is an expanded, vertical scale presentation covering the 80% to 110% rotor speed range. This is the equivalent of presenting a magnified view of the area of interest for normal flight, The bar presentation optimizes the ability to monitor the relationship of both NP indications to NR and to the rotor governing speed. For the Bell 412EPI and 412EPX, two normal flight RPM profiles are provided: © 100% fixed RPM position = AUTO position, which automatically selects between 97% and 100% RPM in response to ambient fight conditions In addition a manual selection of 103% RPM is provided for CAT-A take-offs, “4126P1_FT_20T@AUGO5 att ©2019 el, a Texto Company ‘spar ClssfcatonC, ECON EAR 98 AU Rights Reserved. For Trang Purposes OnlyDRIVE SYSTEM ELECTRICAL For normal operating modes, a magenta horizontal line with a marker dot indicates the governing speed (NREF). Normally the green pointers on the NP and NR indications are centered on the governing speed marker. When AUTO mode is selected and the govering speed changes in response to ambient conditions, it changes slowly at a rate of 1% per second. The NP and Nr indications should remain centered on the NREF marker. Triple Tach Section ‘The governing speed can be set manually to 103% using the control on the collective head. This is typically used for CAT-A takeoff and landing procedures. In this case, the governing reference speed line is displayed in cyan and moves to the 103% position. The control should be selected back to either the "100%" or "AUTO" position following take-off for normal flight. In the unlikely event of an engine over-speed or an engine shaft break or clutch failure, the display automatically colors the indications to enhance recognition. Any time an engine turbine spead, together with the rotor speed, exceed an allowed margin over the Governing speed, the system uses torque to Identify the over-speeding engine and presents the engine NP and NR in yellow. Initially in an over-speed condition, both engines would increase speed in order to maintain matching; by correlating torque, the over-speeding engine is identified. ‘An NP indication higher than NR indicates a problem, such as shaft break or clutch failure. In this case the engine NP indicator is presented in red. If one of the NP indications drops below 90% while the bar format is displayed, then the indication page at the bottom of the gauge with the pointer half obscured, and a digital readout appears to continue providing NP readings. Triple Tach Are Format Rotor overspeed Ul (104.5%) ee Optimum autorotation cromany d (100° Speed (t00%) when engines failed in flight) tus, Minimum light-weight speed (91%) Autorotation speed for Pet < 8000 Ibs (80%) ‘aco run zo1onvooe 442 ©2010 «Teton Conpory ‘spor ClaseatonC, ECON EAR 99 ‘AU Righs Reserved. For Tring Purposes OFDRIVE SYSTEM ELECTRICAL Arc Format AA triple tach arc format is presented in place of the bar format when an unpowered autorotation is detected or the rotor speed droops severely. In the case of severe droop, the RPM annunciator illuminates with a low rotor speed aural alert at 95% RPM, then the bar format changes to the arc format below 90%, The arc format is intended to be oversized. When presented, it wil overwrite @ portion of the power indication gauge. When the arc appears in fight, it means that rotor speed is critical and needs to be managed. The arc format displays a large rotor speed needle that indicates against a colored arc. Like the power section, the needle color matches the arc range. The gray range above the red limit tick tums rad if the naedla moves above the red limit tick. A digital readout is also presented for rotor speed. The coloring of the digital readout matches the needle and indicates the operating condition. The rotor arc is scaled for autorotation. The white reference tick at the 9 o'clock position of the arc indicates the optimum autorotation speed. ‘The upper red tick indicates the rotor speed limit, The lower point of the green arc indicates the minimum autorotation speed. A red tick on the yellow arc indicates the light-weight (less than 8000 lb 1 3629 kg) minimum autorotation speed. Operation in the yellow are should be limited to ground operations. |n addition to the rotor speed, two NP needles are presented. Like the engine needles, the single shaft noodle is for Engine 1 and the double shaft needle is for Engine 2. When the needies match up to the rotor speed, they are masked by the rotor needle — except if the speed exceeds the rotor speed (Ge, clutch or shaft failure) in which case the associated needle displays in red on top of the rotor needle. The primary purpose of the NP needles in this format is to provide an indication of closure rale when rolling up engine speed following a training autorotation. Notes «412eP1_Fur_oveaucos 413 (©2018 Be @ Tewen Company spar GlassfcatonC, ECCN EAR 09 [MI Rigts Reserved For Trang Purposes OnlyDRIVE SYSTEM ELECTRICAL Oil Pressure ‘Transducer Low Oil Pressure ‘Switch Oil Temperature ‘Switch Oil Temperature Bulb Transmission Right Side XMSN Oil Temperature and Pressure ‘The transmission oil temperature bulb is installed on the right side of the transmission. The bulb is a resistive temperature device. As oil temperature increases the bulb resistance increases. The bulb output routes to the ADIU for the conversion and scaling forthe display indications. The bulb provides 2 resistance range from 68.27 ohms (-70°C) to 242.7 ohms (+300°C) Oil Pressure Transducer ‘The transmission oll pressure transducer is installed on the right side of the transmission. The transducer contains a solid state strain gauge bridge that provides a milivott OC output signal proportional to the excitation input and applied oll pressure on the transducer diaphragm. The transducer measures oil pressure from 0 to 100 PSIG. The transducer receives DC excitation from the ADIU and provides the mVDC signal to the ADIU. ‘roep1 pur_aoroaucos Anh (©2019 Bal « Teton Comsany spor Classcaton ©, ECON EAR 98 [AIRights Reserved. For Tranng Purposes OnlyDRIVE SYSTEM ELECTRICAL Drive System Pressure And Temperature I % Oil Pressure % Temperature Upper Red Upper Red. Line 60% Line 80% Mid Yellow Lower Yellow = Line 30% Lime 20% Lower Red Line 20% Drive Oil Temperature and Pressure AAZEPI and 442EPX a The drive system oll pressure and temperature system provides an indication of the combined ‘transmission (XMSN) and the combining gear box (C-BOX) oil pressure in porcentage, and the temperature in degrees Celsius. The drive system oil temperature and pressure indications are part of ~ the EICAS. Digital readouts and two vertical scales at the bottom of the EICAS page show drive system oil a Pressure (P) and Temperature (°C). If the MED is colected to compressed or composite mode, the drive system Temp/Press indications A change to digital readouts only at the lower left portion of the MFD. The drive system oil pressure Z indication displays drive system oll pressure in a percentage scale with a digital readout of the drive system oll pressure value in percentage below the scale. A percentage scale for the pressure is, driven by @ combination of the transmission and combining gearbox pressures in relation to their pressure limits. The combining gearbox portion adjusts pressure as a function of rotor speed. ‘The size of the bar graphic is designed so that the top position of the vertical scale corresponds to the A 400% drive oil pressure limit. The vertical scale reads from 0 to 99% (greater than 99.5% is displayed x as 90), fT «126° FT_20v@AUGOB 445 ©2019 Bel, « Texron company fer Classioaion ©, ECON EAR 99 [AIRihts Resene. For Trang Purposes OnlyDRIVE SYSTEM ELECTRICAL Drive Oil Temperature and Pressure The rising vertical scale and the digital readout change color according to the display values as follows: + Red~ 20% or less, or 80% or more = Yollow ~ 20 to 30% © Green ~ 30 to 80% Gray - Invalid signal The drive system oil temperature indication displays the combined tranemission and combi gearbox oil temperature in degrees Celsius with a digital readout of the oil temperatura value in degrees Celsius below the scale. The size value is selected so that the top position of the vertical scale corresponds to 150°C. Each vertical scale reads from -55 to 199°C (200°C is displayed as 499°C). The ‘ising vertical scale and the digital readout change color according to the display values as follows: + Yellow range - below 15°C © Green range ~ 15 t0 110°C ‘Red range - above 110°C © Gray- Invalid signal Crew 412EPI SIN 37002 Through 37052 and 412EP modified by EPI STC SRO960ORC -4s2cP1 put gotoavons 446 ©2010 Bal,» Toxon Company ‘por GiasefeatonC, ECCN EAR 99 ‘AU Rghits Reserved. Por Trmnng Purposes OYDRIVE SYSTEM ELECTRICAL nere Sara aeotee 412EPX SIN 39101 And Subsequent The ADIU supplies 10 VDC excitation voltage to the oil pressure transducers. For the XMSN. transducer, the excitation voltage is supplied from the ADIU through pins 41 and 63 on connector PS to pins A and D on the XMSN transducer connector. For the C-BOX transducer, the excitation voltage is supplied trom the ADIU through pins 41 and 93, (on connector P2 to pins A and D on the C-BOX transducer connector. ‘As pressure on the diaphragms increases, an imbalance is produced on the strain gauge bridge and ‘an output proportional to the diaphragm pressure is supplied to the ADIU. For the XMSN transducer, the pressure signal is supplied to the ADIU pins 40 and 52 on connector P3. For the -BOX transducer, the pressure signal fs supplied to the ADIU pins 40 and 52 on connector P2. The C-BOX pressure is adjusted in the ADIU as a function of the rotor speed. ‘The XMSN and C-BOX pressure signals are then combined together in a mathematical function of the pressures in relation to their pressure limits. The ADIU sends the corrected pressure signal to the display units via the ARINC 429 databus. The signal is shown on the oil pressure vertical scale and digital readout as a percentage of the pressure, For the XMSN temperature bulb, the oil temperature signal is cent from the oil tomporature sensor pins A and B to the ADIU pins 85 and 97 on connector P2. “22eP1 Fur_2018AUG05 47 (©2010 Bel» Texten Company Expar Clasafeaton C, ECCN EAR 99 [MI Rgrts Reserved For Traming Purposes OniDRIVE SYSTEM ELECTRICAL For the C-BOX temperature bulb, the oll temperature signal is sent from the oll temperature sensor pins A and B to the ADIU pins 63 and 75 on connector P3. As the XMSN and C-BOX temperatures rise, the resistance of the temperature bulbs increases, ‘The input temperature signal is changed to a ital signal in the ADIU and supplied to the display units via the ARINC 429 data bus. The signal is a function of the XMSN and C-BOX temperatures and is shown on the oil temperature vertical scale and digital readout in degrees Celsius. Warnings, Cautions, and Advisories WARNING/CAUTION Parameter Data Source MRICS Transmission oil pressure 31+ 1.5 PSI or lower Detected by ADIU. Discrete ground/open input from transmission low oll pressure switch. Inhibited during engine starts (NR < 45%) EEE ‘Transmission oil temperature above 110°C Detected by ADIU. Discrete ground/open input from transmission oil tomporature switch EE Combining gearbox oll pressure 31 1.5 PSI or lower Detected by ADIU. Discrete ground/open input from C-Box oil pressure ewitch. Inhibited during engine starts (NR< 45%) =o Combining gearbox oil temperature above 115° C or higher (reference IL 412-99.36) Detected by ADIU. C-Box oll | temperature switch input to ADIU Mast Torque (QM) 100% or higher for 3 seconds or longer duration Mast torque signal input to ADIU Detected by ADIU exceedance logic. Exceedance flag sot and event recarded in ADMM. Maintenance required to download and clear flag. Rotor RPM 104.5% or higher for 10 seconds or longer duration EEC RS-422 data word NR input to ADIU. Detected by ADIU exceedance logic. Exceedance flag set and event recorded in ‘ADMM. Maintenance required to download and clear flag. ‘gor Classifeston C, ECON EAR 99 448 ©2010 8a 2 Toten Comsany [AIRights Reserved For Traning Purpoves OnlyDRIVE SYSTEM ELECTRICAL [aRneCTON eS aS | | Transmission and/or combining Detected by temperature and gearbox oil temperature andior pressure inputs to ADIU oil pressure approaching a limit ‘monitoring loge. Inhibit when oil temp valid and < 18°C. Oil debris detected causing short or | Detected by ADIU chip detector resistance < 150 ohms for more than | monitoring logic. Recorded by 2.8 seconds at one or more XMSN_ | ADIU in ADMM Chip History. chip detectors resistance < 150 ohms for more than | monitoring logic. Recorded by 2.8 seconds ADIU in ADMM Chip History. (Open or resistance > 150+ 5 Kohms | Detected by ADIU chip detector in chip detector or wiring circuit to | monitoring logic, ADIU ‘Open or resistance > 150+ 6 Kohms | Detected by ADIU chip detector in chip detector or wiring circuit to | monitoring logic ADIU Da Oil debris detected causing short or | Detected by ADIU chip detector ip Open or resistance > 16046 Kohme | Detected by ADIU chip detector in chip detector or wiring circuit to | monitoring fogie ADIL in chip detector or wiring circuit to | monitoring logic ADIU Iie ‘Open or resistance > 150 4 5 Kohms | Detected by ADIU chip detector ‘Open or resistance > 150 + 5 Kohms | Detected by ADIU chip detector in chip detector or wiring circuit to | monitoring logic o ADIU z Transmission or G BOX temperature | ADIU logic. Temperature or 2 7 zi andlor pressure input signal missing | pressure signal input failure. eae or invalid, Combination Drive T/P . using remaining signals. CAS using ~ ‘TempiPress switches for affected area, a 41261 ENT zosausos: 449 ©2018 el,» Texion Company ‘scot Classifoaton C, ECON EAR 98 AU Rights Reserves. For Tring Purposes OnlyDRIVE SYSTEM ELECTRICAL Drive System Status Page The drive system page is accessible directly from the EICAS page via the GIR RS sott key and provides unprocessed raw tomporatures, prossures, and detailed chip indications grouped in 3 Schematic presentation ofthe dive system for ease of faut isolation It is not necessary to select this page to establish pilot action; it ie presented for situational understanding of a drive system problem. Each area of the drive system prasents its raw pressure and temperature in measured pressure in (PSI) and measured temperature (°C). Parameters are colored based on the unprocessad limits for the parameters prior to ADIU conversion to percent and adjustment for dynamic limits. Detailed chip indications are displayed in yellow and contribute to isolate CAS Chip messages as follows: + SUSMIGHIE: WAST, PUNTRY, MONITR, or SUMP. © TREE TRA? (42 degree gear box), or TRIBD (90 degree gear box) + ENERGIE or ENGIENGETE: ENG (power section Accessory Gearbox) or ENGE (Reduction Gearbox) + GEESRENE: COX (combining gear box) “r2cp| eur zoraaueoe 4.20 ©2010 dal,» Textron Company nt laseaton GEGEN EAR 99 [AlRgs Reserved. For Traning Purposes OnlyDRIVE SYSTEM ELECTRICAL 42 and 90 Degree Gearbox Indications ‘The 42° and $0° chip detectors isolate metal particles found in the gearbox oil system. Each chip detector assembly consists of a setf-sealing valve housing and 2 quick disconnect self-locking bayonet probe with a permanent magnet at the end. The 42° gearbox chip detector assembly is installed in the lower right side case. The 90° gearbox chip detector assembly is installed in the lower loft side case. gneve ee) | i teense Notes j 20T8ALG08 421 © 2019 Bl, 2 Tewon Company 26 ing Purposes Ony spor ClassfeatonC, ECON EAR 02 [AIRigtes Reserved, Fo TDRIVE SYSTEM ELECTRICAL WARNINGICAUTION Parameter Data Source Metal particles detected in 42° ‘and/or 80° gearbox oil. ADIU fuzz bum circuit did not clear particios. Chip detector input tothe ADIU Chip detector monitoring logic. ADIU detects input remains at 450 +50 ohms or less for 2.8 seconds after fuzz burn activation. Chip event recorded by ADIU in ADMM chip history file. Maintenance required to download and clear flag ‘Open or resistance > 150+ Kohms in chip detector or wiring circuit to ADIU Chip detector input to the ADIU Chip detector monitoring logic. (Open or resistance > 150+ 5 Kohms in chip detector or witing circuit to ADIU Chip detector input to the ADIU Chip detector monitoring logic. -4s2cP1 FUT 010av008 spor GiassfcatonC, ECCN EAR 98 4.22 (©2019 Bel a Teron Comeany [AIRigts Reserved Fox Trang Purposes OnyDRIVE SYSTEM ELECTRICAL Review 1. The Mast torque system was. for the 412 EPI helicopter. 2. The Mast torque system was for the 412 EPX helicopter. 3. The mast torque signals route to the for conversion to ARINC-429 digital data. 4. Mast torque is displayed as QM on the pages. 5. Inthe event of a mast torque system failure, QM is replaced by 6. The Main rotor generator-tachometer signals are provided to the. 7. The ADIU monitors the NR data from the FECs for controlling the lights. 8. The transmission oil pressure transducer receives from the ADIU, 9. The EICAS Drive oil pressure and tomperature aro of the C Box and transmission pressures/temperatures, 10. Raw uncorrected oil pressures are presented on the page. 11. The tail rotor drive system is monitored for only. “4126P1 FMT 20TeAUGOB 423 © 2010 al, 2 Teron Company spor Caafeaton C, ECCN EAR 98 [AURIohts Reserved. Foe Trang Purses OnlyDRIVE SYSTEM ELECTRICAL Export Classifeston C, ECON EAR oo INTENTIONALLY LEFT BLANK 4.24 (02019 Ba» Teton Company [Rights Resere For Trainng Pursue Only