Annunciator Meanings Flashcards
Standby by LOW QUANTITY
-Quantity approx 50%
Leak in STBY system will take B down to approx 64%
Standby LOW PRESSURE
Low output pressure of Electric standby <1300psi
STBY RUD ON
Standby rudder PCU pressurised
Flt control (A and B)
- <1300psi to corresponding system
- Corresponding hydraulic system isolated from F.E.A.R (Feel elevator, Elevator, Ailerons, Rudder)
YAW DAMPER
- Not engaged or inop
- Could be tripped off by FLT CONTROL B switch through or to OFF, #1 transfer bus looses power for more then 2 sec, rate gyro or actuator fail
FEEL DIFF PRESS
- Failure of either hydraulic system or an elevator pitot system
- Computer measured pressure different between A and B of 25%
SPEED TRIM FAIL
- Illuminated after RECALL if one FCC fails
- Illuminated if both FCC fail
MACH TRIM FAIL
- Illuminated after RECALL if one FCC has failed
- Illuminated if Mach trim function on both FCC fail
AUTO SLAT FAIL
- Illuminated if RECALL is pressed and one FCC failed
- Illuminated if both FCC fail
FUEL VALVE CLOSED
Bright blue -Valve is in transit -Valve position and start lever or fire handle disagree Dim blue -valve is closed (By the start lever or fire handle)
FILTER BYPASS
- Pressure difference exceeds 11.5psi
- Indicates impending filter bypass (contaminated filter)
VALVE OPEN
Bright blue -Valve is in transit -Valve is in disagreement with selector position Dim blue -Valve is open
LOW PRESSURE (main tank)
- Pressure is low; or
- Pump is off
- Master caution will only illuminate with both pumps in same tank indicating LOW PRESSURE
- RECALL will indicate if one pump is LOW PRESSURE
LOW PRESSURE (centre tank)
- Out out pressure low <22psi
- One LOW PRESSURE light will not illuminate master caution unless RECALL is pressed
- Both indicating LOW PRESSURE will illuminate master caution
LOW OIL PRESSURE (Gen drive)
CSD below minimum operating limits
HIGH OIL TEMP (Gen drive)
CSD has exceeded 157 degrees C
Low oil quantity or improper mechanical operation
STBY PWR OFF
AC bus is not powered
GRD POWER AVAILABLE
Ground power is plugged in (if phase or frequency is wrong the switch will not engage)
TRANSFER BUS OFF
Transfer bus is not powered (actually looks at transfer relay position)
GEN OFF BUS
- Generator control breaker (GCB) is open
- Generator is not supplying respective bus
BUS OFF
generator bus is not powered
APU GEN OFF BUS
APU is up to speed however APU is not the power source (aux power breaker open)
OFF (equipment cooling)
- Low airflow detected in selected fan duct; or
- Failure of internal sensor on power up; or
- The sensor or filter is dirty
NOT ARMED (emergency lights)
Not in the armed position
OVERHEAT (window)
- Window has overheated; or
- Loss of electrical power
ON (window)
Window heat controller is supplying power to the corresponding window (can cycle on and off with sunlight)
CAPT P/S 1 AUX STATIC
Probe not heated
F/O STATIC 2 AUX P/S
Probe not heated
L ELEV PITOT
Probe not heated
L ALPHA VANE
Probe not heated
TEMP PROBE
Probe not heated
F/O P/S 2 AUX STATIC
Probe not heated
CAPT STATIC 1 AUX P/S
Probe not heated
R ELEV PITOT
Probe not heated
R ALPHA VANE
Probe not heated
L VALVE OPEN (anti-ice)
Bright -Valve is in transit; or -Switch and valve in disagreement Dim -Valve is open
BLEED TRIP OFF
- Excessive engine bleed temp (254 degrees C) or pressure (220psi)
- Engine bleed valve closes
- Related pack flow control & SOV closes (drives mix valve full cold)
R VALVE OPEN (anti-ice)
Bright -Valve is in transit; or -Switch and valve in disagreement Dim -Valve is open
AUTO FAIL
-Transfers to standby automatically Caused by either -Loss of AC power for >15sec -Cabin alt 13875ft -Excessive cabin rate of change +/-1890fpm
COWL ANTI-ICE
Over-temperature or Overpressure on corresponding side
OFF SCHED DESCENT
Aircraft is descending before reaching planned cruise altitude
COWL VALVE OPEN
Bright -Valve is in transit or -Valve is in disagreement with switch position Dim -Valve is open Referring to corresponding side
STANDBY
Pressurisation system operating in standby mode
OVERHEAT (hydraulics)
Hydraulic fluid used to cool and lubricate has overheated on the corresponding pump (760kgs of fuel in each main tank minimum required for hydraulic cooling)
MANUAL
Pressurisation operating in manual mode
LOW PRESSURE (hydraulic)
The corresponding pump is producing <1300psi
Disarmed with fire handle pulled
LOW OIL QUANTITY (APU)
Insufficient oil for extended operation
FWD ENTRY, AFT ENTRY, FWD CARGO, AFT CARGO, FWD SERVICE, AFT SERVICE
Related door is not closed and locked
MAINT (APU)
Low oil quantity, short operation only (30-50hrs)
DUCT OVERHEAT
Excessive temp in corresponding duct >88 degrees C (air mix valve drives full cold does not trip pack)
LOW OIL PRESSURE (APU)
- Illuminated during start
- Oil pressure is low (less than 35psi)
DUAL BLEED
APU bleed air is open and either
-Eng 1 bleed is on; or
-Eng 2 bleed is on and isolation valve is open
(Thrust levers must not go above idle)
HIGH OIL TEMP (APU)
Oil temp excessive (auto shutdown occurs)
RAM DOOR FULL OPEN
Ram door in full open position corresponding side
- On ground
- Airborne with flaps extended
- Airborne with flaps up but pack requires maximum cooling
FAULT (APU)
- High oil temp
- ECU senses fault and initiates auto shutdown
- Overspeed protection is lost or fuel valve fails to close after shutdown
- If start fails or APU GEN OFF fails to illuminate
PACK TRIP OFF
Corresponding pack has tripped off
-function of turbine inlet ovht, pack discharge ovht or compressor discharge ovht
-Related pack valve closes and drives mix valve full cold
-ACM working to hard
(Can be caused by dirty hear exchangers)
OVERSPEED (APU)
- Actual speed = 110%
- After shutdown Overspeed protection fails self test
- APU start rejected manually before reaching 95%
WING BODY OVERHEAT (left)
Bleed air duct leak in left engine pylon, inboard wing LE, air conditioning bay, keel beam or APU billed air duct
LE DECIVE EXT
Flaps in stages 1,2,5
WING BODY OVERHEAT (right)
Bleed air duct leak in right engine pylon, inboard wing LE or air conditioning bay
LE DEVICES FULL EXT
Flaps stages 10+
ALIGN
Steady
-Respective IRU is operating normally in either ALIGN mode, initial ATT mode or shutdown cycle
Flashing
-Alignment cannot be completed due to
-Aircraft movement
-Significant difference between previous and present position
-Requires current position
FAULT (IRS)
Fault with the respective IRS NAV/ATT mode(s)
ON DC
Corresponding IRS operating on DC power from switched hot batt bus (right IRS will only operate for 5min on DC)
DC FAIL
Battery power insufficient to maintain IRU operation (<18V)
If both are illuminated switched hot batt bus is not powered or battery is nearly dead
REVERSER
- Disagreement between selector valve and isolation valve
- One or both sleeves not in their commanded position
- Auto-restow circuit activated
- Any other malfunction
INOP (PMC)
PMC inop or selected off
LOW IDLE
Inflight idle less than 25% N1
