B777 Systems Flashcards
CABIN PRESSURIZATION
- Max Differential Pressure
- Max Allowable Cabin Pressure
Differential for T/O and Landing:
- Max Differential Pressure (relief valve) 9.1 PSI
- Max Allowable Cabin Pressure
Differential for T/O and Landing: 0.11 PSI
The main aft axle steering automatically operates
The main aft axle steering automatically operates when the nose wheel steering exceeds 13 deg
Nose gear isolation valve will open when slowing below
Nose gear isolation valve will open when slowing below 60 kts when rudder effectiveness is lost.
Nose wheel and main gear aft axle steering powered by the ___ hydraulic systems.
Nose wheel and main gear aft axle steering powered by the Center / Reserve hydraulic systems.
Alternate landing gear extension uses
Alternate landing gear extension uses a dedicated DC powered electric hydraulic pump.
ENGINES:
(200ER):
(300ER):
(200ER): RR Trent 892, 90,000 lbs
(300ER): GE 90-115BL 115,000 lbs
ENGINE AUTO STARTS:
- Does not monitor
- Abort start if
- Does not monitor oil pressure or oil temperature
- Abort start if no oil pressure when EGT rises
ENGINE AUTO STARTS: restart attempts
- (200ER) One auto restart attempt
- (300ER) Two auto restart attempts
- (Uses both ignitors on second start attempt)
- (300ER) Third attempt adjusts starting fuel flow
Back-up source of electrical power for the engine ignitors
Back-up source of electrical power for the engine ignitors is provided by the STANDBY AC bus.
ENGINE AUTO START ABORTS:
- Starter Shaft Failure - Compressor Stall
- Air Insufficiency
- Hung Start
- No N1 Rotation
- Hot Start
- Duty Cycle Exceeded / Starter
- No rise in EGT
NO ENGINE AUTO START RE-STARTS ON THE GROUND IF:
- Starter Shaft Failure
- Air insufficiency (approx. 25 psi min)
- No N1 Rotation
- Duty Cycle Exceeded on Starter (6 ½ minutes continuous, 7 minutes scheduled)
- (200ER) The start is aborted above starter cutout speed.
- (300ER) EGT exceeds the start limit line
ENGINE AUTO RELIGHT:
- Activates when
- Auto Relight is reenergized
- Attempts continuous restarts until
- Engine ignition is automatically controlled by
- If below ___ N3, EEC shuts down fuel and ignition and disables the auto relight function.
ENGINE AUTO RELIGHT:
- Activates when engine is below idle with the fuel control switch in RUN
- Auto Relight is reenergized if fuel control switch is cycled to cutoff and back to run.
- Provides flameout protection during rain / hail ingest.
- Attempts continuous restarts until engine recovers or goes below 35% N3.
- Engine ignition is automatically controlled by the EEC Auto Relight system.
- If below 35% N3, EEC shuts down fuel and ignition and disables the auto relight function.
- Below 35% N3 – FUEL and IGNITION - OFF
All takeoff and go-around thrust ratings are limited to
5 minute duration.
During T/O – G/A: amber band exceedance indications are inhibited
5 minutes after EGT enters the amber band)
After landing: let engine stabilize at idle prior to shutdown for
(200ER): 1 minute, (300ER): 3 minutes.
ENGINE BLEED VALVE CLOSES AUTOMATICALLY: S O B G O L F
Start Overtemp Bleed Source is lost Ground cart supplying bleed air Over pressure Leak (Bleed) Fire switch pulled
Do not use aileron trim when
the autopilot is engaged.
ENGINE OUT RUDDER TRIM:
- Try to match ___ to rudder trim units.
fuel flow rate
FIRE TEST (10 lights):
- 2 Master Warnings
- 2 Bottle Discharge Lights
- 2 Fire Switches
- 2 Fuel Control Switches
- 1 APU Handle
- 1 EICAS: Fire test in PROG / PASS / FAIL
ENGINE FIRE WARNING INDICATIONS:
- 2 Master Warning Lights
- 1 EICAS Warning
- 1 Fuel Control Light
- 1 Fire Switch Light (switch unlocks)
- 1 Fire Bell (cockpit)
- 1 Horn while on the ground (wheel well)
ENGINE FIRE SWITCH: (AF HEAT)
- A
- F
- H
- E
- A
- T
- Arms the fire bottles
- Fuel valves (spar and engine) closed
- Hydraulic pump depresses, shuts fluid off
- Electric generator field trips
- Air valve closes (bleed air)
- Thrust reverser isolation valve closed
- Discharge the second fire bottle after 30 seconds if the fire is still not out.
TAC (Trust Asymmetry Compensation) NOT Available: (AF BEST) - A - F - B - E - S - T
- Anytime less than 10% N1 difference between engines
- Flight Controls in Secondary / Direct mode
- Below 70 kts
- Engine thrust data is lost
- System failure
- Thrust reversers applied
EEC MODES: (200ER)
- Normal: (EPR) Thrust Overboost Protection
- Soft Alternate: (N1) NO Thrust Overboost Protec.
(Selected automatically, does not provide Thrust Reference lines, reverse thrust above N1 indicator) - Hard Alternate: (N1) NO Thrust Overboost Protec.
(Selected manually, does provide N1 Command and Thrust Reference lines)
(all 3 modes have N1, N2 + N3 Overspeed Protect.)
APPROACH IDLE SELECTED BY EEC WHEN:
- Engine Anti-ice is on
- Flaps are commanded Flaps 25 or greater
- One Hydraulic (C1 or C2) air pump inoperative & flaps not up
- Opposite engine bleed–air valve closed (single engine operations)
SECONDARY ENGINE INDICATORS AUTOMATICALLY DISPLAYED WHEN:
- Initial electrical power up
- Fire handle is pulled
- Fuel Control switch CUTOFF in flight
- Limit exceeded
- Below idle
THRUST RATINGS FOR T/O’s ABOVE 6,000 FT FIELD ELEVATION:
TO1 and TO2 may not be used for takeoff above 6,000 feet pressure altitude because takeoff data is not available – Only max power, TO rating.
- Oil Pressure Abort start if Minimum: (300ER): Minimum at Idle RPM (200 ER): Minimum at Max Continuous RPM (200 ER):
no oil pressure increase after EGT rise
Minimum: (300ER): 10 PSI (below 10 PSI limited to max of 15 sec during negative G operation)
Minimum at Idle RPM (200 ER): 25 PSI
Minimum at Max Continuous RPM (200 ER): 50 PSI
– Do not delay engine shutdown with low OIL PRESSURE indications, pull the affected engine throttle to idle ASAP.
- Oil Temperature
Minimum for Engine Start (200 ER)
Min for Advancing Throttles to T/O (200 ER)
Max for 15 minute limit:
Advancing Throttles T/O (200 ER) 50 deg C
Max for 15 minute limit: (300 ER) 143 deg C
- Engine oil temperature must be above the lower amber temperature band before takeoff.
LEFT HYDRAULICS:
Pumps & Systems
Primary: Engine pump
Demand: Electric pump (Comes on for T/O and Landing)
- Left Thrust Reverser
- Some Flight Controls
RIGHT HYDRAULICS:
Pumps & Systems
Primary: Engine pump
Demand: Electric pump (Demand pump is on anytime on the Ground T/O and Landing)
- Brake Accumulator
- Normal Brakes ,
- Right Thrust Reverser
- Some Flight Controls
(Loss of R Hydraulics = loss of Autobrakes)
CENTER HYDRAULICS:
Pumps & Systems
Primary: 2 Electric Demand: 2 Air Driven (Pumps will come on “On Demand”. In the “AUTO” position, both can run – If both pumps are in the “ON” only 1 will run at a time, C1 has priority) Emergency: RAT – can power primary flight controls through the center system. - Alt & Reserve Brakes - Flaps / Slats - Flight Controls (5) - Landing Gear - Steering (Main & Nose)
HYDRAULIC PUMP FAULT LIGHTS:
- Low pump pressure
- Excessive pump fluid temperature
- Pump selected OFF
FUEL TANK MIN TEMPERATURES:
- Tank fuel temperature prior to takeoff
must not be less than –40 deg C or 3 deg C above the fuel freeze point, whichever is higher (normally –37 deg C.)
FUEL TANK MIN TEMPERATURES:
- Inflight tank fuel temperature must be maintained at least
3 deg C above the freezing point of the fuel being used (normally –37 deg C)
FUEL TANK MIN TEMPERATURES:
- Max tank fuel temp
+49 deg C (120 deg F)
USABLE FUEL TANK MAXIMUM QUANTITIES: (Based on fuel density of 6.7 lbs per gallon)
(200ER)
- Main L or R 64,100 lbs
- Center 174,900 lbs
- Total: 303,100 lbs
USABLE FUEL TANK MAXIMUM QUANTITIES: (Based on fuel density of 6.7 lbs per gallon)
(200ER) (300ER)
- Main L or R 69,000 lbs
- Center 182,800 lbs
- Total: 320,800 lbs
FUEL TANK PUMPS:
- Left:.
- Center:
- Right:
- Left: 2 main pumps, 1 jettison pump, 1 DC Pump.
- Center: 2 main pumps that are also jettison pumps
- Center Right fuel pump may load shed prior to engine start.
- Right: 2 main pumps, 1 jettison pump.
FUEL LOADING:
(200ER): The center tank may contain up to
3,000 lbs of fuel with less than full main tanks provided the weight of the fuel in the center tanks plus the actual zero fuel weight does not exceed the Maximum Zero Fuel Weight (430,000 lbs), and the Center of Gravity limits are observed.
FUEL USAGE:
Use Center Tank fuel first until the
FUEL LOW CENTER advisory message (approx 2,400 lbs) is displayed.
FUEL USAGE:
If ___ lbs or less in center tank
- If 10,500 lbs or less in center tank: Center Fuel Pump Switches - OFF until in stabilized flight at cruise.
- If more than 10,500 lbs in center tank: Center Fuel Pump Switches – ON before engine start.
FUEL IMBALANCE BETWEEN MAIN TANKS FOR TAXI, TAKEOFF AND LANDING:
- When total main tank fuel > than:
(200ER): 114,000 lbs, (300ER): 123,000 lbs:3,000 lbs - When total main tank fuel is < than:
(200ER): 50,000 lbs, (300ER): 90,000 lbs: 4,500 lbs - When main tank fuel is in between these weight limits use a linear interpolation between 4,500 and 3,000 lbs.
FUEL IMBALANCE - Solid pointer:
Imbalance > 1,000 lbs or
imbalance > 200 lbs with crossfeed open
FUEL IMBALANCE - A fuel leak should be considered
if you have an imbalance of approx. 1,000 lbs within 30 minutes
FUEL JETTISON:
- Checklist located
- ____ lbs/min when dumping from L and R mains
- ____ lbs/min when dumping from all tanks
- Dumping stops
- Fuel jettison time may be observed
- Advise ATC
- ____ = +/- 1 kt on the approach speed
FUEL JETTISON:
- Non-Normal menu, UNANNUNCIATED / FUEL JETTISON
- 3,100 lbs/min dumping from L&R mains
- 5,400 lbs/min when dumping from all tanks
- Dumping stops first at Max Landing Weight or other weight as selected manually. Dumping can continue until (200ER): 11,500 lbs (300ER): 8,500 lbs remain in each main tank.
- Fuel jettison time may be observed on the fuel synoptic after arming the system.
- When heavy, will jettison from the center tank first (center tank has the fuel jettison overboost pumps)
- Advise ATC at start and stop of dumping, do not dump in circular / holding pattern, try to terminate dumping at 5,000 AGL (system will continue to dump until touchdown)
- 7,000 lbs = +/- 1 kt on the approach speed
FUEL CONTROL SWITCH IN: --- RUN with Autostart ON: Spar valve – Engine valve – Ignitors – Armed for EEC --- RUN with Autostart OFF: Spar valve – Engine valve – Ignitors – --- CUTOFF: Spar valve – Close Engine valve – Close Ignitors – Off Fire handle - Unlock
FUEL CONTROL SWITCH IN: --- RUN with Autostart ON: Spar valve – Open Engine valve – Armed for EEC Ignitors – Armed for EEC --- RUN with Autostart OFF: Spar valve – Open Engine valve – Open Ignitors – On --- CUTOFF: Spar valve – Close Engine valve – Close Ignitors – Off Fire handle - Unlock
EXPANDED FUEL SYNOPTIC: (FLICC)
- Fuel quantity indicator problem
- Low fuel quantity
- Imbalance
- Cross feed valve open
- Center tank has fuel but pumps are off
FLAP POSITION INDICATORS: Display
Normal, Expanded, Alternate.
PRIMARY FLAP MODE: Hydraulics/FSEU
- Flaps inhibited above
- Flap Load relief when
- Stick shaker protection for flap settings
- _____ protection
(Center hydraulics, good Flap/Slat Electronic Units (FSEU))
- Flaps inhibited above 20,000 ft / (200 ER): 265 kts (300 ER): 275 kts
- Flap Load relief when flaps are between 15 to 30(at 15 they will go to 5)
- Stick shaker protection for flap settings 1 to 20: slats go to extended.
- Asymmetry protection
PRIMARY FLAP MODE: (Hydraulic) FLAP POSITION: SLAT POSITION: 1 - 5 - 20 - 25 - 30 -
FLAP POSITION: SLAT POSITION:
1 (flaps up, slats move) Midrange
5 - 20 Midrange
25 - 30 Extended
Autoslat operation is
available in primary mode only.
SECONDARY FLAP MODE: Power
SECONDARY FLAP MODE: (Electric / MAIN AC)
SECONDARY FLAP MODE:
(Electric / MAIN AC)
FLAP POSITION: SLAT POSITION:
Load Relief
Flaps 1- 30 Extended
(200ER): Slat load relief > 239 kts Go to Midrange
(300ER): Slat load relief > 256 kts Go to Midrange
(No flap load relief)
SECONDARY FLAP MODE:
Asymmetry protection?
Yes
If slats are sealed (flaps 1-20) when Primary fails then
they remain Sealed until UP or extended beyond 20
Use flaps 20 for landing due
to excessive flap retraction time in the event of a go-around.
ALTERNATE FLAP MODE:Power FLAP POSITION: SLAT POSITION: - Max extension: - Protection - FSEU’s
ALTERNATE FLAP MODE: (Electric / MAIN AC)
FLAP POSITION: SLAT POSITION:
- Max extension: Flaps 20 Midrange
- No sequencing, no protection features
- Very slow (+/- 5 minutes to go from UP to 20 for both Secondary and Alternate Flap Modes)
- No FSEU’s
ALTERNATE FLAP ARM SWITCH:
- Flap handle disabled
- Arms alternate mode
- Arms alternate flap selector switch
- Asymmetry, uncommanded motion and load relief disabled
- Disables Primary and Secondary flap modes
PITCH LIMIT INDICATOR displays
automatically when the flaps are not up, or at slow speed with the flaps up.
CARGO COMPARTMENT FIRE WARNING INDICATIONS:
(Smoke detectors only)
- Bell, Master Warning Lights, EICAS “FIRE CARGO (FWD or AFT)”, Cargo Fire Warning Light, ARMED/FWD Red light in push button
- (Aft and Bulk cargo compartments are heated with bleed air)
CARGO FIRE ARM SWITCHES: (Both)
CARGO FIRE ARM SWITCHES:
- Lower Recirculation Fans (both) off
- PACS to min flow
- (200ER): Arms all 5 bottle squibs and extinguisher
valve. (300ER): 6 bottles. - If fired, 2 bottles fire immediately, (200ER): 3 metered out (300ER): 4 metered out, or 1 metered out at landing or if still on the ground metered out after time delay.
- FORWARD CARGO FIRE ARM:
Equipment Cooling Override (both equipment cooling fans off and override valve opens) (differential pressure then cools E&E compartment, air coming out of the cockpit) shuts off lavatory / galley Vent Fans
AFT CARGO FIRE ARM:
Shuts off Bulk Cargo and lavatory / galley Vent Fans, Aft and Bulk Cargo Heat Valve closes.
WHEEL WELL FIRE:
Detection, Indications, Protection, Limits
Dual fire detection loops, no extinguishing agent available. Leave extended for at least 20 minutes after light goes out to make sure that the fire is out.
- Indications: Bell, EICAS msg, master warning lights.
- Observe Gear Extension limitations, 270 kts / 0.82M
Smoke in Lavatory flight deck indications
are an EICAS advisory message “Smoke Lavatory”
PAC VALVE CLOSES AUTOMATICALLY:
- S
- O
- A
- P
- F
- Starting Engines,
- OFF selected,
- Air source lost,
- PAC or Compressor outlet overtemp,
- Flow Control Valves (both) fail.
TAXI BRAKE RELEASE
Sequences brake applications between different axles. Feature becomes inoperative above 45 kts. Available with normal brakes only.
During walk-around, wear indicator pin must
protrude beyond flush with parking brake parked.
BRAKE SOURCE LIGHT:
Down to accumulator pressure = center and right hydraulic pressure low.
Hydraulics for Normal, Alternate, Reserve brakes
(Right hydraulics: Normal brakes
Center hydraulics: Alternate and Reserve brakes)
“Brake Temp” advisory message
will display on EICAS 10-15 minutes after parking.
AUTOBRAKE MODES:
AUTOBRAKE MODES:
- RTO = maximum brakes
- 1-2 = Time delay
- 3-4 = Wheel spin-up
- MAX = a. After wheel spin-up: autobrakes 4
b. After deck angle <1 deg: max applied
Autobrakes 3-4
3-4: For wet or slippery runways or when landing rollout distance is limited.
AUTO BRAKES REQUIRED (if operative)
- A
- A
- B
- C
- R
- R
- R
- Autolands (if Autobrake system is available
use 3 or 4) - Approach speed increased above normal by procedure (single engine, etc.).
- Braking conditions reported less than good.
- Contaminated runway with standing water, snow, slush or ice.
- RVR less than 4000 or vis less than ¾ (autobrakes 3 min required)
- Runway length less than 7,000 ft.
- Recommended when gusty winds or x-winds.
Auto Brake system available only
in the Normal Braking mode.
AUTOBRAKE APPLICATION BEGINS:
- Rejected T/O: Max RTO applied when both throttles at idle and speed is above 85 kts.
- After landing: Both throttles at idle AND wheels spin up.
RTO BRAKES USED:
Following any rejected takeoff where max braking (RTO) was used, the tires, wheels, brakes, etc. must be inspected by maintenance prior to any subsequent takeoff.
AUTOBRAKES DISARM ON THE GROUND:
- OFF or DISARM selected
- Brake pedals applied
- Speed brakes stowed
- Power added
- Autobrakes inop with loss of inertial from ADIRU
- Loss of normal (R) hydraulic pressure
- Antiskid fault
AUTOBRAKES DISARM IN FLIGHT:
ADIRU fault, Autobrake fault, Antiskid inoperative
ANTISKID PROTECTION:
- Normal
- Alternate/Reserve
- Normal brake hydraulic system provides each main gear wheel with individual antiskid protection.
- Alternate / Reserve brakes provide antiskid protection to tandem wheel pairs for the forward and middle axle wheels, aft axle wheels remain individually controlled.
EXPANDED AIR SYNOPTIC DISPLAY displayed (COLD DC)
when you select AIR on MFD manually or it will automatically be displayed when:
- Cabin altitude above normal
- Outflow valve – Manual
- LDG altitude select knob pulled
- DIFF Pressure above normal (Red or Amber)
- Duct Pressure low with engine on
- Certain EICAS messages
EQUIPMENT COOLING OVERRIDE MODE IS AUTOMATICALLY SELECTED IF: - B - C - L - S - M - S - S - E -
EQUIPMENT COOLING OVERRIDE MODE IS - Both Equipment Cooling fans fail (horn on ground)
- Cargo Fire Forward system is Armed
- Low air flow detected in flight
- Smoke is detected in the forward equipment cooling or ventilation system
(Supply and vent fans turn off / override valves open / differential pressure provides air flow)
- Manually select override switch
- System faults
- Standby power operations
- Equipment cooling switch is off.
– Equipment cooling air for the forward equipment and flight deck panels and displays comes from the cabin.
Equipment Cooling Override Mode provides:
– Equipment cooling air for the forward equipment and flight deck panels and displays comes from the cabin.
If - Smoke is detected in the forward equipment cooling or ventilation system
Supply and vent fans turn off / override valves open / differential pressure provides air flow
EQUIPMENT COOLING GROUND CREW CALL HORN will sound
(along with an EICAS msg) if:
- Low air flow
- High air temperature
AIR CONDITIONING RESET SWITCH:
does not reset
EQUP COOLING or GASPER)
AIR CONDITIONING RESET SWITCH:
Attempts to reset failed
- Resets valves after: overheat, control failure or valve failure
- Attempts to reset failed Upper and Lower Recirculation Fans, L / R Packs, L / R Trim Air
- Resets Fault Protection
At lower altitudes and higher outside temperatures in standby cooling mode
If one pack is in the standby cooling mode and the other pack is operating normally, the pack in standby cooling mode may shut down at lower altitudes and higher outside air temperatures.
CENTER BLEED AIR DUCT: If Left and Center Bleed Isolation valves close, you lose:
TAT Probe, Potable water, Cargo Heat (aft/bulk), Center Hydraulic C1 pump, Center Reservoir (C2 pump is available, isolated on other side of center valve).
- The aft outflow valve normally controls most of the exhausted air.
APU Bleed Air available at or below
22,000 ft.
- Electrical power has priority over bleed air.
APU START:- Uses
- Uses pneumatic engine air first if available
- APU battery cranks if no air is available
APU START: Main airplane battery is needed for:
- Inlet door, fuel valve, fire detection, DC fuel pump (if no AC power is available)
- Starter engages when inlet door reaches full open position (fault light on until inlet door is open)
APU starter motor duty cycles
for both Electric Starter and Air Turbine Starter are 3 start attempts in a 60 minute period, with a 1 minute wait time between attempts.
APU FIRE SWITCH:
Arms the APU fire bottle, closes the APU fuel valve, bleed air valves and air inlet door, trips the APU generator field and generator breaker, shuts down the APU (if auto shutdown did not occur)
APU fire indication on the flight deck:
Fire bell, master warning lights, EICAS message “APU FIRE”, APU fire switch light, fire switch unlocks.
APU ATTENDED MODE
Aircraft engine(s) starting, running or flying)
APU ATTENDED MODE (Aircraft engine(s)
starting, running or flying) “APU LIMIT” on EICAS
but NO auto shutdown:
- High EGT
- High Oil Temperature
- Low Oil Pressure
- When you do shut it down manually, there is no cool-down period, it shuts down right away.
APU ATTENDED MODE AUTOMATIC SHUTDOWN:
- APU Fire
- (Both fire detector loops must sense a fire, but you must manually discharge the fire bottle agent if needed).
- APU Inlet Overtemperature
- Overspeed / loss of speed protection
- Speed droop (<88% for 10 sec)
- APU controller failure
APU UNATTENDED MODE
Aircraft engine(s) NOT starting / running
APU UNATTENDED MODE (Aircraft engine(s) NOT starting / running) APU WILL auto shut down on the ground:
- APU Fire
- APU Inlet Overtemperature
- Overspeed / loss of speed protection
- Speed droop (<88% for 10 sec)
- APU controller failure
- Intake door failure
- No combustion or acceleration on start
- High EGT, High Oil Temperature, Low Oil Pressure
- Generator oil filter approaching bypass
APU UNATTENDED MODE - AUTO shut down AND fires the APU fire bottle if:
- APU fire signal is received from either APU fire detector loop while on the ground, aircraft engines not running.
(300ER): APU to Pack takeoffs are prohibited at airport altitudes
above 6,900 ft.
APU SHUTDOWN panel on the nose gear:
- RED button
- BLACK button
- Intermittent horn =
- RED button shuts down the APU, silences the horn and arms the fire bottle.
- BLACK button discharges the APU fire bottle.
- Intermittent horn = fire test being done from the cockpit.
- If the APU is shutdown via the remote shutdown switch on the nose gear to reset?
A fire test from the cockpit has to be done to reset the system so that the APU can be started again.
APU AUTOMATICALLY COMES ON INFLIGHT:
- Both AC XFR Transfer busses lose power (= loss of L + R main generators and L + R back-up generators)
- If started automatically, APU can be shut down by selecting ON and then OFF.
RAM AIR TURBINE (RAT) WILL DEPLOY IF ANY:
- Both AC XFR Transfer busses lose power in flight
- (APU will also automatically start)
- Both engines fail & center hydraulic pressure is low
- All 3 hydraulic system pressures are low
- Manually – by pressing RAT SWITCH (must have HOT BAT bus or APU BAT bus)
RAM AIR TURBINE (RAT) - Green light ON
= 1500 PSI
RAT PROVIDES:
- Hydraulic power only to the primary flight controls connected to the center hydraulic system
- Standby electrical power to the C1 and C2 TRU’s (power Capt / FO instrument busses)
- Load sheds to maintain RPM, hydraulics have priority
THUNDERSTORM LIGHTS:
- Dome lights
- Indicator lights – bright
- Max bright on all cockpit floodlights except floor.
PRIORITY FOR POWERING MAIN BUSSES:
- Respective IDG
- APU
- Opposite IDG
PMG’S (Permanent Magnetic Generators)
- 4 total (2 on each engine), used to power the Flight Controls
BACK-UP GENERATORS (BUG’s) COME ON:
- During engine start, checks the system
- Approach mode engaged
(Power Right Autopilot when APP is engaged) - Main AC bus (1 or both) inop
- Only one AC source available (including APU)
A.C. AUTOMATIC LOAD SHEDDING: Items
- Galleys first, Utility busses, Right center fuel pump, C2 electric hydraulic pump.
- On the ground with one power source: one or both center fuel pumps may shed.
ALL A.C. POWER LOST, BATTERY powers the
Capt’s flight instrument bus
- ADIRU
- CDU – left
- Comm / Nav 1
- EICAS (upper center)
- Emergency Lights
- Flight Control Busses (left and center)
- Left Instrument Displays (left outboard, left inboard)
- Standby Instrument Displays
- Standby Bus via the Inverter (for the igniters)
AC TRANSFER BUSSES: If both AC XFR Transfer busses lose power while in flight,
the APU automatically starts and the RAT deploys.
With battery switch OFF, Hot Battery Bus powers:
- Engine fire extinguisher bottles
- APU fire extinguisher bottle
- ADIRU, if ADIRU switch is on
Battery switch ON = lights
3 lights: 2 generator lights, 1 accumulator pressure light.
BATTERY ONLY POWER:
Main battery gives you:
Battery Bus, Hot Battery Bus, Left & Center Flight Control PSA’s, Capt’s Flight Instrument Bus, Standby Inverter (Standby Inverter powers Standby AC Bus if the left transfer bus is not powered)
- The main battery can power the standby system for a “minimum” of 10 minutes.
- Main battery used to power the APU start:
- Inlet door, fuel valve, fire detection
SECONDARY EXTERNAL POWER: If no AC power is applied, the battery switch must be ON or primary external power must be available
for secondary external power to power to airplane
GROUND HANDLING BUS:
- Powered from Primary EXT or the APU.
- Only powered on the ground.
- Powers the cargo compartment doors and lights, cargo handling equipment and airplane fueling / defueling.
GROUND SERVICE BUS:
- Normal power: Right Main AC Bus
- Alternate power: Primary EXT or APU.
- The Ground Service Bus can be connected to the alternate power source via the switch at 1L flight attendant station.
- Used to power Main battery and APU battery chargers, misc. cabin and system loads
INTEGRATED DRIVE GEN LIGHT ILLUMINATES:
- Low IDG Oil Pressure (no auto disconnect)
- High IDG Oil Temperature (auto disconnect)
EVACUATION COMMAND SWITCH: If the cockpit evacuation command switch is in the OFF position, the EVAC OOMMAND switch on the flight attendant panel
is inoperative.
There is an Emergency TEST switch located at both 1L and 4R that
illuminate all lights for approx 1 min.
If the cockpit emergency light switch is OFF and a flight attendant attempts to turn on the emergency lights on the panel at 1L:
all passenger cabin and exterior emergency lights will illuminate.
EMERGENCY LIGHTING: Will come on if in Auto:
- DC power failure or DC is turned off w/ syst. armed
- Can be controlled by 1L F/A switch
- 15 minute independent battery operation
The EICAS advisory message EMER LIGHTS is displayed when
the emergency light switch is: OFF, ON or ARMED and activated at the F/A panel.
INTERPHONE:- In an emergency, you can alert the F/A’s by selecting
“FA ALERT” on the CDU cabin interphone speed dial pg. or by dialing 55 on the cockpit handset. (91 300ER)
– Dial 6* on handset to make airplane-wide PA
ELT’s are where
- ELT’s: (200ER): In slides at 1L and 4R
(300ER): In storage drawer 1L and G7 (5R)
– Last approx. 48 hours, water activated
DOORS – Cargo: Operation & Type
DOORS – Cargo:
- Forward: non plug, electric
- Aft: (200 ER): plug, electric (300 ER): non plug
- Bulk: plug, manual
PRIMARY FLIGHT CONTROL MODES:
Normal, Secondary and Direct.
Priority for powering Flight Controls:
PMG’S (2 on each engine), MAIN DC, ACFT BATTERY
PRIMARY FLIGHT CONTROL MODES:
NORMAL:
Only mode that the Autopilot works in (4 good ACES’s, 3 good Primary Flight Computers (PFC’s) and valid data
PRIMARY FLIGHT CONTROL MODES:
SECONDARY:
Cannot be manually selected, entered via loss of data or electrical power. Autopilot, TAC and auto speedbrake not available. Degraded: Rudder Ratio, Elevator Feel, Yaw Damping. Stall, overspeed and bank angle prote
PRIMARY FLIGHT CONTROL MODES:
DIRECT:
Automatically selected if there is a fault, or manually by selecting DISC with the Primary Flight Computer (PFC) Disconnect switch. Bypasses Primary Flight Computers, flight control inputs go directly through ACES. Degraded Rudder Ratio, Elevator Feel, based on flap settings.
the elevator variable feel system changes when the flaps are extended.
In the Secondary and Direct flight control modes,
- ADIRU provides
- ADIRU powered by
- If on the ground with the airplane powered down and the ADIRU left ON,
- primary flight data, inertial reference and air data.
- the Hot Battery Bus
- a warning horn will sound.
If ADIRU is inop, goes to SAARU,
headings must be updated from compass after 3 min on POS INIT page.
ADIRU needed for _____ operations both inflight and on the ground.
SATCOM
