CONTENTS <p align="center"><a href="../noscript.

htm">CONTENTS</a></p> IntroductionAbbreviationsDimensionsPanelsLightingEmergency LightingDoors & WindowsOxygen SystemPassenger Cabin SignsFlight Deck DoorCDSSEmergency EvacuationPotable WaterLavatoriesGalleys & IFEEICAS Messages

Airplane General - Abbreviations

ACARS ACMP ADF ADIRS ADIRU AFCS AFDS AIDS AIL ALT AOA A/P APCS APP APU ARINC ARR ASA A/T ATC B/A BAT B/CRS BIT BITE CAS CDU CLB CMD CON CRS CRZ CSEU CWS DADC ARINC Communications Addressing and Reporting System Alternating Current Motor Pump (Fuel :: Hydraulics) Automatic Directing Finder Air Data Inertial Reference System Air Data Inertial Reference Unit Autoflight Control System Autopilot/Flight Director System Airborne Integrated Data System Aileron Altitude or Altimeter Angle of Attack Autopilot Autopilot Pitch Control Servo Approach Auxiliary Power Unit Aeronautical Radio Inc. Arrival Autoland Status Annunciator Autothrottle Air Traffic Control Bank Angle Battery Back Course Built-In-Test Built-In-Test-Equipment Computed Airspeed Control Display Unit Climb (Thrust :: VNAV) Command Continuous Course Cruise Control System Electronics Unit Control Wheel Steering Digital Air Data Computer

DEP DES DFDAU DH DME D-TO EADI ECS EDHP E/E EFCU EFIS EGT EHSI EICAS EMHP EPR FCC F/D FLCH FMA FMC FMCS FMS FSAM FSEU GA or G/A G/S HDG HLD HYD IAS ILS INTC LNAV LOC LRU LVDT M M/ASI MCDP MCP MMO

Departure Descent Digital Flight Data Acquisition Unit Decision Height Distance Measuring Equipment Derated Takeoff Electronic Attitude Director Indicator Environmental Control System Engine Driven Hydraulic Pump (aka: EDP) Electrical/Electronics Elevator Feel and Centering Unit Electronic Flight Instrument System Exhaust Gas Temperature Electronic Horizontal Situation Indicator Engine Indication and Crew Alerting System Electric Motor Hydraulic Pump (aka: ACMP) Engine Pressure Ratio Flight Control Computer Flight Director Flight Level Change Flight Mode Annunciator Flight Management Computer Flight Management Computer System Flight Management System Flap/Slat Accessory Module Flap/Slat Electronics Unit Go Around Glideslope Heading Hold (See: HDG HOLD) Hydraulic Indicated Airspeed Instrument Landing System Intercept Lateral Navigation Localizer Line Replaceable Unit Linear Variable Differential Transducer Mach Mach/Airspeed Indicator Maintenance Control Display Panel Mode Control Panel Maximum Operating Mach

MMR PCA PCU PDU PRSOV PTU RA RAT RCVR RDMI REF RMI RNAV RTE RVDT SAT SCM SG SID SOV SPD SPM STAB STAR STCM TAS TAT TGT TLA TMC TMS TMSP TO or T/O TOC TOD TRK TRU VMO (Vmo) VNAV VOR V/S WEU XCVR

Multi-Mode Receiver Power Control Actuator Power Control Unit Power Drive Unit Pressure Regulating Shut-Off Valve (See: Bleed Air Valve) Power Transfer Unit Radio Altitude or Radio Altimeter Ram Air Turbine Receiver Radio Distance Magnetic Indicator Reference Radio Magnetic Indicator Area Navigation Route Rotary Variable Differential Transducer Static Air Temperature Spoiler Control Module Symbol Generator Standard Instrument Departure Shut-Off Valve Speed Stabilizer Position Module Stabilizer Standard Terminal Arrival Route Stabilizer Trim Control Module True Airspeed Total Air Temperature Target Throttle Lever Angle Thrust Management Computer Thrust Management System Thrust Mode Select Panel Takeoff Top of Climb Top of Decent Track Transformer/Rectifier Unit Maximum Operating Airspeed (Knots) Vertical Navigation VHF Omni-directional Range Vertical Speed Warning Electronics Unit (See: Stall Warning) Transceiver

XFMR XMTR YDS YSM Dimensions Airplane General:

Transformer Transmitter Yaw Damper Servo Yaw Damper/Stabilizer Trim Module

Abbreviations Dimensions Panels Lighting Emergency Lighting Doors and Windows Oxygen System Passenger Cabin Signs Flight Deck Door CDSS Emergency Evacuation Potable Water Lavatories Galleys & IFE EICAS Messages CONTENTS : SEARCH

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Airplane General Cockpit Door Surveillance System

The following notes are from the Maintenance Manual

The Cockpit Door Surveillance System (CDSS) allows the pilot and copilot to view video images of the area outside the Cockpit Door through a video monitor mounted on the center console panel between the flight crew. Power to the CDSS system is controlled from an On-Off push-button switch located on the overhead panel. Viewing camera selection is performed by touching the monitor screen to activate a selection menu and then touching the screen icon corresponding to the desired camera. The monitor screen goes blank after a pre-defined time period. Monitor brightness control is effected by repeatedly touching the desired brightness control icon on the screen. The CDSS System consists of the following components:

One LCD monitor in the cockpit. Three wide angle viewing cameras with integral light for viewing in darkness. System control unit. On-Off switch on the overhead panel. cabin ready switch located adjacent to Door L1.

The CDSS allows the pilot and copilot to view video images of the area outside the Cockpit Door through one video monitor situated forward of the thrust levers. Power to the CDSS (L 28V DC BUS) is controlled from an OnOff pushbutton switch labelled CDSS located on the Overhead Panel. When selecting the system off, the top half of the switch illuminates OFF in white. When selecting the system on, the OFF light extinguishes and the switch is not illuminated. If a system fault exists, FAULT illuminates in amber on the bottom half of the switch. Viewing camera selection is performed by touching the monitor screen to activate a selection menu and then touching the screen icon corresponding to the desired camera. Monitor screen display is turned on by touching the screen where there is no icon. An automatic feature exists where a time, in seconds, can be input and the camera view will automatically shift between cameras. Monitor brightness control is effected by repeatedly touching the desired brightness control icon on the screen. Note : Normal generator power transfer during engine start will reset the CDSS. If a power transfer occurs after the CABIN READY switch has been pressed, the CABIN READY message will be erased. The CABIN READY feature allows the cabin crew to indicate to the cockpit that the cabin has been prepared and secured for takeoff and landing. The CABIN READY switch located adjacent to the cabin attendant panel at door L1, illuminates green when pressed. This sends a signal to the Pilots CDSS Monitor, which then annunciates CABIN READY. Touching the monitor cancels the annunciation on the monitor and extinguishes the Cabin Ready Switch in the cabin. Emergency Evacuation Airplane General:

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Airplane General - Dimensions

basic

winglets

-300

757-200 Span

757-300

124 ft 10 in (38.0 m) 134 ft 7 in (41.0 m)

Length Height Undercarriage width Turn Radius

155 ft 3 in (47.3 m) 44 ft 6 in (13.6 m) 24 ft (7.3 m)

178 ft 7 in (54.5 m)

The wing tip of the 757-200 swings the largest arc while turning and determine the minimum obstruction clearance path. All other portions of the airplane structure remain within these arcs. The tail of the 757-300 swings the largest arc while turning and determine the minimum obstruction clearance path. All other portions of the airplane structure remain within these arcs.
Nose Radius 87 ft (26.5 m) Tail Radius 95 ft (29.0 m) Wing Tip Radius Minimum width of pavement for 180 turn: 120 ft (36.6 m)

757-200

Basic 98 ft (29.9 m) winglets 105 ft 8 in (32.3 m)

757-300

102 ft (31.1 m)

107 ft (32.7 m)

106 ft (32.3 m)

141 ft (43.0 m)

CAUTION: Do not attempt to make a turn away from an obstacle within: Wing Tip 757-200 Nose

basic 15 ft (4.6 m) winglets 22 ft (6.7 m) 16 ft (4.9 m)

basic 26 ft (7.9 m) winglets 33 ft (10.6 m) 20 ft (6.1 m)

757-300

Panels
Airplane General:

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Airplane General - Doors & Windows

Limitations - Door Mounted Escape Slides

The airplane has six passenger entry doors, two emergency doors, one flight deck door (the flight deck/passenger cabin entry), and two cargo doors. It also has electrical equipment and forward equipment bay access doors.

The flight deck number two windows, one on the left and one on the right, can be opened by the flight crew. An EICAS message is displayed when a passenger entry door, emergency door, cargo door or access door is not closed and latched, and locked. An EICAS message is displayed when a passenger entry door, overwing emergency exit door, cargo door or access door is not closed and latched, and locked.
Flight Deck Door

See: Flight Deck Door.

Flight Deck Number Two Windows

The flight deck number two windows can be opened on the ground or in flight. The flight deck number two windows can be used for emergency evacuation. The window lock lever locks or unlocks the window. Rotating the window Hand Crank opens and closes the window. A WINDOW NOT CLOSED placard is visible when the window is open. Note: It is possible to rotate the window lever forward to the locked position with the window not closed. In this position the WINDOW NOT CLOSED decal remains partially visible To properly lock the window, it must first be fully closed by rotating the Hand Crank, clockwise for the Captains window and counter clockwise for the First Officers. As the window approaches the full closed position, required force on the Hand Crank noticeably increases, but rotation must continue until reaching the limits of travel. When the window is fully closed, rotate the lock lever forward to the locked position and assure the WINDOW NOT CLOSED decal on the window sill is hidden from view. When attempting to close the window, the lock lever must first be in the unlocked position to permit window travel to the full closed position. The windows can be opened or closed in flight with minor flight deck consequences if the airplane is unpressurized. Because the force required to move the crank increases with airspeed, it is recommended not to exceed VREF 30 + 80 with a window open. It may not be possible to open or close the window at speeds above 250 knots. With the window open, voice, interphone, and radio audio cannot be heard due to high noise levels.

Prior communications arrangements with the controlling agency should be established before opening the window. The design provides an area of relatively calm air over the open window. Forward visibility can be maintained by looking out of the open window.
Flight Deck Window Emergency Egress

If the flight deck number two windows must be used for emergency evacuation, exit in accordance with the following illustration [omitted].
CAUTION: Ensure the rope is securely fastened to the airplane. Passenger Entry/Service Doors

The passenger entry doors are used to enter and exit the airplane, and also serve as emergency exits. The passenger entry doors are paired along the airplane fuselage. The doors can be opened or closed manually from inside or outside of the airplane. The entry doors are plug-type doors. During opening, the door first moves inward, then rotates outward and forward. Each door is held in the open position by a gust lock. The gust lock drops into a latch on the upper hinge arm as the door nears its forward limit of travel. Lifting the gust lock lever latches the gust lock lever in the UP position and releases the hinge arm, allowing the door to be closed. A window in each door allows observation outside of the airplane. An escape slide/raft is contained in a bustle on the lower inboard face of the door. A Wide Angle Viewer is used for observing the outside of the airplane.

The ENTRY DOORS light illuminates and the EICAS advisory message L AFT, L CTR, L FWD, R AFT, R CTR or R FWD ENT DOOR displays when a passenger entry door is not closed and latched and locked. If two doors on the same side of the airplane are not closed and latched and locked, the EICAS advisory message L/R ENTRY DOORS displays.

Passenger Entry Door and Slide Operation

Emergency evacuation slide and pneumatic door opening systems are provided for each passenger entry door. Each door system has enough power to open the door unassisted, even if the airplane is not level because of any landing gear collapse condition. A slide bustle in the lower face of the door contains the evacuation slide or slide raft (illustration shows door with bustle removed). For normal operations, the slide must be disarmed before opening the door. Moving the mode select lever to DISARMED causes the slide girt bar to detach from the floor, the SLIDE light to extinguish [and] the mechanical SLIDE ENGAGED warning placard to retract. When the door is disarmed the spring-loaded DISARMED placard will rotate down into view. The emergency door opening system is armed when the mode select lever is in the ARMED position. This engages the slide girt bar and arms both the slide and the emergency door opening systems. The SLIDE light above the door illuminates and the slide placard extends out over the door-operating handle. Once armed, moving the interior dooroperating handle to the open position unlocks the door and moves it inside to the cocked position. The door can then be pushed out through the door frame. The first outward movement of the door activates the emergency door opening system, which drives the door open, and the slide automatically deploys and inflates.
Note : If all electrical power to the aircraft is lost and only battery power remains, the SLIDE Lights WILL NOT illuminate, even if doors are armed.

A manual inflation handle can be pulled if the slide has not automatically inflated. The emergency door opening system and the slide are automatically disarmed when the door is opened from the outside. If the mode select lever is in the ARMED position and the door is opened using the exterior door handle, the mode select lever automatically moves to DISARMED and the door opens without slide deployment. The passenger door evacuation slides are also be configured as rafts. The passenger door evacuation slides are not configured as rafts; however they may be used as auxiliary flotation devices.

Girt bar engagement can be visually verified by lifting the forward and aft corners of the door sweeper seal. When the red stripe on top of both girt bar sliders are covered by the floor retainers, the girt bar is engaged. If a red stripe is visible the girt bar is not properly engaged, and must be corrected prior to departure.
Emergency Doors

An emergency door is located aft of the wing on each side of the airplane. The emergency door is only used as an emergency exit. A slide bustle in the lower face of the door contains an evacuation slide. A window in the door allows observation outside of the airplane. The emergency door is a plug-type door and is hinged on the bottom. Pulling the door-operating handle up lifts the door inward and upward and opens a pressure relief door. The door can then be pushed out through the door frame and the slide automatically deploys and inflates. A manual inflation handle can be pulled if the slide has not automatically inflated.

The EMER DOORS light illuminates and the EICAS advisory message L/R EMER DOOR displays when an emergency door is not closed and latched and locked. If both doors are not closed and latched and locked, the EICAS advisory message EMER DOORS displays. The emergency door evacuation slide's are not configured as rafts, however they may be used as auxiliary flotation devices.

OverWing Emergency Exit Doors

Forward and aft overwing emergency exit doors are located over the wing on each side of the airplane. The wing doors are only used as emergency exits. An over wing evacuation ramp and slide assembly is contained in an exterior compartment near the aft edge of each wing. A window in the wing door allows observation outside of the airplane. The overwing emergency exit door is a plug-type hatch. The emergency PULL handle opens the door. The door can then be removed from the opening. Opening the wing door automatically deploys and inflates the ramp and slide. A manual inflation handle can be pulled if the ramp and slide has not automatically inflated. The overwing emergency exit doors ramp and slide is automatically disarmed when the door is opened from the outside.

The EMER DOORS light illuminates and the EICAS advisory message L AFT, L FWD, R AFT or R FWD EMER DOOR displays when a wing door is not closed and latched and locked. The EMER DOORS light also illuminates and the EICAS advisory message L/R WING SLIDE displays if the door to the ramp slide stowage compartment is not closed and latched and locked. The EICAS advisory message EMER DOORS displays if two or more emergency doors, wing doors or wing slide doors are not closed and latched and locked. The overwing emergency exit door ramps and slides are not configured as raft and they may not be used as auxiliary flotation devices.
OverWing Emergency Exit Doors

Forward and aft overwing emergency exit doors are located over the wing on each side of the airplane. The wing doors are only used as emergency exits. An over wing evacuation ramp and slide assembly is contained in an exterior compartment near the aft edge of each wing. A window in the wing door allows observation outside of the airplane. The overwing emergency exit door is a plug-type hatch. The emergency PULL handle opens the door. The door can then be removed from the opening. Opening the wing door automatically deploys and inflates the ramp and slide. A manual inflation handle can be pulled if the ramp and slide has not automatically inflated. The overwing emergency exit doors ramp and slide is automatically disarmed when the door is opened from the outside.

The EMER DOORS light illuminates and the EICAS advisory message L AFT, L FWD, R AFT or R FWD WING DOOR displays when a wing door is not closed and latched and locked. The EMER DOORS light also illuminates and the EICAS advisory message L/R WING SLIDE displays if the door to the ramp slide stowage compartment is not closed and latched and locked. The EICAS advisory message EMER DOORS displays if two or more emergency doors, wing doors or wing slide doors are not closed and latched and locked.

The overwing emergency exit door ramps and slides are not configured as raft and they may not be used as auxiliary flotation devices.
Evacuation Slides

Cargo Doors

There are two Cargo Doors; one forward and one aft. Both doors are located on the right side of the airplane. The cargo doors open upward and outward. Both forward and aft cargo doors are normally operated electrically from an exterior or interior fuselage-mounted control panel located with each door. Forward and aft cargo door locking is accomplished manually. If necessary, the forward and aft cargo doors may be operated manually.

The CARGO DOORS light illuminates and the EICAS advisory message FWD or AFT CARGO DOOR displays when any cargo door is not closed and latched and locked. The EICAS advisory message CARGO DOORS displays if both cargo doors are not closed and latched and locked. Note : The cargo doors cannot be opened unless the Ground Handling Bus is powered by either the APU or External power. SCHEMATIC
Access Doors

Access to the forward equipment bay and the electronics bay is provided in the forward lower fuselage. If either door is not closed and locked, the ACCESS DOORS light on the overhead panel illuminates and the EICAS advisory message FWD ACCESS DOOR or E/E ACCESS DOOR displays. If both doors are open, the advisory message ACCESS DOORS appears.
Flight Deck Seats

The pilot seats:

Recline Adjust vertically Adjust forward and aft Adjust for thigh support Adjust for the lumbar region of the back

The seats also have:

Adjustable armrests Crotch straps Inertial-reel shoulder harnesses with manual locks Lap belts Adjustable headrests

The seats move outboard during the last four inches of travel. Manual controls provide forward, aft, and vertical adjustment. Lumbar and thigh pad support can be adjusted using the adjustment hand wheels. Armrest pitch can be adjusted using the control knob under the armrest. The armrests can be stowed vertically for easier seat access. Adjust the seat to obtain the optimum eye position as shown on the above illustration:
1. Adjust the seat to the upright position; sitting up straight; looking straight ahead. 2. The control column must be in the neutral position. 3. Adjust the seat until: o the top of the glareshield appears as the edge of a plan and o the bottom the HSI is visible over the control column Passenger Compartment Windows AMMEach window consists of an inner, middle, and outer panes. Inner panes are removable from sidewall panels which also have window shades. The middle pane has a breather hole for pressure equalization and seal leakage indication. The outer and middle panes are sealed in the window frame. Passenger windows do not have any prismatic or magnifying qualities.

WARNING: If there is a crack in the middle pane, replace it immediately. Correct pressurization of the fuselage is critical. A crack in the window pane causes incorrect fuselage pressurization. Note: Middle pane cracks that start from the vent hole and are 0.062 inch or less in length do not need to be replaced. Oxygen System
Airplane General:

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Airplane General - EICAS Messages

Access Doors Message ACCESS DOORS Level Advisory Light ACCESS DOORS Condition Forward equipment bay and electrical equipment compartment access doors are not closed and latched and locked. Electrical equipment access door is not closed and latched and locked. The forward equipment bay access door is not closed and latched and locked.

E/E ACCESS DOOR FWD ACCESS DOOR Cargo Doors Message AFT CARGO DOOR FWD CARGO DOOR CARGO DOORS Entry Doors Message L AFT ENT DOOR R AFT ENT DOOR L CTR ENT DOOR R CTR ENT DOOR L FWD ENT DOOR R FWD ENT DOOR L ENTRY DOORS R ENTRY DOORS

Advisory Advisory

ACCESS DOORS ACCESS DOORS

Level Advisory Advisory

Light CARGO DOORS CARGO DOORS

Condition Cargo door is not closed and latched and locked. Cargo doors are not closed and latched and locked.

Level Advisory

Light ENTRY DOORS

Condition Entry door is not closed and latched and locked.

Advisory

ENTRY DOORS

Two or more entry doors on the same side are not closed and latched and locked.

Emergency Exit Doors Message Level EMER DOORS Advisory L EMER DOOR Advisory R EMER DOOR Message Level EMER DOORS Advisory

Light EMER DOORS EMER DOORS Light EMER DOORS

Condition Both emergency doors are not closed and latched and locked. Emergency door is not closed and latched and locked. Condition Two or more emergency doors are not closed and latched and locked. (overwing exit door or wing slide compartment) An overwing emergency exit door is not closed and latched and locked.

L AFT EMER DOOR R AFT EMER DOOR

Advisory

EMER DOORS

L FWD EMER DOOR R FWD EMER DOOR L WING SLIDE R WING SLIDE Message L AFT WING DOOR R AFT WING DOOR L FWD WING DOOR R FWD WING DOOR L WING SLIDE R WING SLIDE Emergency Lights Message EMER LIGHTS Oxygen System Message PASS OXYGEN ON

Advisory Level Advisory

EMER DOORS Light EMER DOORS

Wing slide compartment door is not closed and latched and locked. Condition An overwing emergency exit door is not closed and latched and locked.

Advisory

EMER DOORS

Wing slide compartment door is not closed and latched and locked.

Level Advisory

Light UNARMED

Condition Emergency lighting system is manually activated or the emergency lights switch is not in the ARMED position.

Level Advisory

Light ON

Condition Passenger oxygen system is activated.

Air Systems
Airplane General:

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Airplane General - Emergency Evacuation

The emergency evacuation signal system alerts the flight attendants to evacuate the passenger cabin. Evacuation command switches are located on the flight deck and at selected flight attendant panels. Each panel has a Command Switch, an EVAC (Evacuation) light, a horn and a Horn Shutoff switch. Positioning the flight deck Command switch, or a Flight attendant Command switch on when the flight deck switch is in the guarded position, causes the EVAC lights to illuminate and the horns to sound at all locations.

COMMAND Switch. Activates the evacuation light and audio signal on all evacuation signal panels. EVAC light. Flashes to indicate activation of the evacuation signal system HORN SHUT OFF Switch. Silences the evacuation audio signal at the individual panel.

Potable Water Airplane General:

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IntroductionAbbreviationsDimensionsPanelsLightingEmergency LightingDoors & WindowsOxygen SystemPassenger Cabin SignsFlight Deck DoorCDSSEmergency EvacuationPotable WaterLavatoriesGalleys & IFEEICAS Messages

Airplane General - Emergency Lighting

The passenger cabin interior and exterior lights are powered by the emergency lighting system. These lights provide illumination for evacuating the airplane. Emergency lighting is controlled by the Emergency Lights Switch on the overhead panel. The switch can be used to manually activate or arm the system for automatic operation.

Flight Deck Emergency Lights Switch

When the system is ARMED, automatic operation occurs if:

DC power fails or DC power is turned Off.

Passenger Cabin Emergency Lights Switch

The Emergency Lighting system can also be controlled by the Flight Attendants Emergency Lights Switch.

ON All passenger cabin and exterior emergency lights illuminate, regardless of the position of the Flight Deck Emergency Lights Switch.

The Emergency Lighting system is powered by remote batteries. Battery charge is maintained by the airplane electrical system. A fully charged battery provides at least 15 minutes of operation.

The UNARMED light illuminates and the EICAS advisory message EMER LIGHTS is displayed if:

the Emergency Lights Switch is not in the ARMED position or the Emergency Lights Switch is in the ARMED position and the Emergency Lights are activated by the switch at a flight attendant panel.

Interior Emergency Lighting

Interior Emergency Lighting consists of door, aisle, escape path, exit lights and luminescent exit signs.

Escape Path lighting consists of floor / seat mounted locator lights spaced at intervals in the aisle and exit indicators by each door. When illuminated, escape path lighting provides visual guidance for emergency evacuation if all sources of lighting more than four feet above the aisle floor are obscured by smoke. Battery powered exit lights are located at each cabin exit.
Photolum Emergency Lights

A photoluminescent floor path marking system is installed along the cabin aisle. The photoluminescent material, when excited by light, will glow and provide exit path guidance. At the exit, electrically operated lights and markers provide exit identification. The photoluminescent strips need to be properly charged. The table below contains charging information and can be used to determine how long the strips remain illuminated. For charging, the cabin ceiling, and sidewall lights need to be on at full intensity, and the strips should not be covered or blocked.
Exterior Emergency Lighting

Exterior Emergency lights are located at each entry door and emergency door. Lights are also installed in each slide to illuminate the ground at the end of the slide. Exterior Emergency lights are located at each entry door and overwing emergency exit door. Lights are also installed in each slide to illuminate the ground at the end of the slide. Doors and Windows
Airplane General:

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IntroductionAbbreviationsDimensionsPanelsLightingEmergency LightingDoors & WindowsOxygen SystemPassenger Cabin SignsFlight Deck DoorCDSSEmergency EvacuationPotable WaterLavatoriesGalleys & IFEEICAS Messages

Airplane General - Flight Deck Door

Amendment: Both common types of Flight Deck Security Door now included.

The flight deck door opens into the cabin. There is a step between the flight deck and the cabin. An electric lock latch mechanism, controlled by the flight deck door switch, allows the flight deck door to be locked. The door can be opened at any time from the flight deck side. When the door is locked, a key is required to open the door from the passenger cabin side. The door unlocks automatically with the loss of electric power. A break-away feature allows the door to be forced open in either direction for emergency access to or evacuation from the flight deck.
CAUTION: Forcing the door open into the passenger cabin causes permanent damage.

The flight deck security door meets requirements for resistance to ballistic penetration and intruder entrance. The door opens into the passenger cabin. There is a step between the flight deck and the cabin. When closed, the door locks when electrical power is available and unlocks when electrical power is removed. A viewing lens in the door

allows observation of the passenger cabin. The door can be manually opened from the flight deck by turning the door handle.
Manual Dead-bolt

The door incorporates a deadbolt with a key lock. Rotating both concentric deadbolt levers to the locked (horizontal) position - leaving the green dots visible - prevents the passenger cabin key from unlocking the door. Rotating only the forward deadbolt lever to locked allows the key to unlock the door. To unlock the dead-bolt and door, turn the split lever clockwise and ensure the red dots are visible. The flight deck access system consists of an emergency access panel, chime module, Door Lock selector, two indicator lights, and an Access System switch. The emergency access panel includes a six button keypad for entering the numeric access code along with red, amber, and green lights. The red light illuminates to indicate the door is locked. When the correct emergency access code is entered, the amber light illuminates. The green light illuminates to indicate the door is unlocked. Two indicator lights and a three position Door Lock selector are located on the overhead panel. Illumination of the amber LOCK FAIL light indicates the door lock has failed or the Access System switch is in the OFF position.
Emergency Access Request

The emergency access code is used to gain access to the flight deck in case of pilot incapacitation. Annunciation of a flight deck chime and illumination of the amber AUTO UNLK light indicates the correct emergency access code has been entered and the door is programmed to unlock after a time delay.

Deny Entry

Selecting the DENY position on the Door Lock selector denies entry, illuminates the red LED and prevents further keypad entry for several minutes or until the door lock selector is moved to UNLKD.
Allow Entry

To allow entry, the selector is turned to the UNLKD position which unlocks the door while held in that position.
Emergency Access Request - Incapacitation

If the emergency access code is entered and the pilot takes no action, the door unlocks after expiration of the time delay. Before the door unlocks, the chime sounds continuously and the AUTO UNLK light flashes. AMM During the time delay, the amber light illuminates on the access panel. The chime/buzzer will also sound after one-third and after two-thirds of the time delay. At the end of the time delay, the green light on the access panel illuminates for 5 seconds to indicate the door is unlocked, after which the door will automatically lock.

Normal Entry

By pressing "1" then "ENT" keys on the emergency access panel, the flight deck chime/buzzer will sound (if programmed) and the amber light will illuminate on the access panel. When UNLKD is selected, the green light illuminates on the access panel. The door incorporates two pressure sensors that unlock the decompression panels in the event of flight deck depressurization. These panels open to equalize pressure in the event of cabin depressurization at a pre-determined value. The decompression panels have manual release pins. Pulling the pins frees the panels allowing egress in the event the door is jammed. AMM Should a panel inadvertently detach if the door is slammed shut, replace the panel in the pressure switch first, then insert the release pins.
CAUTION: The top panel is hinged at the bottom of the panel and will fall forwards into the flight deck, and could strike personnel on the jump-seat.

Should the cabin lose pressurization, there is sufficient space for air in the flight deck to escape around the doorframe into the cabin.

CAUTION: Do not slam the door shut excessively as the force can exceed the limits of the pressure relief latches and cause inadvertent opening of the decompression panels. Door Chime Module

The Door Chime Module situated on the doorframe inside the flight deck contains the door program controls, timers and chime units. Maintenance action is required to adjust any timers, chime or tone volumes. A red guarded cut-off switch when activated (toggle up) disengages the lock solenoid and illuminates the LOCK FAIL light. The door can be latched closed but can not be locked electronically. CDSS
Airplane General:

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CONTENTS
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Airplane General - Galleys & IFE

The following notes are from the Maintenance Manual
Galleys

Electric load control units (ELCU) and galley load relays (GLR) protect the galley circuits. The ELCUs and GLRs are controlled by the bus power control unit (BPCU) to reduce loads in galley buses. Loads are reduced in two stages depending on the overload. If overload persists, the galley bus is totally de-energized. All GLR's are deenergized if a single source overloads during ground operations, or if single generator operation occurs during flight. ELCU's will de-energize if overload persists. Galley Bus is reset by the UTILITY BUS switch.
Passenger Inflight Flight Entertainment (IFE)

The video system provides pre-recorded video programs for passenger viewing. The video programs are displayed on video monitors located in the passenger cabin. The video program audio can be heard through the passenger address system speakers and/or through the audio entertainment system at each individual seat. The video system receives AC power from one of two sources. When the airplane is in the air, the video system receives AC power from the Right Utility Bus. When the airplane is on the ground or when either engine is being started, the video system receives AC power from the Right AC Bus. The video system receives AC power through six circuit breakers on right misc electrical equipment panel (in the forward E/E bay). The system also receives DC power from the Right DC Bus through a circuit breaker on the overhead panel. The source of DC power does not change.

Monitors

Video monitors are mounted in the passenger cabin ceiling above the main aisle. The forward monitor is retractable and all other monitors are fixed position. Adjustment controls on the monitors are not accessible to flight personnel. Liquid Crystal Display (LCD) video monitors are installed on the aft walls of the forward right galley and the forward left lavatory. Liquid Crystal Display (LCD) video monitors are installed on the aft walls of the forward right galley and the forward left lavatory. Retractable LCD monitors are also mounted in the PSUs. The monitors extend to show the video program and retract when the program ends. The monitors also retract if it's prevented from full extension or if pushed or hit while extended.

Passenger Entertainment System (PES)

The passenger entertainment system supplies entertainment audio to the passenger seats. The system gets power from the Right Utility Bus through circuit breakers on the right miscellaneous electrical equipment panel (under the flight deck). The power relays get power from the Battery Bus through a circuit breaker on the overhead circuit breaker panel.
Entertainment Control Switch

The system is controlled by an entertainment control switch (also referred to as the PES switch) on the forward attendant panel. EICAS Messages
Airplane General:

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CONTENTS
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Airplane General - Introduction

The Boeing 757 family provides versatility in the 180 to 280 seat, short to medium range market and comprises two passenger models:

757-200 757-300 : approximately 23 feet (7.0 m) longer than the 757-200,

Current aircraft have the following MTOWs:

757-200 115,660 kg (255,000 lbs) General 757-300 123,600 kg (272,500 lbs)

This Flight Crew Operations Manual (FCOM) has been prepared by The Boeing Company. The purpose of this manual is to:

provide the necessary operating limitations, procedures, performance, and systems information the flight crew needs to safely and efficiently operate the 737 airplane during all anticipated airline operations serve as a comprehensive reference for use during transition training for the 737 airplane serve as a review guide for use in recurrent training and proficiency checks provide necessary operational data from the FAA approved Airplane Flight Manual (AFM) to ensure that legal requirements are satisfied establish standardized procedures and practices to enhance Boeing operational philosophy and policy.

This manual is prepared for the owner/operator named on the title page specifically for the airplanes listed in the "Model Identification" section. It contains operational procedures and information, which apply only to these airplanes. The manual covers the Boeing delivered configuration of these airplanes. Changes to the delivered configuration are incorporated when covered by contractual revision agreements between the owner/operator and The Boeing Company This manual is not suitable for use for any airplanes not listed in the "Model Identification" section. Further, it may not be suitable for airplanes that have been transferred to other owners/operators. Owners/operators are solely responsible for ensuring the operational documentation they are using is complete and matches the current configuration of the listed airplanes. This includes the accuracy and validity of all information furnished by the owner/operator or any other party. Owners/operators receiving active revision service are responsible to ensure that any modifications to the listed airplanes are properly reflected in the operational procedures and information contained in this manual. This manual is structured in a two-volume format with a Quick Reference Handbook (QRH). Volume 1 includes operational limitations, normal and supplementary procedures, and dispatch performance data. Volume 2 contains systems information. The QRH contains all checklists necessary for normal and non-normal procedures as well as in-flight performance data. The manual is periodically revised to incorporate pertinent procedural and systems information. Items of a more critical nature will be incorporated in operational bulletins and distributed in a timely manner. In all cases, such revisions and changes must remain compatible with the approved AFM with which the operator must comply. In the event of conflict with the AFM, the AFM shall supersede. This manual is written under the assumption that the user has had previous multi-engine jet aircraft experience and is familiar with basic jet airplane systems and basic pilot techniques common to airplanes of this type. Therefore, the FCOM does not contain basic flight information that is considered prerequisite training.
Organization

The FCOM is organized in the following manner. Volume 1

Preface - contains general information regarding the manuals purpose, structure, and content. It also contains lists of abbreviations, a record of revisions, bulletins, and a list of effective pages. Limitations and Normal Procedures chapters cover operational limitations and normal procedures. All operating procedures are based on a thorough analysis of crew activity required to operate the airplane, and reflect the latest knowledge and experience available. Supplementary Procedures chapter covers those procedures accomplished as required rather than routinely on each flight. Performance Dispatch chapter contains performance information necessary for self dispatch.

Volume 2 - Chapters 1 through 15 contain general airplane and systems information. These chapters are generally subdivided into sections covering controls and indicators and systems descriptions. Quick Reference Handbook (QRH) - The QRH covers normal checklists, in-flight performance, non-normal checklists, and non-normal maneuvers.

Warnings, Cautions, and Notes

The following levels of written advisories are used throughout the manual.
WARNING: An operating procedure, technique, etc., that may result in personal injury or loss of life if not carefully followed. CAUTION: An operating procedure, technique, etc., that may result in damage to equipment if not carefully followed.

Note: An operating procedure, technique, etc., considered essential to emphasize. Information contained in notes may also be safety related.
Copyright Information

Boeing claims copyright in each page of this document only to the extent that the page contains copyrightable subject matter. Boeing also claims copyright in this document as a compilation and/or collective work. The right to reproduce, distribute, display, and make derivative works from this document, or any portion thereof, requires a license from Boeing. For more information, contact The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. Boeing, the Boeing signature, the Boeing logo, 707, 717, 727, 737, 747, 757, 767, 777, 787, BBJ, DC-8, DC-9, DC-10, MD-10, MD-11, MD-80, MD-88, MD-90 and the Boeing livery are all trademarks of The Boeing Company. No trademark license is granted in connection with this document unless provided in writing by Boeing. Abbreviations
Airplane General:

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CONTENTS

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Airplane General - Lavatories

The following notes are from the Maintenance Manual Each lavatory is a separate module installed as a unit, containing either a Closed Waste System or Vacuum Waste System for the toilet.
Closed Waste System

Each lavatory has an independent toilet waste system. Toilet waste is stored in a toilet tank in each lavatory. During ground servicing the toilet tanks are drained, rinsed and a 10 liter (2 USG) chemical pre-charge is added. The toilet flushing medium is pre-charge mixed with toilet waste water which has been filtered and deodorized. The toilet flushing cycle is started when the flush timer handle is depressed. This provides power to the flush motor which operates the pump. Filtered water is pumped into the toilet bowl until the flush timer cuts power to the flush motor (about ten seconds). When the Ground Handling Bus is powered, the fill/shutoff valve opens automatically. During servicing, the valve closes if the liquid level in the tank reaches three inches from the top of the tank. The valve reopens when the liquid level drops sufficiently. The valve closes when the Ground Handling Bus is unpowered.
Vacuum Waste System

The toilet assembly consists of an electronic flush control, a rinse valve and a flush valve. Turning the flush handle actuates the flush control unit to start the flush cycle. The flush control unit controls the operation of the rinse valve and flush valve and the timing of the flush cycle. Starting the flush cycle opens the solenoid-operated rinse valve for 2 seconds, directing potable water through a rinse ring to provide rinse water to clean the bowl during the flush cycle. The flush control unit then opens the motor-operated flush valve for 4 seconds, allowing vacuum pressure in the waste tanks to remove debris from the toilet bowl. A manual flush shutoff valve is mounted on the downstream side of the flush valve. The manual flush shut off valve is operated by a handle on the front of the toilet to shut off the vacuum waste line if the flush valve fails. A manual shutoff valve in the rinse water supply line behind the toilet shroud turns off the water supply to the toilet, whilst an antisiphon valve prevents backflow of rinse water from the flush circuit to the potable water system.
Toilet waste Tanks

The two independent toilet waste systems remove and store toilet waste in two 63 USG waste tanks. Two systems are used to ensure continuing toilet waste removal if one system fails. Waste is removed from the toilet bowls by creating a vacuum in the waste tanks. This vacuum draws the waste through waste lines into the waste tank. Vacuum blowers, in the waste tank overboard vent lines, create the vacuum needed for toilet flush at low altitudes and on the ground. Differential pressure between cabin pressure and outside ambient pressure supplies the vacuum during high altitude flight. Each tank has a rinse nozzle near the top next to its point level sensors. The rinse nozzle washes the inside wall of the tank and the the surface of the point level sensors during servicing. Each waste tank has two inlet waste line connections near the top of the tank. At the top of each tank is a water separator. The water separator removes moisture from the waste tank air before the air is vented. A vacuum blower is in the overboard vent line coming from each tank. The vented air from the water separator goes through the vacuum blower when the airplane is not at flight altitude, or through the vacuum blower check valve (bypassing the vacuum blower) when the airplane is at flight altitude.

Toilet Service Panel

Closed Waste System

Two waste service panels, one for each pair of forward and mid toilets, are located on the underside of the fuselage. Each service panel has a single waste drain valve assembly fed by both tanks and two rinse fittings and two waste valve handles.

Vacuum Waste System

The waste service panel, for the waste disposal system, is on the bottom of the fuselage just right of the centerline near the aft end of the airplane. The service panel has a single waste drain valve assembly fed by both tanks and two rinse fittings and two waste valve handles. When the service panel door is opened, two proximity switches stop power to the vacuum blowers. This will stop the toilet system operation during waste tank servicing. Galleys & IFE
Airplane General:

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CONTENTS
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Airplane General - Lighting

Lighting systems include:

Exterior lighting Flight deck lighting Passenger Cabin Lighting Emergency Lighting

Exterior Lighting

Exterior lighting consists of these lights:

Landing Runway Turnoff Anti-collision Navigation (Position) Wing Leading Edge illumination Logo Taxi

Landing Lights

The landing lights consist of the left, right and nose gear landing lights. The left and right landing lights are located in the left and right wing root and are optimized for flare and ground roll. The two nose gear-located landing lights are optimized for approach. The nose gear lights are inoperative when the nose landing gear is not down and locked.
Runway Turnoff Lights

Two runway turnoff lights are mounted on the nose landing gear. They are inoperative when the nose landing gear is not down and locked.
White Anti-Collision Lights

The white anti-collision lights are strobe lights located on each wing tip. The white anti-collision lights are strobe lights located on the outboard tip of each winglet.
Red Anti-Collision Lights

The red anti-collision lights are strobe lights located on the top and bottom of the fuselage.
Navigation (Position) Lights

The navigation lights are standard red (left forward wingtip), green (right forward wingtip) and white (aft tip of both wings) position lights. The navigation lights are standard red (left forward winglet), green (right forward winglet) and white (inboard trailing edge of both winglets) position lights.
Wing Lights

Wing lights are installed on the fuselage and illuminate the leading edge of the wing.
Logo Lights

Logo lights are located on the stabilizer to illuminate the logo on the vertical tail surface.
Taxi Light

One taxi light is installed on the steerable portion of the nose landing gear. The light is inoperative when the nose landing gear is not down and locked.

Service Lighting

Service lights are located in each wheel well, cargo compartment and various other work areas. Controls for these lights are located at the individual service areas.
Flight Deck Lighting

Flight deck lighting is provided for panel illumination, area lighting and localized illumination. Flood lights and light plates provide panel illumination. Dome lights provide flight deck area lighting. Map lights, chart lights and utility lights provide localized illumination. Panel and flood lights illuminate the forward panels, glareshield and aisle stand panels. When the light override switch is ON, the forward flood lights, glareshield flood lights, dome lights, aisle stand flood lights and all illuminated annunciator lights illuminate at full brightness. If normal electrical power is lost, the Standby magnetic compass light, forward panel flood lights and integral lights for essential instruments on the left forward, center forward and overhead panels are automatically switched to the Standby AC Bus.
Indicator Lights MEL The flight deck Indicator Lights cannot be dimmed if the Left Recirculation Fan is unpowered.

Indicator light brightness can be set to DIM or BRT with the Indicator Lights Selector. The system automatically overrides the DIM position and illuminates the indicator lights full bright if the ambient flight deck light level increases to a preset crossover light value, as detected by system sensors located on the center forward panel.
Passenger Cabin Lighting

Passenger cabin lighting is provided by white incandescent and fluorescent lights. General cabin illumination is accomplished with ceiling, sidewall wash and night lights. These are supplemented by reading, closet, attendant work, galley and lavatory lights. Lights are distributed over forward, mid and aft zones with controls located at the appropriate flight attendant panel. Bright threshold entry lights, for passenger boarding, illuminate when the entry door is opened, and are inhibited when the door is closed. The ceiling light, located just aft of the flight deck door, automatically extinguishes when the flight deck door is opened. Emergency Lighting

Airplane General:

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Oxygen Requirements
The following notes are from the Flight Planning and Performance Manual
Passenger Oxygen System - Chemical

This airplane is equipped with a 12 minute chemical passenger oxygen system. The altitude envelopes provided show the maximum altitude that the airplane may be flown during a cabin depressurization event and still support the physiological requirements of the passengers using he oxygen system installed. The envelopes are intended to assist in terrain clearance planning. The maximum altitude envelopes assume an immediate descent is made to 10000 ft or the lowest safe altitude whichever is higher as stipulated in the Emergency Descent procedure of the Quick Reference Handbook. Should the presence of terrain necessitate a level-off at an altitude higher than 10000 ft, the required terrain clearance descent profile should at no time exceed the maximum altitude capability of the passenger oxygen system shown by the envelope. Once terrain is cleared, the descent to 10000 ft should be completed. JAROPS rules allow the first 30 minutes the airplane is flown at altitudes at or below 14000 ft but above 10000 ft to be without additional supplemental passenger oxygen.

The passenger oxygen system will provide sufficient supplemental breathing oxygen for altitudes at or below this envelope.
Flight Crew Oxygen Requirements

Regulations require that sufficient oxygen be provided to the flight crew to account for the greater of supplemental breathing oxygen in the event of a cabin depressurization or protective breathing in the event of smoke or harmful fumes in the flight deck. This airplane model is equipped with a 12 minute chemical passenger oxygen system which limits the extent to which the airplane can be operated at altitudes above 10000 ft following depressurization. As a result the flight crew supplemental oxygen quantity requirement is determined using the fixed maximum cabin altitude envelope allowed by the passenger oxygen system. Consideration must also be give to protective breathing oxygen, which is the quantity of oxygen necessary for 15 minutes of pressurized 100% oxygen flow (Emergency setting) for each flight crew member in a fully pressurized cabin (8000 ft cabin pressure altitude). The greater quantity of either the supplemental or protective breathing requirements is used to determine the minimum dispatch cylinder pressures provided. An additional 10% of oxygen quantity is supplied by the values provided in the tables to account for normal system leakage and for use by one active duty pilot at flight altitudes above 25000 feet should the other active duty pilot leave the flight deck To determine the minimum dispatch oxygen cylinder pressure enter the flight crew oxygen table with the number of crew plus observers using oxygen and read the minimum cylinder pressure required for the appropriate cylinder temperature. An additional quantity of oxygen is required when flight altitudes above 41000 feet are planned. Above flight altitudes of 41000 feet one active duty pilot must don the oxygen mask and breath diluted oxygen for the duration of the flight above 41000 feet. The additional quantity of oxygen required is 2.05 liters/pilot/minute. This is equivalent to 1.8 psi/pilot/minute.
Required Pressure Number of Crew using Oxygen 2 3 4 5 735 1055 1360 1680 725 1040 1340 1655 715 1020 1320 1630

Bottle Temperature C F 50 122 45 113 40 104

35 30 25 20 15 10 5 0 -5 -10

95 86 77 68 59 50 41 32 23 14

700 690 680 670 655 645 635 620 610 600

1005 990 975 960 940 925 910 890 875 860

1300 1280 1255 1240 1215 1195 1175 1150 1130 1110

1600 1580 1550 1530 1500 1475 1445 1420 1395 1370

Boeing Flight Planning and Performance Manual - Chapter 2

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Airplane General - Oxygen Systems

Amendment: Link to oxygen requirements.

Company Limitations - Minimum Flight Crew Oxygen Quantity Boeing - Oxygen Requirements Flight Safety Foundation - Surviving Cabin Decompression 52Kb

Two independent oxygen systems are provided, one for the flight crew and one for the passengers. Portable oxygen cylinders are located throughout the airplane for emergency use.

Flight Crew Oxygen System

The Flight Crew Oxygen System uses quick-donning masks and regulators located at each crew station. Oxygen pressure is displayed on the lower EICAS status display. Flight Crew and observer masks and regulators are installed in Oxygen mask panels near each seat. Squeezing the red oxygen mask release levers releases the mask from the stowage. Removing the mask:

inflates the mask harness momentarily displays the yellow oxygen flow indicator.

Place the mask over the head and release the levers. The harness will contract fitting the mask to the head and face. Removing the mask also selects the mask microphone and deselects the boom microphone in the removed mask. The boom microphone can be reselected by closing the left oxygen panel door and pushing and releasing the reset/test switch. This also shuts off oxygen to the mask. The oxygen flow can be restored by opening the left oxygen panel door.
AMM The masks receive oxygen at 60 to 85 psi from the pressure regulator. The masks have a diluter demand regulator which decreases the oxygen pressure to a small quantity above cabin pressure. The mask/ regulator has a pressure demand feature which supplies automatic pressure breathing above 35,000 feet.A check valve in the mask/regulator will vent oxygen to the cabin if pressure to the mask increases to 100 psi. Portable Oxygen

A portable oxygen cylinder assembly installed on the flight deck provides for supplemental breathing when required. The portable oxygen cylinder assembly has a shutoff valve, a pressure gauge and a disposable continuous flow mask.

Oxygen Cylinder

AMMThe crew oxygen system supplies each crew station with oxygen from a pressurized cylinder on the right side of the forward cargo compartment. There is a cylinder shutoff valve, an oxygen pressure indicator, a thermal relief port, a pressure regulator connection, and an external fill port on the neck of each cylinder. Overboard Vent If the crew oxygen cylinder becomes over-pressurized, a thermal relief disk on the cylinder neck breaks. The high pressure oxygen flows through an overboard vent line to the overboard vent. When pressure in the vent line reaches about 500 psi, a green disk in the overboard vent is blown out and the oxygen is vented to the air. The disk is held in place by a snap-ring. The overboard vent is just aft of the forward cargo door on the lower right side of the fuselage. The green disk is easily seen during the pre-flight check. Oxygen Mask Panel

Oxygen Flow Indicator

Shows a yellow cross when oxygen flowing.

RESET/TEST Switch

PUSH - With the left door closed and the Oxygen ON indicator not, turns Oxygen ON momentarily to test regulator.

Normal/100% Switch

N - Supplies an Air/Oxygen mixture on demand (the ratio depends on cabin altitude). 100% - Supplies 100% Oxygen on demand.

Oxygen Mask Emergency/Test Selector

ROTATE - Supplies 100% oxygen under positive pressure at all cabin altitudes (protects against smoke and harmful vapours). PRESS TO TEST - Tests the positive pressure supply to the regulator.

Passenger Oxygen System

The Passenger Oxygen System is supplied by individual chemical oxygen generators. The oxygen system provides oxygen to the passenger, attendant stations and lavatory service units. The passenger oxygen masks and chemical oxygen generators are located above the passenger seats in Passenger Service Units (PSUs). Oxygen flows from a PSU generator when any mask hanging from that PSU is pulled. When the mask is pulled to the face, the firing pin is released and strikes the primer. This starts the ignition process inside the generator. Ten seconds later oxygen flows to each mask connected to that particular generator. The masks drop automatically from the PSUs if Cabin Altitude exceeds 14,000 ft. The passenger masks can be manually deployed from the flight deck by pushing the Passenger Oxygen Switch. The Passenger Oxygen ON light illuminates and EICAS advisory message PASS OXYGEN ON displays when the system is activated.

Selected ON - The passenger cabin oxygen masks drop. The passenger oxygen system is operating and the masks have dropped.

Note : Powered by the Hot Battery Bus, the Passenger Oxygen switch is live at all times.
Portable Oxygen Bottles

Portable oxygen bottles are stowed in various locations in the passenger cabin. The bottles are fitted with disposable masks and are used for first aid purposes or as walk-around units. Passenger Cabin Signs
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Airplane General - Panels

Overhead Panel

Mode Control Panel

Captain's Glareshield and Instrument Panel

Center Instrument Panel

First Officer's Glareshield and Instrument Panel

Forward Aisle Stand

Center Console

Aisle Stand

Accessory/Maintenance Panel

Lighting
Airplane General:

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CONTENTS Introduction Abbreviations Dimensions Panels Lighting Emergency Lighting Doors & Windows Oxygen System Passenger Cabin Signs Flight Deck Door CDSS Emergency Evacuation Potable Water Lavatories Galleys & IFE EICAS Messages Airplane General - Passenger Cabin Signs The passenger cabin signs are controlled by overhead panel selectors. The passenger signs illuminate when the following conditions are satisfied: FASTEN SEAT BELTS AUTO : The FASTEN SEAT BELTS signs illuminate if: Landing Gear not up and locked, or Flap Lever not UP, or Cabin Altitude above 10,000 ft or Passenger Oxygen ON

NO SMOKING AUTO : The NO SMOKING signs illuminate if: Landing Gear not up and locked or Cabin Altitude above 10,000 ft or Passenger Oxygen ON All passenger signs can be controlled manually by positioning the respective selector to ON or OFF. Note: Anytime Passenger Oxygen is deployed, the NO SMOKING and FASTEN SEAT BELTS illuminate and RETURN TO SEAT signs extinguish, regardless of selector position. RETURN TO SEAT signs are illuminated with the FASTEN SEAT BELTS signs, except when Oxygen is deployed. When the passenger signs illuminate or extinguish, a low tone sounds over the PA system. Flight Deck Door

Airplane General: Abbreviations Dimensions Panels Lighting

Emergency Lighting Doors and Windows Oxygen System Passenger Cabin Signs Flight Deck Door CDSS Emergency Evacuation Potable Water Lavatories Galleys & IFE EICAS Messages CONTENTS : SEARCH Contents Limitations Search Index Sitemap Contact Help

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Airplane General - Potable Water

The following notes are from the Maintenance Manual The potable water system has a single water tank which stores and supplies fresh water to the galley units and lavatory wash basins. The potable water is also supplied to the lavatory toilets for use in the water flush cycle The potable water tank is in the compartment aft of the bulk cargo compartment and has a capacity of 60 gallons (120 gallons). Each galley and lavatory has water shutoff valves above the floor, allowing any one unit or combination of units, to be isolated while the rest of the units remain operating. Each lavatory has a water heater in the supply line to the wash basin faucet.

Potable water quantity indicators at door R1 and at the ground servicing panel show ground service personnel and the flight crew how much water is in the potable water tank. The potable water tank is pressurized to force water from the tank to the lavatories and galleys. The pressurization system utilizes a Potable Water air compressor, augmented by bleed air from the Left pneumatic system. Lavatories Airplane General:

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CONTENTS <p align="center"><a href="../noscript.htm" accesskey="c"><em>C</em>ONTENTS</a></p> IntroductionAbbreviationsDimensionsPanelsLightingEmergency LightingDoors & WindowsOxygen SystemPassenger Cabin SignsFlight Deck DoorCDSSPotable WaterEmergency EvacuationLavatoriesEICAS Messages

Airplane General - Pushbutton Switch-Lights

Extensive use of pushbutton switch-lights has been made in cockpit design. Switch-lights control the system as well as show a system message. Switch-lights can be either alternate action or momentary action. The alternate action switch activates the associated component and the switch contacts remain engaged. When pushed again, the contacts disengage and the controlled component returns to its deactivated state. Alternate action switch-lights are divided into halves. One half uses a mechanical display to show the command switch position. The display is a descriptive word, symbol or combination of the two, such as a main tank fuel pump switch, which displays ON and a bar. As the switch is pushed in a mechanical shutter retracts, exposing the word/symbol behind it. The shutter closes when the switch is deactivated. The other half of the alternate action switch-light has an indicator light that illuminates to indicate system response to switch movement, or a system message, as appropriate. In the example below the amber PRESS light indicates fuel pump output pressure is low. The momentary action switch contacts are only engaged, while the switch is actuated. When released, the switch contacts disengage. Momentary action switch-lights are also divided into halves. Both halves may contain indicator lights that can illuminate to indicate a system message. If only one half has an indicator light, the other half has a dashed line to show there is no message in that half of the switch. A Generator Disconnect switch is an example. The DRIVE light illuminates to indicate certain system malfunctions. When the switch is pushed, the generator and drive are signaled to disconnect from the engine, which is a momentary, irreversible signal. Peculiarities of other type switches on the airplane control panels are addressed in the systems chapters, as necessary. Note: Maintenance personnel should be contacted for all relamping operations. Unintentional system operation can result from improper relamping. Airplane General:

Abbreviations Dimensions Panels Lighting Emergency Lighting Doors and Windows Oxygen System Passenger Cabin Signs Flight Deck Door CDSS Emergency Evacuation Potable Water Lavatories Galleys & IFE EICAS Messages CONTENTS : SEARCH

Contents Limitations Search Index Sitemap Contact Help Biggles Software 2002-2010 <hr /><p align="center"><a href="../noscript.htm">CONTENTS</a></p>